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BRITAIN’S BEST-SELLING RAIL TITLE September 2018

D213 RIDES AGAIN

Class 40 back after 34-year absence

■ Charter operator buys HSTs and Class 90s ■ Tyseley to restore Thornbury Castle

RCTS CELEBRATES 90TH ANNIVERSARY

WHO WERE THE MASTER NEVERERS?

NEXT STOP FOR THE BORDERS RAILWAY

■ 11 CLASS 50s FOR SVR GALA ■ 802s ON PENZANCE ROUTE

The

EDITORIAL

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

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Accepted photographs and articles will be paid for upon publication. Items we cannot use will be returned if accompanied by a stamped addressed envelope, and recorded delivery must clearly state so and enclose sufficient postage. In common with practice on other rail periodicals, all material is sent or returned at the contributor’s own risk and neither The Railway Magazine, the editor, the staff nor Mortons Media Ltd can be held responsible for loss or damage, howsoever caused. The opinions expressed in The RM are not necessarily those of the editor or staff. This periodical must not, without the written consent of the publishers first being given, be lent, sold, hired out or otherwise disposed of in a mutilated condition or, in any unauthorised cover by way of trade or annexed to or as part of any publication or advertising, literary or pictorial matter whatsoever.

This issue was published on September 5, 2018. The next will be on sale on October 3, 2018.

Northern has suffered badly this summer because of on-going strikes and insufficient drivers ‘route-learned’ to cover the planned new timetable, as well as overcrowding issues and a shortage of crews on Sundays. This view at Oxenhope Lake District station on August 5 of Class 156 No. 156487 shows a passenger with large case – plus many others with cases – boarding the 11.19 to Windermere. ALISDAIR ANDERSON

Radical reform for operators and passengers cannot come soon enough

T’S been another summer of discontent for rail passengers. Strikes because of industrial disputes over driver-only operation are still affecting four train operators. Timetables remain in a mess on several routes, with passengers having to wait up to an hour for a through train to their destination. Electrification projects still lag behind schedule. Cancellations because of a lack of train-rostered crews or lack of route knowledge remain all too common. Passengers are also suffering from late notification of engineering work – sometimes giving less than 24 hours notice that their journey will be diverted or disrupted. The closure of London Euston for three consecutive weekends had a knock-on effect. With no congestion-busting 15-car ‘Voyager' trains from Birmingham New Street, passengers were forced to walk from New Street to Moor Street station to catch alternative services to London. A lineside fire closed the Midland Main Line for six hours on August 19, curtailing services to St Pancras - a situation compounded as LNER was at full capacity handling extra passengers as a result of the Euston closure, so could not accept those displaced from East Midlands Trains.

Insular nature

Rustling up replacement coaches is proving more difficult, and other than the occasional diversion via Lincoln and Sleaford or Ely and Cambridge, when there is an incident on the East Coast Main Line, the insular nature of each train operator means drivers' route knowledge over many diversionary routes – such as the Settle-Carlisle, when the West Coast Main Line is closed between Preston and Carlisle – has tended to lapse; but I fully understand why. Keeping route knowledge up-to-date is a costly, time-consuming process and train operators see rail replacement buses as the cheapest option.

TRAIN OF THOUGHT

Editor’s Comment

However, is that really the best option for passengers who are still being asked to pay the same fare as if the train was running normally? Passengers placed on rail replacement services are heavily inconvenienced and endure considerably longer journey times. Coach drivers are not always familiar with the route and there is a lack of refreshment and toilet facilities, yet there is no discount for the additional disruption.

Wrong message

So, on top of all these problems, the Government ‘kicks' the passengers yet again, forcing fares up by 3.2% from next January rather than saying "hey, we know many of you have had a very difficult time, so we will freeze fares for 12 months or until the problems are solved". Actions like this send out the wrong message: one of an uncaring industry led by a greedy Government. I know from stories on my Twitter feed how front line staff go the extra mile to help passengers in difficulties, so it was good to hear the Rail Delivery Group advocating a ‘once-in-ageneration reform' of how we run our railways. Given the high fares passengers now have to pay, this reform – along with a ticket and fares reform –can't come soon enough. I only hope the mandarins in the DfT are receptive to any new ideas and innovation, but more crucially can also take a step back and stop tinkering with the day-to-day minutiae of franchises and leave the railway to be run by those who know what they are doing. CHRIS MILNER, Editor

September 2018 • The Railway Magazine • 3

Contents

September 2018. No. 1,410. Vol 164. A journal of record since 1897.

Headline News

On the cover

MAIN IMAGE: Back on thee main line after more than n 30 years, Class 40 No. D213 Andania hauled d its first railtour since 1984 4 on August 27. On one of a series of test runs prior to o the big day, the EE Type 4 passes Albrighton on the Shrewsbury to Wolverhampton line on August 9. GEOFF GRIFFITHS

SNCF has ordered 100 Alstom 'Avelia' double-deck high-speed trains to replace older TGV sets over the next 15 years. ALSTOM

INSET 1: The RCTS celebrates 90 years of railway enthusiasm.

Fares to rise by 3.2% in January, ScotRail puts Class 385s into passenger service and receives ﬁrst refurbished HST, 11 Class 50s for SVR Golden Jubilee gala, GWR introduces Class 802s on Penzance route, Locomotive Services Ltd buys HSTs and Class 90s for charter work.

INSET 2: Behind the legend of the 'Master Neverers'. INSET 3: Building on the success of the Borders Railway reopening.

COLOURRAIL

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

Replica 'Saint' breaks cover, Tyseley to restore Thornbury Castle, four 'Castles' and Bahamas for Tyseley open day, Green BR '2MT' makes ﬁrst moves at KWVR, Bluebell '5MT' set for West Somerset gala, 'Sutherland' to visit Swanage.

72 Industrial 74 Steam Portfolio 76 Irish 78 Miniature 80 Narrow Gauge 83 Classic Traction 86 Classic Traction Portfolio 88 World 92 Railtours 96 Metro 98 Network 100 Traction & Stock

'Euro 66' arrives in UK for repairs, TPE Class 802/2 and Mk5s on test, October 28 launch for new Caledonian Sleeper stock, fresh look for West Midlands units, ﬁrst Marston Vale Class 230 unveiled, Class 60s start work with GBRf. Despite there being hundreds of Class 66s already at work in the UK, the arrival of Captrain's No. 6601 from mainland Europe on August 18 caused great excitement among modern traction enthusiasts. SIMON POOLE

103 Stock Update 104 Traction Portfolio 107 Operations

Regulars 12 Multiple Aspects 12 Railways in Parliament 50 Subscription Oﬀer

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

56 Heritage Diary

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

60 Panorama

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

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

UK’S TOPSELLING RAIL TITLE! Subscribe today and save money on every issue.

With Lord Berkeley.

52 Readers’ Platform 54 Reviews

Island ‘Terriers' Nos. W8 Freshwater and W11 lead newly restored LBSCR Brake Third No. 4115 at the head of a seven-coach rake of four-wheelers during the Isle of Wight Steam Railway's All Island Locos Together event on August 5. JOHN FAULKNER

Panorama: Northern Rail Class 142 ‘Pacer' No. 142088 is about to pass over Cave crossing, between Gilberdyke and Brough, with a Hull to Sheffield service on June 18, 2016. GARETH JONES

64 From The RM Archives 112 Meetings 121 Reader Services 122 Crossword & Where Is It?

Call 01507 529529 or see page 50 for our latest oﬀers Like us facebook.com/ TheRailwayMagazine Follow us @railwaymagazine Follow us therailwaymagazine

Features

14 Concrete and China Clay

Practice & Performance looks at a selection of recent operations, including loco-hauled trains in northern England and GWR's short-formed 'Castle' HSTs.

22 Next Steps for the Borders Railway

Ashley Butlin reports on proposals to build on the success of the reopened Edinburgh-Tweedbank line with further extensions and service improvements.

28 Narrow Gauge Preservation Stalwart Nicola Fox meets John Bate, an octogenarian engineer who has spent most of his adult life volunteering at the Talyllyn Railway.

33 Never Again...

As we mark the 50th anniversary of the end of BR steam, Chris Milner looks back at a group of photographers whose exploits became legendary at the time – the Master Neverers.

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PERFORMANCE POT POURRI: GWR 'Castle' HSTs and loco-hauled trains in the north - p14

BUILDING ON SUCCESS?: Borders Railway sets its sights on Hawick - p22

40 90 Years of Railway Enthusiasm

The Railway Correspondence and Travel Society (RCTS) is celebrating its 90th anniversary – Rodney Lissenden and Paul Chancellor look back at the society's early days, and how it has adapted to a changing hobby.

47 Tracks to the Trenches 3

Cliﬀ Thomas reports from deepest Staﬀordshire and the third instalment of an event commemorating the role played by narrow gauge railways during the First World War.

CLOSELY OBSERVED TRAINS: 90 years of the Railway Correspondence & Travel Society - p40

September 2018 • The Railway Magazine • 5

HeadlineNews

Fares to rise 3.2% in January – but rail reform urgently gently needed RAIL fares are set to rise by up to 3.2% from January next year despite calls for a freeze following months of strikes and timetable problems.

This is marginally lower than last year’s 3.6% rise. However, the Rail Delivery Group, which represents Network Rail and the train operators, says reforms are needed across the industry. The rise will affect most ticket types and is still based on the retail prices index (RPI) for July, in spite of calls in previous years to base increases on the consumer prices index (CPI), which tends to be a lower figure of inflation. Use of RPI is no longer recommended by the Office of National Statistics.

Productivity

Passengers have a tendency to avoid ticket vending machines because of the increased risk of buying the wrong ticket for their journey.

Meanwhile, Transport Secretary Chris Grayling has stirred up rail unions by suggesting if CPI is used to calculate rail fare increases, then the same formula should be used by train operators on which to base staff wage increases. Mr Grayling said:“I am not opposed to above inflation pay increases being individually negotiated between trade unions and employers in the industry where there are productivity or similar improvements that create

the financial headroom for such deals. “However, it is difficult to justify using a different measure of inflation in the rail industry to the one that is widely used across services like the NHS. “I think it is time to move the industry on to the same basis as elsewhere.” The suggestion didn’t find favour with the RMT union general secretary Mick Cash, who commented:“The RMT will fight any attempt to impose a pay cap on our members in a drive to protect private train company profits.” Also backing a call for a freeze in fares is Anthony Smith, chief executive of the passenger watchdog Transport Focus.

‘Torrid summer’

He added:“After a torrid summer, passengers hit by the timetable crisis will be amazed that the talk is about a fares increase. A fares freeze would benefit all passengers, begin the process of re-building trust, and start to bring passengers back to a railway they can rely on.”

Paul Plummer, chief executive of the Rail Delivery Group, believes the time has come for a once-in-a-generation reform. Writing in The Times, he said: “All parties – train companies, Government, Network Rail and people working in rail – need to change. “Train companies must do more to utilise technology. Government

must make long-term strategic decisions, but must step back from well-meaning detail which ultimately stifles innovation. “The industry’s relationship with its people needs to be reshaped and the way we run and regulate our railways to be fundamentally overhauled.” ■ See comment on page 3.

TICKET TO HIDE? AN OVERVIEW OF THE CURRENT FARES’ CONSULTATION “If one had to summarise what we need from rail fares and ticketing it has to be rail fares need to be trusted, automatically include value for money, quality and speed, combined with maximum passenger choice. Anyone that has experienced travelling by train will doubtless have at least one, if not several, stories about rail fares, tickets and train services. The problem is from both a customer and railway service point of view most of the stories are negative. Lack of fare choice, expensive fares, inability to access cheaper advance fares, application of peak-hour restrictions for the duration of a long-distance journey, automated ticketing systems

Disused Eccles subway filled in

MORE than 2,000 tonnes of stone is being packed into a disused subway near Eccles station in Greater Manchester as part of a £725,000 project to improve the reliability of the Liverpool to Manchester railway. The work is designed to stabilise the track above, creating smoother journeys for passengers on this key route. The upgrade work is taking place until September 21, with the line being closed throughout the weekend of September 8 to allow the subway to be filled in and taken out of use.

The Rail Delivery Group (RDG), set up as the primary body established to take responsibility for co-ordinating and leading the way on cross-industry initiatives, is currently running a consultation called Easier Fares. The aim of the three-month consultation, which ends on September 10, is to understand what the country wants to see from an up-to-date, easier fares and ticketing system on the UK’s railways. Fraser Pithie, Secretary of the Shakespeare Line Promotion Group, considers what the consultation requires to address and reconcile. that push customers into buying what might not be the best fare for them – the list goes on. Few can claim to completely understand every single issue that arises from the UK’s current rail fare and ticketing system. The Rail Delivery Group is currently leading the Easier Fares consultation, which closes on September 10. I was recently able to go along to one of the RDG’s round-table events to discuss an input to the

consultation. I was impressed by the grasp and depth the RDG team has on rail fares, tickets and the scale of their task. In summary, I would say there are three principal elements. ■ The rail fare and ticket architecture requires a fundamental overhaul to take it from its 1990s ’booking office only’world to the internet and smartphone-enabled 21st century we now live in. ■ The customer interface must

allow maximum choice, and above all the new fare system has to have an unassailable level of trust for the passenger. ■ The mess associated with rail fares and tickets has been going on for far too long. Delivering a better system which has all the necessary elements is not an easy task, but it’s critical it takes place, accepting a degree of compromise will be inevitable in

providing any outcome. The real challenge is for the politicians and the Department for Transport. It is they who will ultimately decide to what extent the final output by RDG on Easier Fares is implemented. Anything less than full and unreserved acceptance of the RDG’s final output will smack of political cowardice. More importantly, it will leave train operating companies and their passengers marooned in an increasingly expensive treacle of fares and tickets. That must not happen.” You have until September 10 to have your say and be heard on the subject. To express your views go to: www.britain runsonrail.co.uk/fares

GA dispute resolved – but South Western strikes continue SOUTH Western Railway passengers continue to have their journeys disrupted, with RMT members taking industrial action over the future role of guards on SWR trains. After 10 days of strikes in July and August, further one-day strikes on September 8 and 15 are planned as this issue of The RM went to press. A similar dispute between the RMT and Abellio Greater Anglia (GA) was resolved on July 19 after GA agreed to halt further expansion of driver-only operation (DOO) and guarantee the future role of

6 • The Railway Magazine • September 2018

guards on trains. RMT members working for GA voted 90% in favour of the deal, on an 80% turnout.

Settlement

Talks at the conciliation service Acas between SWR and the RMT ended without agreement and with very different conclusions being drawn by the two sides. While the RMT stated it had hoped to negotiate a settlement similar to the one with GA, SWR claimed the trades union had “refused to accept what they have accepted on Greater Anglia”.

RMT general secretary Mick Cash said: “The statement from SWR does not represent what we were told when talks broke up. As far as we’re concerned, the process remains live and we are available for further talks.” SWR said: “We would like to make it completely clear that we will continue to roster a guard on all our trains – including our new suburban fleet, to be introduced from late-2019, and that our plans require more, not fewer guards.” The RMT remains in dispute with SWR, Arriva Rail North, Merseyrail and Govia Thameslink

Railway (GTR) over the role of guards on new trains designed for driver-only operation, but is hopeful the GA deal offers a possible way forward for all sides.

Longest-running

The action against GTR is now Britain’s longest-running industrial dispute and has been on-going since 2016. Services across the north of England were expected to be severely disrupted on September 1, 15, 22 and 29 by industrial action by RMT members working for Arriva Rail North.

Have you got a story for us? Email: railway@mortons.co.uk

Hitachi bi-mode Class 802s launched on London-Penzance route GWR has launched the first of its bi-mode Class 802 trains into service on August 20 between Paddington and Penzance. Two of the Hitachi-built

five-car trains worked the 07.30 ex-Paddington and 14.00 from Penzance after a press launch between Penzance and Exeter on August 17.

Testing of the trains has been on-going for a year. Set Nos. 802003/005 worked the 05.53 PlymouthLondon Paddington, while

Nos. 802006/007 worked 07.30 London Paddington-Penzance and 14.00 return. More sets will be rolled out over the coming months.

GWR has 22 five- and 14 ninecar train sets on order, and all, except for the three pre-series units (802001/002, 802101), are being built in Italy.

Set Nos. 802006 and 802007 head over the Tamar Bridge from Cornwall into Devon with 1A93, the 14.00 PenzancePaddington on August 20. WILLIAM SPENCER

First refurbished ScotRail HST delivered from Wabtec SCOTRAIL has taken delivery of the first fully refurbished Inter City125 set. Power cars Nos. 43169 and 43183, along with four trailer cars, arrived from Wabtec Doncaster at Haymarket depot on August 18. The first refurbished set, led by power car No. 43169, passes Copmanthorpe on August 17 on its way north from Doncaster to Edinburgh’s Haymarket depot. PAUL BRAYBROOK

ScotRail will eventually have a fleet of 26 HSTs formed of 17 five- and nine four-car sets, and used to connect Glasgow and Edinburgh with Perth, Stirling, The unusual sight of two ScotRail power cars – Nos. 43140 and 43149 – passing Cockwood Harbour, Dundee, Inverness and Aberdeen, working from Wabtec Brush, Loughborough to Laira depot on August 13. DAVID HUNT providing a step change in the accommodation provided by the has been carried out at included a comprehensive Class 170 DMUs currently in use. Doncaster and Loughborough internal refurbishment with It is a comprehensive project, (Wabtec). additional seats and luggage using redundant HSTs displaced The sets will be first launched space. by the introduction of Hitachi on the Edinburgh to Aberdeen There will be an enhanced food Class 80x trains on the Great route once crew training is and drink service, with a new Western, but the timescales have complete. cafe area. slipped because of the need to ScotRail has not set a date for The trailer cars have been fitted resolve a number of technical their introduction, but says it will with sliding doors, to replace issues. be‘in the coming weeks’. the slam doors, and controlled Work on the HSTs for Scotland Work on the trailer cars has emission toilets.

Valiant makes it 11 ‘Hoovers’ for SVR Class 50 Golden Jubilee event NO. 50015 Valiant has been confirmed as part of the impressive line up for the Severn Valley Railway’s (SVR) upcoming Class 50 Golden Jubilee gala event, at which 11 Class 50s could be in operation. Volunteers are working against the clock to ensure all available locos are operable in time for the event, which takes place between October 4-6, and brings the curtain down on a year-long programme of events to mark the 50 years since the locos first entered service. Kidderminster TMD has resembled Old Oak Common of

late, with numerous Class 50s undergoing maintenance and overhaul.

Engine change

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 of 50044 in 2012, and a significant amount of conversion work has taken place to enable the recent start up. Also making progress are No. 50033 Glorious, which as

well as major bodywork repairs, had a successful pressure test of its coolant system, and No. 50026 Indomitable, which is nearing the end of a major engine overhaul. Three days of intensive Class 50 operation are planned, and there are also a range of other attractions. At The Engine House in Highley, Class 50s large and small will be represented. There will be a display of original Class 50 nameplates, including a set of Sir Edward Elgar plates from 50007. Several flame-cut number panels from long lost locos,

including first-scrapped 50006, are also planned for display. Modellers will be well catered for too, as manufacturers Heljan (O gauge) and Dapol (N gauge) launch their new Class 50 models at the event, with early examples on display.

Impressive scenes

There will also be a number of 5in-gauge Class 50 models operating on a specially installed track within the building. At Kidderminster station, a private collection of all 50 Class 50s in OO gauge will be on display, alongside a

selection of sales stands. A specially commissioned DVD entitled Severn Valley Fifties has been produced for the event, and a limited run of 1,000 will be available. The DVD captures some impressive scenes of Class 50s working on the SVR, from 50031’s first run in 1992 up to the present day. It also includes footage of the Class 50 Alliance locos (which are based at the SVR), working on the main line and at other heritage railways. For more details and to book tickets in advance visit: www.svr.co.uk

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SEE P50 FOR DETAILS

September 2018 • The Railway Magazine • 7

HeadlineNews

Wolverton demolition review rejected – Knorr-Bremse sold

A JUDICIAL review in the High Court into the decision to build 375 houses on part of the Wolverton Works site has been dismissed. Although Milton Keynes Council approved planning consent for the homes last year, the project has been controversial, with campaigners having accused the council of ignoring the historical importance of Wolverton, it being the first works to use electricity in 1901. Historic England had requested the review as it was concerned about the impact on a nearby conservation area. However, Judge Mr Justice Dove dismissed the challenge and said Historic England had “not demonstrated any illegality in the

council’s decision”. Site owner St Modwen has agreed to keep gable ends on three buildings as a reminder of the site’s history. However, all buildings on the site will be demolished except for an old lifting shop and a retaining wall.

Realignment

What is not clear is where the Royal Train will be relocated to, as that is stabled in a modern shed at the rear of the complex. In a separate move, Knorr-Bremse Rail Services has sold its Wolverton and Springburn businesses to German company Mutares. Together, both sites employ around 600 people. The sale – which also includes

Most, if not all, of the buildings in this view are expected to be demolished for new housing. On August 7, Class 08 No. 08629 collects Class 319 No. 319373 from east repair shop. PHIL MARSH

Kiepe Electric in Birmingham – comes at a time when KnorrBremse is undertaking a strategic realignment of its rail repair and

refurbishment operations in the UK. Staff have been told of the sale, but few other details have

emerged, and where this leaves the current operations is unclear. Mutares has been described as an ‘equity entrepreneur’.

MML bi-mode options become clearer

The new ‘Avelia Horizon’ train in SNCF InOui livery. COURTESY SNCF

SNCF to spend €2.7bn on 100 new high-speed trains FRENCH national operator SNCF deliveries running until 2033. has ordered 100 new double-deck Up to 740 seats can be fitted 350kph high-speed trains in each nine-car articulated from Alstom in an order worth train, for use operating low-cost €2.7billion, writes Keith Fender. Second Class-only services, The new trains will be used to although most will have fewer replace older single-deck TGVs, seats, as First Class and catering dating from the 1980s/90s. will be provided as well. The new train – branded the Costing just over €25million ‘Avelia Horizon’ by Alstom – is per train, they are substantially the first of the Avelia ‘platform’ cheaper than the latest TGV to be sold in Europe. The design ‘Euroduplex Océane’, which cost is expected to be offered by €30m a set (the last of 55 ordered Alstom for HS2. The new design is due for delivery in 2020). incorporates shorter power cars Improved aerodynamic design than traditional TGVs – with and regenerative braking is more space used for passengers expected to reduce energy in the 200-metre long train. consumption by 20%, compared Alstom is building 28 to older TGVs. single-deck ‘Avelia Liberty’ trains, The new ‘Avelia Horizon’ trains based on the same design for will use quad-voltages (25kV US operator Amtrak, to replace AC/15kV AC/3kV DC/1.5kV the ‘Acela’ trains between DC) allowing operation into Washington DC, New York and most neighbouring countries, Boston. although the majority of the The first of the new SNCF trains trains will be used for domestic will enter service in 2023, with French services.

New bridge for Felixstowe branch

NETWORK Rail has secured permission to build a new bridleway bridge across the Felixstowe branch line at Gun Lane, near Trimley. It will replace a level crossing and providing a safer public route across the railway. The bridge will allow up to

10 additional intermodal trains per day to run to and from Felixstowe Docks, and is part of a £60.4million project to upgrade the branch, adding 1.4km of extra track between Trimley and Gun Lane. NR is permanently closing six pedestrian level crossings in the area to improve safety.

8 • The Railway Magazine • September 2018

MORE details of new inter-city trains being offered to bidders for the East Midlands Railway franchise are being revealed, with the awarding of the new contract moving closer. Electrification of the route north of Kettering is now off the agenda, and the winning bidder – Stagecoach, Arriva or Abellio – will be required to obtain a fleet of bimode trains for services between St Pancras, the East Midlands and South Yorkshire from 2023. In August, Bombardier confirmed it was talking to the shortlisted bidders about its 125mph inter-city ‘Aventra’ concept, announced earlier this year. The train would be capable of 125mph in both electric and

diesel modes, and is also designed to offer the potential for alternative fuel sources such as batteries. The trains would be built in Derby, at the heart of the East Midlands railway network.

Contender

However, Bombardier faces strong competition from Hitachi Rail Europe, which is likely to offer a variant of its AT300 (GWR/ TPE/Hull Trains Class 802). Few details are currently available, but it has been widely reported shorter vehicles will be required as the current 26m-long cars are incompatible with Midland Main Line infrastructure. Industry insiders also suggest Stadler and CAF are offering

bi-mode versions of UK train platforms to the three bidders. Stadler is thought to be proposing a variant of the Class 745 ‘FLIRT UK’ trains currently being built for Greater Anglia, albeit fitted with diesel power packs similar to those on GA’s Class 755/4 regional bi-mode trains. No official statement has been made, but CAF is said to be proposing a bi-mode variant of the Class 397 ‘Civity UK’ EMU, now being built for TransPennine Express. One final contender is Talgo, which is currently talking to various franchise bidders and operators about supplying new trains as part of its bid to enter the UK new train market.

Talgo’s legal challenge over HS2 procurement SPANISH rolling stock manufacturer Talgo has announced its intention to mount a legal challenge over the £2.8billion contract to construct trains for HS2. Talgo is one of the short-listed bidders and is unhappy rival CAF was belatedly added to the shortlist after Hitachi and Bombardier

announced they were teaming up for a joint venture to build HS2 rolling stock. With Alstom and Siemens working together on a bid, the decision to include CAF - which threatened legal action after being initially ruled out - would, claimed HS2 Ltd, provide maximum competition.

Talgo is working with ABB and has been looking for a UK manufacturing site. No date for the court hearing has been announced. ■ Alstom is challenging Transport for London in the courts after it lost the bid to Siemens for new Tube trains. Alstom claims its trains were cheaper.

Plug to be pulled on BTP Scotland merger plan? PLANS to merge all officers in the British Transport Police in Scotland with the national force, Police Scotland have been put on hold after support for the merger waned. The proposals are being reviewed and could be dropped all together after new concerns were raised over IT issues between the two forces' computer systems, but more

importantly over how pensions and employment conditions for BTP staff can be protected if the merger went ahead.

Police Scotland has warned the date was impossible without compromising public safety. There has been a strong campaign by rail unions and Safety others to scrap the plan, with The indications from Scottish TSSA union leader Manuel Government sources are Cortes claiming a third of that other options are being Scotland's 220 BTP officers considered, including scrapping would resign if the specialist the plan altogether. With a force became part of Police merger target date of April 2019, Scotland.

Have you got a story for us? Email: railway@mortons.co.uk

Chinnor opens Risborough platform – and looks west towards Aston Rowant

AUGUST 15 was a big day in the history of the Chinnor & Princes Risborough Railway (C&PRR) as it saw the opening and first use of the new platform 4 at Princes Risborough station. It also means the railway is publicly accessible from the national network for the first time in 61 years. Hauling the first train was GWR ‘Prairie’ No. 5526 with Class 20 No. D8059. The cross-platform interchange has been constructed by the 100% volunteer-operated C&PRR, part funded by the UK Government – with a £75,000 grant from the Department for Transport, made in August 2016, a private major benefactor – plus hundreds of donations made over the last 25 years.

Volunteers

Volunteer labour has been estimated to have saved more than £750,000, with the opening phase of the project costed at about £350,000, demonstrating the value of volunteers. Work has taken place in all weathers over three years to make the platform and connection. Chiltern Railways and Network Rail have also been involved in the project, the latter permitting operation of the trains to and from Chinnor over track of the branch which was originally to Thame and was slewed in 2016 to connect to the Chinnor branch.

Use of the Thame branch track necessitated a track access agreement with Network Rail as the short section of line is used by Chiltern as a turnback siding. The original line for the Chinnor branch is in poor condition and needs relaying. This is expensive, and another phase of the project which will take an estimated three years, but in the interim, slewing was an ideal option. With platform access at Princes Risborough, passengers will be able to enjoy a four-mile ride through the countryside to Chinnor, the current terminus of the heritage line. There is an incomplete run-round loop, so some shunting of stock is needed, where the lead loco drops off and runs into the incomplete loop, allowing the other loco to draw the empty stock into a headshunt, before the lead loco couples up to bring the stock back into the platform. Network Rail’s chairman Sir Peter Hendy said: “The connection of the C&PRR with the national railway network is a stunning achievement for a volunteer-operated railway, and will generate environmentally friendly, rail-based tourism on the closest preserved railway to London. “Network Rail congratulates the railway for this extension.” Looking to the future, the railway is formulating plans for an extension west towards Aston Rowant.

Aston Rowant station is located 2.4 miles from Chinnor, and closed on July 1, 1957. The plan was talked about 20 years ago, and having secured access to Princes Risborough, the extension is the next logical step. Spearheading the project is development director Andrew Walker, who told The RM the project would be divided into two sub-projects.

Style

One project will focus on securing and developing the former Aston Rowant station site as a terminus, the landowner being Oxfordshire County Council. As the station buildings were demolished, decisions will be needed on the style of station, as it will be a terminus station, and whether it has a cafe and museum. The second sub-project will establish the cost of rebuilding the railway, along with any land ownership matters, as the trackbed is substantially in situ, although there is some encroachment. Work will also be needed in conjunction with the local authority and ORR because a local road crosses the line where there was a level crossing. However, a Transport and Works Order application is in preparation. The availability of grant aid is under investigation, too. Mr Walker added that as

Lady McAlpine cuts the ribbon to declare platform 4 at Princes Risborough open.

A view along the Chinnor & Princes Risborough’s new platform. BOTH: CHRIS MILNER

well as volunteers working on the railway, the C&PRR needs volunteers to work for the railway in the background. One such person lives in the USA and monitors planning applications or other plans that might affect the railway. Wider development issues which could benefit the railway

Historic Ballater station rises from the ashes BALLATER’S historic ‘B’-listed railway station was destroyed in a fire just over three years ago, but on August 20, the rebuilt station was opened to the public. The station was a terminus on the Great North of Scotland Railway line from Aberdeen, and being close to Balmoral Castle, was used by the Royal Family until the line closed in 1966. It later became a visitor centre and home to several

local businesses. At the time of the fire, Aberdeenshire Council pledged to rebuild the station, with a two-year estimate, and while it has taken longer, the station retains its mix-use status, and includes an information centre, a restaurant and tearoom run by The Prince’s Foundation – plus the Royal waiting room and carriage that was saved during the fire. There is also a new space extending along the old

SIDELINES Fire closes Midland Main Line

The rebuilt Ballater station in a green and cream finish, the previous building was in maroon and cream. ABERDEENSHIRE COUNCIL

platform and over the tracks where the royal carriage sits, taking the form of railway sheds, mixing royal heritage with local history.

The royal waiting room interior has been carefully repaired by specialists to ensure the quality matches what was lost in the fire.

Hosking fleet to be expanded in 2019 with HSTs and Class 90s

'MANOR' BACK AT SEVERN VALLEY: GWR 'Manor' 4-6-0 No. 7819 Hinton Manor has returned to the Severn Valley Railway after display at a Swindon designer outlet centre since 2007. The externally restored loco is seen at Kidderminster on August 25. It will be displayed at the Engine House, Highley, with consideration for an overhaul in the future. STEVE WIDDOWSON

are being pursued. A further development could include the construction of a secure car park at Aston Rowant, which is close to is junction 6 of the M40, and where around 100 commuters leave their vehicles in order to catch express coaches to central London.

JEREMY Hosking’s Locomotive Services Ltd (LSL) is acquiring a HST125 set and two Class 90s from Porterbrook as it looks to expand its main line charter operations. The additional vehicles will transfer to LSL once their current leases have ended in 2019. Porterbrook has 21 HST power cars and 83 Mk3 trailers in traffic with GWR, but these will be released over the coming months. The Class 90s – possibly Nos. 90001/002, according to industry insiders – will also be released from their current duties

with Greater Anglia by December 31, 2019. The HST set could be joined by others in due course, and will be refurbished and upgraded to create a 125mph-capable First Class dining set. The Class 90s will haul the main line legs of steam charters from King’s Cross or Euston. Both the HSTs and Class 90s will make it easier for LSL to use charter trains on congested routes where it is becoming increasingly difficult to paths trains with a top speed of 90-95mph.

SERVICES on the Midland Main Line were disrupted for more than six hours on August 19 because of a fire involving scrap cars and gas cylinders at premises next to the line at Hathern. LNER refused to accept tickets from East Midlands Trains passengers as it was already handling passengers for Scotland and the north displaced by the weekend closure of London Euston.

Loco hauled for Grand Central

UNRELIABILITY of the Class 180 ‘Adelante’ units operated by open access company Grand Central has led to the firm hiring a loco-hauled train. Being part of Arriva, two Class 67s will be provided for top-and-tail operations by DB Cargo, but a rake of seven Mk2 carriages has been hired from Rivera Trains.

STOP PRESS Britannia for SVR gala

AS this issue of The RM closed for press, the Severn Valley Railway announced that pioneer BR Standard Pacific No. 70000 Britannia is to return to the railway as the final guest at its Autumn Steam Gala on September 20-23.

September 2018 • The Railway Magazine • 9

HeadlineNews

Command and control to be improved for stranded trains

REVISED and improved training on emergency procedures will be provided for 3,500 Network Rail and Southeastern staff. This follows an incident on March 2 when hundreds of passengers self-evacuated onto live tracks after a number of Southeastern trains had become stuck on the approach to Lewisham station. The serious incident occurred during the evening peak at the end of a week of extremely cold and icy weather. The failure of the trains, which were unable to draw current, led to passengers – who were given little or no information – leaving the train next to a live third rail and walking in darkness to the Lewisham station. In the post-incident analysis, Southeastern and Network Rail decided to commission an independent report.

Information

The report was produced by consultants Arthur D Little and Southwood Rail Consulting, and examines the circumstances behind the incident. It also provides a number of recommendations in co-ordinating communications between different organisations, and in sharing information more effectively with those on trains. In a joint statement, Southeastern and Network Rail said they recognise the events of March 2 were unacceptable and regrettable. They add that while railway staff worked hard to get an unprecedented situation under control, there are lessons to be

learned in managing disruption and ensuring the well-being of passengers. The improvements and changes identified, many of which are already underway, are: ■ Network Rail and Southeastern will deliver new training for more than 3,500 staff based on an ongoing independent review of command and control structures and procedures. This training will include scenario simulation of major incidents to ensure staff are well-rehearsed on emergency procedures. ■ Network Rail is investigating expanding the installation of conductor rail heating to include key locations, like Lewisham, which although not prone to freezing could potentially benefit from heating in extreme weather events. A trial of a more effective anti-icer on the fleet of snow and ice treatment trains will also be carried out. In addition, Southeastern is exploring the use of ice-breaker shoes on some passenger trains. ■ Both NR and Southeastern are working with specialist consultants on planning and preparation for severe weather. This will include examining the criteria needed to decide if trains should be running in extreme weather, such as the snow and icy conditions experienced in March. ■ Examining engineering changes to extend train battery life, meaning train communications systems and lighting could stay on longer if the third rail power system is unavailable.

Passengers are guided to safety from one of the stalled trains at Lewisham on the evening of March 2. PA/ELEANOR MAWREY

■ Improve how the two organisations communicate during extreme winter weather. This includes improved systems for providing information to customers; revised protocols for communication between teams on the ground and control centres; and more effective procedures for liaising between different organisations involved in any future incident.

Challenging

In a joint statement, David Statham, managing director of Southeastern, and John Halsall,

Network Rail’s South East route managing director, said: “Winter weather in 2018 was the most challenging we’ve seen in the South East for more than a decade. “Unfortunately, this led to a very serious incident in Lewisham, and we’re determined to learn from what happened. “We sincerely apologise to passengers for what was an unpleasant and distressing experience. Our staff worked exceptionally hard in extremely difficult circumstances, but the number of trains involved in this incident made it difficult to

co-ordinate a response. Both Southeastern and Network Rail are taking steps to minimise the possibility of this happening again. We are improving our management of extreme weather, examining ways to keep the power on when conductor rails fail, and updating our procedures for communicating with passengers in an emergency. “We would like to emphasise that the safest option for passengers is to remain on board and await help, even in the exceptionally unusual scenario of a train getting stuck between stations.”

OBITUARY: Dennis Howells MBE, 1939–2018 By Phil Marsh

DENNIS Howells, a railway signalling engineer and wellknown owner of Hawksworth 0-6-0PT No. 9466, died on August 18. He was 78, and had been fighting cancer. It was on holiday in 1955, when aged 15, he was on the footplate with his uncle Bill, a Swansea Paxton Street driver, and they stopped at a signalbox and he saw a telegraph linesman at work. “It was love at first sight,” Dennis said. He joined British Railway as an apprentice in the Watford technical department and retired 55 years later in 2010 as the lead signal engineer with the Network Rail enhancement group. He remained working on the West Coast Main Line until 1992 when he was promoted to S&T engineer general for the Southern Region at Croydon. His other roles included deputy signalling engineer for the WCML upgrade, lead design

and construction engineer East Anglia, and he was also involved in the Cotswold Line redoubling. He became holder of the first Institution of Railway Signal Engineers’ senior engineer’s license and was a Fellow of the Permanent Way Institute and Institute of Railway Signalling Engineers. During the Ladbroke Grove public inquiry, he was called as an expert witness in signal sighting issues.

Leader

He was awarded an MBE for ‘services to the railway industry’ in the 2002 Queen’s Birthday Honours list, receiving his award from HM Queen. Dennis was certain he turned his back on her, but the video showed, to his relief, he had met all protocols! In 1973, he became a founder member and leader of the GWR ‘King’ No. 6024 King Edward I group at Quainton, but from May 1977 concentrated his efforts on restoring his Pannier No. 9466, helped by his parents and Graham Tyler.

10 • The Railway Magazine • September 2018

His Hawksworth Pannier has operated across the national network, reaching Looe, steaming light engine over the Royal Albert Bridge (his most memorable trip), visiting Stratford-upon-Avon, Ironbridge, Cardiff, and many other places. Dennis and his loco also visited most of the major league preserved railways. No. 9466's first main line outing was to be in a 1985 Didcot to Swindon ‘150' cavalcade, but the tyres were 1⁄32in below the required thickness, so was sidelined. Dennis returned to Didcot in 1989, meeting Roger Paddison and the Steam on The Met (SotM) team, and No. 9466 was booked as the reserve loco for that year’s Chesham centenary event. ‘Met No.1’ failed, No. 9466 worked faultlessly, and became a regular on SotM events. Dennis was a footplate inspector for the SotM and ‘Steam on the Underground’ events, as well as carrying out fitness-to-run exams (FTR).

He also carried out FTRs on behalf of main line loco owners and was also the Mid-Norfolk Railway’s steam superintendent and Quainton Road loco inspector. In 1992, No. 9466 celebrated the Taff Vale ‘150' celebrations by operating a rake of 20-ton coke hoppers around the Cardiff area, and four years later operated a p/way train on the Met line.

Accomplished

Dennis also led the No. 6023 King Edward II restoration team at Didcot, where he was also locomotive manager. As if this was not enough, he oversaw the Didcot Railmotor motorbogie and bogie project. An accomplished ‘O' gauge modeller, he scratch-built a large collection of rolling stock, and exhibited as a member of the Western Model Railway Society. In 2010, Dennis began cataloguing the NRM's Swindon archives, his team aiming to catalogue 70 drawings a day. With 36,000 items to identify, it

Dennis Howells on the footplate, where he was most at home. PHIL MARSH

was sadly a task he would never complete. His only regret was that one of Camden's ‘Duchesses' did not run under the newly installed fouraspect signalling installed for the WCML electrification in 1965 to see just how fast one could go! Dennis Howells will be much missed, but has left a huge legacy for others to enjoy and to remember him by for generations to come.

Have you got a story for us? Email: railway@mortons.co.uk

‘Lorries Can’t Limbo’: NR launches another campaign Public sector can bid for to alert HGV drivers over bridge strikes disruption BRIDGE strikes caused by overheight lorries cost Network Rail up to £23million a year, with 2017/18 producing the highest number of incidents for five years. As a result, Network Rail has launched its latest campaign to educate professional HGV drivers about the risks of taking unsuitable routes. ‘Lorries Can’t Limbo’encourages drivers to“wise up and size up” their vehicle and plan their routes in advance to reduce disruption to rail and road users. Every year there are about 2,000 railway bridge strikes, each costing more than £10,000 in repairs and compensation to train operators.

ScotRail to increase use of Class 385s

SCOTRAIL has increased the number of Class 385 EMUs operating between Edinburgh Waverley and Glasgow Queen Street following their introduction on July 24. Initially, just two sets have been used together – a three- and fourcar – but with more units fitted with the revised windscreen and more drivers passed out to operate them, ScotRail will introduce extra trains to Edinburgh to Glasgow services via Falkirk High. The practice of running a four-car with a three-car set will continue, with more sets being rolled out as they become accepted for traffic. As yet there is no indication of when the 385s will begin working to Dunblane/Stirling/ Alloa, North Berwick, Glasgow Central to Edinburgh via Shotts, to Cumbernauld, or on the Cathcart circle route. ■ ScotRail is recruiting 200 new staff, of which 100 will be used as drivers, conductors or ticket examiners.

Compensation payments cost NR up to £13m a year, but the true annual cost is estimated to be up to £23m, once the value of undelivered goods, lost productivity from train delays, and road congestion are taken into account. Research by NR has revealed 43% of lorry drivers admitted to not checking the height of their vehicle before heading out, with 52% admitting to not taking low bridges into account when planning their journeys. NR’s Wales and Borders (W&B) route recently experienced eight bridge strikes in just seven days, and since April 2017 there have

IN MID-July the EU Commission announced it would be undertaking a detailed review of the proposed Siemens Alstom merger, which was announced by the companies in September 2017. The original plan was to complete the review by the end of this year, but now, mid-2019 is the earliest likely date. The EU competition commissioner announced the review – to now be completed by the end of November 2018 – and follows concerns over higher prices for rolling

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been 128 bridge strikes across the W&B routes, causing 8,809 minutes of delay to passengers, and costing taxpayers thousands in damages and delays.

Above: A HGV on its side after striking Running Horse Bridge over the A3102 Wootton Bassett Road, Swindon. NETWORK RAIL

‘Crompton’ to the rescue at Weymouth THE failure of Class 47 No. 47580 at Weymouth on the‘Dorset Coast Express’train on August 23 saw main line-approved Class 33 No. 33012 summoned from the Swanage Railway to act as a ‘Thunderbird’loco.

EU Commission review delays Siemens/Alstom merger plan By Keith Fender

ScotRail franchise

stock in Europe (and potentially higher passenger fares). As the number of train builders would be restricted, Siemens Alstom would be three times bigger than their next largest European rival. The EU appears to not share the concerns of both Siemens and Alstom about the possibility of Chinese rail engineering firm CRRC taking a large part of the European rail equipment market in the next few decades. The EU Commission could decide to permit the merger, block it, or substantially amend it on competition grounds.

With the errant 47 removed, the‘33’hauled the heavy 10-coach train, with‘A4’ No. 60009 Union of South Africa on the other end, to Southampton, where the‘A4’ and support coach was dropped

off, so it could return to Southall via Andover using the schedule route. No. 33012 continued via Basingstoke to Clapham Junction, where the train terminated. PICTURE: JAMIE SQUIBBS

THE Scottish Government has said public sector bodies will be allowed to bid for future ScotRail franchises. David MacBrayne Ltd has confirmed an interest in exploring the possibility of bidding for Scottish rail franchise contracts. The firm is parent company of CalMac Ferries, Argyll Ferries and Solent Gateway, which operates the military port of Marchwood. A publicly owned private company, the sole shareholder of David MacBrayne Ltd is the Scottish Government. Michael Matheson, Cabinet Secretary forTransport, Infrastructure and Connectivity said:“Our consistent view over many years is that there ought to be a level playing field between the private and public sector in bidding for rail franchises. “Identifying a public sector body to make a bid has not been easy. It was vital to consider a range of scenarios as we want to strengthen competition and achieve best value for the public purse, while delivering continuous service improvements.” However, in a report commissioned by Abellio, former Labour MP andTransport Minister TomWatson has dismissed the suggestion of train operations in Scotland being in public ownership. Mr Watson advocates the move to a concession type of operation rather than a franchise, but sounds a salutary warning. He said:“Those who provide passenger services are better placed than civil servants or ministers to judge what the most suitable rolling stock is for a particular service. In fact, they are better placed to judge what services need to be run and at what frequency.”

Virgin ‘Voyager’ marks RAF centenary VIRGIN Trains named Class 221 ‘Voyager’No. 221114 Royal Air Force Centenary 1918–2018 at Holyhead station on August 22 to celebrate the historic links between the RAF base and railways. The nameplate carries the station crest of the RAF Valley and was unveiled at a ceremony

by veterans Mary Roberts and Wing Commander John Wynne, both of whom served in the Second World War. The connection between railways and the RAF goes back to the early days of the air force when a Barclay 0-4-0WT was built in 1918 for Air Service Construction Corps, and used by

the RAF until 1946. The loco is now Talyllyn Railway No. 6 Douglas and has been adopted by the Towyn & Aberdovey Royal Air Force Association. Here, the Class 221 pauses alongside RAF Valley for a photo with a pair of Hawk T2 aircraft. SAC NATHAN EDWARDS/MOD

Multiple Aspects

with Lord Berkeley

HS2 could cost an extra £43bn, claims Sir John Armitt

SIR John Armitt, chairman of the National Infrastructure Commission, has waded into the HS2 debate by telling the Sunday Telegraph “it will cost an additional £43billion in surrounding work to ‘make the most’ of the central (HS2) scheme”. I suspect this does not include £20bn or so to make additional connections for Crossrail 2 to HS2 at Euston, but it does all add up to some silly numbers – the best part of £150bn! Such figures are hard to imagine, and I would suggest hard to justify, with the other pressures on

taxpayers’ money at this time. HS2 has appointed a new chief financial officer, who comes from Defence Equipment and Support (DE&S), an arms-length body of the Ministry of Defence. His experience in the MoD, where massive cost and programme overruns are the norm, coupled with an ability to hide bad news, is surely going to be useful for HS2 in sorting out their budget, and finding enough money to pay compensation to those whose properties and business have been expropriated, but who still have not

been paid because HS2 got its budgets wrong. Another interesting report came from the Infrastructure and Projects Authority, a joint Cabinet Office and Treasury body, which stated in December 2016 that the HS2 project ‘is highly likely to significantly overspend, c20-60%, with the likely cost increasing from £57bn to more than £80bn with a very high opportunity cost impact across other Government departments’. But then Baroness Sugg, Transport Minister in the Lords, in

response to a starred question by me on July 24 about this report, said: “HS2 does not recognise or agree with either the analysis or the figure it contains”, and that “the HS2 programme is on target to be completed on time and on budget”. So perhaps the new chief financial officer will join the ranks of ministers, officials and his HS2 colleagues who stand by this claim in spite of overwhelming evidence all is not right. But then, one would not recognise such unpalatable truths if one’s head is permanently in the sand!

European auditor sounds warnings over time savings versus high-speed costs in the EU THE European Court of Auditors published a very interesting report in June entitled A European high-speed rail network: not a reality but an ineffective patchwork. It is a devastating critique of Europe’s failure to create a high-speed network.

It does not include the UK, but there are lessons to be learned. The report states ‘the cost per minute saved by the introduction of high-speed rail’ could be ‘more than one hundred million Euro per minute saved…cost overruns could reach 44 % to 78 %’. The report noted ‘the cost of a

DEFRA must step up to the mark over cross-Channel rail freight clearance plan THE Rail Delivery Group announced in August it had come up with a plan for Railway Customs Areas to be set up to enable cross-Channel rail freight to be cleared remotely from the Channel Tunnel terminals, and thereby reduce congestion in the event customs procedures become more complex. These terminals would most likely be part of the ones that are located around the UK to provide security clearance for Channel Tunnel trains, and could be very useful in the future, depending on what clearances are required for what types of goods. I understand the UK customs authorities are reacting positively to such an idea, but the same cannot be said about DEFRA, which is

responsible for phytosanitary controls, all of which appear to have to take place at the frontiers. DEFRA needs to catch up and work with the industry to provide a solution to whatever checks are necessary –this covers a lot of cargo, including plants and animals, food and drink, agricultural seeds and products. Recent analysis of the ‘Great British Sandwich’ noted that, whereas most of the bread used in sandwiches is made in the UK, the same cannot be said for the fillings. Imports account for 82% of cheddar cheese, 90% of lettuce, 60% of ham, 80% of tomatoes, and 25% of butter. We will have to change our eating habits if these get delayed!

line increases proportionally with the design speed, and infrastructure capable of handling very high-speed operations (300kph-plus) is particularly costly’. This compares with the UK, where HS2 is designing the line to be capable of 400kph where, if one follows the arguments of the report, the costs will

go through the roof! All this seems to confirm our estimate HS2 costs are likely to be some 100% over budget at £100bn plus may well be closer to the truth. For a small country, compared with Germany, France and Italy, is this high-speed value for money?

Will new chief executive Andrew Haines put Network Rail’s house in order?

ANDREW Haines joined Network Rail as chief executive in August. I wish him well. He has challenges ahead, not least keeping in touch with the frequent changes of views and urgent requests from ministers, while at the same time getting his house in order, and giving his routes more independence from the cash cow of the central Infrastructure Projects Department. He will also need to try and keep a stable hold on policy, cost reductions and performance, while at the same time being pilloried by so many parts of industry and government.

Mark Carne did well in his tenure, but perhaps did not recognise the rail industry was different from the oil sector, from which he came. In the oil sector, his staff would generally do as they were told; in the rail sector, there is a general disease of finding 25 reasons for not doing what you are asked to do. Roll on a ‘can-do attitude’! berkeleyafg@parliament.uk

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

Railways in Parliament

by Jon Longman

Counting cost of HS2

LORD Birt asked Her Majesty’s Government in the House of Lords, how many houses, premises and plots of land have been requisitioned so far to enable the construction of HS2. Transport Minister Baroness Sugg said: “As of June 30, 2018, HS2 Ltd has permanently acquired 170 properties through Compulsory Purchase Orders and/or private agreements. “A party whose land is compulsorily acquired for HS2 Phase One can make a request for an advance payment at any time. On the basis adequate information is available upon which to assess matters, a payment is due upon the date of possession or three months from the date of request, whichever is later. “Alternatively, a payment will be due on the dates/events identified in any private agreement between the parties.

“There is no requirement for a payment in advance of possession, although HS2 Ltd can provide financial assistance up to a value of £250,000 for businesses who require cash-flow support in advance of a compulsory purchase.”

Gospel Oak delays

BARONESS Randerson asked why the Network Rail electrification works on the Gospel Oak to Barking line have taken longer than expected. Baroness Sugg replied: “Delays to the completion of the Gospel Oak to Barking rail electrification project, delivered by Network Rail, were owing to difficulties in design of the scheme, which led to delays in installation of the new infrastructure. “The electrification scheme is now complete and the delay will not impact on the introduction of the new electric

12 • The Railway Magazine • September 2018

rolling stock, which will bring significant benefits to both passengers and lineside neighbours.”

Agency for the Railways, is a matter for discussion with the EU.”

EU staying on rails

GRAHAME Morris (Easington) asked what the cost was of changing branding and livery to LNER following the collapse of Virgin Trains East Coast. Jo Johnson replied: “The estimated cost of rebranding the existing rolling stock and issuing new uniform items to staff is approximately £550,000. “The incurring of these costs are normal at the end of any franchise where the operator changes as LNER could not use the Virgin brand following the transfer of the services to LNER. “It was also important to spend this money in order to help establish this new brand in the market and maintain customer awareness of the services on offer.”

ANDY McDonald (Middlesbrough) asked what assessment has been made of the UK’s continued membership of the European Railways Agency notwithstanding the terms of the future relationship between the UK and the European Union. Transport Minister Jo Johnson said: “The UK rail industry has played a leading role in the development of international rail standards and safety regimes. “We fully expect this to continue once we have left the EU, and it is in all of our interests that it does given the importance of these areas. The exact nature of the UK’s relationship with the EU on rail, including with the European

Virgin collapse cost

PRACTICE & PERFORMANCE

CONCRETE AND

CHINA CLAY John Heaton FCILT samples loco-hauled trains in the north and the new

short-formation HSTs in the west of England to provide a potpourri for this month’s Practice & Performance.

he introduction of Great Western Railway’s 2+4 HST formations reminded train timers belonging to the appropriate age group of the April 1965 No. 1 hit Concrete and Clay recorded by a group called Unit 4 plus 2. GWR is not yet quite so profligate as to provide 4+2 formations, but who knows what the future might hold? A 2+3 has been provided on at least one occasion so perhaps moves in that direction are “blowin’ in the wind”. Few would have predicted any such developments when the HSTs were introduced more than 40 years ago. Those who are accustomed to using West Country oxymoronic long-distance locals such as the 06.00 Penzance-Cardiff Central, often

formed of a cascaded Class 150/1 deemed no longer fit to tootle across North London tertiary lines, will have been surprised and delighted in equal measures last April to find their motive power replaced by a refurbished 2+4 HST set with automatic doors, air-conditioning and retention toilets – even though the 06.00 is now ‘change Exeter St David’s for Cardiff’.

Improvement

A word of warning to West Country readers – consider dieting, because 2+4 set toilet door/ fixture clearance is not to Brunelian proportions. In fact the operation was also devoid of an ‘accessible’ toilet waiting for the right combination of vehicles to be received from a stuttering and possibly over-burdened production line.

GWR HST power cars Nos. 43187 and 43016 with four Mk3 trailers cross St Pinnock Viaduct, between Liskeard and Bodmin Road, on April 18 with the 09.24 Exeter St David’s-Penzance. JAMIE SQUIBBS

We might as well get the jibes out of the way all at once. The dot matrix on-board information screens were also still urging passengers to consult the Christmas 2016 engineering alterations, although the warning also effectively said the railway would be messed up at Cardiff and Paddington, which could probably be applied with impunity to any Christmas. These sets represent a real improvement on those they replace, in both comfort and speed – a rare combination these days. Agreed, there are probably more airline seats and fewer tables than is ideal, and I think charger points are provided at only the two tables per coach, although the sockets have perhaps simply evaded my attempts to identify them elsewhere. Put four people around a table and it is a snug

World Record

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

TABLE 1: NEWTON ABBOT TO PENZANCE Both runs were 43187/43016 2+4 147.2/156/297 tonnes (power cars plus coaches, tare/gross coach weight/incl power cars) working 09.24 Exeter St David’s-Penzance timed by J Heaton.

fit… and you are quite likely to attract squatters in search of their phone fix, despite many unoccupied spare seats in your vicinity. I was on my way to London on April 3 and chose to start a little earlier than necessary by catching the 06.00 from Penzance at its Dawlish 09.04 departure time for Exeter, before riding back with it over Dainton and Rattery to Plymouth. The four coaches then being used were stencilled at 147.2 tonnes tare, plus, of course, two power cars that seem to be plated at 70.25 tonnes whatever is added or subtracted from their internal organs or corporate tattoos.

Tight

Leaving Dawlish for Exeter can give a good opportunity to measure acceleration up to 60mph, even 70 on a dry day, but the tide had inconveniently decided to come in and there were a few splashes of salt water in the way. Engine noise suggested the driver was slow to power up, taking 15.22 sec to reach 10mph but making 60mph in a creditable 70.08sec before easing for the Langstone curve. The preceding ‘Pacer’ was running a couple of minutes late so we caught a signal check from it before Exeter, running to platform 6 after it had negotiated the crossover to platform 1. The westbound departure time of 09.24 was tight in a number of ways – an 8min turnround after a 196min run, for instance, but also because the Up CrossCountry ‘Voyager’ crosses the HST’s departure path on its way to platform 5

Above: HST No. 43016 leads a Laira to Exeter St David’s driving training run, and waits for a departure time at Dawlish on March 20. DAVID HUNT

“These sets represent a real improvement on those they replace, in both comfort and speed – a rare combination these days.” Below: The Mk3 trailers for the shortened HSTs have been modified with power sliding doors to comply with changes in disability legislation effective from January 1, 2020. The vehicles are Nos. 48101/102. DAVID HUNT

Miles 0.00 1.11 2.86 3.93 8.75 0.00 2.69 4.69 5.46 6.84 7.69 8.91 10.19 11.49 0.00 0.95 3.29 5.05 8.56 10.14 11.64 0.00 1.26 2.22 2.90 3.08 0.00 0.63 1.15 0.00 0.85 2.76 5.01 0.00 2.07 4.62 5.40 8.52 0.00 0.73 4.35 5.19 9.10 0.00 1.20 3.45 0.00 1.79 4.36 0.00 3.34 4.54 0.00 0.53 5.20 6.90 9.00 0.00 2.93 3.64 0.00 2.43 5.91 0.00 0.53 1.59 0.00 3.69 4.16 5.54

Timing Point NEWTON ABBOT d Aller Jct Stoneycombe Dainton Totnes a d Tigley Rattery Marley TWP Brent Aish Wrangaton TEP Bittaford Ivybridge a d Ivybridge GF Cornwood Hemerdon Tavistock Jct Lipson Jct PLYMOUTH a d Devonport Keyham St Budeaux Jct St Budeaux F Rd a d Royal Albert Br S B Saltash a d Defiance Wiveliscombe TEP St German’s a d Trerule MP 261 Menheniot Liskeard a d Moorswater V W St Pinnock V E Largin Bodmin P a d Brown Queen TEP Lostwithiel a d Treverrin TEP Par a d FP St Austell a TRURO d Penwithers Jct Chacewater Scorrier Redruth a d Dolcoath LC Camborne a d Gwinear Road Hayle a d St Erth a d Marazion Long Rock PENZANCE a

Run 2

Sch 0

5½ 11½ 12½

15½ 16½

4½* [1] 10½ 13½ 18½

4½ 5½ 6½ 3½ 4½

6 7

11 12

6 6½ 11 12

4½ 5½

5½ 0

6½ 0

12 13

5 6

6½ 0

2½ 0 [1] 6 9

MS 0 00 1 42 3 28 4 35 10 07 11 24 3 27 5 26 6 11 7 32 8 24 9 37 10 50 12 31 13 17 1 27 3 44 5 29 8 11 9 41 12 23 15 01 2 29 3 39 4 32 5 04 5 54 1 29 3 29 4 24 1 18 2 59 5 25 6 33 2 39 5 00 5 47 9 19 10 38 1 16 5 19 6 22 10 54 12 01 1 40 4 14 5 12 2 24 5 11 0 00 3 47 5 24 0 00 1 25 6 04 7 34 9 55 11 42 3 23 4 37 5 47 3 03 6 52 0 00 1 05 2 30 0 00 3 59 4 33 7 39

MPH 14½L 60/66/55 56/58ease 53/60 -/63 ease 60 64 59/63 58 60/63 60/65 61/63 62/58/64 62/63/59 60/84 60/56/71 63 5½L -/44 41 53 34 -/33 26 63/72 70/73 -/69 68/58 60 58/65 63 40/57 53/63 -/68 61/64 64/69 1½L-/67 65 1½L 51/65 62/75 72 T -/68 52 -/64 44/70 ½L 60/69 1L ½E Pfm3

* Hemerdon sch is an apparent WTT error Schedule is based on Class 150-156 running times

September 2018 • The Railway Magazine • 15

PRACTICE & PERFORMANCE at 09.22 if on time. On this occasion a pedantic retired operator noted it was 1min late and the Penzance 2+4 departed ½min late. Leaving Exeter from the Down main platform 4, the 75mph speed limit area ends in precisely the right place for a 2+8 HST acceleration. I guessed our low speed manoeuvre from platform 6 would then allow an uninterrupted notch 5 acceleration and I think that is what we obtained. However, from 55mph at Exeter St Thomas we passed the City Basin signalbox site 0.43 miles away at 71mph. The 75/100mph transition was still 0.25 miles (plus the length of the train) ahead, but we managed 100mph in 58sec from City Basin, with a maximum speed of 101mph. The 2+4 diagram is still timed for a Class 150-156 ‘Sprinter’, but these schedules remain tight. They have always been so, but modern driving methods have rendered some of them unrealistic. Even with a maximum speed of 86mph at Bishopsteignton and a clear run into platform 2 (Down main) at Newton Abbot the 2+4 HST had gained just 62sec on the ‘Sprinter’ working times. Acceleration through the former Aller Jct was slightly disappointing by comparison. Power was eased at 57½mph and held at 60-61mph to the 55mph permanent speed restriction, dropping to 53mph at Stoneycombe quarry former signalbox. The assault on the twisting climb, as steep as 1-in-36, meant the tunnel was entered at 55mph. On reflection, perhaps I am easily disappointed. The downhill run was even

more pedestrian than usual ones of the modern era but arrival was ½min early. The climb to Rattery presents little problem to most 2+8 HSTs and our 2+4 was able to arrive at Ivybridge 2½min early (and leave early as well so don’t leave it to the last minute to catch short formation HSTs at unstaffed stations!). With 1min recovery time, arrival at Plymouth was 2min early, despite an apparent timetable glitch, where 1min seems to be missing from the sectional running times – possibly the perennial problem of some of the figures used seeming to relate to Ivybridge Ground Frame, which was the previous timing point before the new station was opened back in 1994!

Power

The next run I had was a week later with the identical set. The Dawlish acceleration to 60mph took 69.41sec, which still gave the impression it would be easy to beat. However, drivers had, in the meantime, suggested to me there was simply just too much power available for the weight involved and it had to be applied with subtlety. On the Down run, we left the same ½min late as previously but more cautiously with 49mph at Exeter St Thomas, 67mph at City Basin, and 100mph 61sec later. Conversely, Dainton was tackled with more initial vigour and a maximum of 64mph before Stoneycombe, then 54mph falling to 52mph, rising to a storming 57mph into the tunnel. Wow! The runs to Ivybridge and Plymouth were also faster than the first trip. Before we take a look at Cornwall, and to

TABLE 2: ST ERTH TO PLYMOUTH Runs 3 & 4 were 43016/43187 2+4 147.2/156/297 tonnes (power cars plus coaches, tare/gross coach weight/incl power cars) 12.57 Penzance-Newton Abbot timed by J Heaton Miles 0.00 1.59 0.00 3.49 5.91 0.00 0.71 3.64 0.00 2.10 3.80 8.50 9.03 0.00 1.49 5.19 7.55 12.10 14.45 0.00 2.26 4.36 0.00 2.20 3.45 0.00 3.13 0.00 5.40 0.00 2.25 5.01 0.00 0.53 1.33 2.00 2.96 4.22

Location St Erth d Hayle a d Gwinear Road Camborne a d Dolcoath LC Redruth a d Scorrier Chacewater Penwithers Jct TRURO a d Buckshead TWP Probus Grampound Road Burngullow Jct St Austell a Par d Treverrin TWP Lostwithiel a d Brown Queen TWP Bodmin P a Liskeard d Menheniot a d St German’s a d Wiveliscombe TEP Saltash a d RAB SB St Budeaux Jct Keyham Devonport PLYMOUTH a

Run 4 4

Sch 0 2½ 3½

8 9

5 6

9 10 11 6½

3 3

14 16 0 6 6½

5 0 4½ 5 7½ 8½

6 7

4 4

4½ [1] 9

MS 0 00 2 45 3 50 4 12 7 19 9 41 1 18 4 26 6 01 2 27 4 11 8 58 10 05 11 24 1 51 5 10 7 23 11 29 14 09 0 00 2 47 5 23 7 16 2 51 4 31 0 00 4 06 4 43 6 34 0 00 2 22 5 49 7 06 2 20 3 37 4 26 5 45 8 28

Schedule based on Class 150-156

16 • The Railway Magazine • September 2018

MPH T -/59 -/58 48/61 62/73 -/74 69/54 55/63 53 -/68 63/71 63 65/67 66 2½L -/67 65 3½L -/67 61 102L -/64 -/63 3½L 69 20 50 50 35

ease comparisons, let us look at my third Devon run. By the time it took place, a few more drivers had probably become familiar with the power at their disposal, concurrently learning where it was not needed. Initial signs were not good as the train was late from Cornwall, arriving 9min late at Exeter St David’s, a minute after it was due to return. The Up CrossCountry train had also met delay in Cornwall, arriving 3½min late at full speed right behind us, implying we had not delayed it between Dawlish and Exeter. By now, the 07.03 Paddington-Paignton was running into No. 4 platform. Our signal cleared 2½min after it left, but we were on a yellow, the St Thomas platform west end signal clearing fully with the 2+4 HST still at 22mph. St Thomas was passed at 42mph, City Basin at 64mph, and 100mph was reached after a further 74sec, touching 103mph and holding 102mph. Unfortunately, this was to no avail because all three through platforms at Newton Abbot were full and we had to wait for the Paignton-bound HST to leave platform 2. I had wondered whether my readings on the previous Dainton climb had been accurately noted so I was keen to concentrate this time. The maximum speed to Stoneycombe was higher than the previous two runs, easing to 55mph at the 55mph permanent speed restriction board with power back on, acceleration, then eased as the front power car reached the tunnel mouth with an average of 57.3mph from Stoneycombe. Arrival at Totnes left us still the original 13min late. Sources have stated that a deliberate

World Record decision to run eastbound over Dainton on one power car of a 2+4 set achieved 49mph at the summit, presumably from 55mph at the foot of the steepest part of the climb around MP 219. However, there then followed the best Railway Performance Society (RPS) all-comers record to Ivybridge in 12min 31sec, with no intermediate speeds below the maximum permissible of 60mph. Starting from Ivybridge the unit reached 60mph in 60sec down the 1-in-150 gradient, and we were treated to a rousing run down Hemerdon Bank.

Cynic

This trip proceeded to give by far the faster of my two runs through Cornwall. Both journeys were hit by adverse signals at Truro so Tables 1 and 2 show just those that beat ‘at least’ the equivalent Railway Performance Society (RPS) HST records that were re-started following the advent of on-train monitoring equipment. Some beat the all-comers ‘pre-black box’ records but, even so, some RPS categories seem remarkably resilient to assault by even 2+4 HSTs. This includes some Class 158 performances – units which perhaps are the best balance of performance, comfort and cost for Exeter to Penzance; units that were running here 12 years ago and are now to return, no doubt to upbeat announcements about how well the country’s outer fringes are being treated. Of the new records, the first Down journey took just two fastest times and the first Up trip managed to beat four of them. I was initially

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

TABLE 3: HELLIFIELD TO AIS GILL PASS Loco Load* Train Date Recorder/Position Miles Location 0.00 HELLIFIELD d 1.22 Long Preston 3.25 Settle Jct 5.21 7.40 9.97 11.26 13.56 15.90 17.21 22.12 25.40 28.47

50049 + 50007 13/454/500/730 06.01 Birm Int-Carlisle April 14, 2018 J Heaton 11th of 15 Sch MS MPH 0 0 00 ½E 2 23 54/59 4½ 4 31 53/50

Settle Stainforth TSP Arcow Quarry G F Horton-in-Ribblesdale Selside Ribblehead Blea Moor S B Dent Garsdale Ais Gill Sign

14½ 20½ 23½ 34½

6 43 9 12 11 59 13 21

55/50 56 53 57/60

19 24 22 21 28 51 33 15 36 38

25 27/57 25/54 48 57

37516 + 37669 10/367/405/619 08.40 York-Carlisle July 2, 2018 J Heaton 6th of 12 Sch MS 0 0 00 3 41 7 9 14 sig stop 23 33 26 13 29 09 30 32 33 07 25 36 15 29 39 40 46 16 43 50 07 53 24

MPH 24L 38/sigs 7 11 0 46/51 49 57 54 53 25/14 27/59 30 56 56

*=Vehicles/tare/gross tonnes/incl locos The Class 37s departed from Hellifield down goods loop

West Coast Railway Class 37 No. 37669 and 37516 Loch Laidon pass Angerholme, Mallerstang Common, with the southbound run of the ‘Dalesman’ over the Settle & Carlisle on July 2. MICK LANGTON Left: Power car No. 43187 leads Mk3 trailer Nos. 49101, 48111, 48102 and 48101, with trailing power car No. 43016, past Dawlish Warren with the 09.24 Exeter St David’s-Penzance working on April 11. DAVID HUNT

TABLE 4:APPLEBY TO AIS GILL PASS Locos Vehicles/tons tare/gross Train Date Recorder/Position

37699 + 37516 10/367/405/619 16.34 Carlisle to York July 2, 2018 J Heaton 6th of 12

Miles 0.00 2.49 3.79 8.17 10.69 14.01 16.95 17.58

Sch 0

Location Appleby d Ormside Helm TNP Crosby Garrett TNP Kirkby Stephen Mallerstang Overbridge Ais Gill (former S B)

18 28

MS 0 00 3 50 5 13 9 57 12 40 16 37 19 42 20 25

MPH 2E -/64 59 56/61 60 51/50 56/59 52 54

TABLE 5:WINDERMERE TO OXENHOLME Loco Vehicles/tare/ gross tonnes Train Date Recorder/Position Miles 0.00 1.16 2.16 3.51 3.51 4.16 5.16 6.14 6.14 7.16 8.10 8.10 9.16 10.21

37669 3+loco No.57316/213/225 13.30 Windermere-Oxenholme June 21, 2018 J Heaton 3rd of 5

Location WINDERMERE d MP 9 MP 8 Staveley a d MP 6 MP 5 Burneside a d MP 3 Kendal a d MP 1 OXENHOLME a

Sch 0 12 12 8 8 5 5 5

MS 0 00 3 15 4 36 7 06 9 54 1 54 3 12 5 54 8 01 2 23 4 33 5 44 2 52 6 00

MPH 2L 37 48 41 51/52 46/49 32/36

Available schedule had same arrival and departure times at intermediate stations

September 2018 • The Railway Magazine • 17

PRACTICE & PERFORMANCE worried by time losses at stations, but I suspect a training school was under instruction and a cynic might suggest each trainee probably had to have a turn at every station. The second (late) Down train recovered right time by Probus thanks to some keen driving and adequate station work. The Penzance arrivals were ½min late and ½min early, respectively. If anything, the Up ‘Sprinter’ sectional running times seem tighter than those on the Down, but I do not travel with sufficient regularity to be sure. My first Up 2+4 HST trip was late at every timing point through Cornwall other than the St Erth arrival, incurring 8min station overtime, regaining 1min recovery time plus ‘4min to the engine’ and arriving 3min late at Plymouth. The 2+4 HST is a connection into the 15.00 Plymouth-Paddington, which made a 9min late start ‘loading excess luggage’; this is an excuse I have seen used only at Reading for the summer Saturday Newquay train in recent railway history. One presumes a naval vessel had docked and the crew was going on leave. The result was regular delays to our following 2+4 Newton Abbot terminator, on the long signal sections that still apply on this route, and a 12½min late arrival at destination.

Birthday

My second return Cornish journey trip was at the extreme end of the ‘unfortunate’ spectrum. A signal reversion leaving Lostwithiel caused a 5½min late arrival at Bodmin Parkway but, on reaching the single line Largin to St Pinnock Viaduct East section, the driver then found the signals had not simply reverted to red, but that the candles had been completely blown out. Knowing it was not his birthday, he stopped and waited.. and waited…. and waited. There were many contractors around, but I suspect they were

doing re-signalling ‘new works’, and my possibly unreasonable suspicion was they might have actually caused the problem rather than being there to fix it. Not sure whether I was more alarmed or disappointed that our inexperienced conductor was unaware of what had to happen next to get us going again (basically, repair or pilot working), that she could not hold a conversation with the driver owing to poor phone reception, or she seemed reluctant to get out and find out what was (not) happening. Eventually I was able to inform her I thought a pilotman had just arrived. Although he was dressed as if about to enter the reactor chamber of a nuclear power station in meltdown, perhaps he was the Network Rail movements supervisor.

“I suspected the Class 50s were being reined back within the 60mph limit...” We passed St Pinnock Viaduct East 96min late and found ourselves 102min late ‘pine’ Plymouth. ‘Pine’ is old BR telegraphic code for ‘terminated short of destination’ but nowadays ‘pining for a cup of tea, no refreshments’ would be just as appropriate. One screen at Plymouth stated the fault was owing to cable theft, which now seems to be the knee-jerk response to signalling cable problems, and a reason that was not repeated in announcements. The driver appeared to be pleasantly surprised that one of his passengers thanked him for his efforts and recognised it takes a combination of faith and bravery to take a train onto a single line section past a blank signal.

These events presaged the long hot summer that some were enjoying and others enduring when this article was being drafted. One of my seasonal treats usually involves a steam West Coast Railways ‘Dalesman’ run from Hellifield to Carlisle and back. The weather seemed as though it was our usual ‘two-day summer’ when I booked the trip but it persisted up to and beyond the day of travel.

Steam ban

I had passed a ‘West Country’ Pacific, successfully masquerading as a ‘Battle of Britain’, on my outward journey to Yorkshire, but I had little hope I could avoid being the victim of a steam ban. Although there is little arable land on the Settle & Carlisle (S&C) uphill stretches, the news was full of Saddleworth Moor and Winter Hill being ablaze. Imagine the trouble to be whipped up by the media if West Coast Railways (and main line steam) were to be held responsible for starting a third fire. Staff on the ‘Dalesman’ on July 2 said a ban had been applied only that morning but my disappointment was mitigated by the fact the train was being top-and-tailed by Class 37 locomotives instead of the Class 47/57 combination I had expected. It was announced the rear locomotive would be run to the front of the train at Hellifield, the Leeds reversal having obviated further need for a rear loco. The journey to Carlisle and back to Hellifield would therefore be completed with the two stablemates in multiple. My last (and only) S&C Class 37 run had been with Nos. 37408 and 37411, top-and-tailing four coaches on the brief period they worked local services on the route, the northbound leg having been made in the cab. (RM April 2004).