Railway Magazine - February 2019 - Preview

VINTAGE TRAINS EXPANSION AFTER ‘POLAR’ SUCCESS

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LES NIXON: 70 YEARS BEHIND THE LENS

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GBRf LIVERY FOR CLASS 50s ■ HYDROGEN ‘321’ CONCEPT

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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 © 2019 Mortons Media ISSN 0033-8923

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This issue was published on February 6, 2019.

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There must be a much better way to procure and commission rolling stock...

A

QUESTION I find myself asking rather too often is: ‘Would the rolling stock crisis that is badly affecting the industry have occurred on BR’s watch?’

In excess of 22 Class 345 Crossrail EMUs – more than 200 carriages – are currently stabled at Old Oak Common, standing idle because of the delays and cost increases to Crossrail. And most could remain idle for a few more months until test running and driver training begins.

Software engineers are battling to iron out all the problems on the Class 710 EMUs yet to be deployed on Gospel Oak to Barking services. The Class 345 is derived from the ‘Electrostars’, while the ‘710’ software is new and different. These units are now nearly a year late, and this busy line could be facing the prospect of weekday service cuts in a few weeks’ time because by mid-March the remaining five DMUs have to be cascaded to a new user.

Not one ‘Pacer’ on Northern’s network has been withdrawn. By now, 46 units should have been removed from traffic and replaced by new Class 195 DMUs, Class 331 EMUs and Class 769 bi-modes.

Meanwhile, serviceable Mk3 carriages are still being sent for storage and more will follow as the final HSTs are taken out of service by GWR. This year, 16 new or refurbished fleets are expected to enter service with 11 operators, several of which are delayed from last year.

Would all of these delays have occurred had we still had a nationalised railway run by good old BR rather than being totally dependent on rolling stock supplied by private companies?

Given the technological and manufacturing differences to trains built in the 1970s and ‘80s compared to the trains of today, it isn't an easy question to answer.

Modern trains bristle with technology and safety aids, most requiring power as well as software to control them. Like a modern car, trains have many computer-controlled systems, and they all ‘talk’ to each other, which can make problem solving – and indeed the testing and commissioning process – more complex. There is also a tougher approval process than in BR’s day, too.

TRAIN OF THOUGHT

Editor’s Comment

Sadly, very little seems to be able to ‘work out of the box’ – a far cry from all the Class 66s that were shipped to the UK from North America, unloaded, had the transit protection removed, fuel and coolant added on the dockside, and were effectively ready to roll.

So where do the faults and delays lie? Are manufacturers guilty of offering a product still on the drawing board that may not be fully developed or adapted from European stock in a bid to secure orders? Do the lead times for the manufacture and testing of stock fail to include sufficient contingency to deal with the problems with the software and hardware issues which invariably arise?

Franchises have been awarded on the basis of large numbers of untested and unproven trains (some technically still on paper), coupled with promises of rolling stock cascades, which then fail to materialise because the new trains simply don’t work. Is that the way to run a railway?

I can’t ever recall so many problems of this magnitude occurring under BR, but clearly it had them. However, the ripple effect didn’t seem to have so much impact because stock could often be brought in from elsewhere.

The prescriptive nature of franchises and rolling stock orders, allied with safety cases, gauging and traction knowledge prevents almost any sort of short-term borrowing. The use of Class 365s last year in Scotland was a notable and laudable exception, and a perfect example of what can be done.

There must be a better way for new trains to be procured, built and tested so they actually enter service on time, and cascades or end-of-life disposals occur on schedule.

Let me know your views.

Still time for YOU to contribute to the Williams Review THE root and branch review of the railways being undertaken by Keith Williams, former chairman of British Airways, could be the most important review of our railway system for decades.

Last year was disastrous for Britain’s railway, and I won’t labour the point with the reasons, but a few are noted in my other comment this month.

Despite the gloomy headlines last year, our rail industry has a lot to commend it, run by staff we can be proud of, and I believe in 12 months’ time, when 2019 is reviewed, there will be many highlights.

The Williams Review will look at factors including integration, devolution, improvements, value for money, freight and passenger services, HS2 and overall

railway funding as part of its wide-ranging terms of reference.

The review has just completed an initial ‘listening’ phase, but the evidence portal will remain open until the end of May. This is your chance to speak up and maybe shape future thinking through an online survey at: www.smartsurvey.co.uk/s/williamsrailreview or by email to: rail.review@dft.gov.uk When Mr Williams publishes his conclusions and recommendations in the autumn, I hope the report is not consigned to a shelf to gather dust like previous reviews over the past 10 years – that has happened far too many times already.

CHRIS MILNER, Editor

February 2019 • The Railway Magazine • 3

Contents

February 2019. No. 1,415. Vol 165. A journal of record since 1897.

Headline News

Electric trains are now running to Newbury, with stopping trains in the hands of GWR Class 387s. On January 4, No. 387171 pauses at Newbury Racecourse with the 14.12 Newbury-Reading. KEN BRUNT

‘Caley’ Sleeper Mk5s make London debut, Vintage Trains to expand railtour operations, Class 50 Alliance teams up with GB Railfreight, TfL shortens ‘378s’ for GOBLIN stand-in role, Island Line decision deferred, East Lancs heritage operations threatened by commuter and tram-train proposals.

On the cover

MAIN IMAGE: Bringing a splash of colour to a wintry scene, Colas Class 56s 56049 Robin of Templecombe and 56090 pass Hoghton on the Preston to Blackburn route with the 6E32 Preston Docks to Lindsey empty bitumen tanks on January 23. JOHN HALES INSET 1: Les Nixon: 70 Years Behind the Lens.

INSET 2: Saving a piece of the GCR – 50 years on.

INSET 3: Re-creating Britain's first main line diesel loco.

Track Record The Railway Magazine’s monthly news digest 70 Steam & Heritage

March launch for Wightwick Hall, ‘Scotsman’ to be reunited with US tour observation car, Caledonian tank for Churnet Valley gala, Barrow Hill to buy MR ‘Half Cab’.

76 Industrial 79 Steam Portfolio 80 Irish 82 Narrow Gauge 84 Heritage Trams 86 Network

Network Rail hails successful Christmas engineering programme, Norfolk swing bridges to be replaced?, faster and drier through Sevenoaks Tunnel, £19m transport hub opens at Newton-le-Willows.

90 Classic Traction 92 Freight 94 Railtours 98 World 100 Metro 102 Traction & Stock

Caledonian Railway blue 0-4-4T No. 419 will make a rare trip south of the border in February to star at the Churnet Valley Railway’s Winter Steam Gala. On November 9 last year it pulls away from Hodd’s Bridge on the Bo’ness & Kinneil Railway with two ex-CR coaches in tow. DAVID CABLE

Regulars 12 Up and Down Lines

Alstom unveils ‘Breeze’ hydrogen concept for ‘321s’, late start for new DMUs delays ‘Pacer’ retirement, Bombardier to fit ETCS on Heathrow Class 387s, ROG chooses ‘Flex’ for parcels trial, first Caledonian Sleeper Mk3s go for scrap.

106 Traction Portfolio 108 Stock Update 109 Operations

12 Railways in Parliament 60 Reviews 62 Subscription Offer

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

64 Panorama

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

68 From The RM Archives 114 Meetings 116 Heritage Diary

Panorama: Austrian 760mm-gauge 0-8-4T No. 399.03 works the morning Gmünd to Gross Gerungs freight on February 27, 1977, including four standard gauge wagons conveyed on transporter wagons. DAVE RODGERS

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

129 Reader Services 130 Crossword and Where Is It?

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

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‘Manor’ No. 7802 Bradley Manor double-heads away from Loughborough with ‘Modified Hall’ No. 6990 Witherslack Hall on the 09.00 to Leicester North during the Great Central Railway Winter Gala on January 26. CLIVE HANLEY

Features

14 Les Nixon: 70 Years Behind the Lens

28 Saving a Main Line Railway

Nick Pigott interviews one of Britain’s best, and most prolific railway photographers, still contributing to railway publications seven decades after taking his first shot in 1949.

50 years ago, the first seeds were sown in a bid to save a section of the Great Central Railway in Leicestershire. Graham Oliver, the railway’s former chief executive, recalls the early days of what would become the country’s only double-track main line preserved railway.

22 Practice & Performance - Local Loco Trials John Heaton recalls coal consumption trials undertaken by the LMS in 1931, comparing a lightweight M&GN 4-4-0T with a larger Johnson 0-4-4T in a bid to assess whether trains of lower overall weight could cut costs on lesser used lines.

LENS LEGEND: Nick Pigott interviews the prolific railway photographer Les Nixon - p14

36 Four Lines in Four Days Robert Drysdale describes his 800-mile trip when he visited four heritage railways in four days using the national network and occasionally a local bus.

GCR GENESIS: Saving a piece of main line railway 50 years on - p28

45 Re-creating Ivatt’s LMS Diesel Pioneer

The scrapping of Britain's first main line diesel locomotive in the 1960s left a missing link in the story of modern traction which the Ivatt Diesel Re-creation Society is working to fill.

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HERITAGE TOUR: Four preserved lines in four days by train - p36

February 2019 • The Railway Magazine • 5

HeadlineNews

Caledonian Sleeper Mk5s make Euston test-run debut

CALEDONIAN Sleeper’s new The Up run to Euston was Mk5 carriages made their first hauled by Class 92 No. 92023, trial run to London Euston on with a full rake on, and went January 22 ahead of their launch without a hitch, although the later this year. train did halt momentarily near The new stock, costing Bourne End for an unspecified £100million, will initially be reason. rolled out on the Lowlander There will be further trial runs route between Glasgow/ in the lead up to the launch of Edinburgh and London before the new train. being introduced onto the Ryan Flaherty, Serco’s Highlander, serving Fort William, managing director at Aberdeen and Inverness.

Caledonian Sleeper, said: The test run from Glasgow “Caledonian Sleeper will Central (dep 00.14) shadowed undergo a huge transformation the normal sleeper, with calls at in 2019, and we are now Motherwell, Carstairs, Carlisle entering the final stages of and Preston as well as Crewe, our testing and approvals Above: Class No. 92023 on Rugby and Watford Junction. programme. Bringing our new the 3Z11 Glasgow Central It was the first time the new carriages into London Euston to London Euston Mk5s test vehicles had made a run over for the first time is an exciting at Bourne End, near Hemel the full route, and were taken landmark for the team.”

Hempstead, on January 22. onto Wembley depot before Accommodation will include JAMIE SQUIBBS returning north ahead of the a Caledonian Double (double timetabled sleeper departure to bed with en-suite), Club Rooms include a hotel-style, key-card Fort William and Inverness. (solo or twin with en suite), entry system, more accessible The new carriages will take Classic Rooms (solo or twin), rooms, charging panels and over from the Mk3s on the and Comfort Seats. There will wi-fi throughout the train. overnight service from the end also be fully accessible rooms for ■ A preview of the train is of May 2019, ready for the peak guests with reduced mobility. planned for a future issue of summer season.

Other new features will The RM.

A close up of Mk5 sleeper car No. 15323. KEN BRUNT

DfT decision on Island Line future deferred for three months

By Phil Marsh

THE Department of Transport has extended a deadline for South Western Railway’s (SWR) plan to transform the operation of the Island Line on the Isle of Wight (IoW).

One of the franchise conditions of SWR taking over the lossmaking Island Line was to work with the Isle of Wight Council and Isle of Wight Steam Railway, as official stakeholders, to identify a way of reducing losses while modernising the 8½-mile line.

This condition, called the ‘priced option’, was submitted to

Hull Trains takes on ex-GWR HST

HULL Trains has hired in a five-car HST set from sister company GWR after several months of reliability problems with its Class 180 ‘Adelante’ DEMUs. The set was delivered on January 15, with staff training taking place in the following weeks.

Unavailability of 180s has occasionally resulted in passengers being moved by taxi or bus to as far south as Peterborough for services provided by alternative operators.

the DfT by the deadline of May 31, 2018, with an announcement from the DfT due by December 31, 2018 as to the way forward.

Deadline

It emerged at an IoW Council meeting in January that the DfT had extended its own deadline by three months to the end of March which, coincidentally, is the expiry date of the 25-year infrastructure lease from Network Rail to the Island Line operator.

The operator is responsible for infrastructure maintenance to a depth of 45cms above sleeper

bottom level, and NR below this depth.

A delegation from the island visited Long Marston last year and it seems Vivarail may be providing trains to replace the 1938 tube stock.

The stock is deteriorating – No. 483002 is stored outside Ryde Works with unit 009, both in poor external condition, with units being robbed of parts to maintain others.

Right: Unit No. 483008 slips away from Ryde St John’s for Shanklin on January 25.

PHIL MARSH

Class 50s to receive GB Railfreight livery

THE close working relationship and marks a new chapter in the between GB Railfreight and the story of the Class 50s.

Class 50 Alliance (C50A) has Over the past two years, GBRf resulted in GB deciding to paint has invested in a programme of mainline-registered Class 50 driver training to enable Class Nos. 50007 Hercules and 50049 50 operation over much of the Defiance into the latest GBRf UK rail network. livery.

The company has also GBRf has worked closely operated several railtours with the C50A in enabling using the 50007 and 50049s, a return to the mainline for including The RM-backed their locomotives in 2017, ‘Caledonian’ in October 2017, plus a programme of railtours returning the class to Glasgow during 2018 as part of the 50th for their 50th anniversary. anniversary celebrations of the Following repaints, the Class 50s. locomotives will be available to The decision to repaint the operate selected GBRf trains on locomotives into the new a ‘spot-hire’ basis. livery is a recognition of the This work will include developing relationship movement of locomotives between the two organisations, between heritage railway gala

6 • The Railway Magazine • February 2019

How the Class 50s will look in GBRf livery.

events and future railtours.

The locomotives will continue to be based at the Severn Valley Railway.

A private unveiling is planned for late March, and their first outing will be on March 23 when they work Pathfinder Tours’ ‘Terminator-Phoenixed’ excursion from London Paddington to Penzance,

returning to Waterloo.

This train will mark 25 years since the final BR-operated Class 50 railtour over the same route – the ‘Terminator’ – which was also promoted by Pathfinder.

Repainting will be carried out by Arlington Fleet Services at Eastleigh Works and funded

by GBRf.

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

Rossendale rail revival puts future of East Lancs Railway under threat

By Ben Jones

TWO proposals to improve public transport links between Rossendale and central Manchester have thrown the future of the East Lancashire Railway (ELR) heritage operation into doubt.

Rossendale Borough Council (RBC) is one of three local authorities which own the ELR trackbed and is driving forward plans to introduce regular peakperiod commuter trains on the heritage railway.

A second scheme to introduce tram-trains between Bury and Rochdale would use part of the ELR’s route from Bury to Castleton via Heywood.

Despite the success of the ELR as the area’s major tourist attraction, and the second most visited paid-for attraction in Greater Manchester in 2018, RBC and Transport for Greater Manchester (TfGM) are keen to improve rail links and reduce congestion on the key commuter routes between Rossendale and Manchester.

‘Promising option’

A report commissioned by RBC and Lancashire County Council (LCC), carried out by the Centre for Economics and Business Research (CEBR), describes a peak-period shuttle service between Rawtenstall and Bury and a new heavy rail link from a disused platform at Bury Bolton Street station to Castleton as a “promising option”.

However, some of the heritage line’s supporters and volunteers worry the operation could detract from its period character, which has been painstakingly reconstructed over the last 30 years.

Their feelings were echoed

by a 2016 report for LCC, which concluded commuter trains would “most likely result in the loss of the existing ELR heritage asset”.

The LCC report, carried out by consultant Jacobs, also estimated an hourly heavy rail service to Rawtenstall would require a £600,000 annual subsidy from the council.

There is also concern if the new operation is a success, it will lead to calls for all-day and weekend services, limiting the ELR’s ability to run heritage trains. Potentially, safety equipment such as signalling, plus lighting, signage and platforms would need to be upgraded to modern standards.

Success story

RBC leader Coun Alyson Barnes said: “The ELR is an incredible success story, bringing visitors and tourism into Rossendale, and we don’t want to lose it – but the current commuter network between Rossendale and Manchester isn’t working.

“At peak periods, both car drivers and bus passengers find themselves in nose-to-tail traffic.

“We want to see the rail link treated as a high-priority scheme in the forthcoming Transport for the North (TfN) Investment Programme for 2020-50. It would be a precursor to funding a business case to take the project forwards.”

The proposal is supported by local MP and Northern Powerhouse Minister Jake Berry, who has been campaigning for a rail link to Rossendale since 2014.

Mr Berry said on January 6: “I was pleased to get a positive response from Andy Burnham (the Mayor of Greater Manchester) signalling his support for improving connections between Rossendale and Greater

The East Lancashire Railway is at risk from trams. Here, No. 34092 City of Wells passes the site of Ewood Bridge station on October 28, 2018 with the 09.30 Bury Bolton Street-Rawtenstall service.

RICHARD G FOX

Manchester. According to the MP, Mr Burnham’s letter indicates keeping an open mind in looking at all options, while also recognising the value of the ELR heritage asset.”

Disconcerted

In response, ELR chairman Mike Kelly said: “The ELR understands the ambitions of Rossendale Borough Council to improve transport links, in particular, a rail connection from Rawtenstall to Manchester.

“The ELR is a major regional heritage leisure attraction built up by thousands of volunteers over the past 31 years.

“Because of this, we have to be concerned about the potential impact of any commuter service on the successful continuation

of our heritage operations, with Manchester’s dining experiences jobs, schools, suppliers and on TripAdvisor. continuing support to the visitor On January 11, TfGM economy. published its Draft Delivery Plan “Most importantly, our ability for 2020-2050 ,which includes in retaining the passion and a proposal for three ‘pathfinder’ loyalty of our many hundreds tram-train routes, including a of volunteers, where many link from Bury to Rochdale via have become disconcerted by Heywood. previous two transport studies TfGM intends to prepare commissioned. business cases for extensions of “The latest study by CEBR the Metrolink light rail network highlights the same modal over heavy rail lines from options previously ruled out.”

Altrincham to Hale, between In terms of turnover, the ELR Bury and Rochdale and from is now the UK’s third largest Manchester Airport to Wilmslow. standard-gauge heritage railway. It is likely the Bury-Rochdale It carried 200,000 passengers route would partly share the in 2018, including 41,000 on alignment of the ELR. its sellout ‘Santa Specials’ and These projects would be used 14,000 on regular ‘Dining with to test the viability of tram-trains Distinction’ trains, which is ahead of a wider roll-out to rated No. 1 among Greater other local rail corridors.

Transport for London modifies Class 378s to cover ‘Goblin’ DMU shortfall THERE is still no sign of any of the eight Class710 EMUs nearing service on the Gospel Oak to Barking line (‘Goblin’), leading Transport for London (TfL) to cover the shortfall of Class 172 DMU with modified Class 378s.

The delay in accepting the new four-car Bombardier units – which should have been in service last April – stem around train management software issues that are proving very troublesome to resolve.

Until the issues are resolved, driver training cannot begin.

Exacerbating the situation is the fact the 15-minute frequency service used to have eight Class 172s to cover six diagrams, but two left the fleet last year for West Midlands Trains, and a third left at the end of January. Two more leave in February, with the final three in mid-March.

Facing a crisis, TfL has authorised the reduction of fivecar Class 378 No. 378232 to four cars, which will allow it to fit in the route's platforms. The set entered service on January 28.

An additional two Class 378s

will also be shortened between now and March.

A TfL spokesperson said: “TfL, the Mayor of London and the Deputy Mayor for Transport all continue to press Bombardier to do everything they can to deliver a fully operating train as soon as possible to relieve the uncertainty and disruption to customers.

“The mayor has also spoken directly with Bombardier and secured a month’s free travel for passengers once the new trains are fully introduced.

“The lease on the diesel trains has already been extended twice since last summer, but they will all need to be released for elsewhere in the country by the middle of March.

“If, by then, the new electric trains are still not ready to enter service, and only the modified electric trains will be available for use, this could mean the frequency of services would reduce, but overall capacity will stay the same or slightly increase as a result of using the larger trains.

“This would be a short-term

The first day of operation on January 28 for reduced-length Class 378 as No. 378232, which has just left Blackhorse Road with the 12.48 Barking-Gospel Oak. JAMIE SQUIBBS

measure until the new electric trains enter service.”

Suggestions of using other types of unit, which may be surplus, fall foul of either gauging or the fact the line is driver-only operation, and to train guards to be familiar with another unit would take time, at which point the ‘710s’ may be ready.

The delay has cost Bombardier

£5million in compensation payments to TfL, and with on-going delays, further compensation is likely to be paid.

Right: On its way to Tyseley depot and used with West Midlands Trains, ex-Gospel Oak to Barking Class 172 No. 172006 passes Kenilworth on January 28.

FRASER PITHIE

February 2019 • The Railway Magazine • 7

HeadlineNews

Crewe’s June open day to have more than 30 exhibits

TICKETS for the June 8 open day at Crewe diesel depot will go on sale at 10.00 on February 6.

A planned line-up of more than 30 locomotives and units means the event is shaping up well, according to organisers.

The charity All Change event is being held at the Locomotive Services Limited (LSL) depot, next to the station, which has undergone an amazing transformation since Jeremy Hosking decided to base his railway operations there.

Virgin Trains staff based at Crewe station are organising the event with LSL and The RM as One of five Class 47s planned to be at the media partner. Money raised will the open day is No. 47593 Galloway Princess, be donated to the NET Patient just repainted in BR large loco livery.

Foundation, which helps sufferers 'Deltic' No. D9016 Gordon Highlander of neuroendocrine tumours, under restoration inside Crewe Diesel and the Rethink charity, which provides help and support for Depot during January. Note the irreverent people affected by mental illness. addition of the DP2 number.

It is hoped the day will raise around £50,000.

Severn Valley Railway gala, plus Inside the carriage shed will be Exhibits will include an LNER a Class 50, probably one in GB around 30 trade stands, and as we Class 91, (91119 requested), Railfreight livery. closed for press only a few pitches a TransPennine Class 68 and Mk5a LSL will be providing BR remained available. stock, an East Midlands Trains Standard No. 70000 Britannia, Email: railway@mortons.co.uk Class 43 power car, Classes 20, 37, ‘Royal Scot’ No. 46100 Royal Scot, for further details.

56, 60, 66, 67, 70, 73, 86, 88, 90, 92, ‘West Country’ No. 34046 Braunton Hot and cold food and and five Class 47s. and ‘Black Five’ No. 45231, refreshments will be on sale, and A Network Rail test train will and ‘Deltic’ No. D9016 Gordon there will be stands from Network be inside the maintenance shed, Highlander.

Rail, British Transport Police and Virgin will provide a ‘Pendolino’ Line-ups of diesel, DMUs and Cheshire Fire & Rescue Service. and a ‘Voyager’, and examples steam locos will be positioned South Cheshire Model of DMU will include a Class 121 around the event site, with Engineers will provide a five-inch ‘bubble car’, a Class 142 ‘Pacer’ exhibits also on display inside the demonstration railway offering (hopefully 142001), 158 and 170. workshops and carriage shed. rides.

The heritage railway sector will Plans for a night photo shoot The event will open from 09.30be represented by prototype HST have been dropped because of 16.00 (last entry 15.00). Admission power car No. 41001, a ‘Western’ , the number of loco moves to is strictly by advance ticket only, Class 31, 33 and 46, fresh from the position exhibits. there will be no cash admission at

the gate and no on-site parking.

There is a site limit, so just 5,000 tickets will be on sale.

Admission prices are £12.50, £7.50 child (5-16), under 5s free.

It has not been possible to offer family tickets.

Tickets are being offered on a first-come, first-served basis and will primarily be available online from 10.00 on February 6 at: www.classicmagazines.co.uk/ allchange Online sales will be limited to a maximum combination of four adult or child tickets. Because of safety regulations, no child ticket can be bought without an accompanying adult ticket. Tickets

will be posted out in early May. Readers without internet access should call 01507 529529 to obtain tickets or write to: Crewe Open Day Tickets, Customer Services, Mortons Media Group, Morton Way, Horncastle, Lincs, LN9 6JR, enclosing a cheque payable to Mortons Media Group.

■ If booking tickets please bear in mind the depot is part of an operational railway site and consequently there may be obstacles, trip hazards as well as rough or uneven ground. Access to some areas may present restrictions to people with visual impairment, or mobility difficulties if using a wheelchair or mobility scooters.

East West Rail considers five routes for Bedford to Cambridge CONSULTATION is now underway on five possible corridors for the central section of East West Rail between Bedford and Cambridge.

The routes have been costed at between £2billion and £3.4bn and would require new sections of railway linking the Midland Main Line, the East Coast Main Line, near Sandy, and Cambridge.

The cheapest option – Route A – features a corridor

from the Marston Vale line, south of Bedford, running via a new Bedford South station, and a relocated station at Sandy and a new line through Bassingbourn.

The £2.6bn Route B would follow a more northerly course from Bedford South via Tempsford and Cambourne, while Route C (£2.5bn) would also serve Bedford South and Tempsford, before swinging south on to the

Jobs cut in WSR staffing review

THREE key post-holders within the West Somerset Railway have been made redundant as part of a staffing review aimed at reducing costs.

The cash-strapped railway, which is also selling unrestored Large Prairie No. 4110 to raise much-needed income (see p71), said in a January 22 statement it was reviewing its staffing structure “to improve the efficiency and sustainability of the railway in the long-term”.

The three posts affected so far are the head of commercial, head

of human resources and head of operations, who have all been informed of the decision.

“This is a very challenging time for the railway and we recognise these decisions have a very significant impact on all our staff, but particularly those directly affected,” said West Somerset Railway plc chairman Jonathan Jones-Pratt.

“We are very saddened when we have to lose any of our highly committed staff, but we must act in the best interests of the future of the railway as a whole.”

8 • The Railway Magazine • February 2019

ECML to serve the Sandy station and Bassingbourn.

Route D has the extra benefit of serving Bedford Midland before following a similar path to Route C, and could cost £2.6bn, while the most expensive option at £3.4bn links Bedford Midland with a new interchange with the ECML at Tempsford, south of St Neots, before serving Cambourne and heading

south-east towards Cambridge.

Routes D and E would require work to increase capacity on the MML in and around Bedford Midland and potentially relocate Thameslink’s EMU depot south of the station.

Estimated journey times for Oxford to Cambridge trains range from 76 minutes for Route A to 83 minutes on Route D. Public meetings are being held

in February and March at various locations along the affected corridors, and responses to the proposals can also be made at: www.eastwestrail.co.uk/ haveyoursay EWR is also seeking specialist partners in project management, engineering design and rail systems for the development phase of the new line, due to be completed in the 2020s.

Getlink accuses DfT of being ‘anti-competitive’

THE Department for Transport has been accused by Getlink (the new name for Eurotunnel) of being ‘distortionary and anti-competitive’.

The criticism comes as the deadline to Brexit gets closer, and the Government continues to make contingency plans in the event of a ‘no-deal’ outcome being the terms on which the UK leaves the European Union.

In a leaked letter to

Secretary of State Chris Grayling from Getlink chairman Jacques Gounon, he takes issue over the £107million offered to ferry operators to provide additional cross-channel freight capacity.

Getlink, it would appear, had not been consulted or approached, and M Gounon says the move is a “unilateral breach of the concession agreement with Eurotunnel”.

M Gounon reminds Mr Grayling Getlink offers the shortest journey times and is the most efficient method of moving goods.

He adds that Getlink is running additional freight as well as working on a project to create a freight terminal for unaccompanied trailers.

Getlink says it is prepared to operate additional missions, assuming the Government will bear related costs.

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

‘Polar Express’ success spurs Vintage Trains to bigger things for 2019 THE incredible success of running ‘Polar Express’ services on the main line between Birmingham Moor Street and Tyseley has led Vintage Trains (VT) to outline an ambitious programme of steam specials and other charter possibilities for 2019.

What is also remarkable is just two months before the ‘Polar Express’ specials started, VT was granted its train operating licence in September, and in doing so became the first Community Benefit Society railway operator.

It also needed to negotiate train paths with Network Rail for the 2¾-mile route.

VT ran a recurring four-day programme between November 29 and December 23, with four trains per day on Thursday to Saturday and five on a Sunday.

The 68 trains carried 23,000 passengers – twice the operator’s annual patronage in just a month of specials.

Denis Chick, VT’s press officer, said: “On announcing the ‘Polar Express’, it became a frenzy on the phones.

“Although we’d run a small advert in the Birmingham Mail,

word of the trains generally spread via Facebook, Twitter and other social media channels.

“It was like a chain letter, many families telling other family members and next door neighbours.

“The response was fantastic, however, the fact there were requests to sit next to other family members or friends booking separately created a challenge with the seating plan!”

Actors of various ages from the Royal Birmingham Conservatoire were employed to act out the scenes from the 2004 popular animated film, on what was a tough nightly schedule.

Film giant Warner Bros granted a licence to use the ‘Polar Express’ name, and prior to the first public train a series of dress rehearsals took place using staff from partners Chiltern Trains, West Midlands Railway and Network Rail, plus friends and family and a local hospice.

Warner also attended the rehearsals to provide feedback.

Running the rehearsal trains also provided the opportunity

The ‘Polar Express’ is led by No. 4936 Rood Ashton Hall back into Moor Street. PICTURE: COURTESY VINTAGE TRAINS

for identifying any potential operational problems.

Because a part of the route is just two-track, regulation had to be applied to avoid delays to or from service trains, and the actors needed to learn how to adjust their performance to accommodate potential delays.

The performance began in the station’s exhibition area, a glass cube, with a young boy seeing a mysterious train bound for the North Pole stop outside his

Exciting plans featuring Clun Castle EARLY March will see the relaunch on the railtour circuit of Tyseley’s flagship engine BR(W) 4-6-0 No. 7029 Clun Castle following an extensive overhaul.

Clun Castle will get its light and loaded test runs during February (dates to be confirmed), one of which will be to Stratford-upon-Avon.

The ever-popular ‘Shakespeare Express’ will be a regular train in the Vintage Trains (VT) calendar, with the operator planning an additional 30 excursions as it substantially ramps up operations.

These will include a ‘Cotswold Express’, ‘Welsh Marches Express’ and also excursions to Chester.

Press officer Denis Chick said plans are also moving forward to introduce regular evening dining train specials from Moor Street to Worcester as part of the increase in trains operated, and in a bid to widen its passenger base. Other culinary ideas are also being considered.

The corporate market is also being targeted, and with the Commonwealth Games on the horizon for Birmingham in 2022, VT is preparing to capitalise on the big influx of visitors to the city.

In order to gear up for

the vastly increased railtour programme, VT has entered into a three-year agreement with Riviera Trains to use up to 10 of its chocolate & cream Mk1s on an as-required basis.

Staff are reinstating the vacuum braking system on the carriages at Tyseley’s workshops – the Mk1s are air-brake only.

This will make them compatible with VTs’ locomotives and any other operators locos.

VT has got eight of its carriages main line certified.

The two rakes of carriage will give VT a variety of permutations to mix and match vehicles at will, able to cater for many different markets, from enthusiast to corporate.

Share offer still open

VT chairman Michael Whitehouse told The RM the Community Benefit Society (CBS) share offer will remain open for a further three months before closing on April 30.

It raised more than £850,000 in its first five months from January 2018.

This is the first new British public main line railway company share issue offered in 100 years.

The extra funding will allow further investment in

locomotives, rolling stock and people through permanent employment for 11 people.

An apprentice scheme will train new engineers to keep steam alive by passing down heritage skills to a new generation.

Workshop facilities at Tyseley will also be expanded to keep pace with home-based loco repairs and maintenance, and also assist with contract work.

The extra funding will also help deal with changes in legislation as carriages need to be fitted with controlled emission toilets and central door locking.

VT is also looking for additional volunteers to cover a variety of roles from administration work through to stewarding on railtours.

Investing in the CBS will bring its own rewards, and everyone making the minimum investment of £500 will receive a Tyseley open day ticket for life.

Other rewards include tickets on VT excursions and are all tiered depending on the level of investment.

For further details visit: www.vintagetrains.co.uk/ offerinfo.aspx or write to Vintage Trains, 670 Warwick Road, Tyseley, Birmingham B11 2HL.

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bedroom window before being invited aboard by its conductor.

At this point, guests are led across the Moor St concourse, many in pyjamas or ‘onesies’ to board the ‘Polar Express’ and past No. 4965 Rood Ashton Hall, masquerading as ‘Polar Star’.

On board, passengers were entertained by the actors, who engaged superbly with the passengers as they sang and danced up and down the aisles – they remembered passenger’s first

names, too!

VT chairman Michael Whitehouse said he was delighted with not only the response to the specials, but also the co-operation of West Midlands Railways, Network Rail and Chiltern, which had been a perfect example of teamwork.

Mr Whitehouse added that the response from passengers to the seasonal specials had been amazing, many asking what other trips VT had to offer.

Eight passengers killed in beer train collision on Danish bridge EIGHT passengers on board a Danish Railways IC4 DMU were killed and 16 injured on January 2 while crossing one of the Storebælt (Great Belt) bridges, between the Danish islands of Zealand and Funen, writes Keith Fender.

The train was hit by a loose HGV trailer on a passing ‘piggyback’ freight train. The accident occurred during storm-force weather conditions.

The Storebælt comprises two long bridges, totalling 13.4km, connected by an 8km-long rail tunnel crossing part of the Baltic Sea. The freight train was bound

for the Carlsberg brewery in Fredericia and was carrying HGV trailers loaded with empty beer crates from the Copenhagen area.

DB Cargo operates the trains for Carlsberg and runs up to 30 trains per week on the route.

Following the accident, new rules were introduced for freight train operation on the route, prohibiting high-sided vehicles and wagons in high winds.

A short-term ban on transporting ‘piggyback’ trains was introduced as safety checks were undertaken to ensure trailers could not become loose on the wagons.

'NUCKLE' service expansion WEST Midlands Trains (WMT) has indicated that by May at the latest it will have introduced two-car DMUs on Coventry to Nuneaton services, replacing the Class 153.

The replacement units are likely to be two-car Class 172s, displaced from Gospel Oak to Barking services.

WMT added that the service will be extended to Kenilworth and Leamington Spa as part of phase 2 of the NUCKLE project to link Nuneaton, Covertry, Kenilworth, Leamington.

Once a new north-facing bay platform has been built at Coventry, a half-hourly

Coventry to Nuneaton service will operate.

WMT says it is working with the DfT on options to improve services on the Nuneaton to Birmingham route. These are currently operated by CrossCounty, but suffer from overcrowding at peak times.

There is no further information on how the overcrowding would be addressed, but past suggestions – as part of the recent CrossCountry franchise consultation – included transferring the Birmingham to Leicester local service to WMT operation.

February 2019 • The Railway Magazine • 9

HeadlineNews SIDELINES ScotRail adopts Grace’s sign for accessible toilets

SCOTRAIL has become the latest organisation to install ‘Grace’s Sign’ at accessible toilets in its stations across Scotland.

The sign shows a standing person with a heart to symbolise people with invisible conditions.

The sign was designed by 13-year-old Grace Warnock, who has Crohn’s Disease.

She came up with the idea for a more inclusive sign after facing criticism from strangers when she used accessible toilets.

Woman (34) rearrested over 2018 fire at Nottingham station

BRITISH Transport Police have re-arrested a 34-year-old woman following extensive enquiries in connection with the fire at Nottingham station on January 12, 2018.

Gemma Peat, from Nottingham, has been charged with one count of arson with intent or being reckless to endanger life.

She was remanded to appear at Nottingham Magistrates’ Court on February 26.

The repair work is due to finish in April.

Society aims to save prototype ‘Sprinter’

THE Class 150002 Sprinter Preservation Society has been formed with the aim of preserving unit No. 150002.

It is one of the two prototype units left, and also one of the two remaining three-car Class 150s in service with GWR. More details at: www.class 150002spsociety.com

West Midlands prepares for a rail ‘revolution’ NEW lines, more stations and higher frequencies on key routes are all envisaged under a new 30-year investment strategy for the West Midlands rail network.

The Rail Investment Strategy, published by the West Midlands Rail Executive (WMRE), which co-manages the West Midlands Railway franchise, sets out short-, medium- and long-term proposals to improve rail services across the region up to 2047.

Short term ‘wins’ include the

return of passenger services and stations on the Camp Hill Line, in Birmingham, and between Wolverhampton and Walsall, better cross-Birmingham connections, better Sunday and evening services, new stations, more train capacity, and improved performance.

WMRE has also made high-frequency services of two, four or six trains per hour a priority for all stations, with the busiest urban stations receiving a train every 10 minutes and a minimum half-hourly

Virgin West Coast franchise extension

THE Department for Transport announced on December 21 it had extended the Virgin Trains West Coast franchise until March 2020. Virgin has operated the franchise since 1997.

RM Index 2018

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It will also start work now to identify more radical infrastructure changes needed after the opening of HS2 and Midlands Rail Hub, including new lines and new technology.

The strategy has been drawn up by the WMRE in collaboration with Midlands Connect, the DfT and the rail industry. It has been finalised following a period of public and stakeholder consultation.

A prospectus setting out the executive’s ambitions will be published later this year.

Electric trains reach Newbury ELECTRIC stopping trains are now serving Newbury and local stations to Reading, with services provided by GWR. Completion of the electrification work fell behind schedule because of cost and technical issues, and plans to electrify on to Bath and Bristol were abandoned.

This means Newbury is now the extent of the electrified section on the Berks & Hants line, with GWR starting electric services on December 31.

At least two all-stations diagrams are now worked by Class 387 EMUs, with other duties formed of ‘Turbo’ units.

More use of 387s is expected in due course.

Electrification has also been completed and energised to Bristol Parkway.

Right: Class 387 No. 387171 at Newbury Racecourse station with the 14.12 NewburyReading on January 4.

KEN BRUNT

Barrow Hill saviour receives MBE

Telford to host ACoRP awards

THE Association of Community Rail Partnerships (ACoRP) Community Rail awards will be hosted at the Telford International Centre on October 3. The headline sponsor is West Midlands Railway and London Northwestern Railway.

Nominations for awards open on April 15. For more details go to: communityrail.org.uk

frequency across the network.

In the medium-term, the strategy seeks to build on the benefits brought by the opening of HS2 in 2026 using capacity freed up on the classic network – for both passenger and freight – and the Midlands Rail Hub proposals being developed by Midlands Connect. By 2032, WMRE plans to develop new and improved rail connections in high-growth corridors predicted to see the greatest economic and population growth.

New freight connection emerges

MERVYN Allcock has been appointed a Member of the Order of the British Empire (MBE) in the New Year 2019 Honours List.

The appointment is for Services to Railway Preservation and Development.

It was Mervyn who, in 1989, led the campaign to save Barrow Hill Roundhouse, the country’s last surviving operational roundhouse.

The former BR depot is just a short bike ride from Mervyn’s childhood home at Inkersall, near Chesterfield, and was a favourite

place for train spotting when he was a child. On hearing of plans to close the site in 1989, it spurred him to campaign to prevent its demolition.

Since its reopening in 1998, thanks to Mervyn’s vision and passion, Barrow Hill Roundhouse has become a highly successful commercial railway depot and award-winning museum and events venue.

Mervyn said: “I am very pleased and proud to have received this honour. I accept it on behalf of everyone who has helped me over the last 30 years.”

A spur that will connect the East Midlands Gateway intermodal terminal to the Stenson Jct-Sheet Stores Jct freight line at Castle Donington has been completed and awaits connection to the network. The terminal will open mid-2019. NICK PIGOTT

British Steel wins Italian rail orders

BRITISH Steel has announced two more contracts to supply rail for European infrastructure companies to Italian national infrastructure company Rete Ferroviaria Italiana (RFI), writes Keith Fender.

In total, 86,000 tonnes of rail will be supplied to RFI, all in 108-metre lengths. The order is comprised of 68,000 tonnes of standard grade rail and 18,000 tonnes of British Steel’s premium stress-free (SF), heat-treated rail SF350 rails.

10 • The Railway Magazine • February 2019

These are designed for use in curves or on heavily used sections to minimise the risk of cracks developing in the rails British Steel´s plant in Scunthorpe will make the steel, and it will be moved by rail via the Channel Tunnel to the British Steel-owned rail rolling mill in Hayange, France.

The finished rail will then be moved by train from Hayange to British Steel’s new rail logistics hub in Lecco, northern Italy, which opened in 2018.

SIR WILLIAM REMEMBERED: Class 90 No. 90028 was named Sir William McAlpine at the NRM, York on January 11 by Lady Judy McAlpine , alongside son Andrew (left) and grandson Frederick.

The NRM's ‘A3’ No. 60103 Flying Scotsman, formerly owned by Sir William, hauled a special train from London King’s Cross to York for the event. SIMON DEWHURST/NRM

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

HS2 seeking contractors for Curzon Street project

BIDDERS are being sought by HS2 Ltd for the £435million contract to build its new Curzon Street terminus in Birmingham.

Up to four bidders will be shortlisted in the spring for the design and build deal, which will be awarded in 2020 and deliver the project in time for the opening of HS2 Phase 1 in 2026.

Contractors are already on site at the original London & Birmingham Railway terminus, preparing the ground for construction to start.

HS2 chief executive Mark Thurston welcomed the start

of the contest, saying: “HS2 is already unlocking new opportunities to create skilled jobs across the West Midlands and, over the next decade, the winner of the Curzon Street contract will go on to build one of the most exciting and highprofile elements of the project.”

Separate contracts for the Birmingham Interchange station will follow later this year.

Work is also underway to restore and reopen the original Curzon Street Station building, the last surviving part of the original 1838 station, as a visitor and heritage centre.

Bahamas test run throws up ‘unexpected problems’ A LIGHT test run for ‘Jubilee’ 4-6-0 No. 45596 Bahamas threw up a couple of unexpected problems on January 17, but also showed why test runs are held.

Bahamas was rebuilt at Tyseley using part of a £780,000 Heritage Lottery Fund award, and completed last September.

The intervening months have involved resolving any snagging issues and making final preparations for a return to the main line.

TPWS problems occurred on

the returning short test run from Tyseley to Stratford-uponAvon, with the fireman’s side rear driving axle warmer than expected despite being perfectly alright since the overhaul was completed.

As a precaution, the loaded test run from Tyseley to Leicester, returning via Sheet Stores Jct and Burton-on-Trent was postponed.

Staff at Tyseley were working on the problems to make sure the loco was ready for its February 6 railtour from Oxenhope to Carlisle.

Work is underway to clear the Curzon Street station site as this image taken from a ferris wheel shows.

Nearby, a large tent has been erected over the top of an ancient burial ground to allow bodies to be carefully exhumed. FRASER PITHIE

Harz steam loco gets stuck in snow!

A GERMAN steam train became stuck in snow 3,675ft up a mountain on January 8 - a very rare and unusual occurrence.

Harzer Schmalspurbahnen's 10.25 from Wernigerode to Brocken, hauled by 2-10-2T No. 99 234 (99 7234) with five carriages, became marooned at the summit station as the weather deteriorated rapidly when snow storms struck.

As the freezing snow descended, drifts reached the top of the carriages and the

loco was unable to run round its train. Snow and ice ingress had also affected the motion making the loco impossible to move.

When the snow storm had subsided, the 40 or so passengers were rescued by another HSB service, while others braved the conditions to hike or were taken in an all-wheel drive minibus back to Schierke.

With the fire dropped, further snow and freezing winds hampered rescue efforts and it

was two days later, on January 10, when more than 15 HSB staff successfully battled to remove all the ice and free the loco using a variety of methods.

Parts of the motion had to be removed to avoid damage because of frozen water in the cylinders, and the air brake pump had frozen.

Back at Westerntor works, the loco was given a full inspection.

■ A feature about the Harz railway in winter appears on page 52.

In freezing conditions, staff defrost and dismantle chassis parts on loco No. 99 7234 in order to be able to move the loco back to the workshops in Wernigerode and thaw it out.

KLAUSDIETMAR GABBERT/DPA/PA IMAGES

No. 45596 Bahamas stands at Stratford-upon-Avon during its first main line test run from Tyseley on January 17. SIMON POOLE

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East Midlands Trains pioneering new apprenticeship scheme to increase train driver numbers

By Tony Miles

NEW Rail Minister Andrew Jones had the chance to understand the challenges of train driving as he took the controls of a High Speed Train simulator on November 29.

The minister was visiting the East Midlands Trains (EMT) academy to launch a new apprenticeship programme for train drivers, which is part of an industry-wide initiative to standardise training across all operators, passenger and freight.

Mr Jones said: “I’ve not driven a train simulator before.

“The first thing to note is the mass of information that comes at you, and we were only

travelling quite slowly.”

With the industry gearing up to train more than 1,000 new drivers in the next 12 months, the previous Level 2 Rail Services framework no longer meets the level of competence required for a train driver in today’s ‘modern world’.

A new Level 3 Apprenticeship Standard recognises the sector has moved forward with developments in security, digital technology and new traction and rolling stock.

It also reflects the need for a driver to react and make decisions by applying situational judgement and real-time risk assessment during normal, unplanned and

emergency situations, skills and behaviours above the Level 2 framework.

The new standard will allow successful trainees to secure a formal certification, with the training having been developed in partnership with the drivers’ union Aslef, the Rail Safety and Standards Board, Rail Delivery Group, the Institute of Railway Operators, and the National Skills Academy for Rail. It will be applicable to all train operators and freight operators in England.

EMT is pioneering the new programme as it begins work to recruit between 30 and 40 additional drivers over the next year.

The company has recently carried out a major recruitment drive to encourage more female drivers to join the industry, using initiatives such as targeted advertising and anonymous candidate screening to increase the number of female applicants – an approach praised by the minister.

He said: “We need to cast the net as broadly as possible to bring talent into the industry, and that talent includes every section of our community.”

EMT is also looking at a new approach to driver recruitment, where the current tendency is for applications to come from people looking for a career change.

This, EMT explained, may be changed by going into colleges and schools to attract young people into the career, maybe as an alternative to university.

An EMT spokesperson added; “We’re working with the industry and regulators to overcome age issues – currently you have to be 21 to hold a train driving licence.

“We’re trying to work up a safety case around a rigorous assessment and training processes to ask why it isn’t 18.

“Then maybe we could attract more diverse people, including women and the ethnic communities.”

The initiative has been welcomed by Aslef.

February 2019 • The Railway Magazine • 11

Up & Down Lines

By Nick Pigott

■ Feel free to contact me by email, npigott@mortons.co.uk if there’s anything on the subject of railways you believe needs praising or panning.

Root and branch probe needs to stay clear of the same old ground...

The intention is good, but we’ve been here before…

THE Government’s ‘root-and-branch’ probe into the state of the rail industry will hopefully sort out some of its current woes, but I suspect I’m not alone in having a sense of déjà vu.

It’s considered likely, for example, that the report by former British Airways chairman Keith Williams could recommend a ‘controlling mind’ or ‘central command’ to oversee and co-ordinate the many facets of the industry.

That’s what the Strategic Rail Authority was set up to do a few years ago – yet it was abolished.

It’s also thought possible that proposals will be considered for dividing the network into vertically integrated geographical areas, three of which would be Southern, Western and Scottish.

That’s why the BR Regions existed for more than 40 years – yet they were abolished.

It’s even suggested that because meddling by civil servants is widely thought to have gone too far, the Department for Transport might be advised to step back and leave decisions such as new passenger train specifications to rail professionals.

That’s partly why a privatised railway industry was established in the 1990s – yet that too could be abolished if Labour wins the next election.

Post-war rail history in Britain is littered with reports into this and that as politicians either change their minds or simply attempt to undo the work of their rivals. In the past decade alone, we’ve had the McNulty Report (2010), the Laidlaw Report (2012), the Brown Report (2013) and the Shaw Report (2016). How many reports does one industry need, for heaven’s sake?

Most of these expensively produced documents only seem to tell us what we already know anyway, but the sum result is an industry constantly being shunted

There's no mistaking the sumptuous atmosphere of a loco shed yard in this view of Barrow Hill, which emulates a Midland Region shed in the early 1960s. ROBERT FALCONER

backwards and forwards and a workforce that doesn’t know if it’s coming or going.

It’s a pretty safe bet that 10 years from now, whoever’s Transport Secretary at the time will still be calling for reports, still be trying to reverse policy… still be trying to reinvent the wheel.

A richly deserved award for Barrow Hill’s saviour

RARELY has a gong been more richly deserved than the MBE awarded to Mervyn Allcock, the man who spearheaded the campaign to save Britain’s last operational roundhouse.

It hardly seems 29 years since I attended a meeting in a Chesterfield pub intended to gauge support for a rescue of the then soon-to-be-closed engine shed. At the end of the evening, those of us present put our donations into a hat and hoped for success.

However, local boy Merv, who grew up just a bike ride from the depot, did more than just hope; he and his pals threw themselves wholeheartedly into

a remarkable project that was to pay dividends beyond anyone’s imagination in those dark days of the early-1990s.

The shed’s closure by British Rail shortly after that inaugural meeting was followed by dereliction and vandalism, and for an agonisingly long time it looked as though the classic building would go the way of almost every other steam shed in the country – but Mervyn refused to give up on his initial vision.

Harnessing a business acumen and political nous he never realised he possessed, he led a tireless battle to save the building and then expand it from a pure heritage site into the major main line engineering concern it is today.

If you’ve never been to Barrow Hill, do so; the atmosphere inside the roundhouse is as close to the old days as you’re ever likely to get.

Are some steam lines forgetting their roots?

CONCERNS are growing over an unwelcome note in the attitudes of

managers at some of our preserved railways. Take this recent statement sent to photographer Andrew Royle by the Gloucestershire Warwickshire in reply to an enquiry about lineside permits: “We are responsible for the safe operation of what is now a big business. The days of it being for hobbyists are gone. You would not ask Network Rail if you could go lineside and photograph trains on the West Coast Main Line. Our situation is no different.”

Yes, it is big business – but precisely because of the efforts and financial support of the enthusiasts who got it started in the first place!

Many of those pioneer volunteers are also photographers and quite naturally wish to record the fruits of their labours on film, often giving the line free publicity in the process.

That sometimes means having to go inside the perimeter fence, for which they’re perfectly prepared to pay for permits and undergo the relevant health and safety training.

However, by the time you read this the Gloucs-Warks will have withdrawn that particular perk as it doesn’t meet revised risk-assessment criteria, and it’s not the only heritage line cracking down on enthusiasts in this way.

Andrew has taken up the cudgels on behalf of his fellow cameramen and is trying to get the decision overturned.

“The fact that steam lines are NOT like Network Rail is precisely why enthusiasts wish to visit them!,” he points out. “What will come next… palisade fencing?”

Part of the problem stems from an age issue… many at management level these days are simply too young to remember the formative years and see steam railways purely as commercial business concerns.

It is also understood that decisions to withdraw permits are being taken.

That younger decision-makers are involved is marvellous as without them there’ll be no future at all, but it’s worrying if the pioneer generation is beginning to feel alienated.

Railways in Parliament

by Jon Longman

London dominates budget

SIR John Hayes, MP for South Holland and The Deepings, in Lincolnshire, asked what proportion of the Department for Transport’s budget is spent in London.

Transport Minister Jesse Norman replied: “It is notoriously hard to attribute the benefit and location of public investment in transport infrastructure accurately.

“Figures on public sector expenditure at a regional level are part of the Government’s Country and Regional Analysis (CRA) statistics.

“These provide statistical allocations of public spending according to where the benefits of that spend are accrued, although the complexity of transport networks means that it is not always possible or appropriate to allocate transport spending on a ‘who benefits’ basis. Where this is the case, expenditure has been apportioned

based on actual regional spend rather than where the benefit lies.

“In addition, the investment profile of major transport spending can be extremely lumpy, further distorting the figures. Finally, the benefits from spend on transport interventions will often accrue to people far beyond the residents of the immediate local area or region. This is particularly the case for spending on railways.

“In the case of London, the city receives a substantial number of daily commuters and visitors, both domestically and internationally, who use and benefit from its public transport networks. Much of the investment made in London benefits people across the UK. “With these provisions in mind, the latest CRA statistics, published by HM Treasury on November 20, 2018, show that 26% of the DfT’s total expenditure in 2017/18 was in the London region.”

12 • The Railway Magazine • February 2019

Drivers’ two-tone advice

CARDIFF Central MP Jo Stevens asked what assessment has been made of the effect of the end of two-tone horn warnings at whistle boards on trends in the level of fatalities at railway level crossings.

Transport Minister Andrew Jones replied: “The Rail Safety Standards Board is responsible for issuing guidance to train drivers operating on the mainline railway, including the procedures for using horns at whistle boards, which are placed in advance of most level crossings.

“Since June 2007, train drivers have not been required to make two-tone horn warnings at whistle boards, although it remains at the discretion of the driver to use two-tone horn warnings if necessary, for example to give warning to someone on or near a running line.

“The DfT continues to monitor safety on the rail network, including at level crossings, which has gradually improved over the last decade.”

Popular new railcard

OXFORD West and Abingdon MP Layla Moran asked what the average waiting time was for online applications for a 26-30 railcard in each of the first seven days it was available for sale in 2019.

Mr Jones said: “The DfT understands that demand for the railcard created delays for some passengers trying to purchase the product on January 2 due to its big popularity on the first day of sale. However, the Rail Delivery Group took steps to rectify the issue and there are now no queues or wait times.

“Delivery of the 26-30 railcard, including sales of the railcard, was led by the Rail Delivery Group, who handled transactions and enquiries.”

PHOTOGRAPHER FOCUS

70 YEARS BEHIND THE LENS

He took his first train photograph in 1949 and is still active on the lineside today.

We turn the spotlight on one of Britain’s best-known and most prolific railway photographers – Les Nixon.

T

HE name Dr L A Nixon first came to my attention 54 years ago. I’d just had my first contribution printed in the RM and was showing it to my parents when they noticed their young son’s name was in the list of credits next to that of a doctor.

As a result of their surprise, a name that might otherwise have passed me by became indelibly printed on my mind, and it was thus with a strange feeling that I found myself sitting in judgement on the doctor’s own contributions when I entered railway journalism a quarter of a century later.

Les Nixon began photographing trains in 1949, and to mark his 70 years behind the lens, I travelled to his Derbyshire home to chat about his life and immerse myself in the wonderful images that inspired so many enthusiasts in the 1950s and 60s.

Born in the Yorkshire mining town of Barnsley on July 4, 1936, Les recalls being taken as a child to the town centre level crossing at Exchange station – a wonderful location as it was almost within touching distance of engines

In common with many top lineside photographers, Les usually carried two cameras bolted to a frame, in this case a Nikon ‘F’ single lens reflex and a Pentax 6x7.

THE NICK PIGOTT

Interview

stabled in the shed yard. There, he would badger his mum to be allowed to spend a few minutes soaking up the atmosphere and watching passenger and goods trains rumbling past Jumble Lane signalbox, and when it was time to go home, he would “bawl his head off”!

The reason for his interest at such a young age is because steam is in his blood… on both sides of his family. His father and paternal grandfather were both footplatemen, his mother worked for the LNER’s clerical staff, and two uncles were employed at Stratford Works.

Knocker-up

“Despite that and the fact that dad enjoyed his job, he did his absolute utmost to dissuade me from joining the railway when I was a boy,” Les told me. “He knew I was keen to become a driver and I suppose he thought I’d got it into my head that I’d be ambling down pretty branch lines on sunny days, stopping to pick blackberries on the way.

“So he’d say to me: ‘If thou had to get up at 2 o’clock on a February morning and go out

in pouring rain and a howling gale to work a tender-first goods to Scunthorpe, thou’d soon change thou tune, lad’!”

“Family life was virtually non-existent – we even used to get woken up in the early hours by a knocker-up sent from the shed – and I suppose dad felt the unsociable hours, constantly changing shift times and hard, dirty work were not what he should be recommending to his son.”

It was thus with some irony the young Les chose a childhood pastime that was every bit as hot, noisy and dirty as his father’s. For only 1½ miles from his Barnsley home lay the fearsome Worsborough incline (gradient 1-in-40), and after acquiring a pushbike in the late-1940s, Les and a schoolpal began cycling there to watch the enormous LNER ‘U1’ class 2-8-8-2 BeyerGarratt No. 9999 in action. “How lucky was I to have Britain’s largest locomotive on my doorstep,” said Les. “The crews were really friendly and after we’d got to know them, they let us have as many footplate rides as we liked. I’d often spend the whole day there, helping the men service and oil the loco, riding with them down the branch to Wentworth Silkstone Colliery to replenish the coal supply and taking advantage of as many banking trips up the incline as I could, often with as many as four engines on 1,000-ton trains.

“There were two tunnels near the summit and they were absolute pigs to get through because

Barnsley Grammar School’s railway club ran weekend shedbashing tours, enabling members to ‘cop’ huge numbers of loco numbers in the safety of authorised depot visits. Here they are at Canklow depot with a ‘2F’ 0-6-0 in summer 1949.

The 13-year-old subject of this article is on the far right.

It took Les seven different visits to the Peak Forest to secure this photograph, which unsurprisingly is one of his all-time favourites. Stanier ‘8F’ 2-8-0 No. 48191 storms through the icicle-lined rock cutting at Dove Holes tunnel in December 1967. See main text.

PHOTOGRAPHER FOCUS the smoke from the engines at the front would fill each tunnel by the time we reached it and we were often down to 5 or 10mph, so it could take a while to get through. For this reason, the crews were provided with respirator masks – but I had to put a soaking wet handkerchief to my mouth and lie on the cab floor to avoid being choked.

“The first time was quite frightening with the intense heat, noise and pollution, and 99% of the population would consider it a terrible situation to be in, but I absolutely loved it and repeated it many times. Many was the time a scruffy, coaland oil-stained 13 year old cycled home to an irate mother.”

Shotgun

Another scary incident at Worsborough had occurred on one of Les’s first trips when the driver suddenly produced a 12-bore shotgun from the back of the cab! “Where on earth’s he going to point that, I thought, but he stuck it through the cab window and fired both barrels.

On the way back down the bank, light engine, he stopped at the same place, climbed through the lineside fence… and returned with a rabbit.

‘Sometimes I get four a shift’, he declared with a big grin.”

I asked Les what the Garratt sounded like when working flat out. “It was more of a continuous roar rather than a chuffing sound, due to the fact that exhausts from six cylinders were all shooting up through a single chimney.

The whole thing was an incredible experience and one I’ll never forget.”

Following electrification of the Worsborough

line, the ‘U1’ worked on the Lickey incline at Bromsgrove, but wasn’t a great success there despite later conversion to oil-firing, and was condemned in 1955.

There were railway treats further afield for the young Les, too. Most of his school pals had to be satisfied with summer holidays in relatively local places like Mablethorpe or Cleethorpes every year, but thanks to the free travel passes that came with the railway job, the Nixon family could go anywhere in the country, and Les was always the envy of the class on the first day of the winter terms when he proudly showed his list of Western and Southern ‘cops’ from places like Newquay, Bournemouth and Margate.

“The Western Region was so different and my first trip to Exeter St David’s was an eyeopener. My goodness, what a place that was!

The only frustration with the WR in BR days was when trying to spot from carriage windows because the smokebox numberplates of ‘Castles’ and ‘Kings’ coming towards you were frequently obscured by ruddy great reporting numbers!

“My biggest regret was missing out on South Wales. I could never persuade my parents to book a holiday there, and by the time I was old enough to go there on my own, much of the best steam had gone.”

Fortunately, Barnsley Grammar School had a railfans’ club that ran two or three weekend ‘shed bash’ tours a year by road coach, enabling Les and his pals to cop thousands of locos they’d never normally have been able to see. One visit that’s remained particularly vivid in his memory was to Carlisle Canal roundhouse as that’s where

he first clapped eyes on Scottish Region locos – and also those rare Waverley Route ‘A3s’ that never seemed to turn up anywhere else.

It was to Scotland he went soon after buying his first motorbike in 1954, making a marathon day-trip from South Yorkshire to Hawick to photograph ‘D30’ class 4-4-0s.

Les’s lifelong involvement with photography had begun at the age of 13 when he was given a Box Brownie camera and began going out on summer evenings to test it. “There were two fish trains that used to run fairly close together, one usually hauled by a ‘B1’ and the other by a ‘K3’, and I decided to practice on them but it was a while before I realised that a shutter speed of 1/25th of a second wouldn’t freeze a moving train very well.

Challenge

“Like fishing, railway photography is a pastime that requires bags of patience but it’s always a challenge. That was especially true in the old days when you perhaps didn’t know what trains were due to turn up next. Today, everyone seems to consult Realtime Trains on their mobile phones to see what’s coming and how far away it is, but unless I’m very cold or tired, I still prefer not to know.

“Boredom between trains can be a problem, but I’m fortunate in also having an interest in nature, so I’m never at a loss. In fact, one quiet day on the Kyle of Lochalsh line, a polecat suddenly emerged in front of me, seemingly oblivious to my presence. After that, I wouldn’t have minded if the train had turned up or not!

Les took up photography just in time to capture a sad image of the last serviceable Great Northern Railway Ivatt Atlantic before it was scrapped. Bearing a ‘condemned’ sign on its tender, No. 62822 is seen at Doncaster Works in 1950 in the company of ex-works ‘A3’ No. 60112 St Simon.

Is it any wonder the infant Les became interested in railways when his pushchair outings with mother in the late-1930s terminated here! Jumble Lane level crossing was almost within touching distance of locos stabled at Barnsley shed. ‘J39’ 0-6-0 No. 64902 and ‘O4’ 2-8-0 No. 63697 are prominent in this 1959 view.

Britain’s largest locomotive worked just a mile and a half from Les’s home, enabling him to cycle there and footplate it on numerous occasions. Numbered 9999 when he first encountered it, and later 69999, the ex-LNER ‘U1’ class Beyer-Garratt is seen approaching the first of the two Silkstone tunnels while banking a heavy freight train on the Worsborough incline in the early-1950s. E R MORTEN/L A NIXON COLLN

16 • The Railway Magazine • February 2019

The former Midland Railway station in Les’s home town was Barnsley Court House, which closed in 1960. Here, ‘1P’ class 0-4-4T No. 58075 simmers beneath the overall roof with a two-coach local train, circa 1955.

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