Railway Magazine July 2014

132-PAGE COLLECTORS’EDITION

RAILWAY The

BRITAIN’S BEST-SELLING RAIL TITLE July 2014 • £4.25

R A B N M C E E M I E S R S U E TH RAILWAYS AT WAR E

A special edition commemorating the centenary of the First World War and the 75th anniversary of the Second World War PLUS ALL YOUR USUAL NEWS, VIEWS & PICTURES

Contents

July 2014. No. 1,360. Vol 160. A journal of record since 1897

Headline News

Full tilt for extended franchise... Virgin Trains. See page 8.

Virgin given direct award forWest Coast franchise; Plans for a third high-speed line revealed; Four S160s planned for military railway revival; Colas andTNT in freight trial; LOROL to run West Anglia lines;TeifiValley operations suspended by ORR; Transatlantic A4s arrive back safely in North America.

On the cover

MAIN IMAGE: Adorning the cover of our wartime edition is a single poppy – the simple yet poignant symbol used since 1920 to commemorate soldiers who have died in war. Its use was inspired by vast numbers of such flowers that later sprang up on the battlefields and by the First World War poem entitled In Flanders Fields.

Track Record The Railway Magazine’s monthly news digest 94 Class 68s begin in traffic

96 Traction Portfolio 98 Freight 99 Network

£2million facelift for King’s Lynn; Dawlish sea wall height to be raised; Flyover plan for Peterborough

101 Railtours 104 Classic Traction

Didcot diesels displayed; Class 14s prepare for anniversary.

Gala success for Mid-Norfolk - see page79.

76 Steam & Heritage

West Coast trio storms Mid-Norfolk; Tickets on sale for more Underground steam specials; Colne Valley buys‘Austerity’.

86 Steam Portfolio 89 Traction & Stock

RVEL shows off its‘Ultra Class 73’; New GBRf Class 66 on the way; HST trailer conversions for FGW at Kilmarnock.

92 Traction Update

Scrapped, sold, renumbered, repainted? Full details here.

109 Narrow Gauge

Gwyneddto steam at Penrhyn; TomRolt returns forTalyllyn.

111 Miniature 112 World

DBS and Etihad Rail unite for Gulf network; New Zealand loco restored for First World War centenary.

114 Metro

Edinburgh trams take to the tracks.

117 Operations

News from the train and freight operating companies.

Regulars 64 Reviews 72 Subscription Offer 123 Meetings

Firstviewofthenewliveryandbranding beingrolledoutonthe Class373Eurostar fleetaspartofarefurbishmentnowthat thesetsare20yearsold.OnJune19, drivingcarNo.3016(with3015atthe countryend)werematchedwithan unrefurbishedsetoftrailersfromset 3007/8atStPancrasInternational.The liveryisalsotobecarriedbythenew generatione320sets. Picture: MARCBLAY

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Details of railway society meetings near you.

125 Heritage Diary

Subscribe today and save money on every issue.

A comprehensive listing of dates when heritage railways and steam centres will be open in July and August.

129 Reader Services 130 Prize Crossword plus What Is It? BR Standard 9F No. 92214 , now in Brunswick green, at the Great Central Railway.

See page 8.

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Commemorative section features

16 The role of railways in the First World War

It was known as ‘the war to end all wars’, yet tragically was to prove anything but... despite the deaths of millions. In the centenary year of its outbreak, David Stewart-David looks at the role played by railways in that conflict.

22 ROD of Steel

Hugh Heaton and Rex Carver explain the history of the Railway Operating Division of the Royal Engineers and the varied locomotives they used.

28 Tracks to the Trenches

Cliff Thomas describes the crucial role narrow gauge railways played in getting men and munitions to and from the trenches.

34 Ambulance Trains

40 Home Trains Running

In Practice & Performance, Keith Farr looks at some of the gargantuan performances displayed by locos during the 1914/18 period.

46 The role of railways in the Second World War

An overview of the vital way the railways helped influence the outcome of the Second World War – both at home and abroad – as told by David Stewart-David and Peter Wood.

54 The Engines that won the War

Editor Nick Pigott describes the various types of locomotive used by the War Department and US Army Transportation Corps.

64 Railways and the ‘Holocaust’

Ambulance trains were vital for the evacuation of wounded soldiers from battlefields. Hugh Heaton explains the background to these ‘mobile hospitals’.

Millions of people in Europe were sent by train to their deaths in Nazi concentration camps.

Keith Fender provides a chilling reminder of those terrible years between 1939 and 1945.

38 In the Front Line

66 Military Railways

Rob Langham looks at how Britain’s railway companies contributed to the war effort, with emphasis on the North Eastern Railway and the battalion that fought in its name.

Chris Milner looks at military railways and how they were created to train engineers on the operation, building and dismantling of tracks.

70 Wartime Weekends

The re-enactment of the wartime period of the 1940s has become a popular event at many heritage railways, as Chirs Milner explains.

July 2014 • The Railway Magazine • 5

RAILWAYS AT WAR 1914-18

TRACKS TO THE

TRENCHES Cliff Thomas describes the crucial contribution narrow gauge

railways made towards winning the war on the Western Front.

T

HE role of narrow gauge railways is one of the least widely understood elements in the history of the First World War. Maybe this is because small locomotives do not have a glamour factor, or perhaps because the work of the railways was principally undertaken at night and in the most dangerous zones of all.

By late 1914, the conflict had shifted from a war of manoeuvre into a static stalemate as the opposing armies had attempted to outflank each other and ran out of land by the waters of the North Sea. The invading German forces had been halted and the fall of the Channel ports averted, at which point both sides literally dug in.

By spring 1915, a continuous line of trench defences had been dug across Europe stretching some 200 miles from the North Sea to the border of Switzerland.

Warfare on the Western Front bogged down, in the most glutinous of senses, for the following three years.

The opposing front lines were separated by a narrow ‘No Man’s Land’ and the combatants faced the massive challenge of transporting huge volumes of materials to supply and maintain the forces.

The demand for ammunition

Bogged down in the mud: A train carrying field cannon attempts to reach the front.

28 • The Railway Magazine • July 2014

The advantage of 60cm track was that it could be laid quickly with no machinery!

Left: The Motor Rail & Tram Car Ltd of Bedford provided many of the small internal combustion locomotives used on the 60cm lines of the Western Front.

Far left: One of the finest collections of First World War field railway equipment is held at the Leighton Buzzard Railway in Bedfordshire. In this 21st century re-enactment, a soldier is seen with Baldwin 4-6-0T WDLR No. 778.

CLIFF THOMAS

Right: So devastated were the shelled buildings of northern France that rails were often laid straight though them, as here at Arras in 1918. MUSEUM OF ARMY TRANSPORT

alone was huge and constant, both to defend what was held and to build up stocks for the offensive barrages laid down by the ‘big guns’ as the prelude to attacks.

By way of example, during the 153 days of the 1916 Somme offensive, nearly 28million shells were fired over the 14 miles of combat areas (almost 4,000 tons of explosives a day).

Add to that food and water for the soldiers, huge volumes of timber and other building supplies to build and reinforce the trenches (which had developed beyond hastily dug holes into an extensive fixed fortification network) plus a multitude of other transportrelated requirements – not least the movement of injured soldiers back from the combat zones.

The standard gauge lines of northern France and Belgium could move men and materials only so far, it being plainly

impractical to employ such large locomotives and wagons right up to the trenches. Something else was required to link the railheads with the battlefields.

As the war clouds had loomed in the early years of the 20th century, the level of preparedness for the supply of logistical support in battlefield areas had differed among the principal nations.

Germany, drawing on its 1897/1907 experience in SouthWest Africa, realised that a system of railways that could be rapidly built and maintained as the army advanced was capable of maintaining a flow of supplies to the front until standard gauge lines could be extended to a new railhead.

Moreover, if the advance should falter, such ‘Feldbahn’ (Field Railway) systems could maintain the supply lines in dangerous and potentially fluid

A 20hp Simplex hauls stretchered troops past a standard gauge howitzer.

areas. Stocks of 60cm- (basically 2ft) gauge light railway equipment were prepared and troops trained to use it.

In France, the Decauville firm had been producing ‘portable’ 60cm-gauge railway systems from the late 19th century and the French Army too recognised the value of such light railways in supporting fortifications.

Rapid thrusts

Russia had seen the value of light military railways during its 1904/1905 war with Japan and considered how such lines would assist in resisting any attack on the eastern front by Germany and/or the Austro-Hungarian Empire.

Britain, however, had taken a very different view. The problem was not that the military authorities were unaware of narrow gauge railways (such lines were used at establishments such as the

18in-gauge system at Woolwich Arsenal). The Royal Engineers had also looked at the various 15in gauge ‘minimum gauge’ lines promoted by Sir Arthur Heywood and seen military potential in them a decade or so prior to the outbreak of the First World War. The issue was more one of mindset as to how the war would be waged.

The leaders of the British Army had envisaged a war of movement with continued trust in cavalry as the means by which rapid thrusts through and behind enemy lines could be achieved and they reasoned that railways would be left behind in the rear.

The War Office decided, as late as the issue of 1913 Army Regulations, that lorries would be the means by which stores would be moved from main line railheads to the combat zones and no provision was made for the use of light railways at all. Considering

More than 100 field railway engines stored at Beaurainville at the end of 1918. IWM

July 2014 • The Railway Magazine • 29

RAILWAYS AT WAR 1914-18

IN THE FRONT LINE THE MEN AND WOMEN OF THE NORTH EASTERN RAILWAY How did the Great War affect individual railways and their workforces? Rob Langham tells the story of how Britain’s railway companies contributed to the war effort, with special emphasis on the North Eastern Railway and the battalion of men who fought in its name.

WITHIN a mere 11 days of war breaking out, 27,600 British railwaymen had joined the armed forces. For those who had already been Reservists or Territorials, their jobs were kept open pending their return – and as long as they had not left without permission, the years they were away on military service counted towards their service on the railways.

The NER’s deputy general manager, Eric Campbell Geddes, was one of the first to contact the War Office offering the use of a unit of men trained on railway work, but as the conflict was only a few days old at the time, it was felt by the Army that the Royal Engineers would suffice. What the War Office did offer, however, was the possibility of the NER raising an infantry battalion in Lord Kitchener’s ‘New Army’.

This was accepted and on

September 8, 1914 a circular was issued to NER staff requesting applications of interest for such a unit – 1,100 men being required.

Even though one in 10 employees had already joined ‘the colours’ by then, the offer was massively oversubscribed with almost triple that number of men replying within a few days. This was a phenomenon being repeated at industrial locations all over Britain.

Formal sanction was given from Lord Kitchener for the formation of the 17th (North Eastern Railway) Battalion of the Northumberland Fusiliers on September 11, and recruitment started at the York and Newcastle railway institutes three days later.

Initially, the NER Battalion was housed and trained at King George Dock, Hull, and then put onto coastal defence duties in the East Yorkshire area in November to

38 • The Railway Magazine • July 2014

guard against a possible enemy landing. The work included building defences and small bridges and the men were so good at it that senior officers decided their skills could be better used as part of a pioneer battalion on the Western front, building and repairing trenches, laying barbed wire in NoMan’s land, constructing dug-outs and helping to lay railway track.

The battalion duly moved to France in November 1915 and spent 17 days on the front line during the opening stages of the Battle of the Somme in July 1916, suffering casualties of 10 killed, 86 wounded and one missing.

Following that battle, it was realised that the French railway system behind the British lines could not cope and would need to be greatly expanded if the war was to be won (see p28), so – perhaps reminded by the original request

made to the War Office back in 1914 by Geddes (who as of October 1916 became Director General of Military Railways) – the Army made the NER Battalion a dedicated railway construction unit.

The men spent a year and a half in this new role, mostly working on narrow gauge railways.

The German spring offensive of March 1918 resulted in a temporary retreat for the Allies and the NER Battalion was thus switched to the role of dismantling railway sidings and dumps, and salvaging rails and material where possible to avoid them being captured and re-used by the Germans.

Once the long impasse of trench warfare was over and the conflict again became a war of movement, the Allies regained the upper hand. By then, the front line

was moving forward too fast for newly laid rails to be of much use, so the battalion spent the last few months of the war engaged on road building and the repair of bridges destroyed by the Germans in their retreat.

With the war over, men started to return home. Most went back to their pre-war roles, which had been held open for them, however there were plenty of cases of men whose injuries had disabled them. Where possible, the casualties were put on lighter work, the NER finding work for around 500 such men.

The NER Battalion officially ceased to exist in 1919, but many of its members were kept on the Z Reserve owing to their skills – in case of hostilities resuming with Germany. The Z list was abolished in March 1920.

Another way in which Britain’s railways helped the war effort was through the use of railway-owned ships. A number of NER tugs were hired by the Admiralty and one – Stranton (renamed HMS Char for the war) was sunk on January 16, 1914 with the loss of eight NER men, who had volunteered to join the Royal Navy after their home port of Hartlepool had been shelled by the Imperial German Navy.

The NER’s locomotive and rolling stock works were also heavily involved in supporting the nation’s war effort. As early as August 30, 1914, the manager of

ABOVE: The First World War changed the way British society worked, leading to the employment of tens of thousands of women in jobs that had traditionally been bastions of male dominance. Here, six female cleaners pose with one of the North Eastern Railway’s Shildon-Newport electric freight locomotives, No. 11, in 1917.

FACING PAGE: North Eastern Railway Class T1 0-8-0 No. 527 on Railway Operating Division duty at St Omer, in northern France. Fifty such locos were sent overseas.

This 54-ton gun well-wagon was built by Gateshead Works in just 11 days in 1914.

Gateshead Works was asked to build a 54-ton trolley wagon capable of having a 9.2-in gun mounted on it, for coastal defence work. In peacetime, such a job would have taken around two months… the workforce was given three weeks.

As it turned out, they were more than up to the task. The first materials were delivered on September 1 and the completed wagon was rolled out 12 days later.

The War Office then asked the Railway Executive Committee if it would be able to supply 12,250 stretchers as soon as possible. This was shared between 11 railways –

and the first stretchers were on their way to France after just 10 days. The next request was for 5,000 horse-drawn general service wagons. For this, no fewer than 22 railways were involved and all had done their job by the end of January 1915.

In October 1914, a request went out from Woolwich Arsenal (which was to be headed from September 1915 by Vincent Raven, the North Eastern Railway’s chief mechanical engineer) to produce items for rifles and artillery pieces. Items from rifle parts through to gun carriages for some of the biggest

howitzers were produced at railway works.

Shells for the artillery were also produced. The NER and northeastern-based private builder Armstrong Whitworth jointly built such a factory at Darlington’s North Road Works, which was taken over by the Ministry of Munitions, but was operated and managed by the NER on the proviso that after the war the building and machinery would be transferred to the railway.

The NER’s National Projectile Factory went on to make more than a million 18-pounder shrapnel shells, as well as 18-pounder and 6-in high-explosive shells.

Locomotives were needed to work in the munitions factories, both narrow and standard gauge.

Where they could, steam locomotives were used – three ‘H’ Class (later Y7) 0-4-0Ts and one ‘K’ class (later Y8) 0-4-0T of the NER were hired to work at Woolwich Arsenal, and three each of the ‘E’ and ‘E1’ Class 0-6-0T’s (later J71 and J72 respectively) were fitted with spark arresters for use in National Filling Factories, as were four Lancashire & Yorkshire Railway Class 21 0-4-0STs (more commonly known as ‘Pugs’) for use at the Aintree Munitions ■ Works.

Rob Langham is the author of The North Eastern Railway in the First World War, published by Fonthill Media.

July 2014 • The Railway Magazine • 39

World Track Record COMPILED BY

KEITH FENDER

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Chinese firm to build railway in Nigeria

THE Nigerian Government has agreed a $13.1billion contract with China Civil Engineering Construction Corporation (CCECC) to build a 650km-long east-west route in the country.

The line will connect Calabar, the capital of Cross River State, near the border with Cameroon, to Lagos, the most populous city in Nigeria. It will be routed via Port Harcourt and Benin City, and be built around 50km from the coast.

The line will be double track with 22 stations and will cross the oil-producing Niger Delta region.

DBS and Etihad Rail unite to operate Gulf rail network GERMAN rail freight operator DB Schenker and the United Arab Emirates’Etihad Rail will jointly operate a freight line from the Gulf Coast port of Ruwais to Shah and Habshan.

The line is part of an all-new 1,200km rail network being built

by Etihad Rail in the UAE, costing around US$11billion.

The new Etihad Rail-DB joint venture will also act as consultant for the future development of the UAE’s rail network.

Track-laying on the standard gauge 264km route – from oilfields at Shan and Habshan in the‘open quarter’, near to the Saudi Arabian border, to the port of Ruwais – has been completed, and initial freight services conveying granulated sulphur (a by-product of sulphur-rich oil production), began earlier this year. The sulphur is carried in a

Italian rail contractor SALCEF’s construction train is loaded with ballast from the trackside near Liwa Junction, in the United Arab Emirates, on November 9, 2013. The loco, a Vossloh G2000 52 DG B-B, was built in Germany in 2006. DR IAIN SCOTCHMAN

fleet of 240 covered hopper wagons built by CSR Corporation in China.

These trains are hauled by seven EMD SD70ACS Co-Co diesel-electrics built in the USA

– similar locos have also been supplied to the Saudi railways for the north-south line and to SNIM in Mauritania, both of which also operate through deserts.

At the railway’s maintenance

Voith to end loco building

GERMAN rail equipment and component manufacturer Voith is closing its diesel locomotive factory in Kiel, northern Germany.

Voith set up the business in 2004, but has decided to shut the factory and focus on overhauls and repairing locos at Kiel.

Despite introducing a range of mid- to high-power diesel-hydraulic loco models the only significant order received was for 130‘Gravita’ B-B locos (delivered as Classes 261 and 265) for DB Schenker in Germany .

From China to USA by HST?

ENGINEERS at the Chinese Academy of Engineering are reported to be considering a series of intercontinental high-speed railway projects.

The government-owned Beijing Times reported in May that a line from China via Russia, Alaska and Canada to the west coast of the USA is being considered.

Such a line (around 13,000km long) would require a tunnel under the Bering Strait, between Russia and Alaska, which would be more than four times longer than the Channel Tunnel, the longest under-sea tunnel.

At work on November 9, 2013 in the UAE is veteran Deutz B-B No. 56596, built in Cologne in 1957 for lease to private rail operators in Germany. After 25 years working for the Westfälische LandesEisenbahn from Lippstadt, it was hired to the Osthannoversche Eisenbahnen AG, at Celle, in 1985, and withdrawn by that operator three years later. Since then it has been used by Italian-based permanent way contractors and is seen on a construction train near Al Mirfa. On the rear of the train is another former German loco (ex-DB Köf 6834, later DB 323 354). DR IAIN SCOTCHMAN

depot and yard at Al Mirfa, there is also a factory, which will provide concrete sleepers for future extensions of the network.

The initial phase route across the desert, from the current end of the double-track main line at Liwa Junction to Habshan and Shah, is single-track, while at the northern end the double-track main line ends at Ruwais, with a single-track branch serving the port.

The second phase of the line will extend it northwards to the Saudi Arabia border at Ghweifat to connect with the Gulf Co-operation Council routes under construction across the border, at the southern end to Al Ain, close to the Omani border, and to Dubai.

Construction is due to start this summer, with completion in 2018. It is being financed by US$1.28bn of loans.

When completed, passenger services are planned between Abu Dhabi and Dubai.

■ Our thanks to Dr Iain Scotchman for some of the information in this report.

Inter-city daytime service for Cameroon A NEW inter-city daytime service has been launched from the Cameroon capital of Yaoundé, heading west on the Transcamerounais line to Douala, on the Atlantic coast.

The daily service began on May 5 and is operated using NREC Co-Co diesel locos, six of which were delivered in 2013 as Class CC2500, or when they are unavailable, older Alco 251-C4-engined MX-620 diesels (Camrail Class CC2200), built in Montreal by MLW between 1980/82.

The 263km journey on the new inter-city service takes 3 hours 40 minutes. Camrail has 55 new passenger coaches on order from CSR in China.

112 • The Railway Magazine • July 2014

The Transcamerounais line between the two cities was originally built partly by the German-owned KamerunerMittellandbahn (Cameroon Midlands Railway), although the First World War interrupted construction.

It was finished by a French company in 1927, as Cameroon was no longer a German colony, but later came under French rule.

The metre gauge line was rebuilt and extensively re-aligned with German development aid in the 1980s – the Montreal-built locomotives were bought as part of that modernisation project.

A Camrail long-distance train, headed by MLW-built Co-Co CC2204, waiting to leave Yaoundé with the daily night train to N’Gaoundéré, in the north of Cameroon, on May 7, 2013.

MARK TORKINGTON

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

NZ memorial steam loco restored in Balkan rail networks time for FirstWorldWar centenary destroyed in flooding A LOCO honouring the many New Zealand Railways (NZR) workers who died in the First World War was returned to use in April.

In 1925, the New Zealand government chose Ab class Pacific Ab608, to be officially named Passchendaele (after the battlefield near Ypres, in Belgium), as the memorial

locomotive commemorating the workers.

Built in 1915 at the Addington Workshops of New Zealand Railways (NZR), Ab608 became the only NZR locomotive to be named during the 20th century.

The Ab class became the most numerous type of steam locomotive in New Zealand,

On June 16, test train MTT26 was operated on the North Island Main Trunk Railway. The train was headed by 4-6-2 Ab608 Passchendaele with two heritage wooden carriages and Clyde-built EMD diesel Da1431, which provided load and dynamic resistance during the successful test run. Several excursions with the loco are now planned for later this year. The return working is seen heading south towards Levin. ROGER SMITH

numbering 151 examples when production finally ended in the early-1950s. It was used all over New Zealand, working both express and rural branch trains.

After 57 years in service, Ab608 was finally retired in October 1967, and was subsequently given to the NZ Railway and Locomotive Society in 1973.

Later, it was moved to Steam Incorporated at Paekakariki, just north of Wellington, where work to return it to use had been underway since 1993.

Given its significant connection to the First World War, it was agreed that the rebuild of Ab608 – returning it to working order for the first time since 1967 – should be completed in 2014. Extensive fundraising was undertaken to achieve this in time to celebrate and commemorate the various centennials which are planned to mark the huge sacrifices New Zealand soldiers made between1914/18.

The loco was formally dedicated during ANZAC Day commemorations on April 25.

TORRENTIAL rain and severe flooding caused major transport infrastructure problems for much of the western Balkans in mid-May. At least 43 people died in the floods, which in some cases were more than four metres deep. Both Bosnia and Serbia were badly affected, along with parts of Croatia, with three months worth of rain falling in just three days.

Much of Bosnia’s rail system was out of use for several weeks, resulting in cancellation of many services, including the Zagreb to Sarajevo international trains.

The area south-east of

the Serbian capital Belgrade was particularly badly hit and the main routes to Bulgaria and Macedonia via Niš, plus the line to Bar in Montenegro, were severed; the latter route is unlikely to reopen properly for several months, although some trains are being run using alternative routes. Niš, in southern Serbia, was temporarily cut off from Belgrade by the floods.

The European Bank for Reconstruction and Development has estimated that the flood damage across the region, including that to the railways, could cost up to €3 billion to repair.

A few days before the floods struck, Czech-built diesel shunter 621 106 is seen at Prokuplje on arrival with the 15:35 from Niš, deputising for a DMU, on April 29. PAUL GRIFFIN

Spectacular Dampfspektakel OVER five days in late May/early June, almost 100 extra steam-hauled passenger trains were operated as the main attraction of Dampfspektakel – a steam spectacle ‘Plandampf’ organised by local transport authorities in the German state of Rheinland-Pfalz to celebrate its 25th anniversary.

The event was centred on Neustadtan-der-Weinstrasse, on the main line from Mannheim to Saarbrücken, featuring trains on all the secondary routes radiating from Neustadt.

Eight main line steam locos were in use, with the star locos being two Class 01 Pacifics built in the mid-1930s for express passenger trains, although a third Pacific loco (01 150) developed faults, leaving it to provide footplate rides in the museum yard at Neustadt rather than working on the main line.

The rest of the locos in use were five built during the Second World War – two 2-8-2 Class 41s and three 2-10-0 Class 52 ‘Kriegsloks’ – plus a 2-10-0 Class 58 built just after the First World War, and an ex-DB V100 diesel-hydraulic, which acted mostly as a standby rescue loco.

Enthusiasts from all over Europe, with large contingents from the UK, plus Japan and North America took part in the event.

Local people could use their season tickets and passes to ride long distances on steam trains at no charge, and all regular tickets were

accepted, too. This was a very economical way to ride behind steam, with several of the trains being very busy as a result.

Pacific 01 202, built in 1936, passing Neckargerach, between Heilbronn and Heidelberg, at speed with a Dampfspektakel train on May 30. KEITH FENDER

Pacific 01 118 leaving Neustadt-an-der -Weinstrasse on May 31 with a train to Karlsruhe. KEITH FENDER

With a towering exhaust, 2-8-2 No. 41 018, built in 1939, leaves Deidesheim on May 31 with a train to Neustadt from Bad Dürkheim. KEITH FENDER

July 2014 • The Railway Magazine • 113

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