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BRITAIN’S BEST-SELLING RAIL TITLE October 2018

Government opens door to rail reform ‘Root & branch’ review by 2020 ■ Crossrail delayed

by nine months ■ Next CrossCountry franchise deferred ■ Vintage Trains gets operating licence

150 YEARS OF ST PANCRAS STATION

PROPELLING WITH PASSENGERS

‘PACERS’  THE TRAINS WE LOVE TO HATE

■ NEW GREATER ANGLIA TRAINS REVEALED ■ NEW ‘P2’ BECOMES 282

The

EDITORIAL

Editor: Chris Milner Deputy editor: Gary Boyd-Hope Consultant editor: Nick Pigott Senior correspondent: Ben Jones Designer: Tim Pipes Picture desk: Paul Fincham and Jonathan Schofield Publisher: Tim Hartley Production editor: Sarah Wilkinson Sub-editor: Nigel Devereux Editorial assistant: Jane Skayman Classic Traction News: Peter Nicholson Operations News: Ashley Butlin Narrow Gauge News: Cliff Thomas Metro News: Paul Bickerdyke World News: Keith Fender By post: The Railway Magazine, Mortons Media Group, Media Centre, Morton Way, Horncastle, Lincs LN9 6JR Tel: 01507 529589 Fax: 01507 371066 Email: railway@mortons.co.uk © 2017 Mortons Media ISSN 0033-8923

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MESSAGE TO MR GRAYLING

Passengers need improvement now – not in two years’ time

T

HE announcement that Transport Secretary Chris Grayling has ordered a Rail Review comes as no surprise. It’s been very much overdue, given the increasing list of problems affecting passengers.

The Transport Select Committee (TSC) announced back in April – based upon evidence given in February – that in its view the franchising model was ‘broken’ so readers will probably ask why it has taken so long to see some action.

The trigger was undoubtedly the shambolic May timetable change, which occurred three weeks after the TSC report, and on which the Office of Rail and Road (ORR) has just reported.

The ORR has pointed the finger at the industry, collectively blaming Network Rail, Govia Thameslink Railway, Northern and the Department for Transport, as well as admitting – as regulator – it also made mistakes.

In previous editorials, I’ve questioned whether franchising is still fit for purpose almost 25 years after it was conceived and poorly implemented.

So are changes on the horizon?

Leaving aside the failure of the Virgin East Coast franchise and delays in completing infrastructure changes and in introducing and approving new trains, another concerning problem is emerging – one of not enough bidders to create real competition for rail franchises.

Chris Grayling says this review will leave ‘no stone unturned’ and will make recommendations for the future. That’s a bold and courageous statement knowing how slow the rail industry can be to accept change and adapt, yet it seems nothing will be done to pacify beleaguered passengers in the meantime.

Passengers suffering disruption to train services will not see any benefits from the Government’s ‘root-and-branch’ review of the rail industry until at least 2020.

TRAIN OF THOUGHT

Editor's Comment

Remember the plan to trial a change in fares and eliminate split ticketing? It never happened because the industry wanted any fare changes to be ‘revenue neutral’, and no industry agreement could be reached.

With a past record of broken promises and inaction, Mr Grayling says reforms will be implemented from 2020.

Given the cancellation of electrification schemes, over-reliance on bi-mode trains, and the industry still without a plan on how to dispose of so many old vehicles in a safe manner, I simply do not share Mr Grayling’s belief. Forgive the cynical old hack in me thinking it will get worse before it gets better.

Passengers have suffered enough of overcrowding, delays and cancellations on a daily basis. Rightly, they will want to see some tangible improvements now, not in two years’ time.

Building skills for the future WITH railway preservation closing in on the 60-year mark, it is becoming vitally important the skills developed by Victorian and Edwardian railway engineers are passed down to successive generations.

Boiler repairs, carriage repairs and infrastructure maintenance are some of the skills, but from more recent times come the techniques needed to repair and maintain diesel locos and multiple units. You can’t plug in a computer to address these problems and find out where the fault is!

Unless heritage skills are passed on to younger people, generation after generation, they will be lost, and the preservation movement could wither away.

Also vital in supporting the railways are companies that can manufacture wheelsets, brake

parts, and springs, and maintain a good availability of spare parts. Like all such tasks, it needs people with the requisite skills.

Some years ago, the Severn Valley Railway set up the Heritage Skills Training Academy in a bid to future-proof specialist railway repair skills. Therefore I am delighted to announce Mortons Media Group – publishers of The RM, Heritage Railway and Rail Express – is sponsoring the academy, and in the first of a regular column, one of the apprentices will explain about his or her work (see p51).

It is also hoped the column will be a source of encouragement for other young people to become involved with railway preservation as a volunteer, CHRIS MILNER, Editor apprentice or employee.

October 2018 • The Railway Magazine • 3

Contents

October 2018. No. 1,411. Vol 164. A journal of record since 1897.

Headline News

The first of 17 new custombuilt driverless trains from Stadler for the Glasgow Subway on display at the Innotrans trade fair in Berlin on September 18.

BEN JONES

Crossrail opening delayed until 2019, Grayling announces wide-ranging Rail Review, ORR blames industry for May timetable chaos, XC franchise competition cancelled, Greater Anglia unveils new trains, Porterbrook and Angel reveal hybrid DMU trials, Digital Railway plan for ECML, Crumbling hotel causes chaos at Ayr.

On the cover

MAIN IMAGE: Shortly before the end of its hire period at the Dartmouth Steam Railway, BR blue 'King' 4-6-0 No. 6023 King Edward II coasts into Kingswear with the 17.00 arrival from Paignton on August 29.

MARTYN TATTAM INSET 1: Celebrating 150 years of London's grandest terminus.

INSET 2: Propelling with passengers in the BR steam era.

INSET 3: BR/Leyland railbus prototype No. RB3 in Northern Ireland.

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

A1 Trust launches company to build replica 'V4', 'Sutherland' and NYMR 'Q6' steam again, GWR 'Mogul' joins SVR overhaul queue, Forgotten 2-8-0 leaves Moors Line for Llangollen, 'P2' gets its wheels, NRM mulls 'O4' overhaul plan.

72 Steam Portfolio 74 Industrial 76 Irish 78 Metro

New-build Gresley 'P2' No. 2007 Prince of Wales is now a true 'Mikado' having received all of its wheels. DAVID ELLIOTT/A1SLT

80 Network

Network Rail sells 'railway arch' property portfolio for £1.46bn, six month blockade planned for Berney Arms line, Merseyrail prepares for new Class 777 trains, Derby remodelling almost complete.

84 Classic Traction

Wandering 'Warship' visits GCR, NRM dismisses 'KOYLI' volunteer group, Class 50 gala line-up confirmed, repatriated Class 04 on display at Rowsley shunter gala.

89 Classic Traction Portfolio 90 World 92 Heritage Trams 94 Railtours 98 Narrow Gauge 100 Traction & Stock

Bombardier rolls out first Class 720 vehicles for GA, Class 769 'Flex' finally moves to GCR for trials, TPE 'Nova 3' and Northern Class 195/331 start main line testing, first Class 230 delivered to London Northwestern Railway.

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Regulars 12 Up and Down Lines

Nick Pigott's new opinion page looks at some recent railway positives and negatives.

Subscribe today and save money on every issue .

12 Railways in Parliament 50 Then & Now - Great Malvern 52 Readers’ Platform 54 From The RM Archives 56 Reviews 58 Subscription Offer

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

Panorama: An unidentified Class 40 emerges from Birkett Tunnel on the Settle & Carlisle line with a southbound mixed freight on September 2, 1981. DAVE RODGERS

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

railways and railway museums are open.

60 Panorama

110 Heritage Diary

Details of when Britain’s unique collection of heritage

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

114 Meetings 121 Reader Services 122 Crossword & Where Is It?

Call 01507 529529 or see page 58 for our latest offers Like us facebook.com/ TheRailwayMagazine Follow us @railwaymagazine Follow us therailwaymagazine

GB Railfreight's latest four-day charity railtour ran on September 20-23, delivering a number of remarkable sights and 'firsts', including the first AC electric locomotive to haul a passenger train into London Paddington.

'IKB' watches on as No. 87002 Royal Sovereign makes an extraordinary sight on the blocks late on September 20.

Other highlights included a '92' to Blackpool North and GBRf Class 73s to Fort William. JAMIE SQUIBBS

Features 14 IET Update

28 Class 502 Back from the Brink

Practice & Performance takes another look at GWR's Intercity Express Trains and their AT300 sisters, which are now operating all the way to Penzance.

EMUs are often overlooked in the preservation world, despite being the backbone of commuter operations. Martyn Hilbert looks at the project to restore an ex-LMS Class 502, dating from 1940.

22 Propelling Passengers at Anstruther

34 St Pancras 150th Anniversary

Robert Drysdale recalls some of the peculiar operating practices that were carried out at the picturesque town of Anstruther in Scotland.

St Pancras was the Midland Railway's contribution to London, and its splendours were not surpassed by any terminus built subsequently. Robert Humm

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PUSH NOTIFICATION: Passenger train propelling moves in BR days - p22

TURN TO PAGE 58

ELECTRIC AVENUE: Merseyrail Class 502 back from the brink - p28

reviews the life and times of the great station.

42 Nodding Along - The ‘Pacer’ Story

As the first units are withdrawn, self-confessed railbus fan Gary Boyd-Hope explores the origins and history of the BR/Leyland vehicles, which goes back more than 40 years.

49 Retaining Heritage Skills

Our new series looks at the Severn Valley Railway's Heritage Skills Training Academy, and how it is equipping a new generation with traditional engineering skills.

RAILWAY CATHEDRAL: St Pancras celebrates 150 years - p34

October 2018 • The Railway Magazine • 5

HeadlineNews

Passengers let down by rail industry failures, says ORR

A THREE-month inquiry into the timetabling chaos which stemmed from May’s national timetable change has pointed the finger of blame collectively at Network Rail, Govia Thameslink Railway (GTR), Northern, the Department for Transport (DfT), and even the Office of Rail and Road (ORR), which commissioned the report.

In an interim report, Professor Stephen Glaister, who led the inquiry, said all of the organisations made mistakes, which together contributed to the collapse of rail services. Those on GTR and Northern routes were particularly badly affected.

The inquiry reviewed more than 2,000 documents and conducted wide-ranging interviews with senior executives in the rail industry, experts and Government officials, and Prof Glaister was surprised the scale of the disruption to passengers was

not foreseen by any party until after it had begun.

The report said in the autumn of 2017 two events combined that created critical risks to the timetabling process. As the North West electrification schemes fell behind schedule, a high-risk decision was taken to catch up the work over Christmas 2017.

Good faith

At around the same time, a decision was taken to re-plan the introduction of the new Thameslink services. These decisions were taken in good faith, but without due regard for the schedule that needed to be followed to develop the timetable. When unexpected problems then occurred as a consequence of both decisions (the Christmas works failed to be completed and the re-planning of the Thameslink services proved to be much more complex than

TfL begins Jubilee Line 'doors open' inquiry TRANSPORT for London has launched an inquiry into the circumstances of a Jubilee Line Tube train operating between Finchley Road and West Hampstead with a set of doors open.

The incident, on September 1, was filmed and posted on the social media site Twitter.

TfL has said the train was taken out of service for investigation following the incident.

Door interlocks prevent the driver drawing power unless all doors are closed, but the investigation will aim to

establish why power was drawn with a set of doors open.

The RAIB has been notified.

Picture: RORY BROWN/TWITTER

expected), the timetable process began to fail because the volume of changes required was too great, at too late a point in the timetable development to be reasonably manageable.

The report adds that the critical events were prior to the decisions made in January and February 2018 to proceed with the May 2018 timetable changes.

The inquiry said by this point the likelihood of disruption to passengers from the introduction of the timetable was probably unavoidable under any of the available options that were considered. If there was a final ‘go/no-go’ decision point, it was in autumn 2017, although it would have been better made earlier in August 2017 to align with the schedule for timetable development.

GTR was planning to run 3,880 trains a day after the timetable change. In the event around 270 a

day did not run at all and weekly delay minutes rose from just over 10,000 to more than 30,000.

Northern failed to run 125 trains of a planned 2,510 services and its delay minutes soared from under 15,000 to close to 50,000.

Prof Glaister said the impact had a significant financial and emotional cost on the passengers affected, directly impacting upon their work and families and in some circumstances their personal safety. This has undermined trust in the railway and the reliance they place upon it in their lives.

function within Network Rail was in the best position to understand and manage the risks, but did not take sufficient action, especially in the critical period of autumn 2017 ■ Neither GTR nor Northern were properly aware of or prepared for the problems in delivering the timetable, and they did not do enough to provide accurate information to passengers when disruption occurred ■ Both DfT and ORR are responsible for overseeing aspects of the industry, but neither sufficiently questioned assurances they received from the industry about the risk of Accountability disruption.

A key issue, found by the inquiry, The final stage of the inquiry is an apparent gap in industry will analyse what actions the responsibility and accountability industry, DfT and ORR must take for managing systemic risks, and to ensure a similar breakdown of that needs to change. services cannot happen.

Other key findings of the A final report will be published inquiry included: in December, along with a list of ■ The System Operator (SO) recommendations.

Crossrail opening delayed by nine months OPENING of the flagship Crossrail line through Central London between Paddington and Abbey Wood has been put back by nine months.

The hugely complex £16billion Elizabeth Line (EL) project to connect east and west London – and ease pressure on Underground services – had been due to open in December, but a combination of problems means the tunnelled section under the heart of the capital is not ready for Class 345 trains operating a 24 trains per hour service.

Software-related signalling issues had previously prevented Class 345s working through to Heathrow Airport, where ETCS signalling Level 2 is used as an overlay to the signalling.

Last month Crossrail said trains were now being tested in the Heathrow tunnels.

Similar software difficulties are preventing trains running through the central core, where Communications Based Train

Control (CBTC) moving block signalling will be used.

Additionally, more time is needed by contractors to complete the fitting out of the core tunnels, and this has compressed the original testing schedules.

Last October there was also an explosion of a transformer at Pudding Mill Lane which prevented the energising of the power supply and the start of train testing which started four months late.

Sign-offs

Until software issues and fit-out is complete, the final testing and safety sign-off cannot be completed, and nor can the extensive driver training programme begin.

Two sections of the route are already running using Crossrail trains – Shenfield to Liverpool Street and Hayes & Harlington to Paddington – using ETCS as well as conventional signals in conjuction with AWS and TPWS. Until the

ETCS issues are fully resolved, Heathrow Connect services will continue using Class 360/2 EMUs, after which time nine-car Class 345s will operate.

Crossrail says more time is needed to ensure the EL is a safe and reliable railway. It added the focus remains on opening the full EL, from Reading and Heathrow in the west to Shenfield and Abbey Wood in the east, as soon as possible after the central tunnels open.

When the central tunnels do open in autumn 2019, the line will initially operate as three separate journeys: ■ Paddington (Elizabeth Line station) to Abbey Wood via central London ■ Paddington (mainline station) to Heathrow (Terminals 2, 3 and 4) ■ Liverpool Street (mainline station) to Shenfield Project costs have risen, to £600million over budget, plus the likelihood that further funding will be needed for completion.

Public debut for Bahamas THE Bahamas Locomotive Society’s stalwart Stanier ‘Jubilee’ No. 45596 Bahamas was due to be unveiled to society members and supporters on September 28 following the completion of its Heritage Lottery-funded overhaul at Tyseley Locomotive Works (TLW).

The ‘5XP’, pictured on September 14, was then expected to make its in-steam public debut at TLW’s 50th anniversary open weekend over the next two days. No date has yet been set for Bahamas’ return to main line operation. JOHN HILLIER

6 • The Railway Magazine • October 2018

An intriguing mix of old and new as Class 345 No. 345017 passes Hanwell with the 15.47 Hayes & Harlington-London Paddington on August 29. CHRIS MILNER

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

Grayling confirms Rail Review: Reforms could begin by 2020

TRANSPORT Secretary Chris Grayling has announced a Rail Review.

The announcement comes in the wake of a troublesome and chaotic timetable implementation in May, long-running strikes, the late introduction of new trains, and a franchising system deemed broken and not fit for purpose amid rising rail fares.

His decision comes following rising pressure on the industry in a number of areas, but Mr Grayling recognises the industry has not kept pace with this significant growth, and struggled to deliver improvements for passengers following the May timetable disruption.

The decision for a review comes at the same time as the Office of Road and Rail published a no-holds-barred report into the recent timetable chaos that badly affected Thameslink and Northern services (see separate story).

Mr Grayling said the ‘root and branch’ review would be the most significant since Privatisation.

He said: “Privatisation has delivered huge benefits to passengers on Britain’s railways – doubling passenger journeys and bringing in billions of private investment.

“But it is clear that the structure we inherited is no longer fit to meet today’s challenges and cope with increasing customer demand.”

Partnerships

He added: “We’ve been clear that the railway needs reform to prioritise its passengers, and we have set out plans for closer partnerships between operators of track and train, including on the LNER and South Eastern networks.

“But as part of our vision for the future of mobility, we need to go further and more quickly, to get the best from the public and private sectors and deliver the railway we need for the 21st century.

“It is vital that this review leaves no stone unturned and makes bold recommendations for the future.

“We will consider ambitious recommendations for reform

Franchising could change as a result of the Rail Review, as with East Coast, which was taken back into public ownership last June. Here, LNER Class 91 No. 91106 arrives at York on September 13 as a southbound service prepares to depart for King’s Cross. CHRIS MILNER

and ensure the rail system continues to benefit passengers.”

Leading the wide-ranging review will be Keith Williams, former British Airways chief

CROSSCOUNTRY FRANCHISE AWARD DELAYED A SIDE issue of the decision to undertake a Rail Review will be the deferral in the award of the next franchisee for CrossCountry.

The Department for Transport had been due to issue an invitation to tender in October for a new operator from November 2019, but has reviewed all ongoing franchise competitions and decided

not to proceed with the CrossCountry renewal.

Geographic

The DfT says because of the unique and widespread geographic nature of the franchise, an award could impact on the review’s conclusions. Incumbent Arriva will continue to operate services beyond the previously

agreed extension until autumn 2019, and until further notice.

In respect of the responses to the CrossCountry consultation, the DfT has indicated these will form part of the development of future options for the franchise.

The news has been met with disapproval from some rail-user groups, unhappy at overcrowding problems.

executive and deputy chairman of John Lewis Partnership.

He will be supported by an external panel and will report back next year.

The Government will publish a white paper on the review’s recommendations, with the implementation of reforms planned to start from 2020.

Innovation

The panel will consider all parts of the industry, including the current franchising system, industry structures, accountability and value for money for passengers and taxpayers.

The review will analyse all aspects of the industry, alongside the country’s changing

travel and work patterns.

On conclusion, it will make recommendations to improve the current franchising model in terms of reliability, delivering better services and value for money for passengers, commercial sustainability and innovation.

The Government will set out the terms of reference of the review and the full membership of the panel when Parliament returns.

The Transport Secretary says the review will engage with a wide range of stakeholders all over the country, including passenger representatives, businesses, and local and devolved bodies and governments.

Signalling issues hamper East Coast IETs ELECTROMAGNETIC interference from new Hitachi Class 800/801s is causing problems with signalling and control equipment on the East Coast Main Line north of York, forcing the trains to operate on diesel power until a solution is found.

Extensive test running has been underway for more than two years, but as the planned introduction of the trains by LNER draws closer, solutions are now being sought by Network Rail and Hitachi after problems were exposed during multi-train testing.

Network Rail said: “We are committed to delivering improved passenger services and are working on a long-term solution. In the meantime, the new trains continue to be tested

on the East Coast Main Line.”

NR says it still expects the new trains to be introduced in December, although industry sources suggest delivery and testing of the LNER bi-modes is running behind schedule because of delays in delivering trains for GWR.

Safety critical

A Network Rail spokesman added: “Electromagnetic emissions from the train are interfering with safety critical systems – a fact confirmed by an independent report.

“It is Hitachi’s responsibility to demonstrate the IEP trains can run safely on the East Coast Main Line, and we believe this issue can only be fixed on the train.”

Hitachi countered by saying:

“There are a number of 30-year old signalling systems on the ECML that require modifying to operate with modern electric trains, which has been confirmed by an independent report.”

Similar issues were encountered in the early 2000s when Alstom Class 390s were introduced on the West Coast Main Line.

■ Plans to run LNER Class 800s on a new London to Middlesbrough service from 2020 could be delayed because the Teesside station can’t yet accommodate it. A third platform has been promised by Network Rail as part of a £15million redevelopment of the station, but NR says it doesn’t currently have the capacity to deliver the necessary improvements.

Being prepared for use on the East Coast Main Line are Hitachi IET sets Nos. 800101/102, which pass Doncaster on the through road during testing on September 14. GEOFF GRIFFITHS

More strikes announced for South Western and Northern as driver-only row continues FURTHER strikes on Northern and South Western Railway are to be held in October after talks between the rail operators and the RMT

union failed to reach an agreement over driver-only operation proposals.

SWR will hold 48-hour strikes on October 5-6, and

Northern trains will be affected on three Saturdays in October – 6, 13 and 20.

RMT general secretary

Mick Cash said the Northern dispute was “preventable if the company had listened to the union’s deep-seated safety concerns”.

He said a letter was sent to the company on August 30 to make arrangements for a meeting, to which he had received no response.

October 2018 • The Railway Magazine • 7

HeadlineNews Hybrid power plan for Porterbrook ‘Turbostars’ and hydrogen trial for ‘319’

By Ben Jones

PORTERBROOK Leasing is working with Rolls-Royce subsidiary MTU on the conversion of Class 168/170 ‘Turbostar’ DMUs for hybrid diesel/battery operation.

The two companies signed a Memorandum of Understanding at the InnoTrans trade fair in Berlin on September 19 that will see a two-car ‘HybridFLEX’ prototype train on the main line at the beginning of 2020.

Porterbrook then plans to roll out the modification across its ‘Turbostar’ fleet from 2021. The agreement includes an option for the retrofitting of a second DMU.

Emission-free

The project involves replacing the MTU engines with a new power pack that supplements a 6H 1800 diesel engine, and battery packs for emission-free operation in and around stations. The trains will retain their mechanical final drives, but a new gearbox will blend the power sources and add regenerative brake capability, which will charge the batteries during braking.

The two power sources will also allow faster acceleration to reduce journey times (or recover from delays) and make the DMUs compatible with the latest EU

Above: The MTU power pack and gearbox which is being fitted to a ‘Turbostar’ for trial purposes. CHRIS MILNER Right: An artist’s impression of the ‘HydroFlex’, which is based on the Class 319.

Stage V emissions regulations.

Its hybrid drive system has been extensively tested by Deutsche Bahn in Germany, using a Class 642 ‘Desiro’ DMU, but this is the first agreement for the delivery of MTU hybrid drive systems in the UK. The manufacturer claims noise emissions in stations are reduced by around 75%, while fuel consumption and carbon dioxide emissions are reduced by up to 25%. NOx emissions can also be reduced by up to 70% and particulate emissions by around 90%. Wear and tear on brake pads and discs is also lower thanks to energy recuperation during braking.

Mary Grant, CEO of Porterbrook, said: “We are committed to reducing the emissions and carbon footprint of our existing diesel powered fleets.”

Hybrid

She added: “We hope our investment in this trial of MTU Hybrid PowerPacks will enable us to offer wider use of this technology, so our customers can reduce both emissions and operating costs, as well as improve air-quality along urban corridors. Hybrid trains have the added benefit of operating with very little sound when

using battery power, offering additional benefits to the railway’s near neighbours.”

Porterbrook is also working with the University of Birmingham’s Centre for Railway Research and Education (BCRRE) to create the UK’s first hydrogenpowered train, using an off-lease Class 319.

Development work on the ‘HydroFlex’ project is underway, with testing and demonstration runs planned for summer 2019.

HydroFlex will retain the ability to operate on either 750V DC third-rail or 25kV overhead power. A hydrogen fuel-cell will make it capable of operating in

self-powered mode, without the need for diesel engines.

BCRRE has already undertaken a significant amount of research into the potential application of hydrogen fuel cell technology to railway operations and has worked with a number of global rail businesses to identify potential opportunities to use hydrogen as a clean alternative to diesel.

■ Iarnród Éireann is fitting similar hybrid power packs to nine Class 22000 DMUs by early-2021. If successful, the trial could potentially deliver a 30% reduction in fuel costs and may be extended across the fleet.

Chiltern Class 165 in £3.5m Great Northern’s ‘golden opportunity’ for hybrid trial for Angel Trains digital operation at southern end of ECML ANGEL Trains announced on September 19 it is working on a £3.5million project to convert a Chiltern Railways Class 165 DMU for hybrid diesel/battery operation.

The first Class 165 ‘HyDrive’ set is due for completion by late-2019, in collaboration with Chiltern and the UK electric vehicles specialist Magtec.

Like the MTU/Porterbrook conversion, the modifications promise greater fuel efficiency, lower emissions, better acceleration, quieter and cleaner operation in stations, and greater range.

New ‘range-extender’ engines will be fitted, designed to drive generators to charge batteries which then power the traction

motors. These engines will be smaller and more efficient than current power units and will comply with the latest emission standards.

A regenerative braking system will increase overall efficiency and further reduce emissions.

Kevin Tribley, CEO of Angel Trains, said: “Angel Trains is delighted to be involved in this innovative Class 165 HyDrive project. Our £3.5million investment further demonstrates Angel Trains’ commitment to investing in innovative de-carbonisation initiatives, while continuing to deliver significant train upgrades to meet modern environmental and passenger expectations.”

Man injured at Dollands Moor RAIB is investigating an incident in Dollands Moor yard, Folkestone, when a freight train travelling at 22mph struck a utility vehicle.

The utility vehicle was being driven by a shunter on September 4, sent to check the incoming train, reporting number 6O16, from Foundry Lane.

The man jumped or was

thrown from the vehicle and was seriously injured.

RAIB said the train came to a halt after travelling about 100 metres, and petrol from the utility vehicle ignited causing a fire.

The train driver had already left the train and was not injured, but one cab of No. 66230 was extensively damaged.

8 • The Railway Magazine • October 2018

By Ben Jones

NETWORK Rail is working to exploit a ‘once-in-a-generation’ opportunity to transform the way the southern end of the East Coast Main Line is operated over the next 15 years.

Contracts worth up to £1.8billion will be let to replace life-expired signalling with European Train Control System (ETCS) Level 2 equipment on the Moorgate line and between London, Royston and Stoke Summit, south of Grantham.

Modernise

The need to replace electromechanical signalling installed in 1972-79, when the ECML was resignalled for GN electrification and the introduction of 125mph operation using HSTs, and the delivery of three new train fleets fitted with ETCS in-cab signalling, has presented NR with a ‘golden opportunity' to modernise both the infrastructure and operation of the route.

The impending delivery of Class 800/801 IEP trains to LNER and Great Northern Class 717s for the Moorgate route, along with new Thameslink Class 700s, means 70% of the trains used on

the southern section of the ECML will be compatible with the new digital signalling technology by 2020.

NR is seeking a partner, most likely a joint venture formed of suppliers with skills in the relevant disciplines, to help it deliver the first inter-city digital railway in the country by the end of Control Period 6 (CP6) in 2024.

An eight-year framework deal will be awarded next spring, after which packages of work lasting up to 30 years will be handed out for work to modernise the route in three phases through to 2033, starting with Moorgate during CP6, followed by the southern end of the ECML and then the route north of Peterborough.

Renewal of the Moorgate route starts in 2020 and will include the provision of ETCS Level 2 operation. This will gradually be extended northwards, with NR hoping to have its first inter-city trains running under ETCS supervision before the end of CP6.

Resignalling is currently planned for the southern end of the ECML between 2021 and 2024.

Digital signalling will help NR achieve its ambition of

running 20 trains in each direction per hour over the congested route, eight of which will be long-distance inter-city services. It is expected ETCS will help to reduce the impact of bottlenecks such as the two-track section north of Welwyn Garden City without the need for expensive and disruptive civil engineering work.

Rescheduling

Traffic management systems will be introduced first to give signallers more control over train operation and allow them to react more quickly to disruption by diverting and rescheduling trains at short notice.

The overall effect should be greater reliability and better punctuality as well as up to 20% more capacity.

Toufic Machnouk, route programme director for NR’s London North Eastern Route, said: “We want to have passengers on an ETCScontrolled train during CP6.

“The long-term aspiration is to have a ‘no signals’ railway with brand new assets, but we’re looking at what other benefits can be achieved too. The door is open for innovation.”

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

New UK trains draw crowds in Berlin

By Ben Jones

without drivers as part of a major upgrade of the system.

Siemens presented one half of ‘Desiro City’ EMU No. 717017, one of 25 six-car commuter trains currently being delivered to Great Northern for the Moorgate route. Internally very similar to Thameslink Class 700s, the ‘717’ was, however, able to show off its ‘party piece’ by deploying the emergency steps which fold out of the cab front.

Many of the indoor displays also featured UK interest, including models of trains

THE biennial InnoTrans trade fair took place in Berlin from September 18-21, with several new UK trains displayed alongside counterparts from all over Europe, and from China.

Part of a large contingent from Swiss firm Stadler was Several Stadler Class 755/4 bi-mode units being built for Greater Anglia have been tested in the first completed Class 755/4 Poland, Romania and the Czech Republic, where No. 755405 is seen at Velim on September 6. bi-mode regional ‘FLIRT’ for CHRIS MILNER Greater Anglia – No. 755405.

It was possible to walk being built for the British proposals from the likes of ■ For more on the InnoTrans through the train, including operators by CAF, Hitachi Talgo for the forthcoming High exhibits, see next month’s the central power pack vehicle, and Bombardier, plus other Speed 2 contract.

World News. which contains four Deutz V8 engines, with a total output of Stadler is around 2,800hp. building 17 Overall impressions of driverless the ‘755’ interior and the fit articulated and finish of the train were metro trains extremely positive. One Class for the 755/4 has been on test at Velim, Glasgow with others being tested in Subway, the Poland and Romania. first of which Standing alongside one attracted of its Swiss cousins, the significant superb ‘Traverso’ EMU for the interest Sudostbahn’s ‘Voralpen Express’ among tourist service, made for some InnoTrans interesting comparisons visitors. between UK and mainland BEN JONES European loading gauges, and Siemens displayed one half of new 'Desiro City' No. 717017, one of 25 what is possible within those six-car sets now being delivered to Great Northern. BEN JONES limits.

Custom-built

Talking of limited loading gauges, one of the most talked about exhibits was the first completed set of Stadler’s 17 new trains for the Glasgow Subway.

The tiny 4ft-gauge, semi-articulated underground train was displayed in a prominent position alongside the huge EuroDual electrodiesel (also built by Stadler, but in Valencia), with visitors able to walk through the whole set.

Once delivered in 2020, these custom-built trains will operate automatically and

Standard Class interior of the Greater Anglia Class 755/4 – a genuine step up in quality from the Class 153s and 156s they will replace. CHRIS MILNER

Five shortlisted for new Tyne & Wear Metro fleet – contract worth £362m BOMBARDIER, CAF, Hitachi Rail Europe, Stadler and a joint venture of Downer EDI Rail and CRRC of China have all been shortlisted for the £362million contract to supply and maintain a fleet of 42 new trains for Tyne & Wear Metro.

The winning bidder will be announced in 2019, with the new fleet introduced in phases from the end of 2021 to replace the current fleet.

The Government has committed £337m towards the cost of the new fleet, with a £25m contribution coming from Nexus, the local transport authority that owns and operates Metro.

While four of the bidders are already familiar, this is the first time either CRRC or Downer Rail

EDI has been shortlisted for a UK new train contract.

Downer EDI Rail is a subsidiary of the Australian infrastructure and facilities giant Downer, while China Railroad Corporation (CRRC) is the world’s largest supplier of new rail vehicles.

‘Civity’ variant

Of the other bidders, Bombardier and Hitachi already have train assembly facilities in the UK and CAF’s new plant in Newport is due to open this month. Stadler is likely to distribute production across several factories in Switzerland, Poland and Hungary if its bid is successful.

Details of the proposed vehicles are likely to be

announced later, but CAF is proposing a variant of its ‘Civity’ platform, numerous versions of which are at work outside the UK and in the process of being delivered to Arriva Rail North and TransPennine Express.

The Spanish company is also tendering for associated contracts to upgrade the current Metro depot at Gosforth in Newcastle-uponTyne, and to maintain both new and existing Metrocar vehicles dating from 1978-81.

Richard Garner, CAF’s UK director, said: “We are delighted to be invited to tender for the Tyne & Wear Metro contract.

“This is the biggest project in the history of the system since it opened in 1980.”

A close relative of the 'FLIRT' EMUs being built by Stadler for Greater Anglia, the superb 'Traverso' EMU, for Swiss operator Sudostbahn, features a high-quality exterior and interior finish.

CHRIS MILNER

Hitachi to cut Newton Aycliffe staff

AROUND one-third of the 500 temporary staff currently employed by Hitachi Rail Europe (HRE) at Newton Aycliffe will be allowed to leave when their contracts expire in December.

The permanent workforce of 730 is not affected by the change, and HRE says it always intended to have a mix of permanent and fixed-term contracts to create greater flexibility according

to demand. Newton Aycliffe is currently fully engaged with two major projects – assembling Intercity Express Trains for GWR/LNER and Class 385 EMUs for ScotRail. However, having lost out to Siemens on the London Underground ‘Deep Tube’ contract earlier this year, the plant currently has no work beyond the completion of the IEP and ‘385’ contracts.

GCR stalwart Bill Ford dies aged 81 FORMER Great Central Railway (GCR) managing director Bill Ford died on September 2 after a long battle with ill health.

Mr Ford began his involvement with the fledgling GCR in 1975, but is best-known for his role as the railway’s managing director, a position he held from 2003 until 2016.

It has been said that, had it not been for Mr Ford’s leadership, the GCR’s navigation through the uncertainties of the early 2000s could have been far less smooth than was actually the case.

The GCR said: “He will be greatly greatly missed by the whole Great Central family.”

October 2018 • The Railway Magazine • 9

HeadlineNews

Anger grows over ‘Goblin’ delays and overcrowding

MEMBERS of Barking Gospel Oak Rail Users Group (BGORUG) have demanded a meeting with Transport for London (TfL) over the continued cancellations and overcrowding that have been plaguing the Gospel Oak to Barking service.

BGORUG said a total of 13 services were cancelled on August 29 between 14.50 and 23.15, a figure disputed by TfL. BGORUG also claim the 15-minute frequency service on the 12-mile route through north and east London, has at times had 45-minute gaps in services.

The service – run by Arriva Rail London on behalf of TfL – is operated by a fleet of eight Class 172 DMUs, with a minimum of six needed for daily service. However, set No. 172002 has moved to Tyseley to be prepared for its transfer and rollout with West Midlands Trains from December,

SIDELINES DB cuts spending as punctuality goes awry

EMERGENCY spending controls have been implemented across Deutsche Bahn (DB) by chief executive Dr Richard Lutz after it emerged earnings for June and July were around €160million under budget.

In addition, DB’s overall debt is getting close to the €20.4bn set by the German Government, hence the cuts.

Train punctuality also fell badly during the summer with just 69.8% of long-distance trains arriving on time.

DB’s freight business is being predicted to make a loss of between €150-200m for this year.

Derailment near Culloden Viaduct

A DB Cargo freight service of pipes from Hartlepool to Georgemas Junction was derailed on leaving Culloden Viaduct after hitting a tree blown down by Storm Ali on September 19.

Services along the Highland Main Line were cancelled for the majority of the day. Passengers were placed on replacement buses to Aberdeen or Aviemore.

Rail Mail’s first year success

THE Postal Museum’s demonstration line has made 9,000 Mail Rail journeys in its first year of operation since conversion from the Post Office Railway.

The trips covered a total distance of 6,213 miles (10,000kms). The museum has had 198,000 visitors.

leaving the other seven units to work the diagrams with one maintenance spare.

Unit failures have exacerbated the problems for passengers on some days.

A fleet of new four-car Class 710 EMUs were due to be introduced in May, and The RM was told back in June the new date was expected to be November.

Not surprisingly, BGORUG is unhappy at the latest delays, and has offered to work with TfL to identify off-peak trains that could be withdrawn from the timetable to make the service more reliable.

With six Class 710 units based at Willesden depot, mainline testing is due to begin, and as each unit is accepted for service, it will allow the a Class 172 to transfer to West Midlands Trains in time for the December timetable change.

Rush hour at Upper Holloway on August 22 as passengers try to board an already crowded 17.20 Gospel Oak-Barking, formed by unit No. 172007. JAMIE SQUIBBS

Crumbling hotel causes closure chaos at Ayr station

normal train services to resume.

THE on-going saga of Ayr’s During September, electric Station Hotel took a serious turn in August and September when services between Glasgow and large parts of the station had to Ayr were limited to three or four cars, with the usual six-car be closed for safety reasons. formations being turned back at Local authorities, Network Prestwick. All trains south of Ayr, Rail and ScotRail took the to Girvan and Stranraer were decision to further limit access cancelled and replaced by buses. to platforms and reduce train South Ayrshire Council chief services on the Glasgow-Ayrexecutive Eileen Howat said: Stranraer route to protect “The extended exclusion zone at passengers and staff from the train station – and its impact masonry falling from the on rail services – is far from ideal, crumbling building. but we’ve had to take this action An exclusion zone brought to keep people safe and that’s into force in June has been something we cannot, and will extended, severely limiting not, take any chances with.” operations.

More than three tonnes of Work will continue until material has been removed mid-October to shore up parts from the hotel since June, of the building and allow

Temporary buffer stops have been placed on the through lines at Ayr station, cutting off the route to Stranraer, as the nearby Station Hotel continues to pose a safety risk to passengers and staff. STUART FOWLER

including loose slates, rotting timber and cast iron decoration from the roof.

The council has tried, without

success, to contact the owner of the property, which was built by the Glasgow & South Western Railway in 1885.

Merseyrail fares could rise to pay Closure candidate Breich for second staff member on trains reopens after £2.4m facelift RAIL fares on the Merseyrail network could rise to cover the cost of a second member of staff for new trains currently on order.

Merseyrail has ordered 52 four-car articulated Class 777 metro trains from Stadler, for which it had been proposed driver-only operation (DOO) would apply except for peak periods and late-night travel.

This led to a dispute with the RMT union, with a number of strikes impacting services, before the two parties came to an outline agreement last month, which will see the new trains with a second member of staff on board.

10 • The Railway Magazine • October 2018

However, a report to the combined authority of the Liverpool City Region suggests the second person will add £7million a year to the costs of running the rail service, with Merseytravel required to find the extra money.

Some productivity enhancements, covering part of the extra cost, have emerged from talks involving Acas, but funding the remainder may have to come from fare rises, coupled with a more proactive stance on fare evasion across the Merseyrail network.

Discussions on how exactly the full £7m will be found are on-going.

BREICH station on the Edinburgh to Glasgow via Shotts route has reopened after a £2.4million redevelopment.

The station was slated for closure in 2016/17 after ORR statistics revealed it was only used by 38 passengers. However, it was reprieved after a public outcry and has undergone a 12-week refit to rebuild both platforms to modern standards

and lay a new footpath to the Edinburgh-bound platform.

There has also been a re-profile of access ramps, and provision of better lighting, CCTV, customer information systems, ticket machines and validators, and waiting shelters.

The redevelopment is part of a £160m project to upgrade and electrify the Shotts line by March 2019.

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Vintage Trains awarded TOC status by ORR

TYSELEYBASED Vintage Trains Ltd (VTL) has been awarded Train Operating Company (TOC) status by the Office of Rail and Road.

The announcement, which was made on September 18 – the same day Tyseley Locomotive Works unveiled its Engineering Heritage Award from the Institution of Mechanical Engineers – confirmed rumours that had been circulating on the preservation ‘bush telegraph’ during the preceding weeks.

Securing its passenger operating licence means VTL will now be able to begin running steam-hauled excursions from Tyseley and Birmingham to points across the network, without reliance on a third-party TOC. In doing so it becomes the first TOC to be owned by the public and charitably controlled through its parent organisation, the Vintage Trains Community Benefit Society (CBS).

The CBS share offer successfully raised more than £850,000 during the six

months from November 2017, enabling VLT to prove to the ORR it had the capital and wherewithal to begin train operations.

Upgrading

The success of the initial share offer has resulted in the CBS extending the deadline to December 31, with the aim of raising an additional £2.2million to develop VTL’s operating base.

The project includes the renovation and upgrading of its carriage fleet, the erection of a new loco shed, upgrading the facilities at the 47-year-old Tyseley engineering workshops, and provision of skills training and apprentice programmes for the long-term benefit of the organisation.

Michael Whitehouse, chairman of the Vintage Trains CBS, said: “The successful share issue that has enabled our TOC status is the start of a very exciting journey to develop Tyseley into a global centre of excellence in the running and

on-going preservation of steam on the main line.

“In turn it enables us to maintain the heritage skills required to do so. And, of course, our very first engine returns from overhaul to lead the charge – No. 7029 Clun Castle.”

VTL is being led by two rail industry stalwarts: chairman Adrian Shooter and managing director Cath Bellamy, who will now have to deliver an attractive programme of steam railtours, and meet the goals set out by the CBS in the share prospectus.

Key to this will be achieving main line certification for Clun Castle, which together with No. 4965 Rood Ashton Hall will initially form the backbone of VTL operations while No. 5043 Earl of Mount Edgcumbe and other budding members of the VTL fleet are put through overhaul.

No dates for the first railtours to operate under the new TOC have yet been announced.

Above: The remains of 4L22, fouling the main line to Nuneaton.

BOB SWEET

Right: Recovery work in progress on September 15 as two Kirow cranes make a tandem lift of a Freightliner flat wagon.

Recovered containers are behind No. 66002, and in the distance is the loco that was hauling 4L22, No. 66751. CHRIS MILNER

Whitcare Jct freight derailment closes busy route THE derailment of a Hams Hall to Felixstowe intermodal train at Whitacre Junction on September 12 caused disruption for passengers on freight services between Birmingham and Nuneaton that lasted several days.

GBRf’s No. 66751 Inspiration Delivered was hauling 4L22, the 14.35 to Felixstowe out of Hams Hall terminal, onto the main line when seven of the train’s 32 wagons derailed, four rolling on to their side.

There were no injuries, but the eastbound access track into Hams Hall was significantly damaged. Trains for the terminal have since approached from the west after running round at Washwood Heath or coming via a diversionary route.

Shuttle service

Through CrossCountry services between Birmingham and Stansted Airport were diverted via the Castle

Donington freight line between September 12-16, and a shuttle service ran between Leicester and Nuneaton, with road transport provided between Nuneaton and Birmingham International for onward connections.

The line reopened to passenger services on September 17.

The cause of the derailment is under investigation by RAIB, but a track fault is suspected.

Newbattle Viaduct celebration

By Ashley Butlin

THE Institution of Civil Engineers (ICE) has selected 200 people and projects that have transformed peoples’ lives – all part of its 2018 bicentenary celebrations.

The list includes Newbattle Viaduct, near Dalkeith, opened in 1849 to carry the Edinburgh to Hawick Railway across the River Esk. When the Waverley Route (successor to the E&HR) closed to freight in 1972, the 23-arch masonry structure remained in situ.

It was protected until the new Borders Railway reopened in 2015, when trains ran over the magnificent viaduct 169

years after it first came into use.

A plaque dedicated to the historic civil engineering landmark was installed on the Sun Inn, alongside the viaduct, at an unveiling ceremony held by ICE and BAM on September 6.

At the ceremony, ICE past president Prof Gordon Masterton said: “The Borders Railway is one of 11 Scottish locations in the 200 projects being showcased for ICE 200, and the reuse of the Newbattle Viaduct is a testament to the quality of design and construction that symbolises the excellence of the United Kingdom’s civil engineering traditions begun 200 years

The engraved plaque to be erected alongside Newbattle Viaduct.

IONA BUTLIN

ago by founding president Thomas Telford”.

October 2018 • The Railway Magazine • 11

Up & Down Lines

By Nick Pigott

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

Welcome to The Railway Magazine’s new opinion column, in which we will be keeping tabs on the good and bad aspects of the railway world.

AS Tony Berkeley’s comment (with which this will alternate for the foreseeable future) is written by an industry insider, I have been asked to compile this one from an observer’s point of view.

As such, I’ll be able to take stock of both the network and the heritage movement and

ask myself some of the questions you must ask yourselves every day as you travel around by train or read magazines, newspapers, websites and social media.

It’s a thought-provoking time to be launching a new column with ‘Brexit’ looming, and it will be intriguing to see the impact it has

on our railway industry. ‘Up and Down Lines’ won’t merely reflect current affairs, though…

I’ll also be keeping an eye on the many facets of history and nostalgia that make the vast subject of railways such a fascination for us all.

So it’s ‘up’ for good, ‘down’ for bad, and ‘lines’ for text (or opinions).

There will only ever be one ‘LNER’ AS SOMEONE with a great fondness for the steam era, I’ve long treated the initials LNER with something approaching reverence.

So it’s with mixed feelings that I regard the name of the new Government-run East Coast train operator.

I’m pleased to think the brand is considered strong enough to be re-used with pride 70 years after its demise and will become known to a generation of young people who’d never have heard of it in a month of Sundays otherwise.

However, I’m concerned too: firstly, in case poor performance and bad publicity should engulf the operator over the next few years and drag the famous name of the London & North Eastern Railway through the mud – and secondly, because… well, for me and many like me, there can and will only ever be one LNER!

Not so much brand as bland WHILE on the subject of brands, the decision of the NRM to drop the word ‘National’ from its title has to be one of the daftest. Over the years, millions of people knew what the National Railway Museum was, what it stood for and where it was based.

Now, its new marketing title means it can be confused by members of the public with any one of 100 or so rail centres and heritage lines, all of which could loosely be

“There’s only one LNER”: A magnificent display of Gresley A4s during a special reunion at the National Railway Museum on July 3, 2013. CHRIS MILNER

termed a ‘railway museum’.

It’s not even as though the re-branding has been done properly: The York-based attraction’s own website is headed ‘Railway Museum’ but further down the same page it states ‘National Railway Museum’. Visitors concerned about this weird ‘neither-onething-nor-another’ state of affairs are being told it can still be referred to as the NRM and not the RM. (Good, because this is The RM!) Many media outlets appear to be continuing to refer to it by its full title anyway, which makes the whole exercise seem utterly pointless. But why was there any need to meddle with it in the first place?

Some of the world’s best-known brands have been around for decades, and their owners know only too well that tampering with them would be at their peril.

‘National’ conveys a sense of importance

other museums would kill for, and this bland new image just strikes me as change for the sake of change.

An ‘Inter-city’ line for the price of a mile of tram track NOTTINGHAM Council is considering two extensions to its city tram network – one to an enormous future housing development at Fairham Pastures, south of its Clifton terminus, and another to the proposed HS2 hub at Toton.

In the longer term, it is looking at possible branches to Netherfield, Gedling, Gamston and Eastwood.

Nowhere in the plans does it consider a short spur from Clifton to Ruddington,

which would interchange with the Great Central Railway (Nottingham) station. The two termini are not much more than a mile apart and linking them would form a ‘dream-team’ connection from the city centre all the way to Leicester once the GCR’s new bridge at Loughborough is in use.

Ruddington is a large enough suburb to warrant a branch of its own anyway but, more importantly, the second long-distance rail link between two of the Midlands’ greatest conurbations would then be properly connected at its north end for the price of just a mile of tram track.

Full marks to Nottingham for promoting further rapid transit (and for not going down the dreadful guided-bus route either), but neglecting a Ruddington extension seems a waste of a golden opportunity.

An incredible achievement

WE HAVE now had 11 consecutive years without a train passenger fatality. That’s worth repeating – ELEVEN years in which there has been no collision or derailment leading to the death of passengers or workforce on the UK’s railways. Absolutely incredible!

Every year, I find myself reluctant to stress this particular safety statistic for fear of tempting fate – for surely the law of averages has to kick in somewhere – but every year the Great British rail industry proves me wrong.

Long may it continue to do so.

Railways in Parliament

by Jon Longman

Commuter angst

ANDREW Rosindell (Romford) asked in the House of Commons, what steps are being taken to help mitigate delays on Thameslink, Northern and other commuter trains into London.

Transport Minister Jo Johnson said: “Performance on Thameslink and Great Northern services was very poor following the timetable change on May 20. The large number of delays, cancellations and long gaps in service was unsatisfactory and left passengers understandably frustrated.

“A new timetable, introduced on these routes on July 15, has brought increased stability to the service and reduced the number of cancellations across much of the network.

“Further improvement is, however, still needed, in particular on Great Northern services. Ministers and departmental officials continue to monitor performance.”

Skipton-Colne hopes

JOHN Grogan (Keighley) asked what progress has been made on the feasibility study for the restoration of the Skipton to Colne line Mr Johnson replied: “We are working closely with Transport for the North and relevant local transport authorities to evaluate the costs, benefits and funding options for reopening the line for passengers and freight, as part of a freight route across the Pennines.

“It builds on previous work commissioned by the local authorities and local campaign group. Work is in progress and we expect to receive the results later this year in the form of a strategic outline business case, prepared in line with the Government’s new pipeline approach to rail enhancements.”

GW 5G connectivity

LUKE Pollard (Plymouth, Sutton and Devonport) asked when the Government

12 • The Railway Magazine • October 2018

plans to publish proposals for 5G signal on the Great Western Main Line between Paddington and Penzance.

Transport Minister Margot James said: “5G is an experimental technology that will be deployed by mobile network operators once it is commercially available.

“The Government recognises the importance of rail connectivity and wants to see high-quality coverage where people live, work and travel. Wi-fi equipment on railways will continue to be rolled out.

“The Government is also planning to run 5G trials that will support improvements to rail passenger connectivity in the UK.”

Stop-start locos

LAYLA Moran (Oxford West and Abingdon) asked what guidance the Department for Transport issues to rail freight operators on idling in residential areas.

Mr Johnson said: “The department does not issue guidance to rail freight operators

regarding operational matters. A number of operators are taking steps to reduce their environmental footprint, including the retrofitting of stop-start technology to a number of locomotives to minimise idling.”

Cherwell electrification

LAYLA Moran also asked what the timetable is for a decision to be made on the future electrification of the Cherwell Valley line between Oxford and Didcot Parkway.

Mr Johnson added: “Work has begun with Network Rail to understand the requirements for further development of this scheme, which will establish the timetable.

“This scheme will be taken forward for consideration for approval through the new enhancements pipeline process announced in March 2018. Investment into this scheme will be subject to affordability and a value-for-money assessment.”

PRACTICE & PERFORMANCE

IET UPDATE I

With new Hitachi IET trains now spreading their wings as far as Penzance, John Heaton FCILT, assesses their performance against the venerable HST125 – a train still proving to be a very hard act to follow.

T IS mid-afternoon on a sultry summer Saturday at Swindon. Heat haze shimmers from the rails and the information screens struggle to keep pace with events. The soporific atmosphere brings a lazy tune into my head - Gershwin’s Summertime from Porgy and Bess. How does it go?

Summertime and timekeeping ain’t easy, Engines failing; coolant temp’rature’s high.

Hitachi’s rich and the DfT ain’t looking So hush diesel engines, no need to try No, that’s not quite it.

Assorted members of the Railway Performance Society (RPS) form ad hoc discussion groups as train recorders arrive on inward trains and others leave for their next

‘working’. Each year, usually in long hours of daylight, the RPS blitzes one section of line and tries to cover as many trains as possible during the day to obtain a freeze-frame of overall performance.

Sprightly ancestors

This year the choice was the Great Western Main Line from Reading to Bristol Temple Meads and Cardiff Central, although this article concentrates on the Reading to Swindon section.

The combination of under-powered diesel IETs trying to keep pace with their sprightly ancestors was one area of interest, but no more so than how the youngsters could switch over to electric and leave their grandparents struggling in the

wake of their after-burners. RPS magazine editor David Ashley subsequently compiles and analyses the logs, producing a booklet of the results for members.

Operations on the day were complicated by an engineering occupation between Didcot and Oxford, which meant many expresses were burdened with Fairford Air Show spectators in addition to holiday weekend Oxford tourists, who had to use replacement road transport to complete their far from hassle-free journey.

Scheduling extra Didcot stops in the Paddington xx.00 departures helped spread the load.

Trains running non-stop through Didcot were normally changing to electric power in compliance with trackside signs at Moreton

Great Western nine-car, bi-mode Hitachi IET No. 800309 at Whiteball Summit on September 7, working 1C77, the 10.33 London PaddingtonPaignton via Westbury. STEPHEN GINN

World Record

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

Two five-car Class 800 IET bi-mode sets, led by No. 800033 with 800015, approach Swindon on July 7 with the 11.00 Bristol Temple MeadsLondon Paddington train. DARREN FORD

Cutting, 1.75miles east of the station, but those booked to call were changing over the station, and these services often had to cope with a late start as well as inadequate acceleration being available under diesel power.

Of course, the Hitachi InterCity Express Trains (IETs) were never intended to undertake 125mph stretches of line under diesel power, or to run on their diesel engines for extensive periods, so it is hardly surprising there should have been a relatively high incidence of failures.

With 32 of the 36 Class 800/0 five-car units having been handed over, 24 were in service, a utilisation figure of 75%, but there were also four nine-car units operating, the equivalent of another eight five-car sets, by a stretch of statistical imagination arguably full utilisation.

Table 1 shows the best of the IET 2x5-car runs from Reading to Swindon, actually with a curtain-raiser run on the Friday afternoon, on electric to Moreton Cutting and then diesel. The HST run shown in the table was the best of the mass timing day. However, unchecked runs were few and far between.

Adverse gradients

The gains from electric running equalled the losses against the HST on diesel but, of course, the intermediate schedule was inaccurate. The 24min HST run represents an average start-tostop speed of 103.2mph over the relatively short distance of 41.29miles, and the 24min 8sec of the IET was not far behind.

Currently, Great Western Railway has no gross schedules of 100mph or above. I have also tabulated a run on diesel throughout where the engines could make no impact whatsoever on the adverse gradients, some as savage as 1-in-754.

Performance was 3min short of the sectional running times. Table 2 shows the fastest Down IET and HST runs with a Didcot stop.

Down trains normally had the advantage of punctual starts from Reading. There seemed to be no impediments between Paddington and Reading so most trains were arriving early,

TABLE 1: READING-SWINDON NON-STOP Units/Power Cars Load* Train Date Recorder/Position

800036/800007 2x5/501/535 16.45 Padd-Swansea July 13, 2018 A Varley

43164 /43086 2+8/287/300/440 07.45 Padd-Swansea July 14, 2018 D Sage

800024/800009 2x5/501/530 10.45 Padd-Swansea July 14, 2018 A Heaton

Miles 0.00 2.61 5.54 8.74 12.44 15.39 17.14 19.00 20.48 24.35 27.84 30.54 33.00 35.46 37.74 41.29

Sch 0

Sch 0

Sch 0

Timing Point READING d Tilehurst Pangbourne Goring Cholsey Moreton Cutting DIDCOT PARKWAY Milton Steventon Wantage Road Challow Uffington Knighton Shrivenham Marston East SWINDON a

6 [1] 12 15½ 17½ 18½

25½

MS 0 00 2 42 4 15 5 48 7 35 9 01 8 54 10 50 11 35 13 35 15 24 16 49 18 07 19 22 20 39 24 08

MPH Pfm 9 2L 101 123 124 124 120 120 119 118 116 114 114 113 114 sigs105

6 [1] 12 15½ 17½ 18½ [1] 26½

MS 0 00 3 22 5 11 6 54 8 44 10 10 11 03 11 58 12 41 14 34 16 16 17 34 18 46 19 58 21 05 24 00

MPH Pfm 9 13L 87 105/118 117 125 118 121 124 123/121 125/123 125/123 124 123/126 125 118

6 [1] (½) 12½ [1] 17 19 20

27

MS 0 00 3 09 5 18 7 25 9 37 11 19 12 18 13 21 14 10 16 21 18 19 19 51 21 15 22 39 23 56 27 20

MPH Pfm 9 1L 73 88 97 103 105 107 107 107 107 106 106 106 106 106

*= Vehicles/tare/gross/including power cars if applicable [1] = 1min recovery. (½)= ½min pathing Timings rounded to full seconds for clearer presentation A Varley run was electric to Moreton Cutting and then diesel to Swindon Other two runs were diesel throughout

running under electric power on HST timings with 1min unused recovery time, presumably ignoring any driver advisory system information, and arriving with a couple of minutes in hand to assist punctual station dispatch.

One of the most impressive examples of IET electric performance now occurs immediately on departure from Reading where westbound trains accelerate up the 1-in-93 gradient onto the new flyover, race down the 1-in-85 ramp to Scours Lane and then through Tilehurst, 2.61miles in under 2½min, by now at a little more than 100mph and having already broken ‘even time’ with an average exceeding 62mph.

The contrast leaving Didcot is stark, IETs typically taking 7min and a little more than eight miles to struggle to 100mph, with no chance

whatsoever of reaching the 125mph maximum permissible speed of both the units and the infrastructure. In round terms, the electric IET gains 1min on an HST from Reading to Goring and loses it on diesel by Uffington. The muchvaunted flying starts of diesel IETs are overtaken in actual speed terms before 60mph by a vigorous HST start, although it takes longer for the time element of the IETs advantage to be recouped, of course.

In the Up direction, Table 3 contains the best of the day’s IET and HST Swindon to Reading non-stop runs. The extra stops for Oxford passengers meant there were only two non-stop IETs recorded, and the one shown in the table had the more difficult entry to platform 11 at Reading, which costs around ½min compared October 2018 • The Railway Magazine • 15

PRACTICE & PERFORMANCE TABLE 2: READING TO SWINDON (CALLING AT DIDCOT PARKWAY) Units/Power Cars Load* Train Date Recorder/Position

800036/800020 2x5/501/525 12.30 Padd-Bristol TM July 14, 2018 A Heaton 1st of 10

43094/43186 2+8/287/295/435 06.30 Padd-Bristol TM July 14, 2018 I Umpleby

Miles 0.00 2.61 5.54 8.74 12.44 15.39 17.14 0.00 1.86 3.34 7.21 10.70 13.40 15.86 18.32 20.60 24.15

Sch 0

Sch 0

Timing Point READING d Tilehurst Pangbourne Goring Cholsey Moreton Cutting DIDCOT P a d Milton Steventon Wantage Road Challow Uffington Knighton Shrivenham Marston East SWINDON a

6 [1] 13 15 6 8 9

16

MS 0 00 2 27 4 00 5 33 7 21 8 50 10 59 14 30 2 24 3 32 6 07 8 13 9 44 11 06 12 27 13 44 16 57

MPH 101 123 124 124 114 72 81 97 104 107 109 110 105

6 [1] (½) 13½ 15 6 8 9

16

MS 0 00 3 10 4 56 6 37 8 24 9 49 11 35 14 48 2 34 3 37 5 52 7 39 8 57 10 08 11 21 12 28 15 35

MPH 87 107 120 126 122 76 92 113 121 125 123/120 122/124 123

Class 800s on electric to Didcot Parkway station stop, then diesel [1]=1min recovery (½)=½min pathing *=vehicles/tare/gross tonnes/ incl any power cars Times rounded to the nearest second for clarity of publication

TABLE 3: SWINDON TO READING NON-STOP Units/Power Cars Load* Train Date Recorder/Position

800029/800008 2x5/501/540 09.21 Swan-Padd July 14, 2018 J Heaton 2nd of 10

43131/43024 2+8/287/315/455 16.29 Swan-Padd July 14, 2018 A Varley 2/10

Miles 0.00 3.55 5.83 8.29 10.75 13.45 16.94 20.81 22.29 24.15 25.90 28.85 32.55 35.75 38.68 41.29

Sch 0

MPH 3L 83 94

Sch 0

108 112 116 118 118 119 118/111 117/119 118/124 123/124 111 sigs Pfm 11

8 9 11 [1]

Timing Point SWINDON d Marston East Shrivenham Knighton Uffington Challow Wantage Road Steventon Milton DIDCOT P Moreton Cutting Cholsey Goring Pangbourne Tilehurst READING a

8 9 11 [1] 15½ (½) 20 [1] 26½

MS 0 00 4 03 5 34 8 31 9 59 11 50 13 49 14 34 15 31 16 24 17 56 19 49 21 24 22 51 26 33

*=Vehicles/tare/gross tonnes/incl any power cars Class 800s on diesel power to Moreton Cutting, then electric.

[1]=1min recovery (½)= ½min pathing Times rounded to the nearest second for clearer publication

to platform 10. For the record, the RPS’s fastest known Swindon to Reading IET time currently stands at 24min 53sec, with an all-diesel run from the first month of operation, contrasting with the 30-year-old HST record of 22min 56 sec that averaged a start-to-stop speed of 108mph.

Table 4 shows equivalent runs with Swindon to Reading trains that called at Didcot, the tabulated IET being a run with nine-car set No. 800304. It also shows the worst run of the day – the 14.00 Bristol Temple MeadsPaddington, which was in trouble climbing Dauntsey Bank and left Swindon 9min late, apparently on three engines, evidently with only three-quarters power being requested from the ones still inclined to perform.

Once it had been nursed to Didcot the set gained a new lease of life on electric running and covered the 17.14miles to Reading in 11min 6sec at a start-to-stop average of 92.6mph, reclaiming 16 • The Railway Magazine • October 2018

15½ (½) 20 [1] 26½

MS 0 00 3 50 5 08 6 25 7 38 8 57 10 38 12 37 13 23 14 20 15 12 16 42 18 39 20 31 22 25 25 40

MPH T 96 111 120 123/122 124 123 113 115 122/123 119 116/117 109 97 88

Figure 1. Traction power distributions for paired IET five-car sets (from front to rear): On service introduction in October 2017, over-winter 2017/18, and on the RPS mass timing day in July 2017. Green colouring denotes sets running as expected with 750hp engine settings, purple predominantly sets with an engine out and power augmentation, yellow sets with an engine out and no compensation, and red, those sets with apparent multiple engine issues.

Class 802 Hitachi AT300 bi-mode trains are fitted with more powerful 938hp engines as opposed to the 750hp units fitted to Class 800/0s. On July 13, set Nos. 802001 and 802002 pass the former site of Norton Fitzwarren station with a Laira to London Paddington driver-training run, passing No. 66593 with the high-output ballast cleaner. STEPHEN GINN

3min of lost time against an HST schedule that included 2min recovery time.

RPS technical officer Dr David Stannard has investigated IET power outputs on the monitoring day. Previous modelling of prolonged accelerations above around 50 mph has suggested normal operation with constant rail traction powers is consistent with 750hp (560kW) engine settings as originally specified, although there could well be an additional short-power boost, initially utilising the full engine rating of 938hp (700kW).

Power augmentation

After the first few weeks of service there was evidence of such power augmentation when sets were operating with an engine ‘out’. For instance, a six-engine 2x5 formation with one defective engine would be expected to deliver 83% of full power, but 92% appeared to be available in

these conditions, corresponding to each of the remaining five engines, boosting their output to around 825hp.

In Figure 1, the derived rail traction powers determined for 2x5-car IETs operating on the RPS monitoring day are compared to those on introduction in October 2017 and in the November 2017-June 2018 period.

Dr Stannard’s calculations use a normalised scale corresponding to 550 rail horsepower per engine (73% of 750bhp). The illustration demonstrates there has been no major change to the main traction power peaks and hence there is no evidence for actual delivery (at other than the lowest speeds) of the full 938hp (750kW) engine settings that sources often insist now applies. It would appear the output of higher-capacity engine settings are being reduced by software.

It would seem from the changes in distribution shape that currently there is no

World Record

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

The heavily engineered catenary at South Marston (east of Swindon) dominates the skyline as IET Nos. 800028 and 800016 head towards the capital with the 09.28 Swansea-Paddington and passes Nos. 800011 and 800006 with the 10.45 Paddington-Swansea service on May 17. Note the new palisade fencing. DARREN FORD

longer power augmentation to help maintain performance when there is an engine out. The reason for this is not known but it may perhaps be a temporary measure connected to the reported engine overheating problems suffered by the IETs in the early summer hot weather. At one stage apparently almost half of the fleet was seriously affected, and many services booked for 10-cars were provided with only one five-car set.

Low-power issues

The absence of single-set workings on the monitoring day, might have suggested the engine problems had been cured, but Figure 1 shows a new enhanced low power tail to the current power distribution. At least five of the 12 paired five-car sets (42%) in operation on MTD appeared to have suffered from engine low-power issues at some stage during the day. Sometimes only a small number of journey segments seemed to be affected so perhaps travelling fitters were fixing problems en route or drivers were forestalling further problems by easing power.

This may well have been the case with the poor ‘three-engine’ run in Table 4, the modelled power measuring only 38%, where 50% might reasonably have been expected. The lower figure would correspond with a 75% power selection for the functioning engines. This could have been the result of Control or Hitachi instructions of course, but there are ‘web chat’ suggestions some drivers are watching the coolant temperature on the train monitoring system and reducing power when it rises to 100°, whereas 77° is more typical. It is important this does not result in driving ‘headsdown’ reading the displays instead of exercising ‘heads-up’ vigilance. Most drivers, most of the time, can manage this, but anyone can be caught out, once in a lifetime, with a wrong combination of circumstances. Internet gossip has suggested the cause of overheating was attributed to a build up of particulate debris behind the charge air intercooler, which reduced the air-flow to the

engine radiators. The power outputs determined for the four nine-car IETs in service on the monitoring day indicate engine settings similar to the five-car sets. Three had no apparent problems, but set No. 800304 consistently had only 92% power. If this was because of a defective engine then perhaps the excess figure compared with an expected 80% might indicate the Class 800/3s have been allowed to retain the compensatory settings that Class 800/0s once had.

Turning to punctuality, Table 5 shows the overall (HST and IET) figures for the day measured at the alighting points of RPS recorders, normally Reading on the Up and Bristol Temple Meads/Cardiff on the Down.

“Electric youngsters leave their grandparent HSTs struggling in the wake of their after-burners” The Public Performance Measure (PPM) target of 90% ‘early or 0-9min 59sec late’ was almost attained by a more generous RPS ‘early or 0-10min late’ 85% achievement, and the latter does not penalise cancellations or missed station calls. The most disappointing figure is the absolutely on time or early figure of just 29%. Up figures were slightly better than Down figures, the IETs having benefited from electric power on the final legs of their journey.

In terms of incidents, the early morning trains were affected by signalling problems in the Severn Tunnel, which resulted in the 04.52 Swansea-Paddington running non-stop from Bristol Parkway to the capital in 71min. Some smart ‘stepping up’ took place at Paddington and an extra HST from Bristol St Phillips Marsh depot plugged the gaps, with the exception of the

08.30 Paddington-Bristol Temple Meads being cancelled.

The arrangements eventually produced a surplus set that ran empty stock from Paddington to Temple Meads, arriving at 11.12, turning round to form the 11.00 back to Paddington, 20min late. All this resulted in the 09.30 from Paddington eventually being surplus at Bristol and it retired to Stoke Gifford via Swindon owing to the Filton Bank engineering work, blocking the direct route.

‘Old school’ expectation

In the afternoon, the imposition of a severe emergency speed restriction, without being able to give prior notice to drivers, at Farnham Road underbridge resulted in a backlog of trains receiving a caution just before Uffington, affecting trains that had left Paddington between 13.30 and 14.45. The time loss could have been reduced by using a handsignalman to relay messages faster, but I guess this is an ‘old school’ expectation and it was, after all, a Saturday afternoon with fewer staff around.

Difficult regulating problems were complicated by a Class 66 hauling Gresley ‘A4’ No. 60009 Union of South Africa from Southall to Bristol for the following day’s ‘Torbay Express’. Already running early, it was squeezed through to Swindon Down goods loop, possibly to clear a later path for the advancing Acton to Cardiff Tidal freight, making good time behind GBRf’s No. 66750, but the ‘A4’ caused the 11.45 Paddington-Swansea to arrive at Swindon 4min late. However, the Gresley Pacific was a first for the RPS mass timing days. Imagine the scene on the platforms at Swindon if that had turned up 60 years ago!

Another complication to the day’s operations came in the form of CrossCountry diversions caused by re-quadrification of Bristol Parkway to Bristol Temple Meads, resulting in the announcement of abnormal destinations such as October 2018 • The Railway Magazine • 17

ENDOFPREVI EW

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