The Class 800 Story – It’s a Cracker

This story is not one of just today’s problems. Indeed, it is a story that has been fraught with problems and hiccups for more than 15 years. Without wishing to bring politics into this story, which is already complicated enough, this is a story that began in the last days of the last Labour government when it launched with a great fanfare, the Intercity Express Programme (IEP) at a cost, then, of £7.5 billion.

The Initial Programme

This programme was an initiative of the Department of Transport, going back to 2005 and 2007, to replace the ageing InterCity 125 and 225 fleets on the East Coast Main Line and the Great Western Main Lines. On 16 November 2007, the Department for Transport (DfT) issued its IEP Invitation to Tender to three shortlisted entities: Alstom-Barclays Rail Group; Express Rail Alliance (Bombardier, Siemens, Angel Trains and Babcock & Brown); and Hitachi Europe. After Alstom withdrew from the bidding in February 2008, Barclays Private Equity re-entered the project on 26 June 2008, four days before the end of the bidding process, as a partner of Hitachi and John Laing, in Agility Trains Ltd.

Lord Adonis selected Agility Trains as the preferred bidder for the IEP on 12 February 2009. The first trains, Hitachi’s A-train family, classed as Class 800 electro-diesel units and Class 801 electric multiple units, were scheduled to come on track in 2013. The value of the contract at that time was estimated at £7.5 billion. Initial estimates were for an order of between 500 and 2,000 vehicles.

The decision was criticised for not awarding the contract to the Bombardier/Siemens offer which was expected to have resulted in work for Bombardier's Derby factory. The DfT was also accused of 'spin' in describing the Agility trains consortium as a 'British led consortium’ and Hitachi's manufacturing plans attracted concern for reasons such as balance of payments issues, the Japanese domestic railway market being largely closed to foreign entrants, and the extent to which jobs would be safeguarded or created in the UK.

In addition to replacing trains on the ECML and GWML, a role was found for the design to replace other 'intercity' trains such as on long distance services from London to places including Cambridge, Oxford, Hull, and Weston-Super-Mare

The 800 Class Units

In the initial specifications of November 2007, there were to be three versions: • An electrically set powered by 25kV Hz overhead line. • A self-powered version • A bi-mode version.

In the specification, the maximum train length was to be 312m and the minimum (half-length) 130m. Trainsets were to be available in half-length, full-length (260 m), or intermediate-length versions, with the ability to lengthen and shorten trains in a time which would minimise that spent out of service. Also specified was the ability for multiple working within any vehicle of the class (two units), with the time taken to couple or uncouple being 180 seconds or better and the ability convert a bi-mode or selfpowered train to an electrically powered version in the future. Bi-mode trains were required to be able to switch between power sources both while stationary and at speed. AWS, TPWS signalling was to be fitted dependent on route as well as ETCS Level 2 equipment.

The tender contained proposals for trains to enter service at the beginning of 2013, with complete introduction in the first phase on the East Coast Main Line (ECML) by late 2016 and on the Great Western Main Line (GWML) by 2017. The trains were to be used on both, with, additioanlly, possible use on the southern part of the West Coast Main Line (WCML), the Fen Line, and other long distance intercity services.

Phase 1 of the tender specified an operational fleet of 24 full- and 13 half-length electric, and 10 full- and 12 half-length trains for the ECML, 24 fulllength trains (self-powered), and 38 half-length bimode trains for the GWML. Additional trains were expected for Phase 2 of the order: around 15 full-, 14 half-, and 10 intermediate-length trains for the ECML, WCML, GWML and Cross Country routes, as

The GWR (left) and LNER Azuma (right) units

well as the potential for orders of over 20 trains from Transport Scotland.

The specification offered significant improvements in energy efficiency over InterCity 125 trainsets that were fitted with MTU engines and over electric Intercity 225 trainsets; regenerative braking on both self-powered and electric versions was expected to form part of the solution to increase efficiency. Mean distances between failure were expected to be better than 60,000 miles (electric power) and 30,000 miles (self-powered mode).

The Hitachi/Agility Solution

The Hitachi offering was the Hitachi Super Express Train, which, it was claimed, included a reduction in weight of 15 tonnes (40%) and 86tonnes less than an InterCity 125, giving a corresponding reduction in fuel consumption of up to 15%, using a hybrid traction unit. These trains would be either five or ten coaches and assembly was to take place in the UK using bodyshells supplied from Japan. But with a new factory being built in the UK with further depots for maintenance.

The General Election Intervenes!

By 2010, reduced expectation of usage due to the economic downturn, as well as the expectation of electrification of much of the GWML had changed the composition of the order: the size of the order had been reduce to around 770 carriages; dieselonly trains were no longer required; some longer bi-mode trains would have a second transformer to avoid running under bi-mode power in electrified sections; and a wider variety of train lengths was required, including trains with five, seven, eight, nine and ten carriages.

Hitachi's original design had been modified by the end of 2010 to use under-floor diesel engines for self-power propulsion instead of engines in endcars; the under-floor diesel engines can be removed, which allows the train to be converted to run only on electric power.The engines selected were 700 kW (940 hp) MTU 1600 Series V12 (MTU 12V 1600 R80L) powered engine-generator sets, conforming to EU IIIB emissions requirements, fitted with SCR exhaust gas treatment system; bi-mode trains were fitted with three engines (five-car) or five engines (nine-car), with electric-only trains having one engine per train for emergency power.

The Effect of Electrification

The proportions of traction types ordered would depend on decisions regarding further electrification. In late 2007, Network Rail suggested that the DfT should abandon the diesel version of the IEP as emissions regulations and the minimal demand for diesel-powered high-speed trains abroad made it cheaper to electrify lines and operate electric trains than to buy new diesel trains. In January 2009, the Secretary of State for Transport, Geoff Hoon, stated that before finalising procurement plans he would need to consider electrification proposals from Network Rail in terms of cost, financing and benefit.

In June 2009, Network Rail published a draft Electrification Strategy recommending electrification of the Midland Main Line and Great Western Main Line through to Oxford and Swansea, followed by some cross-country routes and the Reading to Plymouth Line. On 23 July 2009, the DfT presented plans to electrify the Great Western Main Line from London to Bristol and from Swindon to Swansea. After the Comprehensive Spending Review in October 2010, it was announced the lines from London to Didcot, Oxford and Newbury would be electrified in the following six years. On 1 March 2011, the extension from Didcot to Swindon, Bristol and Cardiff was announced.

It was then that the first derailment took place as Lord Adonis blamed the credit crunch for his decision to put the deal on hold until after the 2010 election. Former Audit Commission leader, Sir Andrew Foster was then charged with seeing whether the proposal would still give the railways and the country value for money. His view, in July 2010, was somewhat scathing as to the efficacy of the tendering process and his reply to the Coalition Government was that the deal should be renegotiated. Finally, the decision was taken in March 2011 to proceed with the procurement and to electrify the Great Western Main Line.

Network Rail's commitment to electrify the main line between London and Bristol meant that the original assumptions used when formulating the procurement plan had changed; furthermore, passenger transport figure increases had not met expectations. Lord Adonis also blamed lack of financial support from the City. Additionally a planned second phase, to introduce new trains to the specifications in the plan on the West Coast Main Line, was cancelled..

Opposition politicians, industry commentators and the Association of Train Operating Companies were critical of aspects of the scheme, particularly the micromanagement of the proposed trains' specifications, and lack of input from potential operators. Also, the Department for Transport's targets for energy consumption were reported to have been considered impracticable.

All Change!

On 25 November 2010, the Secretary of State for Transport, Philip Hammond, announced that a final decision on the Intercity Express Programme would be deferred to 2011 along with decisions on further electrification of the rail system. In his report Foster had been critical of the bi-mode concept as untried and untested; two options for the non-electrified sections were being considered: coupling of an allelectric train to a diesel locomotive, or Agility Trains' proposal of bi-mode trains – electric trains with additional underfloor engines. On 1st March 2011, the government announced it was to continue with the programme with Agility Trains as the preferred bidder together with plans to electrify the Great

Western Main Line as far as Cardiff; the order, reduced to £4.5bn in value was for approximately 500 carriages.

In 2012 the Agility Trains consortia obtained financial backing from lenders including HSBC, Lloyds TSB, Mizuho and Bank of Tokyo Mitsubishi; a financing loan for trains for the Great Western Main Line (GWML) of £2.2billion was agreed by July 2012, including £1billion from the Japan Bank for International Cooperation (JBIC), with the remainder to come from lenders including HSBC, LloydsTSB, Mizuho, The Bank of Tokyo-Mitsubishi UFJ, Sumitomo Mitsui Banking Corporation, Sumitomo Mitsui Trust Bank Ltd., Mitsubishi UFJ Trust and Banking Corporation and the European Investment Bank (EIB). The project was the first mainline rail project in the UK to be financed through a Public Private Partnership. JBIC loans provided £1bn of the funding, EIB £235M, and £1bn was through loans from the commercial banks - the loan period was 29.5 years. A further £280M was raised by share issues and share backed loans.

A “New” Revised Deal!

In July 2012, Justine Greening, who by then had replaced Philip Hammond as Transport Secretary, announced a revised deal whereby an order for £4.5 billion was to be placed with Hitachi for 596 carriages to be used on the East Coast Mail Line and the Great Western Main Lines. The contract was let in two parts. The first phase of the contract, valued at £2.4bn, consisting of 21 nine-car electric (Class 801) and 36 five-car bi-mode trains (Class 800), 369 carriages total, for use on Great Western routes.

The second phase of the contract consisted of 10 five-car and 13 nine-car bi-mode and 12 five-car electric units (227 carriages) for use on the ECML; financial closure on the second phase was initially expected in 2013. A £1.2bn option for a further 30 nine-car electric trains (270 carriages) to replace the Intercity 225 on the ECML was taken up on 18 July 2013. Financial closure on the second phase of the contract (total 65 ECML trains, 497 carriages) was reached in April 2014; the value of the contract was £2.7bn over a 27.5-year lease, including design, manufacture, and maintenance; financing was through a number of Japanese, British, and French financial institutions, and the EIB.

Agility Trains is committed to build and maintain the trainsets and receive payment from the train operator based on train availability. The Government is guaranteeing usage for 27½ years.

Type Phase No Type Train route Electric First 21 9 car GWML Bi-mode First 36 5 car GWML Electric Second 12 5 car ECML Bi-mode Second 13 9 car ECML Bi-mode Second 10 5 car ECML Electric (options) 30 9 car ECML

In October 2015, ITV News Meridian speculated that, because of the late delivery of the Great Western electrification project, an increased number of trains might have to be diesel-equipped; in May 2016 it was confirmed by the Department of Transport that 21 "Class 801" trains would be converted to bi-mode operation. Subsequently, these were reclassified as Class 800/3.

Manufacture

In 2011 Hitachi chose the site of a new UK factory at Newton Aycliffe, County Durham; the contract for the factory's construction was given in 2013; and the factory officially opened in 2015.

In late 2012, MTU was announced as the preferred supplier of diesel engines; bi-mode trains were to be fitted with between three and five 700 kW (940 hp) engine generators powered by the 12-cylinder MTU 12V 1600 R80L. Electrically powered trains were also to be fitted with a single powerpack of the same design to be used for auxiliary and emergency power, and for shunting in depots.

Other component suppliers included KnorrBremse (braking system), Brecknell Willis (pantograph) Televic Rail (passenger information systems), Dellner (gangway, coupler), Voith (SE-369 gear unit), NSK (bearings), and Lucchini (wheelset). DCA Design was contracted to produce passenger interior and driving cab mockups for design validation; the design mockups were revealed in April 2014.

Signalling systems were to be supplied by Signalling Solutions Ltd. (ATP), and Siemens (GSM-R), Hitachi was to use its own ETCS signalling system on the trains.

Three pre-main production series trains were manufactured in Hitachi's Kasado plant; the first, a five-car class 800 unit was unveiled on 13 November 2014; ten further production series trains were to be manufactured in Japan before final assembly production switched to Newton Aycliffe.

Testing and Introduction

The first train left the Kasado factory on the 7 January 2015 for shipping via Kobe, and arrived at Southampton, England, on 11 March 2015. At a speech given to the welcoming committee, rail transport minister Claire Perry requested that a new name be found for the trains.

After-delivery testing was scheduled to occur at Old Dalby Test Track. Testing of a Class 800 train (number 001) at the track took place in early 2015. In March 2016, the first unit for Virgin Trains East Coast was formally unveiled at King's Cross railway station, and named Virgin Azuma.

In October 2017, the first train went into service on the Great Western Mainline. In May 2019, the first train entered service on the East Coast Mainline between London King's Cross and Leeds.

Meanwhile, in 2017, Great Western Railways ran an inaugural train from Bristol Temple Meads for dignitaries and the press. This was not the success

that everyone had been led to believe! According to the press, glossing over the fact that water was pouring out of the air conditioning units on to his fellow passengers, the Transport Secretary proudly proclaimed “These are the smartest trains in the country, probably the best we have ever had. This is going to be a fantastic service, really regular trains and far more capacity.” In the event, the 6.00am train left at 6.25am and arrived 41 minutes late into London Paddington! GWR was not alone in its problems. On the East Coast Main Line, it was found that the electric-diesel engines on these trains were interfering with the trackside signalling equipment. Going back to Roger Ford (Railway Magazine), he said that while he was researching the costs back in 2014, he obtained a figure for the total cost of the fleet of InterCity 125 and IC225 trains of £85million. Corrected for inflation this was £96million or £18,320 per vehicle per calendar month. For the Azuma fleet, the all-inclusive cost is £196milliom per year, or £32,890 per vehicle per calendar month.

The Cracking Troubles of 2021

Now these same trains are grabbing the headlines once more. On Friday 7 May, cracks were identified in a metal jacking point by maintenance workers. Further inspection on the following morning revealed that, to everyone’s horror, the problem was widespread, and more than 150 trains were immediately pulled out of service, leading to significant rail disruption as the two major operators announced they had cancelled their high-speed trains. Great Western Railway (GWR) and London North Eastern Railway (LNER) suspended some services out of London on Saturday morning 8 May, with passengers urged not to travel while urgent inspections were carried out.

More than 1,000 trains are believed to have needed checking across the two fleets - resulting in potentially thousands of journeys being disrupted. Lines between London and Scotland, and between London and the West, are affected.

GWR said the hairline cracks were "in areas where the suspension system attaches to the vehicle body on two trains".

Roger Ford, industry and technology editor at Modern Railways magazine, said "metal fatigue has resulted in damage to the bracket on the side of coaches known as the yaw damper bolster. This part is where the shock absorbers are attached to the carriages. If significantly damaged, this could result in trains swaying from side to side as they travel down the tracks. There will be disruption for quite a time because repairs to aluminium in this way are not easy."

GWR and LNER said in a joint statement: “A number of Class 800 series Hitachi trains from several train companies have been taken out of service today for checks as a precautionary measure. This problem is being investigated by Hitachi and once trains have been checked, we hope to be able to release them back into service as soon as possible. This could affect a significant number of our services and passengers should check before they travel.”

Anger and pressure were mounting as more and more disruption was being caused with virtually no services on the East Coast Main Line or on the GWR’s lines to South Wales and the West Country. Ministers started to demand that the responsibility was Hitachi’s and that the Company should pick up the tab for the multi-million demands from passengers for compensation for travel plans being cancelled, estimated on pre-pandemic levels at between £1million and £2million per day.

Unfortunately, the cancellation of the franchising system by Grant Shapps, Transport Secretary, means that the bill would normally now fall on the shoulders of the taxpayer. However, a spokesman for the DfT said, “We expect those who have the contractual performance and train availability obligations, including Agility Trains, to fully compensate the taxpayer. Current contractual terms mean that TOC’s do not have to pay for trains when they are not in service, adding still further to Hitachi’s costs. Hitachi owns a 70% stake in the consortium that leases the train to the TOC’s.

The TOC’s are doing their best to fill the gaps. David Horne, LNER Managing Director, said: “I am pleased we have been able to work as an industry to agree a service recovery plan with Hitachi and industry partners that will allow trains to return safely to our route. We are continuing to work together to begin the return of Azuma trains into service early next week. Customers should continue to check before they travel with LNER, and I apologise for the disruption caused.”

The service recovery plan will enable some services to be reinstated into timetables, helping to get more passengers moving on the rail network.

A 75% timetable is currently in operation across the LNER route with passengers advised to check before they travel.

To help provide additional services, LNER has reintroduced an InterCity 225 into passenger service on the route connecting London with West Yorkshire. A second InterCity225 is expected to follow in the coming days. There have been cancellations since 182 trains were pulled on Saturday.

The rail minister warned travellers to expect disruption for "some time".

The Rail Delivery Group said Great Western Railway and London North Eastern Railway (LNER) will now ramp up services, but timetables will still be affected.

Trains with more severe cracks will remain with Hitachi for repair and, in the longer term, the manufacturer says all trains with cracks will be brought back to be repaired.

Andrew Barr, CEO of Hitachi Rail, apologised for the disruption and said: "Over the coming days we'll see more trains available for service as we get ready for the service on Monday morning."

Asked if he expected most trains to be back

next week, he said: "It is still early days, we're still undertaking those inspections, but we're hopeful that we can ensure the maximum number of trains are available for service."

He said it was "too early to say" how much the disruption and repair work caused by pulling 182 trains out of service had cost.

In a statement, the Rail Delivery Group said Hitachi Rail, train operators and the government have agreed a "service recovery plan" to reintroduce more Class 800 and 385 trains after they were taken out of service on Saturday. But it said trains on some routes may be less frequent than usual and train availability could vary.

The industry has put in place "suitable criteria for the trains to meet before they can re-enter service", the Rail Delivery Group said.

Obviously, it is in everyone’s interest for things to return to normal, just as, hopefully, all the COVID restrictions are set to be lifted. The main thing is that a seemingly major problem was spotted by the maintenance systems that are in place, both on the railway and at Hitachi, and together the problem is being resolved. Fortunately for all concerned the problem was detected before anyone was hurt or, even worse, killed.

RAILWAY NEWS FROM AROUND THE GREAT WESTERN REGION

Better Connectivity Demanded for England and Mid-Wales

Powys County Council has joined with fellow authorities and businesses in calling for a unified plan for cross-border road and rail investment which is deemed “critical”. The group has urged the Union Connectivity Review panel to look at the issues that have led to a delay in multiple projects moving ahead in Mid Wales and the Borders.

Projects affecting Mid Wales include: Rail: • The Cambrian Line from

Shrewsbury to Aberystwyth via

Newtown • The Heart of Wales Line from

Shrewsbury via Craven Arms to

Swansea Road: • The A5, A458 and the A483 corridor (which includes the recently announced Pant

Llanymynech bypass) providing a key economic corridor across the border, essential to Oswestry, Shrewsbury and neighbouring towns in

Wales such as Welshpool and

Newtown • The A44 and A438 between

Worcestershire and Mid Wales via Herefordshire

Powys has joined the Marches LEP (Local Enterprise Partnership), Shropshire Council, Herefordshire Council and Midlands Connect in their follow-up submission to the Union Connectivity Review. In their letter they state: “These corridors have fallen through cracks in previous investment rounds due to the problems of differing authorities and policies either side of the border. We must ensure that this doesn’t happen again in this area where rurality also hinders the investment programme. To overcome this, we are working together to highlight the economic significance well connected infrastructure can bring and embrace the opportunity for investment in this region. This will only happen if partners across the border commit to working with government to achieve this. In light of the above, we seek your support in ensuring the proposed PanUK Strategic Transport Network includes the Mid-Wales/Midlands strategic corridors set out in this letter.”

A Union Connectivity Review by Sir Peter Hendy, the Network Rail chairman, is expected to be published by July, and is believed to recommend higher capacity and improved journey times on train travel between England, Wales, Scotland and Northern Ireland.

Midlands Connect CEO Maria Machancoses said: “We wanted to write Sir Peter after the release of the interim report on the Union Connectivity Review. The report is testament to the depth of work that his team has undertaken and what was delivered in such a short timeframe was deeply impressive. We wholeheartedly welcome the stress placed on the importance of east-west connectivity and access to the emerging freeports. We hope that we can make the case to include some of these critical schemes into the final report and we look forward to doing that in the days ahead.”

Mandy Thorn, chair of the Marches LEP, said high-quality cross-border transport connectivity was vital for the economy of the whole area. “The Marches LEP shares more than 100 miles of border with Wales, and it is essential that we have modern, efficient transport links in place which help the economies either side of it to grow and prosper,” she said. “These transport links are the economic arteries of our region and we must ensure that they receive the necessary investment to be able to fulfil that strategic role. There is an urgent need to level-up connectivity and ensure that all areas have access to infrastructure which supports and promotes growth.”

Black Bridge to be Raised

Network Rail engineers will begin work to raise a Powys bridge to reduce passenger delays caused by flooding. The work will begin on Black Bridge, near Machynlleth, on Saturday, May 15, and is part of a £3.6 million project involving heightening the bridge, which runs over the river Dulas, by one metre, enough to significantly reduce the impact from high river levels

during storms and heavy rain. In recent years, the bridge has been repeatedly flooded in bad weather, causing regular closures on the Machynlleth to Shrewsbury route. The railway will be closed from May 15 to June 28 so that the main work to raise the bridge and reprofile the track can be carried out safely.

Kevin Giles, senior asset engineer for Network Rail Wales and Borders, said: “This is a big project for us at Network Rail and the first time a railway bridge will have been raised away from flood waters in Wales. The issues of flooding on this line go back more than three decades and the result is that large sections of the Cambrian line in central Wales end up cut-off and isolated while repair work is carried out. We want to ensure our passengers have more reliable journeys and this project highlights our dedication to making the railway more resilient in Wales.”

Transport for Wales will be providing rail replacement services between Machynlleth and Shrewsbury during this time. There will also be an amended timetable in operation from Pwllheli and Aberystwyth to Machynlleth.

Alexia Course, Transport for Wales’ transport operations director, added: “The much-needed work will help us to provide a more reliable service during periods of bad weather and will benefit passengers using this route for many years to come. Our team will be working hard to support our customers throughout the improvement work. We understand disruption to services is frustrating for our customers and we would like to thank them in advance for their patience while this work is taking place.”

Babcock Looking to Offload Its Rail Business

Babcock International is preparing for the sale of its rail business, the opening salvo in a company-wide divestment programme. The defence contractor announced in April plans to rationalise its portfolio through a series of sales that are forecast to generate proceeds of around £400m over the next 12 months.

HS2 machinery being used to make a tunnel underneath the Chiltern Hills (Martin Godwin/The Guardian) Florence Begins her 3-year Tunnel Dig

Contractors working on the new HS2 high speed rail line are starting work on a new ten-mile long tunnel in Buckinghamshire. A 170m long machine (Florence) will be one of ten used over the next three years to dig the tunnel under the Chiltern Hills. The new rail link will eventually link London with the Midlands and the north of England, with phase one connecting the capital and Birmingham.

Mark Thurston the chief executive of HS2 Ltd says the project is “providing a major boost to the economy in these difficult times. More than 16,000 jobs and 500 apprenticeships are already being supported by the work. I hope the entire country will get behind this truly transformative project.

Transport Secretary Grant Shapps said the launch of the first TBM is “a landmark moment for the project. The work has truly begun on taking HS2 northwards. The tunnels these machines dig will ensure the benefits of our new high-capacity, high-speed railway run to the great cities of the North and Midlands, forging stronger connections in our country, boosting connectivity and skills opportunities, and transforming our transport links.

It has so far not made any further announcement but the Financial Times reported it was preparing the sale of its rail business, part of its aerial emergency services unit and its training division.

Babcock’s rail business is one of the largest track renewal companies in the UK, and is also part of a joint venture with Alstom and Costain Group responsible for electrifying large swathes of the network. The aerial emergency services unit, meanwhile, operates around 500 planes and helicopters in France, Italy, Spain Sweden, Norway and Canada. Babcock acquired the business in 2014, when it bought aviation firm Avincis. However, Babcock told investors last month that the Avincis deal “has not delivered shareholder value, with low returns on high amounts of invested capital”.

Babcock also announced a £1.7bn writedown in April, much of it tied to the Avincis deal, and around 1,000 job cuts. It is already in talks to sell its oil and gas aviation division.Newly-installed chief executive David Lockwood, who is spearheading the overhaul, said at the time: “Through self-help actions, we aim to return Babcock to strength without the need for an equity issue. We are creating a more effective and efficient company.”

The FT noted that the sale of the rail, training and parts of the aerial emergency services arm could raise more than £300m in cash.

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Work on Next West Midlands Metro Extension to Get Underway

The expansion of the West Midlands Metro sees no signs of abating with the news that the main construction works on the Birmingham Eastside extensions is set to get underway later this spring. The first works will see a new junction constructed at Lower Bull Street and Corporation Street with the summer having to see the current line through the city centre temporarily closed to allow the two lines to be connected.

The £227 million Birmingham Eastside extension will run to Digbeth travelling via the HS2 station at Curzon Street and should see four new stops constructed. It will be 1.7km in length and more than half of the route will be built without overhead wires. Trams will leave the current West Midlands Metro route in Birmingham City Centre shortly after the stop at Bull Street travelling via stops at Albert Street, New Canal Street, Meriden Street and High Street Deritend. To allow track to be laid for the new line, Lower Bull Street will be closed to all traffic during construction (although pedestrian access will be maintained) and comes after the completion of utility diversion works in the area.

Director of the Midland Metro Alliance, Peter Cushing, said: “The expansion of the Metro to the east of the city will make it easier for those living, working and travelling in Birmingham to get around. This is an exciting scheme which will help transform and support the regeneration of Digbeth by improving connectivity and making the most out of HS2. I am delighted that we will be starting construction shortly and look forward to seeing progress made on the project over the coming months.”

While this initial stage of the main works will not see any disruption for current West Midlands Metro services, later in the summer there will be as when the tracks on the Eastside line are connected to the current city centre line it won’t be possible for normal services to run for a period. In the press release no date is given for when this will happen except that it will be in the summer and will see trams terminate at “an alternative location in the city centre”. Normal services would resume before the autumn. This will be before the remaining phase of the Westside extension to Hagley Road, Edgbaston opens so at least we now know that won’t be until the latter stages of the year!

Sophie Allison, Head of Business Transformation at Midland Metro Limited, said: “Passengers should expect some localised disruption to our services in the city centre this summer. We will continue to work with partners to ensure that passengers are provided with details of the works and alterations to services. Our customer service team will publicise information later this spring which will enable those using trams to plan their journeys in advance.”

The works in Lower Bull Street are expected to be completed by spring 2022 and during this time buses which usually serve the road will be diverted to proposed alternative stops at Albert Street, Corporation Street, Dale End and Moor Street Queensway.

Old Underground Trains finally leave the Isle of Wight

The old Island Line trains, which are being replaced by refitted, newer carriages this year, are saying a final goodbye to the Isle of Wight. Loaded onto the back of a lorry, using a (very strong) winch, the first few were transported off the Island. A £26 million upgrade to the Isle of Wight's network, operated by South Western Railway, between Shanklin and Ryde, is underway.

Replacement buses have been running since Island Line closed to passengers and the old rolling stock was retired, on January 3.

Epping Ongar Railway, based in an Essex market town north of

Final goodbye! Photo by Bryn Jones

London, will rehome the outgoing 1938-built Class 483 train. Epping Ongar manager Dean Walton said: "Given our strong links with the Underground, we're very excited about the possibility of seeing a unit like this run under its own power."

On the Isle of Wight, meanwhile, Covid-19 has delayed the line's reopening. However, testing of the new rolling stock has been taking place.

Lost and Found – Irish-Style!

Set of taps, crutch, yoga mat and multiple Penneys bags among Irish Rail's lost and found

According to a report in the Irish Examiner, a set of taps, a bible, a book on constitutional law, a crutch, and a yoga mat were among the lost and found items reported by Irish Rail. Thousands of items are accidentally left behind — or sometimes simply abandoned — on train services every year with headphones, chargers, wallets, and clothing items among the most commonly misplaced items.

Irish Rail said one side-effect of Covid-19 restrictions had been a sharp fall in the number of things ending up in lost and found. At one of the country’s busiest stations, Heuston in Dublin, a typical month could see up to 100 items found around the station building or on incoming trains. A sample electronic log from January 2020 details the loss of a wallet with €25 inside, a set of Bose headphones, and a Hewlett Packard laptop in a purple bag. Also found were a set of taps, car keys for a Hyundai, and a mysterious “black folder with documents”, a gentleman’s tweed cap was also handed in, as was a pink Moses basket for a baby, and a USB stick, according to records released under FOI.

At Westport Station in Mayo, a “train cash book” is used to record lost and found items, which included a fur coat, a grey medical bag, and several pairs of spectacles. Also left behind, were a pair of kids’ wellies, a passport, plus one blue jacket containing a copy of the Irish Field newspaper. One passenger left behind a crutch, perhaps having recovered during their train journey, while numerous Penney’s bags were also reported lost.

In Kent Station in Cork, a handwritten ledger is used to log lost and found items. Among the things found there were a 160-pack of Marlboro cigarettes, a red mountain bike, and dozens of bank cards, wallets, and glasses. The station also logged a missing yoga mat, a folding chair, a Harris tweed hat, and a black suitcase.

Irish Rail spokesman Barry Kenny said: “Lost property and public transport do go hand in hand, and over time reflect trends in clothing, reading, technology and more. Of course, a by-product of Covid restrictions is that it has been a relatively quiet time for lost property.” He said Irish Rail held lost property for customers for 30 days, and after that worked with local charities around the country to find a new home for items that were still considered “of use or value”.

A New Bid for Anglesey

A £50,000 bid has been submitted to fund a feasibility study into the disused Amlwch to Gaerwen railway line. The bid, submitted by Virginia Crosbie, MP for Ynys Môn following advice from Menter Môn, the Welsh Government, Transport for Wales and Anglesey Council, could see the line put back into use.

Originally known as the Anglesey Central Railway, the closed line extends north almost 18 miles from the North Wales main line at Gaerwen through Llangefni to Amlwch. The railway's tracks remain in place. Potential options include restoring it as a railway or turning it into a cycle and walking path that could open up a route from Newborough to Amlwch in the south and north of the island. It could also join up with the Anglesey Coastal Path.

The bid will be reviewed by the UK Government Department for Transport's (DfT) Restoring Your Railways Fund which is open to local councils and community groups in England and Wales to reinstate axed services and restore closed stations. A previous bid was not accepted and the DfT asked for more information. The Welsh Government has committed to match-funding the £50,000 if the bid is successful.

Mrs Crosbie said: “This line is a major island resource that is lying in ruins and we need to find the best way to bring it back to life to boost transport links to our communities and promote tourism,” said Virginia. “I have held meetings with many groups who are interested in the line’s future and a variety of ideas are on the table. The way forward now is to secure this funding so the feasibility study can be conducted to identify the best way to bring this great community asset back into use. It's important to stress the fact the bid is to the Restoring Your Railways Fund does not mean that a railway is the way forward. All options are on the table.”

The Amlwch to Gaerwen line was opened in 1867 and passenger services stopped in 1964, while freight traffic continued until 1993. The Welsh Government, in partnership with Network Rail, commissioned a feasibility study into the reopening of the line in 2011.

A decision on the latest bid is due in the summer.

The Flying Banana

THE most technically advanced train of its type in the world, Network Rail’s ‘NMT’ flew through Pembrokeshire this week at 125mph. The ‘New Measurement Train’, affectionately known as the ‘flying banana’, is a unique, hightech machine equipped with the newest measurement systems, track scanners, and a highresolution camera to help measure the condition of the tracks. Covering 20,000 miles of track the monitoring fleet slot between timetabled trains so there are no delays or disruption as a result of the work.

Proposals for a £150 million rail testing centre in South Wales have been called in to be decided by Powys County Council’s (PCC) planning committee. An outline planning application by the Welsh Government to build a Global Centre of Rail Excellence (GCRE) at the Nant Helen opencast coal mine in Ystradgynlais, was lodged with both Powys and Neath Port Talbot Borough Council at the end of March.

If successful the project is expected to be fully operational by 2025, bringing a possible 300 jobs to the area but concerns about the proposal have been aired in the area.

Powys county councillor for Cwm Tawe Uchaf, Cllr David Thomas (Labour), said: “I’d firstly like to say that I welcome the proposed investment in this project and the future ‘re-energising’ of the local economy that it offers. However, I am aware of concerns held by the residents impacted by these proposals which I would request the planning committee examine further to satisfy themselves that any adverse impact on these communities can be mitigated.”

Cllr Thomas also wants to see a liaison body be created in the future. This would allow representatives from GCRE and “nominated local representatives” to discuss and share information on the project with each other. Cllr Thomas added that he would also like “consideration” given to setting up a Community Infrastructure Fund. This would benefit the community and improve thing such as open spaces and public transport links in the area.

Cllr Thomas has indicated that he and Cllr Sarah Williams (Abercraf – Labour) want to speak on the proposal when the application appears in front of the planning committee. Tawe Uchaf Community Council, also have concerns. about how the proposal will impact the village of Caehopkin visually, as well as noise pollution. They are seeking assurances that both issues will be addressed through the planning process.

The GCRE is supposed to be built at Nant Helen once Celtic Energy finish its coal mining operation later this year. Powys is part of a joint venture with Neath Port Talbot and the Welsh Government, to develop the site which straddles the local authority boundary. Under the plans a 6.9 km high-speed testing track and 4.5km low-speed high-tonnage testing track will be built at the site along with a dual platform station. The facility will be connected to the main Brecon to Neath line, with signalling upgrades also planned as part of the project.

Plans also include a control centre, a research and development facility, maintenance sheds and staff overnight accommodation. A planning statement prepared by Ove Arup and Partners, who are the Welsh Government’s agents, says the construction is expected to support between 53 and 163 jobs, with 298 permanent direct and indirect roles to be created when the facility is fully operational. The current mining operation supports 170 jobs.

Arup said: “The benefits of the proposed development are clear, the Global Centre of Rail Excellence (GCRE) would be a state-of-art facility, the kind of which does not currently exist elsewhere in the UK. It would not only serve to meet specific needs of the UK rail industry but also would result in transformational socio-economic impacts both at a national and local level in terms of job creation and education and training opportunities over the long term. GCRE has been developed collaboratively in consultation with industry experts, it is considered that it would be at the forefront of innovation to create a more sustainable, low-carbon rail network not only in the UK but internationally.

The planning application was lodged after the Welsh Government announced that it would loan £50 million to Powys for the first phase of the project. The projects also received a £30 million pledge from the UK Government in the spring budget. (Readers are referred to

the more detailed article in this issue – Ed)

Plans approved for rockfall shelter extension

Teignbridge District Council has approved Network Rail’s plans to extend an existing rockfall shelter over the railway line between Dawlish and Holcombe in Devon. Network Rail hopes to begin construction work on the 209m long extension of the rockfall shelter north of Parsons Tunnel in August which will help protect trains against falling rocks along this section of vital railway that connects communities across the south west with the rest of the country. Parsons Tunnel was previously extended 100 years ago, and Network Rail will extend that further by providing a rockfall shelter in modern materials, but with open sides rather than the brick built enclosed tunnel extension. Once started, construction of the £37.4m project is expected to take around a year to complete.

Preparatory work at the top of the cliffs overlooking this stretch of railway began in March whereby Network Rail engineers started cutting back some of the vegetation. This work is being closely monitored to ensure the least disruption for wildlife habitats and biodiversity. This rockfall shelter, which is the third phase of work as part of Network Rail’s South West Rail Resilience Programme (SWRRP) and follows the two sections of new sea wall in Dawlish, is critical to ensuring the resilience of the railway between Dawlish and Teignmouth for generations to come and protecting this critical route

Chris Pearce, Network Rail’s Western route interim director, said: "We are pleased that Teignbridge District Council has approved this third section of the South West Rail Resilience Programme and thank members and officers for their thorough reviews of our plans. The coastal location of the railway in south Devon is truly stunning but it also presents its biggest challenge with the sea on one side and steep cliffs on the other. The existing rockfall shelter has proven its effectiveness for a century and so this modern extended structure will protect the railway for generations to come alongside a section of cliff that is becoming increasingly hazardous from rock falls.”

Flagship national college for HS2 dissolved and relaunched

The flagship national college for HS2 has been officially closed by ministers after facing insolvency and relaunched as a subsidiary of the University of Birmingham.

The National College for Advanced Transport and Infrastructure (NCATI), which has campuses in Birmingham and Doncaster, announced today that its FE corporation dissolved on 29 April. It has now been reformed as a new institution, part of the University of Birmingham.

The new NCATI will produce professionals to lead Britain’s future rail, transport and infrastructure workforce.

Very Light Rail Rapid Charger Installed at Dudley Test Track and New Battery Charger

Furrer+Frey GB has installed an ‘ultra-rapid’ battery charge station at the Very Light Rail National Innovation Centre in Dudley, where the prototype vehicle for the planned Coventry VLR line is to be tested. The world's first fast charging station for battery trains, developed by Furrer+Frey and Stadtwerke Tübingen, has been successfully tested.

The technical solution "Voltap" offers many advantages for the use of battery trains. Fast charging is possible in an extremely short time. The system is future-proof and can also be used in rural areas with weaker network infrastructure.

Charging takes place without a socket or plug. This means that no manual handling is necessary. This increases the safety and comfort of the staff. Operation, monitoring, maintenance, etc. can be offered from a single source if desired.

The investment costs extend over the term. Since the TÜV accompanied the development phase, a prepared approval is ready.

Bid race for £70m job to restore disused Portishead rail line

Network Rail Infrastructure has started the tender race for a contractor to re-open passenger services between a new Portishead station and Bristol Temple Meads. The Portishead rail branch line will see two new stations at Portishead and at Pill. The project is a key part of the first phase of the MetroWest programme of transport improvements across the region being led by the West of England Combined Authority and North Somerset Council.

The multidisciplinary project will involve 5.5km of new railway along a disused line between Pill and Portishead.

Works comprise detail design, surveys, environmental & ecology, civils, track, highways, buildings, telecoms, M&E and E&P.

It is proposed to use a target cost contract (NR12) for a single design and construct contract.

Network Rail is presently assuming railway control systems works are to be undertaken by other specialist contractors, but may include, subject to funding and consents, to include and award these works within the main build contract.

The reopening of the Portishead to Bristol line is hoped to solve the congestion gridlock faced by thousands of motorists who battle to get in and out of the growing town each day.

Under the procurement timetable expressions of interest are due in by June with four shortlisted firms due to be invited to tender in July. its length – 2.94km – and steep gradient of 1 in 100 over its length.

Work on site started on site in 1836 and, over the course of two years, eight shafts were sunk to evaluate the ground conditions. Tunnel construction on the 7.6m diameter bore started in 1838 with contract George Burge charges with driving 75% of the tunnel from the west and Messer Lewis and Brewer driving the remainder from the Corsham end with additional access from the ventilation shafts.

Progress was slow with groundwater issues as tunnelling passed through the Great Oolite strata and delays at the site prevented the line from London to Bristol opening on time. At peak 4,000 men worked on the tunnelling project but it is reported that alignment driven by the two contractors was only 50mm out when they met.

The tunnel was finally completed in April 1841 – but did the sun shine through the tunnel on 6 April 1841 as a birthday tribute or not? No one knows for sure but maybe the tunnel portals give a clue – the eastern end is formed by plain stonework but the western end is more typical of Brunel’s style with a more classical design featuring ornate balustrades...designed to frame a birthday sunrise, perhaps?

Whatever the answer, 180 years after it first opened, Box Tunnel's engineering has certainly stood the test of time.

The Mystery of Box Tunnel

Brunel’s sister may hold key to 180-year-old Box Tunnel sunrise mystery

At 6.33am on the 9th April – assuming there were clear skies – the sun rose over Corsham in Wiltshire where the eastern portal of Brunel’s Box Tunnel on the Great Western Main Line is located and, according to mathematicians, the angle meant that it shone through to the village of Box at the western portal.

Many suggested that Brunel designed it to do this on his own birthday but that falls on 9 April and it has more recently been suggested that the date is a tribute to his sister Emma Joan, born in 1803, whose birthday was 6 April. The link to Brunel’s sister has only recently been suggested by retired engineer and physicist Peter Maggs who has been puzzling over the date for a number of decades.

But is this phenomenon by design or happy coincidence? 180 years on from the tunnel’s opening in 1841 it is easy to assume it is the latter but the construction was extremely challenging without adding such a tribute to the project plan.

Critics of the project, which was first proposed in the Great Western Railway Act of 1835, called it an “impossible and dangerous engineering project” as a result of

Hants offers support for rail reopening

Hampshire County Council has given “conditional support” to reinstating passenger services over the ‘Waterside line’ railway branch from Totton to Fawley.

The top end of the branch sees occasional use by freight traffic to and from Marchwood Port. Beyond that the line is disused, rail traffic to/from Fawley oil refinery having ceased in 2016.

A strategic outline business case was recently prepared for a passenger service serving stations at Marchwood, Hythe...

Siemens Mobility and University of Birmingham to establish a centre of excellence for rail

Siemens Mobility and the University of Birmingham in the UK have signed a Memorandum of Understanding (MoU) to establish a centre of excellence for rail research and innovation in Goole, East Riding of Yorkshire. As founding partners in UKRRIN (the UK Rail Research and Innovation Network), this latest development is a natural progression for the two partner organisations.

The facility, with an investment of up to £50 million and creating up to 250 direct and supplier jobs, will be built as part of the second phase of an innovation hub known as the Rail Accelerator and Innovations Solutions Hub for Enterprise (RaisE).

It is aimed at accelerating the adoption of technology within the rail industry and will provide practical and virtual training, prototyping labs and focus on industry innovation – including future and advanced technologies, such as robotics and artificial intelligence.

RaisE will also spotlight decarbonisation and alternative traction technologies (such as battery and hydrogen) to drive forward the UK’s net-zero agenda, as well as increasing the reliability and availability of the railway using the latest digital solutions. It incorporates the opportunity for increased skills development by creating a digital systems skills academy, building on Siemens Mobility’s industry-leading expertise and Birmingham’s status as Centre of Excellence in Digital Systems within UKRRIN.

William Wilson, CEO of Siemens Mobility Limited, said: “We are delighted to be working with the University of Birmingham on these exciting plans to take rail innovation in the UK – and beyond – to the next level. This is a development of international significance. It not only delivers on the levelling up agenda, but gives clear signals to the wider industry that the UK is at the forefront of railway innovation, research and development and is open for global collaboration.”

Professor Tim Jones, Provost and Vice-Principal at the University of Birmingham, said: “Signing this MoU further strengthens our partnership with Siemens Mobility and builds upon our world leading railway expertise based out of our new, state-of-the-art Centre of Excellence in Digital Systems and School of Engineering. We are looking forward to further developing our joint plans for this exciting centre in the coming weeks.“

Sambit Banerjee, Managing Director of Rolling Stock and Customer Services for Siemens Mobility Limited, concluded: “This is real and demonstrable progress of plans to turn Goole into the railway hub of the future and make the most of the talent there is in the local area. For us, Goole is about much more than railway manufacturing. It’s about creating an internationally recognised hub of railway excellence, and I’m delighted that the University of Birmingham shares this vision.”

In total, RaisE will occupy a fiveacre site. Construction of the first phase, comprising offices for East Riding Council, Siemens Mobility and The Rail Alliance – part of the Birmingham Centre for Rail Research and Education at the University – with additional space for small and medium enterprise (SME) occupants and collaborative working areas, is due to open in 2022. This latest development – Phase Two – is planned to open a year later in 2023.

In addition to the opportunities created by RaisE, Siemens Mobility’s Goole rail manufacturing plant will create up to 700 direct jobs and an additional 1,700 indirect supply chain opportunities. It is scheduled to open in 2023, with the first trains being manufactured onsite destined for London Underground’s Piccadilly line. The new centre compliments the manufacturing site, with plans to implement live test bed/ living lab concepts to trial innovative new technologies and increase their adoption as quickly as possible.

Campaign to reopen north-south Carmarthen to Bangor rail link launches fundraising drive

Transport for Wales trains currently have to pass through Hereford.

A campaign to re-open a railway between Carmarthen and Bangor and in doing so reestablish a north-south rail link in Wales has launched a fundraising drive. Traws Link Cymru was formed in 2013 with aim of reinstating the railway lines between Aberystwyth and Carmarthen, and Afon Wen and Bangor, both of which were closed to passengers under the 1960s Beeching Cuts. Since then travelling between Carmarthen and Bangor has required a six-hour journey out of Wales and through Hereford, Shrewsbury and Crewe.

Traws Link Cymru are now hoping to raise £5,000 to spend on the campaign to re-open the route. A spokesperson for the campaign said it would “bind the country together to produce a more integrated Wales”.

“Mid- and West Wales are currently some of the most deprived areas of the United Kingdom and, indeed, of Western Europe,” he said. “Yet this region has considerable potential in terms of tourism and agriculture; it has an employment pool that could service a wide range of small and medium-scale industries; it has three university campuses and several linked colleges of further education on seven campuses; it has the National Library of Wales; the Royal Commission for Ancient and Historic Monuments; the headquarters of the S4C television channel; and it has a rich and diverse cultural history. Realising the potential of this region requires, vision, planning and inward investment. But the poor communications network remains a major drawback. The current road system is inadequate for the region’s needs, and while the existing railway links eastwards from Bangor and Aberystwyth, and east and west from Carmarthen, are both well-used, they do little to improve regional connectivity. Traws Link Cymru has argued that new railway lines between Aberystwyth and Carmarthen and Afon Wen and Bangor could provide the stimulus needed to kick-start economic and social regeneration throughout the region. Moreover, a railway line running from Bangor in the north to Carmarthen in the south would not only provide an important transport link between industrial south Wales and the rural north, but it would also bind the country together to produce a more integrated Wales. As such, these new railway lines would have considerable strategic and political significance.”

Trackbed

The feasibility study published by the Welsh Government in 2018 confirmed that reopening the Carmarthen to Aberystwyth part of the route was technically feasible, but could cost as much as £750m. The feasibility study did, however, identify some key challenges to reopening the route that would need to be overcome: • Protecting the environment at Cors Caron bog near Tregaron • The potential flood risk impact of a new bridge over the Towy River, and the fact that significant parts of the route are within areas that can flood • The need to move the Gwili Railway steam train to another location • The need to demolish some houses along the route, as well as the noise impact on some communities

Two years later, Traws Link Cymru carried out their own study and claimed that the cost of reopening the Aberystwyth to Carmarthen railway could be reduced to around £620 million, 20% less than the Wesh Government’s £775m price tag.

The report, entitled A Strategic Rail Corridor for west Wales comes two years after the Welsh Government published their own feasibility study.

It found that 97 per cent of the original trackbed was clear and that reopening was a realistic prospect.

Major section of Chiltern main railway line between Leamington and Banbury secured from landslips

Earth beside the Chiltern main railway line between Leamington and Banbury has been secured from landslips to provide more reliable journeys for passengers.

Network Rail engineers stabilised a slope on the south side of Harbury near Leamington as part of a £9 million investment. The major improvements started in December 2019 and workers left the site on March 5. From start to finish the major earth moving project work took 15 months to carry out. Final sections of landslip repairs near Harbury on Chiltern main line.

The underground conditions in the area have caused problems for the railway ever since it was built in 1852*.

Most recently in 2015, 300,000 tonnes of earth moved on the north side of Harbury tunnel forcing the important passenger and freight railway route between the Midlands and London to close for six weeks.

Emma Gray, scheme project manager at Network Rail, said: “This significant investment to secure

Harbury embankment aerial view.

this part of the Chiltern main line will ensure reliable journeys for passengers between Birmingham and London for many decades to come.

“The ground here, made up of layers of limestone and shale, can be unstable and could potentially cause issues for the railway running through it. This preventative work

(Above Left) Final sections of landslip repairs near Harbury on Chiltern main line (Above Right) Landslip repairs with grass verges growing beside Chiltern main line.

will stop future slips and make it much more secure. “We know Harbury very well after the huge landslip in 2015 and I want to thank the local community for their patience while we carried out this important work to protect the railway.”

Large nails and piles have been dug into the slopes beside the tracks to make them stronger. A new retaining wall has also been built at the bottom of the railway cutting to prevent soil movement. The project has been carried out during the daytime while passenger and freight trains continued to run below, meaning no disruption to services and no overnight work. Eleni Jordan, commercial & customer strategy director for Chiltern Railways, said: “The work that Network Rail have carried out at Harbury will ensure that we can continue to run reliable and punctual services for our customers for many years to come.” For more information on how Network Rail carries out this type of work visit www.networkrail.co.uk/ earthworks-cutting-slopes-andembankments.

Golden Anniversary for reopening of Feniton Station

This week (w/e 21 May) sees an important local anniversary on our railways. It is 50 years since Feniton Station re-opened after being closed in the 1960s Beeching cuts.

Originally opened as Feniton in July 1860, in 1861 the station began its confusing series of renamings, when it became ‘Ottery and Sidmouth Road.’ In February 1868 the name was changed again, to the slightly more explanatory ‘Feniton for Ottery St Mary.’ On July 6th 1874 the branch line to Sidmouth was opened, which lead to the station changing its name again, this time to Sidmouth Junction, the name it would bear for over 90 years.

Services from Sidmouth Junction to Sidmouth served Ottery St Mary and Tipton St John’s as it was then called. At Tipton, a further branch continued to Newton Poppleford, East Budleigh, Budleigh Salterton, Littleham and Exmouth.

The original station building was designed by William Tite, who was also responsible for the former building at Honiton and the remaining structure at Axminster.

Feniton station in the days of steam (Vernon Whitlock)

It was demolished after the branch line to Sidmouth closed in 1967.

The goods yard was closed on 6th September 1965. It is now a small housing estate. The following year saw the withdrawal of local stopping trains on the main line, but Sidmouth Junction remained open until 6th March 1967 when passenger services were withdrawn from the branch lines. However, it was to prove one of the shortest of the Beeching era closures, as the station was re-opened on 5th May 1971 following campaigning by local residents.

The line through Feniton was reduced to single track in June 1967. In 1974, the former level crossing gates were replaced by lifting barriers. The barriers were operated by the station staff until 2012, when control was transferred to the Basingstoke Rail Operations Centre.

The reduction of the line

through Feniton to single track was extremely significant. While recent attempts to reverse Beeching cuts across the country have rightly focused on re-opening stations and lines that were prematurely closed, it is the reduction of huge swathes of the rail network to single track that has had the biggest impact on restricting attempts to improve rail services, as passengers numbers have increased.

NEW TOUCH sensitive maps have been put in at major rail stations to help blind passengers.

Govia Thameslink Railway (GTR), which operates Southern services in Sussex, has spent £700,000 on the maps.

The new “tactile” designs have been unveiled at 33 stations across the network in partnership with the Royal National Institute of Blind People (RNIB).

It includes upgrades at Brighton, Crawley, Three Bridges, Worthing, Goring, Shoreham, and Haywards Heath stations.

It includes work to refurbish stations with bight white and yellow strips to help partially sighted people see the edge of stairs and know when they are at the top of bottom.

Loudspeaker announcements will improve and platforms will have new information displays and help points.

Manufactured by the Royal National Institute of Blind People (RNIB), the raised lines and symbols mean the maps can be used by blind and partially sighted passengers. There are also braille translations of printed information.

New Aids for Travellers with Sight Problems

Brighton gateline supervisor Adrian Davis and the new tactile map

A Second World War pilot who played a vital part in the ‘Great Escape’ from a German prisonerof-war camp will (Friday 7 May) have a train named in his honour by Great Western Railway. Wing Commander Ken Rees, from Wales, was imprisoned in Stalag Luft III and helped to dig the tunnel from which a daring escape was made in March 1944.

Among those present at a trainnaming ceremony at Swansea station will be RAF Air Officer for Wales, Air Commodore Dai Williams, the RAF Queen’s Colour Squadron, and Parliamentary Under-Secretary of State for Wales, David TC Davies.

GWR set out to mark last year’s 75th anniversary of the end of World War Two by naming seven of its Intercity Express Trains after remarkable people involved in the conflict. Highly-decorated spy Odette Hallowes, D-Day veteran Harry Billinge MBE and ‘Cockleshell Hero’ Cpl George Sheard were added to its list of #greatwesterners but the Covid-19 pandemic prevented any further ceremonies from taking place. Now the train operator is fulfilling its pledge to honour four more war heroes and Wing Commander Rees’ name will feature on Intercity Express Train 800310, forming the 1122 service from Swansea to London Paddington following the ceremony.

A pilot with Bomber Command, Ken was shot down over Norway in October 1942 just two weeks after getting married. He was taken to Stalag Luft III, a prisoner camp designed for captured airmen and the scene of the ‘Great Escape’. Ken was a digger on Tunnel ‘Harry’, the longest of all the tunnels and the one used in the escape. In the 1963 film of the famous feat, Steve McQueen’s character is said to be based on Ken due to his antagonistic attitude towards his captors, a result of his brother-inlaw, Sqn Ldr Harold Starr, being shot under his parachute during the Battle of Britain.

Ken, who died in 2014 aged 93, always maintained he had nothing to do with the story that McQueen’s character was loosely based on him. “He is taller than I am, I’m heavier than he is, he’s American and I’m a Welshman – the only things we’ve got in common is that we both annoyed the Germans and ended up doing stretches in the cooler. I didn’t get out and if I did, I wouldn’t have been able to ride a motorbike anyway.”

RAF Air Officer for Wales, Air Commodore Dai Williams, said: “I welcome the opportunity to join GWR to commemorate Wing Commander Ken Rees of Wrexham, RAF Pilot of World War II and part of the ‘Great Escape’. It will be a privilege to acknowledge the service of this remarkable RAF Officer.”

Parliamentary Under-Secretary of State for Wales, David TC Davies MP, said: “It’s only fitting that Wing Commander Ken Rees’ memory is being honoured in this way by Great Western Railway. He was a proud Welshman whose exceptional bravery and painstaking efforts helped 76 men escape from captivity. His heroics have rightly gone down in the annals of history and his significant wartime contribution continues to be remembered.”

GWR Engineering Director, Simon Green, said: “We are honoured to be naming one of our Intercity Express Trains after Wing Commander Ken Rees, who played such a critical role as a member of the digging team in the ‘Great Escape’. We at Great Western Railway have a long history of naming trains after Great Westerners, the past and present heroes from across our network. It is right that we honour some of those heroes of the war effort, remembering the sacrifice, bravery and tenacity that later generations owe so much to.”

Wing Commander Ken Rees

In 2019 Northern Rail announced a £500 million investment in new trains, which the company said would "mark a step-change for rail travel in the north of England." The 100th new CAF train for Northern made its passenger debut on December 9, and the operator is already looking at increasing the size of its newbuild fleet.

Three-car diesel multiple unit 195133 operated six round trips between Manchester Piccadilly and Sheffield via the Hope Valley, with its first train the 0546 eastbound.

Northern Chief Operating Officer Tricia Williams said: “We now have new trains - electric and diesel - operating in Cumbria, Lancashire, Greater Manchester, Cheshire, Merseyside, Derbyshire, West Yorkshire and North Yorkshire, meaning that in most areas, our customers can enjoy travel in modern units with air-conditioning, at-seat power and free WiFi.”

A £500 million deal for 98 trains, later increased to 101, was placed with the Spanish train builder after Arriva took over the Northern franchise in April 2016. This was the largest European order for the manufacturer at the time. Eversholt Rail funded the trains.

While all the 43 Class 331 electric multiple units were built in CAF’s Zaragoza factory in north-east Spain, the 58 Class 195 DMUs were built in Irun (northern Spain) and Newport (Wales).

Williams revealed: “We have been looking at new trains - more Class 331s.

“Ideally, what we are looking for is standardisation. I don’t want lots of different train types. The lack of standardisation surprised me - there are different couplings, door controls, vehicle lengths. This makes it hard for crewing and rostering, but also about how you manage the trains for passengers.”

There is no timescale for the new trains. A CAF source confirmed that a lot of work was ongoing with Northern, including the continued development of a battery EMU that is planned to be tested on the OxenholmeWindermere route.

However, Northern Rail has now had to make the decision to withdraw 24 of its new electric (Class 331) and diesel (Class 195) trains due to a problem discovered with their shock absorbers, designed to prevent swaying in the carriages.

West Yorkshire Combined Authority's Transport Committee will discover what modifications will be required to deal with the fault, which is likely to take "several months."

A spokesperson for Northern said: “A fault has been identified on some of the new fleet of trains built by CAF (Spanish company) and operated by Northern.

“The remaining 78 trains in Northern’s CAF fleet have been fully checked and are operating as normal. "The units still in passenger service will be regularly checked as part of the ongoing engineering process.

“While the root cause of the problem has not yet been fully established, we continue to work closely with CAF to resolve the issue. As part of this work CAF and Northern have developed an interim modification which, once fully tested, will enable the entire fleet to return to customer service. "Work is ongoing to design a permanent modification that can be applied to all CAF trains operated by Northern.”