The Railway Magazine June 2017

NORTH YORKSHIRE MOORS TO RUN CROMER TRAINS

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Passenger debut for Class 88

Railway Writers Pat Ransome-Wallis Foxfield Railway at 50 DIAMOND GEEZERS  FAREWELL TO THE CLASS 20 STORY CHILTERN’S CLASS 121s

NIGHT TRAIN TO GLASGOW

EDITORIAL

Editor: Chris Milner Deputy editor: Gary Boyd-Hope Senior correspondent: Ben Jones Designer: Tim Pipes Picture desk: Paul Fincham and Jonathan Schofield Publisher: Tim Hartley Editorial assistant: Jane Skayman Production editor: Sarah Wilkinson Sub-editor: Nigel Devereux Consultant editor: Nick Pigott 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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This issue was published on June 7, 2017.

The next will be on sale on July 5, 2017.

Be careful what you wish for TRAIN OF THOUGHT W Editor’s

HEN I wrote my comment at the end of March for the April-dated issue, which, by pure coincidence, contained a feature on whether the railways should be renationalised or not, little did we know that a general election was on the cards.

The election will take place the day after this issue hits the bookstalls and the country will soon know what policies are in store for the next five years – and that could include the possibility of renationalising the railways.

As a journalist who has reported during both the BR and Privatised eras for nearly 30 years, under privatisation there have been many success stories with record investment levels that have grown passenger numbers to new highs, so what has actually been achieved is a very long way from failure.

Contrary to what some would have you believe, trains today are not unreliable and dirty, and the level of service is far in excess of what BR offered. Yes, with the benefit of hindsight, Privatisation could have been done better and with greater levels of competition and there are still further steps to take, certainly to reduce overcrowding, for example.

It’s no secret that Labour has said if the party wins the election, then renationalisation will be on the cards.

However, it’s easy to state intent, but the execution of such a plan could be as complex as ongoing Brexit negotiations!

All of the current franchises are due to come to a natural end between October this year and March 2030, and could revert to state control as they expire.

Playing devil’s advocate for a moment and assuming renationalisation did take place, what happens if, at the next election, (which will be no later than 2022), the pendulum swings back to the Conservatives who inherit a part private/part nationalised railway system? It could result in a right mess.

Comment

The prospect of renationalising raises many unanswered questions, such as whether the rolling stock, (which is owned by a number of leasing companies and finance houses and costed over a 30year asset life) will be bought outright by a Labour government, or would it be a merely selective or partial nationalisation with stock still leased?

With Network Rail already under Government control and the Department for Transport having a major say in how each franchise is run, it is virtually nationalised anyway, so it is questionable where any benefits will come from a fully nationalised railway.

If, for example, rail fares are frozen – or even cut as has been hinted at – will staff salaries be frozen too?

What is not being said is how much a full renationalisation of the railway would cost. There won’t be many who would accurately know the cost, but the value of the 5,500 vehicles on order published in the May issue is around £12bn, so extrapolate that and rail renationalisation could easily cost upwards of £40bn to £50bn, maybe more. And to achieve what? (see Lord Berkeley page 12).

Surely that kind of money would be more wisely invested in our NHS, schools and social care systems, all of which are desperately underfunded and in crisis.

What we don’t want is a halfway house that could create even bigger problems years down the line, but should renationalisation take place, at least when things go wrong we’ll know who to blame. The politicians!

Not having your cake – nor eating it DINING on trains, whether it be breakfast, lunch or dinner, has always been a special experience. With more focus on operator profits, it’s a tradition that seems to be falling out of fashion. While some long-distance operators still provide a reasonable meal service albeit in first class, Chiltern Railways is the latest to axe ontrain catering, following the lead of others who have – over the years – diluted and cheapened their offerings to nothing more than a paltry ‘snack box’ or what a colleague described as ‘microwaved mush’.

Genuine train catering – other than on charter trains with proper kitchen cars manned by a chef – almost seems have become an inconvenience in today’s instant and fast-food age.

Suggested reasons for the change are that more passengers are buying food from station outlets. While that may be true at large or busy stations where there is plenty of choice at a price, could the reason for the decline be that passengers resent paying £2.30 for an

CREDIT: JACK BOSKETT

The

awful cup of instant coffee and £3 or more for a limited selection of sandwiches served from a picnic box on a trolley that operates for part of the train’s whole journey?

While I accept that facilities at smaller intermediate stations aren’t going be like Arkwright’s shop and open all hours, I can name several busy commuter stations where by 19.00 on a weekday, the shop and any catering outlet has closed, so if you are hungry and thirsty, it’s tough luck.

Strange how cuts in catering come at a time of record numbers of both trains and passengers.

Railway heritage under threat ON page 78 is concerning news that the Coventry Electric Railway Museum could become a victim of the demand for new cars.

Jaguar Land Rover (JLR) is part of the huge Tata Motors empire and plans to build electric and hybrid vehicles, with a new powertrain plant being part of a £500m project that needs the museum’s land.

The plan could lead to the forcible scrapping of some unique rolling stock. As a former JLR employee and someone championing railway

preservation, it’s not unacceptable that individual owners or indeed the museum, which is a registered charity, might have to pay the cost to move their vehicles in order to benefit a car manufacturer that made a pre-tax profit of £1.56bn in 2016.

To move the 30 or so vehicles would cost around £250,000; not a lot in the scale of a £500m project. Scrapping vehicles should be avoided at all costs.

CHRIS MILNER, Editor

June 2017 • The Railway Magazine • 3

Contents

June 2017. No. 1,395. Vol 163. A journal of record since 1897.

Headline News

On The Cover

Next stop Amsterdam: Eurostar’s Class 374 ‘Velaro’ EMUs are now working on the Brussels route and two services per day will be extended to Rotterdam and Amsterdam from December.

COVER: Bringing back strong memories of the 1970s, BR blue D9009 Alycidon roars out of Welwyn North tunnel heading for King’s Cross with the ‘Hull & Leeds Executive’ railtour on May 6. ALISDAIR

BEN JONES

First generation railcar era ends as Chiltern ‘Bubblecars’ retire, armed police on UK trains after Manchester attack, work starts on East Coast IEP fleet, Alstom offers new EMU for UK market, Eurostar extends e320 operation to Brussels – and Amsterdam from December.

ANDERSON

INSET 1: Celebrating 50 years of industrial magic at the Foxfield Railway.

INSET 2: English Electric Type 1s reach their 60th anniversary.

INSET 3: Farewell to Chiltern’s Class 121 ‘Bubblecars’.

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

Two ‘Merchant Navies’ return as British India Line and Clan Line make main line tests on the same day, NYMR to run Cromer dining trains, Andy Munro steps down as Great Central CEO, War Department engines for North Norfolk gala.

72 Industrial Steam 74 Steam Portfolio 76 Irish News 78 Classic Traction 82 Metro 83 Heritage Trams 84 Freight 86 World 88 Railtours 92 Traction & Stock Four more Class 68s arrive, first Greater Anglia ‘FLIRTs’ due for completion in spring 2018, more Class 321s bound for ScotRail, Class 31 reduced to a single main line example

95 Stock Update 97 Traction Portfolio

Two rebuilt ’Merchant Navy’ 4-6-2s returned to the main line in May, with West Coast Railway Co.’s British India Line making its first runs since 1964. ANDREW DENNISON

98 Network Crossrail construction work passes 85% mark, Abbey Wood interchange unveiled, user groups call for improvements to Stranraer line and in North Wales, new station on MML at Brent Cross?

100 Narrow Gauge 103 Operations News from the train- and freight-operating companies.

Regulars 28 Subscription Offer

With Lord Berkeley.

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58 Readers’ Platform 60 Panorama Our monthly gallery of the best railway photography.

64 From The RM Archives Find out what The RM was reporting 20, 50 and 100 years ago.

108 Heritage Diary Details of when heritage railways and centres are open.

112 Meetings High tide at Golant: DB Cargo No. 66175 trundles over the famous causeway on the Lostwithiel-Fowey branch with a loaded china clay train on April 26. RON WESTWATER

JOHN COOPERSMITH

The Railway Magazine’s audited circulation of 37,250 copies per month makes it by far the

12 Multiple Aspects 12 Railways in Parliament

The RailwayTouring Company's tenth annual‘Great Britain’landcruise was blessed with some wonderful spring weather during its nine-day, steamhauled journey around Britain. As usual, a major part of the itinerary was focused on Scotland’s most scenic railways, including the Dingwall-Kyle of Lochalsh route. On May 1, Peppercorn ‘K1’2-6-0 No. 62005 skirts Loch Carron near Duncraig, heading for the famous west coast harbour terminus.

Railway society meetings near you – all the details.

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Features

14 Midnight Train to Glasgow

32 Diamond Geezers

44 Five Decades of Foxfield Railway

‘Practice & Performance’gets a rare look behind the scenes of Serco’s‘Caledonian Sleeper’operation and assesses the performance of the GBRf Class 92s which haul these 16-coach overnight trains.

Few could have envisaged in 1957 that the English Electric ‘Type A’ diesels would still be earning a living 60 years later. Pip Dunn looks back at their varied career.

Gary Boyd-Hope celebrates 50 years of the Staffordshire railway, and explains how the railway is staying true to its industrial roots.

22 Railway Writers: Dr Patrick Ransome-Wallis

51 RDG Rail Fares Trial

Robert Humm considers the life and career of one of the most prolific railway writers and photographers of the 20th century.

40 Panorama Special:‘Great Britain X’

ORCHESTRATED MANOEUVRES IN THE DARK: Up front with Caledonian Sleeper – p14

RAILWAY DOCTOR: The fascinating life of Pat Ransome-Wallis – p22

A selection of superb images from the Railway Touring Company’s tenth annual steam landcruise.

Rail fares are widely seen as too complicated and too expensive. Steven Knight attempts to get some answers about new trials to reduce the complexities of the current ticketing system.

INDUSTRIAL LIGHT & MAGIC: 50 years at Foxfield – p44

June 2017 • The Railway Magazine • 5

HeadlineNews

Party manifesto pledges highlight major differences on future of UK rail

By Ben Jones

BRITAIN’S main political parties are offering voters very different visions for the rail industry in their manifestos for the general election on June 8. However, despite its importance to the daily lives of millions of voters, transport comes well down the list of priorities for most parties.

The Labour party has reaffirmed its commitment to return passenger operators to government control as their franchises expire. The manifesto gives no indication of what would happen to the rolling stock owning companies (ROSCOs) or private freight operators, or what relationship a revived ‘British Rail’ would have with the Department for Transport.

However, a YouGov opinion poll in May showed that 60% of UK citizens support renationalisation of the railways, while only 17% actively oppose it.

Expansion plans

A £250-billion National Transformation Fund would be created by a Labour government to finance public infrastructure improvements, including the completion of HS2 Phases 1 and 2 and onward extension to Scotland, the go-ahead for Crossrail 2, the Brighton Main Line 2 project (a recent DfT study of which concluded that there was ‘no strategic case’ for it to proceed) and ‘Crossrail of the North’, otherwise known as HS3. Other rail projects promised include

the completion of the ‘Science Vale’ transport corridor from Oxford to Cambridge via Milton Keynes (also known as EastWest Rail), and the delivery of electrification and expansion plans across the country, including Wales and the southwest of England.

The Conservatives reiterate their support for HS2 and HS3 across the north of England, supporting the ‘Northern Powerhouse’, but do not specifically mention Crossrail 2, raising fears in London that the £31-billion project could be shelved if the party wins on June 8. However, the party is committed to creating more capacity on the UK’s railways, reducing overcrowding, building new lines and stations and improving existing routes,

for both passengers and freight, as well as attracting private investment for new infrastructure projects such as East-West Rail. Without giving any specific examples, the manifesto also promises increased train services on main lines and commuter routes, plus new services to new housing projects and destinations that are currently poorly served. The party also points to a £40-billion programme of improvements to road and rail networks currently being delivered.

The Liberal Democrats are also promising major investment in new infrastructure, including a commitment to HS2, Crossrail 2 and further electrification of the existing rail network. The party supports the ‘Northern Powerhouse’ and ‘Midlands

Eurostar e320 to Brussels – and Amsterdam from December

By Ben Jones

EUROSTAR e320 high-speed trains started operation on the LondonBrussels route on May 28. The Siemens-built EMUs are replacing Class 373 sets on UK-Belgium services, and will allow Eurostar to introduce a twice-daily service to Rotterdam and Amsterdam from December.

The first public working of an e320 set to Brussels took place on May 23, when Nos. 374025/026 worked the 08.04 St Pancras International-Brussels Midi. The new trains offer more seats – 894 per train compared with 792 – more comfort, free WiFi, plug and USB charging sockets, wider seats and more legroom than existing trains, and offer features such as free streaming of TV and films from an onboard infotainment server.

'Soft launch'

The United Kingdom Independence Party (UKIP) remains staunchly anti-HS2, but is also critical of underfunding of the existing network and of spiraling ticket prices. However, it does not offer any solutions for these issues in its manifesto and most of its policies are aimed at road users.

The Green Party is also opposed to HS2, but supports the renationalisation of the railways and is promising an immediate 10% reduction in train fares.

BEN JONES

of some of its GEC-Alsthom/BN Class 373s, now known as e300, dating from the mid-1990s.

The company had originally planned to use the e320s to expand the range of destinations it served, but the challenge of agreeing border controls, passport

checks and security procedures in recent years has forced it to rethink the policy and focus on replacing the trains on its core routes.

Equipment

The e320s are capable of operating on 25kV AC, 3kV DC

Maidenhead electric services begin ELECTRIC services between Maidenhead and London Paddington commenced on May 22 using a pair of Class 387/1 EMUs. As well as replacing DMUs on commuter services, the Class 387s will provide more peak capacity between Maidenhead and London Paddington, offering a better spread of seats where they are most needed.

A further six four-car units will enter traffic in July, and allowing the Marlow to Maidenhead branch to now become a self-contained shuttle.

Existing DMUs will be cascaded to the Bristol area, initially for use on the Severn Beach branch.

Underfunding

New Eurostar e320 set Nos. 374025/26 alongside one of the original Class 373 sets at Brussels Midi on May 23. The e320 sets will run through to Amsterdam from December.

Homologation of the trains for use over the HSL Zuid high-speed line in the Netherlands is reported to be on schedule and trains should receive permission to work through to Amsterdam soon.

By December, Eurostar and its Dutch and Belgian partners should also have completed work on passport control and passenger lounges to serve passengers at Rotterdam Centraal and Amsterdam Centraal.

December will see a ‘soft launch’ of the new service with trains departing at 08.00 and 17.00 from each end, followed by a full roll-out of the new service in spring 2018.

Eurostar has 17 e320 sets in traffic or on order and set Nos. 4021-34 are being delivered now, allowing Eurostar to dispose

Engine’ initiatives and promises to invest in infrastructure projects to support the development of the economy in the Midlands and the north of England.

and 1.5kV DC supply in Belgium and the Netherlands, plus 15kV AC in Germany, and have the necessary European Train Control System (ETCS) signalling equipment for operation over Belgian and Dutch high-speed lines.

Siemens is cutting 300 rail jobs

GWR Class 387/1 unit Nos. 387132 is seen leading 387133 out of Maidenhead while working the 2P32 the 09.10 to London Paddington on May 22. JAMES BUSHNELL

6 • The Railway Magazine • June 2017

SIEMENS is cutting nearly 1700 jobs in Germany over the next few years, including 300 immediately at its Krefeld plant near Dusseldorf, which is currently building Thameslink Class 700s and South West Trains Class 707s.

Siemens Mobility reported a 39% increase in profit to €213m (£183.5m) for its second quarter of 2017 on revenue of €2bn (£1.72bn), however, its Mainline Transport (MLT) and Urban Transport (UT) business units are said to be struggling from increasing competition from China, rising costs and the delay or cancellation of many public infrastructure projects owing to lack of finance.

Siemens is refusing to comment on persistent rumours that it is in negotiations with Canada’s Bombardier over the merger of their rail businesses.

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

Armed police patrol trains following Manchester terror attack ARMED police have started to travel on intercity train services following the terrorist attack in Manchester Arena on May 22 that killed 22 people.

The incident led to Manchester Victoria station, linked to the arena complex, being closed immediately as the area was cordoned off, it didn’t reopen until seven days’ later.

Structural damage

It has emerged that the station suffered structural damage in the blast, and it remained closed primarily to allow a thorough forensic examination of the area. Until the completion of forensic work assessment of the damage or repairs needed could not begin.

The closure led to considerable disruption, with trains to and from Manchester Victoria being terminated

or started at Rochdale or A British Transport Police Stalybridge with passengers firearms team patrol a Virgin put on buses to the city centre.

‘Pendolino’ on its way to Other services were cancelled, Birmingham New Street. It diverted to Piccadilly or started is the first time armed police and terminated at Manchester have been deployed on UK Oxford Road. Manchester passenger trains. Police are Metrolink services were also maintaining a visible presence terminating short of the at major stations. PA IMAGES city centre, with passengers transferring to buses. threat to the transport network, In addition to placing armed but it believes that their police on trains, the visible presence will ‘disrupt and deter presence of police patrolling criminal activity’. Passengers major railway stations, as have been asked to be vigilant well as officers with sniffer at all times, and report dogs – which has been anything suspicious, however commonplace for some time – insignificant it might seem. has been stepped up to reassure passengers.

Highly visible London Underground has BTP chief constable, Paul been patrolled by armed British Crowther, said: “Our force has Transport Police officers since radically increased the presence last December. of our officers nationwide. By BTP has said there is no having firearms officers onboard specific intelligence relating to a trains we’re ensuring that they

remain as safe as possible for passengers.

“Our patrols will be highly visible and passengers should feel comforted by their presence.

Please do speak to them if you have any concerns at all.”

In just five days after the attack, donations to a fund set

GWR Class 802 series production under way in Italy

By Keith Fender

HITACHI took members of the media and stakeholders as well as customers, GWR and Eversholt, to see progress made on manufacturing the new Class 802 West of England trains in late May. The bi-mode trains are being built in Italy by Hitachi Rail Italy, which is the new name for Ansaldo Breda, the company Hitachi bought in 2015. In total 22 five-car and 14 nine-car Class 802s are on order for GWR. Hitachi is building the 33 series Class 802 trains at the Pistoia factory in Italy using prefabricated car body parts made in Hitachi’s Japanese factory in Kasado. The bogies are being made by the Hitachi Italy plant in Naples. The first two Italian-built 802s are now being fitted out. Train 4 in the overall programme (will be 802003) utilises body shells delivered complete from Japan while train 5 (802004) is the first to use body shells welded together at Pistoia. Modern laser-guided robot welding is used for the process. Hitachi expects series production to be 45 days per five-car train although the first trains will take

New GM for East Lancs Railway TRACEY Parkinson has joined the East Lancashire Railway as its new general manager, taking over from Andy Morris who spent seven years in the role until stepping down earlier this year.

Ms Parkinson joins the Burybased managerial team from the Talyllyn Railway, where she served as general manager for just over a year. Previous experience includes marketing officer at the North Yorkshire Moors Railway, train services manager at the National Railway Museum as well as other roles with the Railway Touring Company and Hull Trains.

longer; the five-car trains will all be built before the nine-car ones.

The plan is to form and test the first Italian-built train (802003) between July and September in Pistoia with delivery to the UK by rail by December.

Capacity

The remaining 32 sets to be built in Italy are due for delivery by December 2018 and GWR intends to introduce them between January and March 2019, with planned HST operation of West of England services ending in the second week of March 2019.

GWR plans to operate the new trains as nine- or 10-car (two 802/0s) with a portion working for some services west of Plymouth. The contract was awarded to Hitachi’s Italian business as the company’s Newton Aycliffe plant is already operating at capacity and could not meet the delivery timescales required.

The Class 802 trains are technically very similar to the IEP trains on order featuring the same design of seats, kitchens and most components. Key

The driving car of GWR Class 802 set No. 802003 (train 4) on the production line at Hitachi Italy, Pistoia, on May 23. KEITH FENDER

technical differences to the earlier Class 800/801 trains include: different engine management software enabling higher power output from the same MTU diesel power packs, larger fuel and urea (emission control) tanks, and newly designed more powerful dynamic braking equipment specifically designed with a raised mounting above the roof to cope with the problems of sea-water ingress as often found on the Dawlish section of the line.

Commissioning

The first three pre-series Class 802 trains (trains 1 to 3; five-car 802 001/002 and nine-car 802 101) were made at Hitachi’s Kasado factory in Japan and 802 001/002 are now in transit by different ships from Kobe to Southampton.

These two five-car trains, when they arrive in June, will be moved by road to Doncaster for commissioning and approval testing. The first nine-car Class 802, No. 802 101, will follow in July.

RPSI’s Merlin spreads its wings GREAT Northern Railway (Ireland) ‘V’ class 4-4-0 Compound No. 85 Merlin will have broken new ground by the time this issue goes on sale, having had its route availability increased by Iarnród Éireann-Irish Rail.

Merlin has been in Dublin since its failure with a hot box on the Railway Preservation Society of Ireland’s ‘Shannon & Suir’ railtour (see Irish News, page 76), and the society’s Dublin operations team has undertaken repairs.

With regular Dublin engine, NCC ‘WT’ 2-6-4T No. 4, is at Whitehead having stepped in for No. 85 to return the stock to Northern

Ireland, permission was sought to use Merlin on a number of RPSI tours during later May and early June.

Axle loading

When it first returned to service in the care of the RPSI in 1985/86, the 21-ton axle loading of No. 85 meant it was restricted to the Dublin-Belfast, Dublin-Cork and Mallow-Tralee lines, later increased to include LimerickLimerick Junction.

The recent decision by IÉ-IR has cleared Merlin for the line linking Howth Junction with Howth, Dublin-Maynooth as well as

beneath the DART wires south of Dublin to Dun Laoghaire. As such the loco was scheduled to work the special ‘Howth 170’ shuttles with ‘K’ class Mogul No. 461 on May 28, marking 170 years of the arrival of the railway into the coastal town.

Unfortunately the bearing problem that afflicted No. 85 on May 4 reared its head again during its outward run to Howth, and the loco played no further part in the shuttles.

It is hoped that Merlin will be fit to haul the ‘Midland Compound’ on June 3, taking the 4-4-0 out from Dublin to Maynooth.

up by the Manchester Evening News, which was merged with an appeal by Manchester City Council, to help the families of those affected had passed the £4m mark, including a £1m joint donation by Manchester City and Manchester United football clubs.

Concerns over ‘sleeping’ tram driver video A CROYDON tram driver has been suspended after allegedly being filmed asleep in the cab of a tram.

The footage was aired on social media.

The incident comes six months after seven passengers were killed and 50 injured when a tram took a bend at more than three times the permitted speed.

In the footage, the driver appeared to be asleep for around two minutes before being woken by passengers as the tram waited at traffic lights. Many concerned passengers decided to get off at the next stop.

London Mayor, Sadiq Khan, has demanded urgent answers from FirstGroup, which runs the tram concession. He said: “I am absolutely furious about this incident and I’m sure all Londoners will be as shocked as I am.”

TfL has previously told First to take action to combat driver fatigue. The video has been shared with the ORR as well the RAIB which are still investigating last November’s accident.

Competition Authority to investigate First franchise win AN inquiry into the award of the South Western rail franchise to FirstGroup plc and MTR Corporation has been launched by the Competition and Markets Authority (CMA).

The CMA held a two-week comment period that ended on May 19, concerned over the lessening of competition for passengers travelling to the South West from London Waterloo. First also operates GWR services to the South West from Paddington. A decision is expected on July 13.

June 2017 • The Railway Magazine • 7

HeadlineNews Chiltern Class 121 No. 121024 approaches Marsh Lane crossing south of Stoke Mandeville on May 17, with the 18.04 Princes Risborough to Aylesbury train.

JOHN WADDINGTON

First Generation DMU era ends as Chiltern ‘Bubblecars’ head for retirement

By Ben Jones

MORE than 60 years after the first BR diesel railcars were introduced, the final vehicles in regular passenger service have been retired.

Chiltern Railways withdrew its two 1960-built Class 121 ‘Bubblecars’ on May 19, marking the occasion with a special event on the Aylesbury-Princes Risborough branch where they have worked since 2003. The withdrawal of the Pressed Steel ‘121s’ also marks the end of vacuum-braked passenger vehicles in regular service, more than 50 years after BR started the changeover to air brakes.

Chiltern blue No. 55020

(121020) and BR green No. W55034 (121034) were paired for the final workings, which drew enthusiasts from all over the country, keen to experience these 57-year-old slam-door suburban railcars on the main line for the final time.

The two railcars worked all day on the branch, rather than just their usual morning and evening peak hour diagram, with trains running ‘full and standing’ all day.

Former GWR 150 chocolate and cream-liveried No. 55020 had been out of service for some time, leaving No. W55034 to work alone during the final weeks, but was repaired in time to work on the last day.

Chiltern Railways’ managing director Dave Penney told The RM on May 19 that “at least eight bids have been received for the two vehicles”. Their new owners will be chosen in July once all the bids have been assessed.

Chiltern acquired No. 55020 from Network Rail in 2003, and extensively refurbished and modernised it to work the Aylesbury-Princes Risborough branch, releasing a Class 165 DMU to strengthen services elsewhere.

The railcar received central door locking (CDL) equipment to bring it into line with modern regulations for slamdoor stock, as well as electronic

Hitachi starts work on East Coast IEP fleet ASSEMBLY work is underway on the first Intercity Express Programme (IEP) vehicles for Virgin Trains East Coast.

Hitachi’s Kasado plant in Japan is building the aluminium bodyshells, which will be shipped to the UK for fitting out at Hitachi Rail Europe’s assembly facility in Newton Aycliffe; UK build work on the Virgin ‘Azuma’ trains will begin this summer.

The fleet of 65 trains will replace InterCity 125 diesel and IC225 electric sets and provide an extra 12,200 seats, as well as direct routes to new destinations such as Middlesbrough and a big

increase in through services from London to Bradford, Harrogate and Lincoln.

David Horne, managing director of Virgin Trains East Coast, said: “We are very excited to be moving closer to the day when our fantastic new train comes into service. The arrival of ‘Azuma’ in 2018 will mark another milestone on our journey towards totally transforming travel for our customers.”

Karen Boswell, managing director of Hitachi Rail Europe, said: “The ‘Azuma’ fleet will be a combination of Japanese design and British manufacturing. The trains are

8 • The Railway Magazine • June 2017

built using Japanese bullet train technology, world famous for its quality and reliability. We are proud that our Newton Aycliffe team, based a short distance from the East Coast main line, will work on pioneering trains used by millions of passengers.”

Virgin Trains has signed a two-year shirt sponsorship deal with Doncaster Rovers Football Club, which recently won promotion to the third tier of English football. With 55 trains a day to and from Doncaster to London, Virgin Trains plays an important role in supporting the local community and connecting fans, players and businesses together.

destination displays recovered from a Class 165 and a unique blue and silver livery. This work allowed it to work beyond the November 2005 deadline for the withdrawal of unmodified Mk1 stock.

It was joined in 2011 by No. W55034, obtained from Birmingham Railway Museum and subsequently modified for a return to main line duty. In this case the refurbishment was less extensive, although the mandatory CDL equipment was installed.

A third modernised Class 121, No. 55032, was acquired from Arriva Trains Wales in 2013 but sold on to the Wensleydale Railway in 2015. ATW used the

railcar on Cardiff Bay shuttle trains between 2006 and 2013.

Until 2016 Chiltern’s Aylesbury depot was also home to No. 55022, owned by Network Rail and numbered No. 960014 (977873) on route learning, Sandite and video survey duties.

The Class 121s, and their Gloucester RCW-built sisters of Class 122, have proved extremely popular with preservationists and many survive at various locations around the country.

Of the 16 Class 121 cars built, 12 are still extant (Nos. 55020/022-025/027-029/031034) along with eight of the 20 ‘122s’ dating from 1958.

International computer virus hits railways across Europe

By Keith Fender

THE malware attack by computer hackers using ransomware known as WannaCry, which brought chaos to many parts of the NHS last month, also infected computers across the globe, with railway operators in Germany and Russia affected.

German national operator DB had to shut down its computer based station information systems at many locations as the ransomware had infected the PCs used to

operate the system.

At major stations such as Frankfurt am Main Hbf and Chemnitz Hbf, staff had to resort to using chalkboards to show where trains would depart from. DB is at least lucky that it has printed departure sheets at all stations which show platform details, unlike the equivalent ones used in some other countries.

In Russia, state rail operator RZD reported several problems caused by the ransomware, which also targeted government agencies in Russia.

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

Arriving at Princes Risborough on May 10 is No. 121034, working empty from Aylesbury to form 2A46, the 17.00 back to Aylesbury. CHRIS MILNER

No. 121034 and 121020 worked together on some of the final day’s workings to cater for the influx of passengers. The pair are seen near Princes Risborough.

DAVID BOWKER

A mix of front ends at Aylesbury on the last day of operation, May 19. BEN JONES

‘Bubble’ No. 121034 restarts train 2A50, the 18.06 Princes Risborough to Aylesbury from an unscheduled call at Little Kimble on May 10, with the unlikely destination of Chester showing. Destinations were changed for each working in the last weeks of operation. CHRIS MILNER

Scheduled steam services set to return to Polish main line

By Keith Fender

REGULAR scheduled steamoperated passenger trains returned to the main line in Poland on May 15 after a three-year gap.

Services now operate six days a week – with no scheduled steam services on Sunday – although the working steam locos at Wolsztyn often operate special charter services at weekends.

Currently, two locomotives are available, both dating from the early 1950s; 2-6-2 No. Ol49-59 and 2-8-2 No. Pt47-65.

On weekdays, two round trips operate from Wolsztyn to Leszno (06.25 /14.55 from Wolsztyn and 07.50 /17.05 from Leszno).

On Saturdays the steam services operate between Wolsztyn and the major city of Poznań (on the Berlin to Warsaw mainline); 05.48 /15.50 from Wolsztyn and 09.05/19.05 from Poznań.

From mid-July to mid-August services will be from Wolsztyn, north to Zbąszynek, instead of to Leszno or Poznań because of track work. Three train pairs depart from Wolsztyn at 06.24/11.28 and 15.35, Monday to Saturday.

Steam operation at Wolsztyn had survived the end of steam in Poland in the early 1990s, and thanks to the efforts of The Wolsztyn Experience company steam operation remained in place for many years with national freight

operator PKP Cargo running the shed at Wolsztyn.

Regional governments in Poland are now responsible for local rail services and the Wielkopolska (Greater Poland) region had bought new DMUs; this plus the privatisation of PKP Cargo at one point seemed to threaten the future of steam operations – especially after they ceased in 2014.

Thanks to the efforts of people in the regional government, PKP Cargo and The Wolsztyn Experience an agreement was reached in June 2016 to transfer the steam operation to a new heritage foundation funded by PKP Cargo and the regional government.

One of the two locos now in use from Wolsztyn PKP 2-6-2 No. Ol49-59 at Trzebież Szczecinński, north of Szczecin, with a charter train on August 3, 2013. KEITH FENDER

June 2017 • The Railway Magazine • 9

HeadlineNews SIDELINES Trespass warning for Harry Potter fans BRITISH Transport Police has issued a warning to Harry Potter fans not to trespass on Glenfinnan Viaduct after number of recent incidents that have seen a 16% rise in trespass in Scotland. BTP has asked ‘muggles’ (a nonmagical person) to stay away.

Network Rail has enhanced the fencing as a deterrent.

BTP Sgt Kevin Lawrence said: “Alarmingly, visitors often get off the train at Glenfinnan and walk back along the line to take photographs. This is extremely dangerous.”

Highland main line enhancement study plan WSP Parsons Brinckerhoff has been commissioned by Transport Scotland to create a business case for shortened passenger journey times and enhanced freight capacity on the Highland Main Line. The £250m scheme would lead to some Inverness-Edinburgh journey times being cut by 33 mins by 2025.

Man loses arm in station accident INVESTIGATIONS are continuing into how a 17-year old youth lost his arm after apparently falling between a train and the platform at Droitwich Spa on May 12. The train involved was the 18.48 Hereford to Birmingham New Street. London Midland and RAIB are carrying out an inquiry.

Extra trains for Champions League final GWR provided 21 HST services at the end of the Champions League final in Cardiff on June 3. The extra trains were aimed at avoiding a repeat of problems in 2015 after the Ireland v Canada Rugby World Cup game when passengers queued for four hours for trains.

More Crossrail services planned MTR, which holds the concession for the Crossrail operation, has confirmed that it is in discussions with Transport for London to operate a more intensive service in the off-peak period than planned. London Liverpool Street to Shenfield services were due to begin by the end of May.

Global rail giants line up to win £2.5bn HS2 train contract

the UK loading gauge to allow operation north of Birmingham TRAIN builders from all over the over conventional routes. world are lining up their bids to Hitachi’s offering is the AT400 win the lucrative High Speed 2 ‘British Bullet Train’, based on train contract. its successful Japanese highThought to be worth £2.5 speed trains. The company billion, the deal for up to 60 has taken design cues from high-speed, classic-compatible the record-breaking LNER EMUs will be awarded after A4 No. 4468 Mallard for the the winner of the new West proposed interior design of the Coast Partnership franchise train, using Garter Blue as a is confirmed in late-2018. key colour and styling inspired However, the major global train by the 1930s streamliner builders are already promoting era. However, the concept their high-speed credentials and also includes state-of-the-art unveiling proposed UK versions technology such as electrically of existing designs aimed at the powered overhead luggage HS2 contract. lockers, holographic projection displays and ‘smart’ windows New designs capable of reducing glare and Many of the proposed designs brightness without traditional were on show at the Railtex blinds. trade show in Birmingham Spanish supplier Talgo on May 9-11, including new unveiled the ‘Avril UK’, a British designs from Talgo of Spain, loading gauge version of its Hitachi Rail Europe and Alstom. wide-body ‘Avril’ high-speed Bombardier was missing from train, which has recently the event as it seeks to sell its been chosen by Spanish state rail division, possibly to Siemens. operator RENFE for its next Until more detailed generation of high-speed trains. information about the Unlike the 5ft 6in gauge trains, specification is released by which will have high-density the Department for Transport 3+2 seating in Standard Class, (DfT), the concepts on show the UK trains will feature 2+2 are necessarily vague and seating and an unusual axle manufacturers are keen to arrangement for the trailer emphasise the flexibility cars, employing two of Talgo’s and modular nature of their patented single axles per car. concepts.

The 200m-long sets will seat up Alstom presented its ‘Avelia’ to 528 passengers and promise family of EMUs, based on its a 20% reduction in acquisition extensive experience with costs, 25% lower maintenance French TGV/AGV and Italian costs and 25% lower energy ‘Pendolino’ trains, as a possible consumption than competing contender for HS2. Various products. options with end power cars or distributed traction motors Experience are possible, as well as tilting Siemens did not have a trailer cars, double-deck specific UK high-speed train on ‘Duplex’ intermediate trailers show, but was keen to promote for passenger or freight traffic. its experience in various However, the first batch of HS2 countries with the ‘Velaro’ trains will need to be built to family of EMUs, which includes

By Ben Jones

Talgo has unveiled a UK loading gauge version of the 'Avril' train recently ordered by RENFE for Spanish high-speed lines. TALGO

A mock-up of CRRC's 350kph 'China Standard EMU' for high-speed operations. BEN JONES

Eurostar’s e320 (Class 374) sets.

It is also consulting various passenger and user groups in the UK to assess what people will expect from the new HS2 trains.

Also in attendance was

China’s CRRC, which had a very wide range of train designs on display, including the 350kph ‘China Standard EMU’, based on experience gained with trains and technology imported from Japan and Europe.

Alstom unveils new EMU concept for UK

FRENCH train-builder Alstom is re-entering the UK market with a new EMU platform aimed at the interurban and inter-city market.

Originally developed to support FirstGroup’s bid for the Greater Anglia franchise (won

by Abellio with new Stadler trains), the ‘New EMU for the UK’ Like us facebook.com/ concept is designed to be very flexible with a modular design TheRailwayMagazine consisting of between four and Follow us 11 cars. The train was unveiled @railwaymagazine at the Railtex trade show on May 9 with an eye on the forthcoming East Midlands and West Coast Partnership franchise competitions.

The car bodies will be constructed from welded extruded aluminium shells and use inside frame bogies to save weight, as seen on the Siemens ‘Desiro City’ Class 700/707 EMUs and Bombardier Class 220/222 DEMUs. Maximum speeds can

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Hitachi Rail Europe's pitch for the lucrative HS2 trains contract is the AT400. BEN JONES

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10 • The Railway Magazine • June 2017

Alstom's modular 'New EMU for the UK' concept is aimed at interurban and inter-city markets.

be specified at 90, 100, 125 or even 140mph (225km/h) by the customer. Alstom is using a five-car unit as its reference train, with capacity for up to 500 passengers, and two sets of double-leaf doors per car.

Features will include ‘smart

lighting’ to show passengers where space is available on the train before they board.

The new platform will be a pure EMU – Alstom has no plans to develop a bi-mode option and instead is focusing on developing hydrogen fuel-cell technology,

which is now being tested on the iLINT two-car multiple unit in Germany.

Alstom confirmed that a UK manufacturing base could be used to build the trains if future orders justified the investment.

The company’s new technology centre in Widnes, being built initially for the Class 390 Virgin ‘Pendolino’ mid-life overhaul programme, has scope for expansion if necessary.

Despite being an active participant in the late-1990s and early-2000s, Alstom has been largely absent from the UK train market for the last decade, with the most recent deliveries being 106 additional ‘Pendolino’ vehicles for Virgin West Coast in 2010.

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

Cambridge North Station opens for business

Class 88s roam off the beaten track

Above: Working on its 950hp diesel engine, DRS Class 88 No. 88003 Genesis debuted at the Severn Valley Railway diesel gala and is seen passing Haybridge with a service from Kidderminster to Bewdley on May 19, with No. 50031 on the rear. ALEXANDER CROMARTY Below: Working in multiple towards Ais Gill summit on May 20 is No. 88002 Prometheus and Class 68 No. 68025 with a return 'Pathfinder Pioneer' excursion to Didcot. LES NIXON

Above: Passing the new Cambridge North station on May 22 is Class 387 No. 387109 with the 09.44 King's Cross-King’s Lynn. Right: The frontage of the new £50m station that will serve the adjacent technology park.

BOTH: ANTONY GUPPY

Jaw broken in station attack RAILWAY photographer, Fred Kerr, has issued a warning to enthusiasts following an unprovoked attack that resulted in his jaw being broken in two places as well as the theft of his camera.

The incident occurred in daylight at St Johns station, near Lewisham, on May 16 when he was photographing on the footbridge connecting the station to the town.

The assault was both witnessed by a passenger from a distance and captured on CCTV, showing the assailant getting off a local train service, passing behind Fred

then turning quickly to punch him in the face several times before grabbing his camera and lens, worth £2000, and running off. The image quality was sufficient for British Transport Police to make an arrest in the days after the incident.

Mr Kerr needed hospital treatment, four titanium plates being used to repair his broken jaw.

Mr Kerr said that photographers should take care to protect both themselves and their equipment whenever they venture to the lineside. He thanks people for their many messages of support.

Support for GRIP4 study for missing Stratford link MORE than 96% of respondents who support a proposal to reopen the Stratford-upon-Avon to Long Marston line want Warwickshire’s local authorities to play an active part in seeking a comprehensive (GRIP 4) study. Previous calls for the study have been rejected.

Fraser Pithie, secretary of the Shakespeare Line Promotion Group, said that the response was ‘overwhelming’, and that the reopened line could provide a 45-minute direct journey time between the 6000 new homes planned to be built at Long Marston and Birmingham.

Additionally, reopening the route would also enable GWR to run passenger services between Stratford, Oxford, Reading, Heathrow Airport and London Paddington by upgrading the 2½ miles of branch line between Long Marston and Honeybourne.

A major rail industry exhibition takes place at Long Marston this month and organisers have announced there will be a passenger service between Honeybourne and the exhibition using the Vivarail Class 230 DMU – the first time the unit has carried passengers.

Class 47 debut in Hungary

OWNED by Continental Railway Solutions, former Fragonset Class 47 No. 47375 worked its first train in Hungary on May 28. The loco is earmarked for mainly freight work, with occasional passenger use. ADAM BUZÁSI

Regular Swanage to Wareham services set to return after 45-year gap A PUBLIC diesel-hauled train provided for the service by the Corfe Castle with the main line service will reconnect the Dorset Swanage Railway, which will at Wareham,” said Swanage resort of Swanage with the work in top-and-tailed formation Railway Company chairman national network at Wareham with a loco on each end provided Trevor Parsons. “We’re working on June 13, for the first time

by Carnforth’s West Coast very closely with our partners since 1972.

Railways. During the second year at Network Rail and South West The first departure leaves of the trial, the railway plans to Trains to finalise arrangements Swanage at 14.23 and marks a use its own Class 121 ‘Bubblecar’ for what is a complex operation. major milestone in the Swanage No. W55028 and three-car Class “The trial public service will Railway’s long-held aim of 117 DMU, which are under be historic because it has been returning a public service over overhaul with Arlington Fleet the railway’s ambition to return the Purbeck Line, righting a Services at Eastleigh. passenger trains to Wareham wrong dating back 45 years for more than 40 years – with when British Rail controversially Supporters several generations of volunteers closed the 10-mile line.

On the first day the 14.23 working to achieve this.”

The new trial service will ex-Swanage will form the 15.15 Tickets for the service will be run for a period of two years, from Wareham, with the last priced at £15 for adult or senior operating on 60 days during this train of the day being the 16.23 citizen day-return, or £9 for a summer, with four trains a day in from Swanage returning as the single. Children aged five to 15 each direction linking Wareham, 17.15 from Wareham. However, can travel for £10 return or £6 for Corfe Castle and Swanage. For the first two trains on that a single. this year the service will operate day will be solely for Swanage • The last train between on Tuesdays, Wednesdays, Railway guests and supporters.

Wareham and Swanage under Thursdays, Saturdays and “This is the culmination of a BR ran on January 1, 1972, when Sundays until September 3 far-sighted investment by our some 500 passengers made inclusive. stakeholders of £5.5 million the journey on a six-coach Four coaches are being to re-connect Swanage and ‘Hampshire’ DMU.

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June 2017 • The Railway Magazine • 11

Multiple Aspects

with Lord Berkeley

Wholesale nationalisation of railways is not the answer to the industry’s ongoing problems I AM not sure that the Labour Party’s manifesto commitment to renationalise the railways is going to be the vote winner that they clearly expect.

For a start, Network Rail is already nationalised and is suffering from Treasury micro-management on the sale of railway land (see Multiple Aspects last month).

Now the Treasury is reported to be saying to Network Rail that it will have all the proceeds back to reduce the national debt, rather than allowing the money to be spent on enhancements.

I smell sour grapes and a continuing vendetta against Network Rail, but how can any business, let alone one with such long lead times, plan ahead when Government plays these silly short-term games?

Maybe they should get a grip of HS2’s costs and transfer some of the profligate

expenditure planned there to Network Rail to keep the classic network going and improving.

One of the drivers for this renationalisation campaign is the ongoing year-long disruption suffered by Southern customers.

The blame game is working overtime, whether it is caused by the trades unions, the Department for Transport, Network Rail or the train operators. There is a suggestion that the train timetable on which the franchise was awarded is impossible to deliver by Network Rail without a lot of enhancements, which were not planned or financed.

State-owned monopolies

So how would nationalisation help this?

Most of the players are already either owned or effectively controlled by the state, and

some argue that the ongoing problem is their ‘fault’. So what would change? No doubt the debate will continue!

But what other parts of the railway would Labour privatise? If they tried freight, it would be the end of the rail freight industry; competing with road freight is very difficult anyway and having a nationalised rail freight sector would have little chance, as we see with the nationalised rail freight sectors in France and elsewhere on the Continent.

They should leave it alone to continue with its innovation, efficiencies and customer service.

For rail passenger services, I cannot see open access operators being nationalised; no doubt they would be abolished as not fitting into a state-controlled model. As for the others, it does seem odd that stateowned franchises are allowed as long as

they are not owned by our own state.

Would the Treasury allow a UK stateowned company to spend £10million on bidding for a franchise that they might – in theory – lose and waste all that taxpayers money? So perhaps franchising would be abolished and new state-run companies be created, possibly on a regional basis to demonstrate that state-owned monopolies are better than having a competition judged on service quality or cost to the Treasury?

What about maintenance and renewals or enhancements? State-owned contractors and designers? Why stop at rail? Perhaps we should nationalise the buses and air services and airports as well?

It's better to leave things as they are and improve organically, as I wrote last month, avoiding the massive disruption and cost that comes with such changes.

Sparks could fly over electric freight issue More flexible approach to moving RAIL freight prides itself on being environmentally friendly, more especially if it can use electric traction – as is very common on the Continent.

However, there are only a few routes where this can be used effectively and often, as in the case of the GW electrification, the loops and chords needed for freight are sometimes removed from the scope when the costs of electrification overrun.

Electric traction also helps operators to get suitable paths on steeper gradients with heavier trailing loads, and operators design their traction, loads and timetables for maximum efficiencies, and to get a path between the higher speed passenger trains.

This is the case with one heavy train which is double-headed with electric locos over Shap on the WCML. Network Rail has now indicated that two locos draw too much current, to the

detriment of electric passenger trains, therefore the freight operator must either reduce the train capacity and weight so that one loco can manage the train, or change to diesels.

NR apparently has no budget to upgrade the power supply.

I recently enjoyed a special journey with DRS on a passenger train of 11 coaches and a dead loco at the rear hauled by their new Class 88 loco; we achieved 97mph going northwards over Shap so this locomotive has potential for freight, and it also has a diesel engine to operate where there are no wires – or perhaps where there are wires, but not enough current in them!

However, if there is not enough power in the wires, what then?

Why should freight here be penalised because passenger operators want to run more trains faster and take more current?

freight is welcome… but will it work?

THE way freight is moved around, by rail, road, water and air is fundamental to the success of our economy.

Brexit will have a massive, but as yet unquantifiable, effect. However, elsewhere the growing concern about air pollution from road vehicles, road congestion and the demand for quicker deliveries means that there is a new potential for carrying freight by rail, hopefully to give some boost to the sector following the demise of most coal traffic.

Small freight volumes on passenger trains are already happening with support from the Department for Transport, but a variable response from passenger operators.

A folding-seat structure has been developed to provide space for such things as bikes and freight on passenger trains.

More recently, interest has been shown in developing a sleeper service to the far North

of Scotland and taking freight wagons in the same train.

All of this demonstrates the start of a much more flexible approach to the use of rail, but the operations, safety, charges/ costs and other regulatory issues will need revisiting anew, alongside the need for suitable distribution points at stations, and a timetable that gives passengers and the freight customers a reasonable compromise service.

The main question is: How can it be made economic to compete with road?

It will need quite a lot of work by DfT, ORR and planners, as well as some operators with a ‘can-do’ approach, to get it moving ahead. berkeleyafg@parliament.uk

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

Railways in Parliament

by Jon Longman

Wires to Stalybridge

ANDREW Gwynne (Denton and Reddish) asked the Secretary of State for Transport what the timetables are for works on the electrification of the line between Manchester Victoria and Stalybridge.

Transport Minister Paul Maynard replied: “The Network Rail Enhancement Delivery Plan sets out the outputs, scope and milestones for projects and ring-fenced funds that Network Rail is committed to deliver in the current investment period, 2014-2019.

“According to the latest version of this plan, published in March 2017, electrification from Manchester to Stalybridge will be ready for entry into service from December 2017.

“The Government has been clear about the affordability and deliverability challenges faced in the current investment programme.

“In 2015, due to cost increases and

schedule delay on important aspects of Network Rail’s investment programme, Sir Peter Hendy was asked to re-plan the programme to see what could be delivered in an affordable and timely way within the current rail investment period.

“Following the Hendy Review, the funding available for enhancements is now fixed for the current investment period. A key aspect of this approach has been the on-going assessment of investment decisions so that we deliver these improvements in a way that provides best value for taxpayers.

“As such, my department and Network Rail are currently reviewing the most efficient way to deliver the promised passenger benefits on the important Manchester-StalybridgeHuddersfield-Leeds-York corridor.”

Burscough curves

ROSIE Cooper (West Lancashire) asked

12 • The Railway Magazine • June 2017

the Secretary of State when he plans to announce his decision on the reopening of the Burscough Curves rail service in West Lancashire.

Mr Maynard replied: “No application for funding has been received from relevant local bodies.

“In line with our devolution policies it is for local bodies to decide whether to promote this reopening as a solution to local economic and transport objectives, and to secure appropriate funding, including from that made available from Government for these purposes.”

Accessing capital

LORD Kennedy of Southwark asked Her Majesty’s Government how much has been spent from the Access for All programme to improve the accessibility of railway stations in London.

Transport Minister Lord Ahmad of Wimbledon said: “Since the programme was launched in 2006 more than

£120million has been spent in London under Access for All. “This is in addition to access improvements funded by Transport for London or the train operating companies, as well as major projects such as Thameslink or Crossrail.”

Grin and bear delays

SIR Nicholas Soames (Mid Sussex) asked the Secretary of State what investment and improvements he plans to make to the London to East Grinstead line.

Mr Maynard replied: “In January this year £300million was announced to boost resilience of main line infrastructure on the Southern and Thameslink rail networks.

“The multi-million pound package of works will be delivered by Network Rail, who have made an initial assessment of delay hotspots.

“Work is expected to be completed

by December 2018.”