Railways Illustrated January 2022 - Preview by Mortons Media Group Ltd

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Greatness Celebrating Thy

Remembering the lives and legacy of the Deltics

Model Spot Irish Rail A Class locomotives

ND O F DE

2022 1982-

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Deltic D9009 main line return edges nearer How they fell: The rundown of the Deltics on BR Deltic Preservation Society proﬁle The highs and lows of Deltic ownership

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Celebrating a true railway icon W

here does the time go? January 2, 2022, will mark 40 years since the final BR-operated Class 55 Deltics were retired from service with the 'Deltic Scotsman Farewell' railtour. Always popular with railway enthusiasts, the impressive performance of the locomotives – particularly on the East Coast Main Line, where they plied their trade for most of their working lives – cemented their place in railway history and people’s memories. Ask someone who isn’t a railway enthusiast to name a famous locomotive and most will say Flying Scotsman or Mallard, but occasionally they will say Deltic – very few modern traction locomotives could be so ingrained in the public psyche. The headboard on that final BR charter read ‘Farewell to thy Greatness’, but thanks to the efforts of preservationists and the National Railway Museum, six of the 22 production Class 55s survived the cutter’s torch. What is even more remarkable is that no fewer than five of the preserved Deltics have hauled trains under their own power on the national network since the ban on preserved diesel locomotives operating on the national network was lifted in the mid-1990s. The story of the Deltics following their preservation is arguably more interesting than their careers on British Rail. It also demonstrates just how difficult it can be to own and operate these complex machines. At the time of writing, there are no Class 55s currently capable of hauling trains of the main line and only one of the six – 55019 Royal Highland Fusilier – is serviceable. As this issue is due to hit the shelves in early December, we should have been celebrating the return to main line service of Locomotive Services Ltd subsidiary Royal Scot Locomotive and General Trust’s D9000 Royal Scots Grey – the same locomotive that made history in 1996 by becoming the first preserved Deltic to run on the main line in private ownership. As reported in the last issue of Railways Illustrated, engine repairs required on the locomotive’s two Napier power units are more extensive than first thought and its triumphant return to the main line will now have to wait a little longer, with the return of Royal Scots Grey now expected to take place in May. While disappointing for those who have been eagerly awaiting its return, it is absolutely the right decision to get D9000 and its engines in the best possible health before putting it on the front of the train. The investment in overhauling the Napier power units is considerable and, when

completed, will hopefully be good as new. The Deltic Preservation Society (DPS) is also busily repairing D9009 Alycidon after its devastating failure on March 3, 2019, when a power surge caused severe damage to the locomotive and its traction motors. There is also a plan by the DPS to re-register 55019 for main line service at some point in the future. This locomotive has had one spell operating on the main line in the late 1990s, but was retired from such services some time ago. Registering locomotives for the main line is not cheap, and the DPS needs to raise the necessary funds to get 55019 main line ready, but having two main line-registered locomotives available for service will give them much more operational flexibility in the future. The DPS is also focussing its attention on the return to service of D9015 Tulyar after 25 years out of the spotlight, targeted for this coming year. With repairs and restoration on D9009 and D9015 now coming along well, we have the tantalising prospect of all three DPS locomotives being back in service in the not-too-distant future. We find out more about the DPS’s plans in this issue of Railways Illustrated. Two of the six Deltic survivors now lie out of use as static exhibit museum pieces, with D9002 The King’s Own Yorkshire Light Infantry on display in the Great Hall at York, now retired following a new strategy for operational railway vehicles published by the National Railway Museum’s parent organisation the Science Museum Group in 2019. Then there’s D9016 Gordon Highlander, another locomotive belonging to the LSL stable. Certainly for the medium term, D9016 looks set to have a non-working future, having undergone completion of a cosmetic restoration and movement to the former Hornby factory in Margate as part of the under-development One:One Collection museum facility. In this issue, as well as celebrating and acknowledging the work of the preservationists, we also chart the rundown of the Deltics on BR from the point at which the first locomotives were stood down in 1978 until the last one was switched off in January 1982. Terry Eyres visited Doncaster Works in February 1982 to witness the final gathering of all of the remaining withdrawn Deltics before many of them went for scrap. The event was organised by BR to acknowledge the huge interest in the locomotives, but the organisers were astonished with the sheer number of enthusiasts who turned up to say goodbye to their favourite locomotives.

We also bring a special Deltic-themed 10 Pictures in this issue, courtesy of renowned photographer John Whiteley. John has an extensive collection of modern traction images in his collection and was an active lineside follower of the Deltics during their BR years. Naturally, as you can see, this issue focuses very heavily on the Deltics and I hope we can run more themed issues in the future to celebrate various anniversaries and significant occasions. If you have any suggestions you would like us to consider for future issues, please get in touch at rieditor@mortons.co.uk and we will see what we can do. Away from the Deltics, this issue also sees the introduction of two new regulars onto the Railways Illustrated roster. Richard Clinnick brings us The Social Side, looking at some of the rail-related issues people are discussing – and sometimes getting rather heated up about – on the various social media sites. Another new regular is Restoration Focus, where we take a monthly look at a different locomotive restoration project in a bit more detail than in our What’s Happening To … restoration round-up. For the first Restoration Focus, we take a look at D9015’s long-running overhaul as it enters the final stages. Thank-you to those readers who got in touch following the announcement last month that we would not be including Steam News within the magazine from this issue. We will still include any significant steam-related news stories as and when they occur, and steam photos are still welcomed as part of 10 Pictures and also to illustrate any features on heritage railways where appropriate. The majority of those who contacted me were in agreement with the decision, but for those who said they didn’t agree, I hope you will continue to support the magazine as we continue to develop it. Also included with this issue of Railways Illustrated is our free 2022 calendar, featuring excellent photography from some of our regular photographic contributors. I am grateful to each of them for submitting their images for use in the calendar. I hope you enjoy this special celebratory issue of Railways Illustrated.

Andy Coward Editor

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January 2022 RAILWAYS ILLUSTRATED

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Welcome News Fleet Review Heritage News Railwayana

What’s Happening To…? From the Front Coach The Social Side Pictorial Restoration Focus

FRONT COVER: D9016 Gordon Highlander stands at Loughborough Central station on the Great Central Railway during a joint Time Line Events and East Midlands Railway Photographic Society charter on April 2, 2014. The locomotive is now owned by the Royal Scot Locomotive and General Trust and is stored at the planned One:One Collection museum facility in Margate. Phil Chilton

KWVR ‘PACER’ BACK IN METRO COLOURS

ISLAND LINE

FINALLY REOPENS

THE RAILWAY WORLD – PAST, PRESENT AND FUTURE

www.railwaysillustrated.com

Greatness Celebrating Thy

Remembering the lives and legacy of the Deltics

Model Spot Irish Rail A Class locomotives

YEARS 40

022 1982-2

PLUS

SI N TH

ND O F DE

I LT

Deltic D9009 main line return edges nearer

How they fell: The rundown of the Deltics on BR Deltic Preservation Society proﬁle The highs and lows of Deltic ownership

THIS PAGE: Both main line registered Class 40s, D213 Andania and D345, worked a main line charter together for the first time on October 30, 2021. The locomotives, which are on long-term hire to Locomotive Services Ltd, haul the Intercity Tours 06.25 Preston to Plymouth ‘Devonian Double’ along the Dawlish Sea Wall at high tide. Tom McAtee

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CONTRIBUTORS: Alex Ayre, Russell Ayres, David Barnsdale, Simon Bendall, Richard Benyon, Paul Biggs, Gavin Bland, Phil Chilton, Richard Clinnick, Nigel Cockburn, Kevin Delaney, Steve Donald, Pip Dunn, Jonathan Dye, Gordon Edgar, Graeme Elgar, Terry Eyres, Dave Gilbert, Stephen Ginn, Alistair Grieve, Antony Guppy, John Hales, Brad Joyce, Simon Kerry, Richard Lillie, Martin Loader, Tom McAtee, Steve McFarlane, Phil Marsh, Craig Munday, James Pilbeam, Bill Pizer, Paul Senior, Steve Sienkiewicz, Pete Stojanovic, John Stretton, Nigel Valentine, John Vaughan, Martin Walker, Andy Walters, Andrew Watts, John Whiteley

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Contents

ON SALE DATE: First Thursday of the month THIS ISSUE ON SALE: December 2, 2021 NEXT ISSUE ON SALE: January 6, 2022 EDITOR: Andy Coward 01507 529566 ART EDITOR: Kelvin Clements PUBLISHER: Tim Hartley PUBLISHING DIRECTOR: Dan Savage

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The Deltics - Celebrating Thy Greatness 1982-2022 | FEATURE

52 RAILWAYS ILLUSTRATED January 2022

1982-2022

MAIN: Having just taken on water from the hydrant on the left, Class 55 Deltic 55004 Queen’s Own Highlander prepares to depart from York, heading the 22.30 London King’s Cross to Edinburgh service on July 26, 1980. 55004 was destined to last in service a further 15 months before being withdrawn in October 28, 1981, the eighth Deltic to be stood down. Gordon Edgar

t’s fair to say the Deltics achieved widespread admiration throughout their working lives, typified by their high speed exploits on the East Coast Main Line (ECML) and the withdrawal of the final examples on January 2, 1982, was mourned by enthusiasts like no other type of modern traction locomotive before them. Sure the Western Region Class 52 diesel-hydraulic ‘Westerns’ had a strong enthusiast following when they were stood down five years earlier, again arguably well ahead of their time – but the end of the Deltics took modern traction enthusiasm to a new level that hadn’t been seen before. The arrival of fleet pioneer 55022 Royal Scots Grey, hauling the ‘Deltic Scotsman Farewell’

For a class of just 22 locomotives, the Class 55 Deltics made their mark on British railway history. Forty years since the last members of the ﬂeet were withdrawn from trafﬁc on British Rail, Andy Coward takes a look at the rundown of the iconic East Coast stalwarts.

YEARS 40

Advertising deadline December 16

FEATURE | The Deltics - Celebrating Thy Greatness 1982-2022

The Deltics: How they fell SI N C

EDITORIAL CONTRIBUTIONS Contributions to this magazine should be clearly typed and ideally sent by email. Please contact the editor by email with any possible feature ideas before submission. Photographs submitted to Railways Illustrated are accepted on the basis that they are the copyright property of the person submitting them, or after they have received suitable permission from the copyright owner. Opinions expressed in this magazine are not necessarily those of the editor, or publisher. © MORTONS MEDIA GROUP LTD All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopying, recording, or any information storage retrieval system without prior permission in writing from the publisher.

N D O F D E LT

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FEATURE | Preservation Proﬁle railtour into London King’s Cross station on the evening of January 2 saw unprecedented scenes. Thousands of people descended on the station to witness the train’s final arrival at the London end of the ECML, with the event even being covered on the television news by News At Ten. This was a spectacle that hadn’t been seen since the end of steam on British Railways in August 1968. In real terms, the reign of the Deltics was relatively short, with the first locomotive entering service on BR in 1961. It was also a small fleet, with just 22 members in the fleet. Despite this, they were intensively worked, and the interchangeability of major components and efficient working practices of their home depots of Haymarket, York and Finsbury Park, along with Doncaster Works for more major attention, meant that failures were often repaired quickly. Downtime for locomotives was short in comparison to other designs.

The introduction of High Speed Trains (HSTs) onto the Western Region of BR in 1976 had been a huge success, with the HST transforming high-speed travel on the Great Western Main Line. Two years later the HSTs were introduced onto the ECML, their arrival signalling the beginning of the end for the Deltics as the top link traction along with East Coast route. Although the rundown of the Deltics officially started with the withdrawal of 55001 St Paddy and 55020 Nimbus on January 5, 1980, both had actually spent almost two years out of traffic and were in a heavily cannibalised state by the time they were officially taken out of BR’s operating stock. However, just under two years later, on January 2, 1982, those initial two withdrawals had been followed by the entire Class 55 fleet and the legendary Deltics – which had been transformative in their service on the ECML – passed into the history books. The first member of the 22-strong fleet to be stood down from service was 55001. On March 24, 1978, the locomotive suffered an engine failure at Retford while working a London King’s Cross to Edinburgh service. It was moved to Doncaster Works for repairs, but the necessary works were not sanctioned and it remained at the works awaiting a decision on its future. It was joined a week later by 55020, which was then also placed on decision.

January 2022 RAILWAYS ILLUSTRATED 53

52 The Deltics: How they fell

Preservation Proﬁle | FEATURE

Preserving the Deltic legacy Formed in 1977, the Deltic Preservation Society is one of the country’s leading modern traction groups, as the owners of three of the surviving Class 55s. Andy Coward proﬁles the group, which is aiming to have all of its locomotives in action during 2022.

58 RAILWAYS ILLUSTRATED January 2022

ext year is set to be a significant one for the Deltic Preservation Society (DPS), marking 45 years since the society was founded in 1977 by a couple of friends who decided to try and preserve a Deltic for future generations. A letter was written to The Railway Magazine stating their aims and encouraging like-minded enthusiasts to get in touch.... and the DPS was born. Five years later, in 1982, the society had grown beyond all expectations. Despite the despair of the final Deltics being withdrawn by BR at the start of the year, just a few months later they were the proud owners of two of the legendary East Coast Deltics.

Those two locomotives – 55009 Alycidon and 55019 Royal Highland Fusilier – were bought by the DPS in summer 1982 before being transported from Doncaster Works to the North Yorkshire Moors Railway (NYMR), where they were quickly returned to service. With the Deltic 9000 Fund actively raising funds to preserve first-built production locomotive 55022 Royal Scots Grey, the DPS had set its sights on purchasing 55009 and 55019 for preservation. A Finsbury Park ‘Racehorse’ was the initial aim, but such was the rate of fundraising that the society decided to aspire to a second locomotive, one of those named after ‘Regiments’.

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The society was assisted greatly by a sympathetic member of staff at Doncaster Works, who helped them identify which of the withdrawn locomotives were in the best overall condition. Following their withdrawal, the two Deltics would periodically have their engines started up to keep them in good order while they awaited official handover. Both 55009 and 55019 survived in traffic on BR until the end of Deltic operations, with 55019 being withdrawn after hauling the final timetabled Deltic-hauled train, the 16.30 Aberdeen to York service from Edinburgh on December 31, 1981. 55009 was stood down on January 2, 1982, having been in use as the standby locomotive should either of the two Deltics chosen to haul the final ‘Deltic Scotsman Farewell’ – 55015 Tulyar and 55022 – suffer a failure or be unable to work their allocated portion of the farewell tour. The chairman of the DPS is respected railway journalist and preservationist Murray Brown, who explained that by the time they bought the two locomotives in 1982, membership of the society had grown to more than 1500 – a quite remarkable achievement for a modern traction preservation group, especially as the society had only been

running for five years. The huge number of supporters joining up showed just how popular the Deltics were. The society quickly grew its funds and also gave it a certain amount of gravitas when dealing with BR officials. Forty years on, membership of the DPS stands at a very respectable 925 members, still making it one of the leading modern traction preservation groups. Both 55009 and 55019 settled into service on the NYMR, but having the locomotives stored outdoors when not in use was not ideal for such complex machines and 55009 suffered a generator failure, thought to have been exacerbated by damp weather conditions. In 1986, the DPS gained another locomotive after purchasing 55015 Tulyar from Peter Sansom, who had bought the locomotive from BR and preserved it on the Midland Railway Centre (now Midland Railway – Butterley). The purchase of former Rainhill 150 exhibit 55015 gave the DPS three Class

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55s in its care, although Tulyar remained based at the MRC. Through connections at the NYMR, 55009 was moved to ICI Wilton for a major overhaul in 1990, which would see most of the components in the locomotive fully overhauled, while the inner and outer bodyskin was completely renewed – the first of the preserved Deltics to undergo such extensive works. The overhaul turned out to be far more prolonged than anyone connected with the organisation had envisaged, but when it emerged from its overhaul, painted in BR green and having regained its original D9009 identity, it was the start of a new, exciting, future for the DPS.

D9009 Alycidon and 55019 Royal Highland Fusilier represent the BR blue era, alongside the National Railway Museum’s D9002 The King’s Own Yorkshire Light Infantry at Sheffield Park Depot on the Bluebell Railway during an East Midlands Railway Photographic Society charter on October 7, 2017. Phil Chilton

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58 Deltic Preservation Society www.railwaysillustrated.co.uk

Features

58 Deltic Preservation Society

44 Model Spot

Simon Bendall takes a look at the brand new model of an Córas Iompair Éireann Metropolitan-Vickers A/001 A Class locomotive being produced by Irish Railway Models and Accurascale.

52 The Deltics: How they fell

64 The fondest farewell

On February 27, 1982, thousands of railway enthusiasts descended on Doncaster Works to pay tribute to all of the surviving Class 55 Deltics, brought together for one final time. Of the 15 locomotives on display that day, only six would survive, with the rest destined for scrap.

John Whiteley is an accomplished and respected photographer who was prolific at the lineside throughout the 1970s and 1980s. In this issue, John delves into his collection to bring us his favourite 10 Deltic Pictures.

76 Double Trouble

Andy Coward speaks to Martin Walker, the former owner of 55022 Royal Scots Grey and D9016 Gordon Highlander, to find out about his experiences operating 55022 on the main line and D9016 on heritage railways. It’s a story of joy and heartache, and a clear demonstration that buying a locomotive is definitely the easy bit.

CRIBE AND S B

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To commemorate the 40th anniversary of the end of the Deltics on British Rail, Andy Coward charts the rundown of the 22 production locomotives – from the first example, 55001 St Paddy, being stood down in 1978, to the final locomotives in January 1982.

In the latest of our series profiling the activities of some of our leading heritage modern traction preservationists, we focus on the work of the Deltic Preservation Society, which owns and is responsible for three of the surviving Class 55s.

68 10 Pictures Deltic Special: John Whiteley

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Deltic Ownership | FEATURE

Double Trouble

It is often said that buying a locomotive is the easy part – the hard work is keeping it going. For Yorkshire-based enthusiast and businessman Martin Walker, owning and operating two Deltics certainly brought about its challenges. BELOW: 55022 Royal Scots Grey skirts the western edge of Loch Eilt on May 24, 2008, hauling 1Z22, the returning 14.48 ‘The Highland Fling’ SRPS charter from Mallaig to North Berwick, which it was working in topand-tail formation with 37248 at the other end of the train. Phil Chilton

any railway enthusiasts dream of owning one of their favourite locomotives, but very few ever get the opportunity to do it for real. To do so properly requires hard work, skills, contacts... and deep, deep pockets. Running Beaver Sports, a successful specialist diving equipment company in Huddersfield, Martin Walker was already actively involved in railway preservation as the then chairman of the Class 40 Preservation Society. The combination of his love of railways and business acumen meant he was able to steer the CFPS through many phases of its development. Much as he enjoyed leading the CFPS, the

opportunity arose to purchase a locomotive of his own, and future challenges were made easier following this experience. An admirer of the Deltics for many years, Martin found out about the availability of D9000 when its sale was advertised by the receiver appointed to wind up the affairs of Deltic 9000 Locomotives Ltd, which had gone into liquidation after getting into financial difficulties in early 2004. By the time DNLL collapsed, D9000 had been laid up out of use at Hornsey Depot, having suffered a generator failure that had forced it off the main line, its owners unable to fund the necessary repairs. Martin booked

an appointment to view it and see what he was potentially going to be taking on. What greeted him on that first inspection was a locomotive clearly needing a lot of work, as he explains: “The bodywork was in poor condition and needed serious attention. It also needed a lot of repairs internally, as well as generator repairs. TPWS and OTMR had recently been brought onto Network Rail, so costing the installation of that was also a consideration. “Despite the amount of work required, the resources were available to ensure the locomotive could return to operation and provide enjoyment throughout the country.”

Martin was aware of at least one other party interested in buying D9000 but as the sale was being managed as a competitive tender, he had to come up with what he believed was a realistic offer, considering the amount of work and money that would need to be spent on it to return it to service. The offers were for the locomotive and anything within it, as there were no spares included in the sale. Martin submitted his offer – the sum of £71,011.11 – and waited. Within a short time he learned that his bid had been successful and his near 14-year adventure began. Having committed to owning such a famous locomotive, the hard work of returning it to service started in earnest. Knowing it was in need of significant attention, Martin approached the Deltic Preservation Society (DPS) for its commercial contract engineering business to quote for carrying out the repairs and restoration required. The company was midway through a project to overhaul two Class 86/9 locomotives for Network Rail, but an agreement was eventually reached for Deltic Preservation Society Commercial Services to carry out the overhaul of D9000 at its Barrow Hill base. Arrangements were put in place to move it from Hornsey depot to Derbyshire, and on January 25, 2005, the CFPS main

ABOVE: Just a few months after returning to main line action under the auspices of Deltic 9000 Locomotives Ltd, D9000 Royal Scots Grey approaches Garsdale with Railrider Tours 1Z48, the 08.39 ‘The Deltic Explorer’ charter from York to Carlisle on March 29, 1997. This was the first tour hauled by a Deltic over the Settle and Carlisle line after its main line return the previous year. D9000 was the first of the preserved Deltics to return to the main line. Phil Chilton LEFT: D9000 stands out of use at Hornsey Depot on January 17, 2005, where it had been located at the time Deltic 9000 Locomotives Ltd collapsed into liquidation. A week later, the locomotive was collected by 40145 and hauled to Barrow Hill for its overhaul to begin. Martin Walker

RIGHT: Four months after refurbishment work began, most of the outer and inner bodyskin have been removed in this view from April 27, 2005, leaving the skeletal framework in place. By this stage, the engines and much of the other internal equipment had also been removed for refurbishment. Martin Walker

76 RAILWAYS ILLUSTRATED January 2022

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76 Double Trouble

January 2022 RAILWAYS ILLUSTRATED 77

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NEWS

Salisbury accident caused by poor rail adhesion

THE RAIL Accident Investigation Branch (RAIB) has stated that its preliminary examination into the accident at Salisbury Tunnel Junction on the evening of October 31 was caused by a South Western Railway (SWR) train passing a signal at danger before colliding with a Great Western Railway (GWR) train on the approach to Fisherton Tunnel, due to poor railhead conditions in the area. The accident happened at about 18.45, with SWR’s 1L53, the 17.20 London Waterloo to Honiton service, being worked by three-coach 159102, colliding with GWR’s 1F30, the 17.08 Portsmouth Harbour to Bristol Temple Meads, which was being worked by four-coach 158762/763. A statement issued by the RAIB on November 3 said: “Salisbury Tunnel Junction allows the up and down Dean lines which lead to and from Eastleigh to merge with the up and down main lines, which lead to and from Basingstoke. At the time of the accident, train 1F30 was using the junction to join the down main line from the down Dean line, while train 1L53 was approaching the junction on the down main line from the direction of Basingstoke. “The impact of the collision caused the front two coaches of train 1L53 and the rear two coaches of train 1F30 to derail. Both trains continued some distance into Fisherton tunnel following the collision before they came to a stop. “Thirteen passengers and the driver of the SWR train required treatment in hospital as a result of the accident, which also caused significant damage to the trains and infrastructure. “RAIB’s preliminary examination has found that the movement of train 1F30 across the junction was being protected from trains approaching on the down main line by signal SY31, which was at danger (displaying a red aspect). Train 1L53 passed this signal, while it was at danger, by about 220 metres immediately prior to the collision occurring. “Preliminary analysis of data downloaded from the On Train Data Recorder (OTDR) fitted to train 1L53 shows that the driver initially applied service braking to slow the train on approach to the caution signal before signal SY31. About 12 seconds after service braking started, the driver made an emergency brake demand. “As the train approached signal SY31, and with the emergency brake still being demanded by the driver, a second emergency brake demand was made by the train protection and warning system (TPWS). “These emergency brake demands did not prevent the train from reaching the junction, where the collision occurred. “OTDR analysis indicates that wheel slide was present both when the driver applied service braking and after emergency braking was demanded. This was almost certainly a result of low adhesion between the train’s wheels and the rails.” Following the release of the initial statement by the RAIB, Network Rail’s safety and engineering director, Martin Frobisher, said: “The accident was incredibly frightening for everyone involved and our thoughts are with those injured or affected in any way. “Initial findings suggest that low adhesion played a key part in causing the collision. It’s an issue that affects railways around the world and is something 6 RAILWAYS ILLUSTRATED January 2022

South Western Railway 159102 at the scene of the Salisbury accident. While investigations into the accident are still taking place, the RAIB has stated that its initial findings indicate the collision was caused by poor rail adhesion. RAIB

What the RAIB investigation will seek to establish

An RAIB diagram (not to scale). RAIB

that we, and our train operator colleagues, work hard to combat so we can run trains safely and reliably throughout autumn, and is why incidents such as the one in Salisbury at the weekend are incredibly rare. “We will continue to work closely with investigators to understand what happened and what more we can do to help prevent this happening again.” SWR managing director Claire Mann said: “We welcome RAIB’s update on the scope and aims of its investigation. “It is right that it looks into all the possible causes of the lack of adhesion between the train and the track, and we are pleased that the early assessment shows the South Western Railway driver reacted correctly to the signals by braking to slow the train down. “We believe his actions went some way to preventing a much more serious incident, and we wish him a speedy recovery. “We will continue to work closely with the relevant authorities and our industry partners on all aspects of the investigation.”

• The level of wheel/rail adhesion present on the approach to Salisbury Tunnel junction. • The status and performance of the braking, wheel slide protection and sanding systems on train 1L53. • The behaviour of both trains during and following the collision. • South Western Railway’s policies relating to low wheel/rail adhesion. • Network Rail’s policies relating to low wheel/ rail adhesion and how it managed the risk of low adhesion in this area. • The processes used to assess and control the risk of overrun at signal SY31. • Any relevant underlying factors, including any actions taken in response to previous safety recommendations.

Following the recovery of the stricken trains, along with track and signalling repairs, it was announced that train services through Salisbury would begin running again from November 16. A joint statement issued by Network Rail, South Western Railway and Great Western Railway stated: “The rail industry has been working together to clear the line and make it safe to run trains again. “Following two weeks of the line being closed, Network Rail will spend a full day using its leaf-busting Rail Head Treatment Trains to jet-wash the tracks free of any debris or leaf mulch. “A series of test trains will also run on the new infrastructure to check it is operating correctly before passenger services begin.” www.railwaysillustrated.co.uk

NEWS

A new era begins for Island Line THE ISLE of Wight has welcomed back its train service following a 10-month closure of the route while a £26 million upgrading project was carried out. The first day of operations, November 1, was beset with a series of disruptions that saw services curtailed due to signalling problems but has since settled down, with many favourable comments observed about the new trains. Out are the elderly Class 483 trains that served the route since the late 1980s, replaced with a new fleet of five Class 484 trains supplied to Island Line operator South Western Railway by Vivarail. At the time of writing, four of the new trains have been delivered to the Isle of Wight, with the fifth train, 484005, due to arrive in the next few weeks. The new trains can be operated as single units, or two can be coupled

for busier periods. Indeed, for the first few days of services on the reopened Island Line, 484001 and 484004 were operating as a coupled set. Initially, an hourly service is in operation on the route. Part of the upgrading works has seen a passing loop installed at Brading station in order that service frequencies on the line can be increased to every 30 minutes, although this is not expected to be brought into use until the spring of 2022. A host of infrastructure works have also been completed during the shutdown, including track replacement works, signalling upgrades, platform and station improvements, and the excavation of Ryde Tunnel to accommodate the new fleet. The funding for the Island Line upgrades has come from the Department for Transport, the Isle of Wight Council and Solent Local Enterprise Partnership.

On the reopening morning, November 1, 2021, 484004 and 484001 stand at Ryde Pier station. Services on the first day were disrupted due to signalling issued caused by a storm the previous day. James Pilbeam

484003 stands at Sandown station on November 7, 2021, a week after the Island Line route reopened. This picture also shows some of the platform improvements that have been made to station infrastructure, which has seen platform heights raised and improved surfaces applied. James Pilbeam

SWR’s managing director, Claire Mann, said: “We are so excited to welcome our customers back onboard, having completed the biggest upgrade to the Island Line in more than 50 years. “From new trains to improved stations, the long list of benefits that come with this upgrade will give a real boost to the Isle of Wight’s public transport infrastructure, connecting communities and making it easier for visitors to explore the Island.” Isle of Wight MP Bob Seely said: “I’m delighted that the new trains are finally now in operation. They have been a long time coming. “When I was first elected as the island’s MP in 2017, the future of Island Line was uncertain. Thanks to a team effort of local campaigners, members of the previous council administration and myself, we persuaded the Government to underwrite this investment. “I am grateful to South Western Railway and the Government for listening to us, and I am glad to see the upgrades finally come to fruition with this significant investment.

National Railway Heritage Awards 2021 THE 2021 National Railway Heritage Awards competition was able to take place under marginally less trying circumstances than in 2020, with the 60-odd entries being successfully judged and the adjudicators able to determine the raft of award winners, writes Robin Leleux, trustee and immediate past chairman of the adjudicators’ panel. The presentation ceremony was due to be held on December 1 (after this issue of Railways Illustrated closed for press) at Merchant Taylors’ Hall in the City of London, with Andrew Haines, chief executive of Network Rail, as guest of honour, handing over the plaques. Sadly the event was overshadowed by the death in late October of the awards chairman, Theo Steel, from the sudden aggressive flare-up of www.railwaysillustrated.co.uk

a serious illness which had been in remission for some years. With a strong field of entries, it had already been decided to make a chairman’s special award this year. This immediately became more appropriate, and the plaque was to be presented to the winning entry at the ceremony by Theo’s two sons, Peter and Gareth Steel, and daughter Hannah Deveson, in their father’s memory. The contest for the 10 awards was strong. Several stations naturally featured, either as whole buildings like Appledore, Chelfham and Hanwell, or with refurbished rooms within them, like Kilmarnock, Llandudno and Saltcoats. Canopies featured strongly at Chippenham, Doncaster, Pembroke Dock and Wallingford, as did the refurbished roof at Hebden Bridge, while new

community use brought in Saltash and Stow. Over the water, the former Broadstone station in Dublin has re-emerged as a bus maintenance depot and the former Waterside station in Derry-Londonderry has been transformed as the North West Multimodal Transport Hub. No less than seven signalboxes came in, with Hebden Bridge, Severn Bridge at Shrewsbury, Valley on Anglesey and Wylam all being shortlisted. Finally, bridges and viaducts also appeared in number, including Auch near Tyndrum in the Highlands, Coltbridge in Edinburgh, Falling Sands outside Kidderminster, and Ribblehead. The adjudicators had a daunting task determining the winners. These will be named, described and illustrated in the next issue of Railways Illustrated.

The bright interior of the new Class 484 Island Line trains are a marked contrast with the rather antiquated interiors of their predecessors. The facilities available to passengers, such as dedicated wheelchair spaces, USB charging ports and free wi-fi, are also a significant improvement. James Pilbeam

Are you able to help Railways Illustrated Railways Illustrated is asking for your help. As we come out of the coronavirus pandemic, we want to know more about you, our readers, to ensure that the magazine continues to suit your needs. We have created an online survey, which is accessible through our website at www.railwaysillustrated.com or by scanning the QR code on the right. The survey is easy to complete, and we would be very grateful if you could take a little time to give us your thoughts. All respondents to the survey will be entered into a free prize draw for a chance to win a round-trip cab ride on the Nene Valley Railway in your choice of steam or diesel locomotive. We are grateful to the NVR for its generous support.

January 2022 RAILWAYS ILLUSTRATED 7

NEWS

West Midlands Metro CAF Urbos 3 tram 35 is pictured on the A41 between Wolverhampton and Priestfield on February 3, 2021. The whole WMM tram fleet has now been taken out of traffic to carry out crack repairs. Andy Coward

West Midlands Metro fleet is grounded for the second time in six months SERVICES ON the West Midlands Metro (WMM) route between Birmingham and Wolverhampton were suspended in mid-November for a period expected to be “at least four weeks” to address crack repairs required to the 21-strong CAF built Urbos 3 tram fleet – the second time in less than six months that services have been suspended on the tramway. A statement released by WMM operator Midland Metro Ltd on November 12 said: “Earlier this year West Midlands

Metro discovered cracks on our trams, which resulted in a temporary interruption to services for inspections and repairs. “Temporary repairs were carried out to return our fleet to service as soon as possible, but inspections have found that more extensive and permanent repairs are now required. “To ensure the future safety of our customers and colleagues, we have made the decision to suspend all services from November 13.

“We are continuing to work alongside the tram manufacturer to understand the issues and carry out the repairs as quickly as possible. “At this time we are unable to confirm when services will resume, but we expect it will take at least four weeks. “We have taken this difficult decision to ensure services can continue to run safely and reliably in the future.” The temporary closure of the line has seen passengers advised to use

The Midland Pullman-liveried HST, headed by 43055, approaches Middlesbrough with 1Z43 ‘The Whitby Jet’ from Finsbury Park to Whitby on November 12, 2021. This was the final day that Middlesbrough signalbox was in use, with control for the area’s signalling moving to the Regional Operating Centre at York. The signalbox at Middlesbrough and at Whitehouse were both demolished during a three-day engineering possession. Alex Ayre

8 RAILWAYS ILLUSTRATED January 2022

bus and rail services. Transport for West Midlands is understood to be looking at enhancing the provision of bus services while the trams are out of use. Commenting on a social media post, West Midlands Mayor Andy Street said: “This is incredibly disappointing and frustrating for customers – but safety must come first. “It is now critical that Midland Metro Ltd get the repairs done and restore a safe service as soon as possible. “I am seeking urgent answers from them and the manufacturer as to what has gone so wrong.” The move follows an announcement that buses were to replace trams on one route of Sydney’s light rail system in Australia for a period of up to 18 months due to their fleet, also from CAF’s Urbos 3 design, requiring repairs to address structural cracking. The WMM Urbos 3 fleet was purchased by Transport for the West Midlands to replace the earlier fleet of 16 Ansaldo-Breda T69 trams that had been built by in 1998, the last of which was withdrawn in August 2015. WMM is currently undergoing construction of several extensions in a major expansion of the tramway into a network of lines. A further 21 trams have been ordered from CAF to serve these extensions, although these are from the Urbos 100 design and it is believed that the bodyshells are constructed from different materials. The first eight of the new trams, numbered 38-45, have already been delivered to the WMM Depot at Wednesbury, but none have yet been approved for passenger service. www.railwaysillustrated.co.uk

NEWS

New logo heralds Dartmoor Line reopening SHORTLY AFTER this issue of Railways Illustrated closed for press, daily services on the Dartmoor Line, linking Okehampton with Exeter St Davids, were due to be launched. Starting from November 20, the initial timetable will see eight trains in both directions throughout the day, with a service operating roughly every two hours, although Great Western Railway (GWR) states that service frequencies on the line will increase to an hourly service from next spring. During October and November, GWR have been operating driver training trains over the route in preparation for the opening while Network Rail staff carried out final snagging works in readiness for welcoming back regular passenger services. A competition organised by GWR to design a new logo for the launch of the line was won by 16-year-old Okehamprton student Tom Watts. His design shows a walker climbing the Dartmoor tors, and will be featured on station signs, posters and timetables, as well as appearing on a GWR train. GWR’s head of strategic service development, Matt Barnes, said: “We wanted a logo that symbolises Dartmoor, and Tom’s design does that perfectly. The Dartmoor tors are iconic and visible for miles around – if you’ve enjoyed the breathtaking beauty of Dartmoor, you will have

IN BRIEF Network Rail is upgrading Crowborough and East Grinstead stations with a new footbridge and new lifts, providing customers, with step-free access at both stations for the first time. Tactile paving will also be installed close to the platform edges to assist blind and partially-sighted passengers, along with new CCTV cameras to maintain safety and security.

16-year-old Okehampton student Tom Watts won a GWR organised competition to design a new logo to promote the Dartmoor Line. He stands at Okehampton with his design alongside one of the new station name boards for the station. GWR

encountered one of these granite masses. “We are excited to be returning year-round passenger services along this route for the first time in 49 years, and Tom’s roundel design will become a permanent fixture on the Dartmoor Line.” Speaking about his winning entry, Tom said: “I was surprised yet delighted to have won. “It is incredible that my logo design will be associated with the Dartmoor Line for many years to come. “The silhouette of the walker in my logo represents me next year, doing Ten Tors with Exeter Maths School.

“It also represents the freedom given by the moors, welcome both during and after the restrictions of the pandemic.” The Dartmoor Line closed to regular passenger services in June 1972, although the route remained in use for aggregate traffic at Meldon Quarry. Part of the route was operated as a heritage line for several years, while GWR also operated Sunday services on the line periodically. Further coverage on the reopening of the Dartmoor Line will be contained in the next issue of Railways Illustrated.

Passengers at Edinburgh Waverley can now get free and unlimited wi-fi fast enough to support video calls and streaming. Network Rail has upgraded services using the latest technology so passengers can connect multiple devices without having to create an account to log in. The system complies with the Government’s safe filtering standards for the public and is child-friendly. Volunteers from Network Rail have joined forces with Gloucestershire Community Rail Partnership and Edible Stroud to brighten up Stroud station, improving the station environment for passengers travelling on the railway this autumn. The clean-up was organised as part of Community Rail Week, which took place from October 18 to 24.

On November 8, 2021, 150234 stands in the platform at the attractive station at Okehampton during a driver training trip along the line. The Dartmoor Line reopened to regular passenger services on November 20. Craig Munday

www.railwaysillustrated.co.uk

January 2022 RAILWAYS ILLUSTRATED 9

NEWS

Industry promotes its environmental credentials for the COP26 conference

WITH THE international climate change conference COP26 taking place in Glasgow in early November, the rail industry took the opportunity to promote some of the initiatives that are helping to drive down carbon footprint. Vivarail operated daily services throughout the event, showcasing its fast-charge battery-powered Class 230 unit to delegates attending the conference. On October 30, 230001 became the first electric train to run across the iconic Forth Bridge. The unit has a range of up to 100km and can be recharged in as little as 10 minutes, and are seen as being ideal for use on branch lines and shuttle services. The company has developed battery-only operation on its trains as well as hybrid versions. The Vivarail trains have been developed from former London Underground D78 stock. The company has supplied trains to West Midlands Railway, Island Line and Transport for Wales, and two for use on pop-up metro schemes in America. The event also showcased Porterbrook’s HydroFLEX unit 799201, which has been converted from a former Class 319 EMU and can be operated either as a conventional EMU or powered by hydrogen. The train was operated using overhead electric power, as the hydrogen power technology is not yet approved for passenger use, although visitors were able to inspect the chamber where the hydrogen tanks are stored. On the HydroFLEX, up to 277kg of hydrogen fuel is safely contained in 36 high-pressure tanks. This is fed into fuel cells, where a chemical process converts the hydrogen and oxygen from the air to generate

The somewhat unusual sight of a former London Underground train in Scotland, as Vivarail’s battery-powered 230001 is operated, with the Forth Bridge in the background. The train was in Scotland in connection with events taking place for the COP26 climate change conference in Glasgow. Network Rail

clean electricity. The only waste product is water. Porterbrook states that hydrogen-powered trains will support the progressive roll-out of electrification schemes, as well as delivering clean train travel on routes where overhead wires cannot be economically justified. It is designed to improve air quality, reduce carbon, and deliver a cost-effective and sustainable railway for both passengers and taxpayers. The Department for Transport’s ‘First of a Kind’ competition provided funding for the development of the

UK Prime Minister Boris Johnson is shown the hydrochamber inside Porterbrook’s HydroFLEX 799201 at Glasgow Central. Network Rail

10 RAILWAYS ILLUSTRATED January 2022

technology used to on board the Porterbrook and Vivarail trains. Both trains were operated during the conference as part of Network Rail’s Green Trains @ COP26 event, which showcased the range of green ways to power trains, including batteries, hydrogen and electricity. Throughout the conference, a number of high-profile visitors were shown the trains at Glasgow Central station. Guests included the Prince of Wales, Prime Minister Boris Johnson, and West Midlands Mayor Andy Street.

DB Cargo also displayed one of its Class 66 locomotives – 66004 – that is fuelled using hydro-treated vegetable oil (HVO). This can cut carbon emissions by up to 90% compared to conventional diesel fuel. The use of HVO also significantly reduces nitrogen oxide, particulate matter and carbon monoxide emissions. A growing number of train operators are adapting members of their train fleets to run on HVO as the benefits of its use are being seen.

The East Lancashire Railway held its annual DMU weekend on November 13/14, with the event featuring the railway’s fleet of first-generation DMUs and what was expected to be the final passenger trips to be operated by secondgeneration 144009. On the evening of November 13, Class 122 W55001 stands at Ramsbottom with the 17.30 Rawtenstall to Bury service, hauling a Mk.1 BSK coach. Steve Sienkiewicz

www.railwaysillustrated.co.uk

NEWS GBRf and Hitachi Rail complete Lumo Class 803 commissioning With its first services being launched in October, Newcastle-based East Coast Main Line open access operator Lumo was due to take delivery of the fifth and final Class 803 EMU from Hitachi Rail during November. Since May, GB Railfreight has provided Hitachi Rail with train planning, haulage and crews for the testing of the new Class 803 fleet. Lumo is the first open access operator to launch its services with a completely new train fleet rather than using second-hand cascaded rolling stock for the start of operations. GBRf chief executive officer John Smith said: “Working closely with our long-standing client, Hitachi Rail, we’ve ensured that the new fleet of Class 803 welcomes passengers as promised. This is a giant step forward in showcasing the role electric rail travel can – and must – play if the UK is to meet its net zero targets.” Over the coming months, GBRf and Hitachi Rail will work on commissioning new trains for East Midlands Railway and the West Coast Partnership, in addition to transit and testing operations in support of existing fleets throughout the country.

First HST power cars are dispatched for scrapping

Running 76 minutes late when photographed after leaving Long Marston later than scheduled, 57312 heads 5Q76, the 11.30 Long Marston to Newport Docks, taking ex-EMT power cars 43075 and 43061 for scrapping. John Stretton

AS REPORTED in the December issue of Railways Illustrated, two Class 43 HST power cars moved from Long Marston to Sims Metals at Newport for scrapping on October 27. Power cars 43061 and 43075 were stored at Porterbrook’s Long Marston facility in recent months after developing major faults. The disposal of the pair has made them the first HST power cars to be scrapped that had not been seriously damaged in an accident. While hundreds of Mk.3 HST trailer coaches have been cut up, there has been a reluctance from the owners of stored power cars to dispatch any of them

for scrap, despite some now being heavily stripped of parts and with no prospect of being reinstated to traffic. In addition to 43061/075, 43011/ 019/140/173 have been scrapped after being involved in serious accidents and damaged beyond economic repair. While there are still many Class 43s in service with ScotRail, Great Western Railway, Crosscountry, Network Rail and Colas Rail, as well as a growing number entering preservation, it is expected that some of the stored power cars that have been stripped of spares will be sent for scrapping over the coming months.

IN BRIEF Network Rail has completed the installation of 15 deer leaps along the railway boundary on the line between Kinbrace and Forsinard. Deer leaps, which were first introduced in 2019, offer all deer, but especially calves and juveniles, an escape route to prevent them from being hit by trains should they stray onto or become trapped on the line while crossing. A mural celebrating the heritage of the local area has been unveiled in the station underpass at Wigan North Western. The artwork is a special representation of the town and has been created by local artist Jess Riley as part of a project by South East Lancashire Community Rail Partnership. Funding for the project came from Avanti West Coast’s Station Community Fund. LNER has launched a 2022 calendar following the success of the inaugural calendar created for 2021. The 2022 calendar features eight images of LNER destinations and locations on with East Coast route, along with four original LNER heritage poster designs taken from the archives held at the National Railway Museum in York.

The railway remembers our veterans THE UK railway network came to a standstill at 11.00 on Thursday, November 11 to honour Armistice Day. Railway staff and passengers at most of the UK’s major stations were encouraged to pause in a two-minute silence to remember members of the Armed Forces who have fought for the country over the years, and those who made the ultimate sacrifice. Additionally, a growing number of train operators provided free transport to Armed Forces personnel, both serving and veterans. This occurred on Armistice Day and also on the following weekend for remembrance events taking place around the country. RIGHT: LNER staff and passengers pause in reflection at Newcastle Central Station, marking the two-minute silence at 11.00 on November 11 for Armistice Day. LNER / Owen Humphreys / PA

www.railwaysillustrated.co.uk

ABOVE: One of the two commemorative Class 91s operated by LNER, 91110 Battle of Britain Memorial Flight, heads over the level crossing at Tallington with 1D10, the 10.33 London King’s Cross to Leeds LNER service on November 5, 2021. The other Class 91 which honours the UK’s Armed Forces is 91111 For the Fallen. Although only 11 Class 91s are currently in service with LNER, both 91110 and 91111 are active. David Barnsdale

January 2022 RAILWAYS ILLUSTRATED 11

NEWS

Avanti launches Pendolino for ‘Climate Train’ partnership AVANTI WEST Coast unveiled Pendolino 390121 in a special livery to commemorate the company’s role in the operation of a ‘Climate Train’ run from the Netherlands to Glasgow in connection with the COP26 international climate change conference. The train operated thanks to a partnership between Avanti West Coast, Eurostar, NS, ProRail and Youth for Sustainable Travel. The concept was initiated by Youth for Sustainable Travel and Dutch rail infrastructure manager ProRail, supported by Eurostar, NS and Avanti West Coast.

Avanti’s portion of the Climate Train ran from London King’s Cross to Glasgow on October 30, with a single flight between London and Glasgow being the equivalent of almost seven train journeys. Official delegations from the Netherlands, Belgium, Italy and Germany joined young people, MEPs, and non-governmental organisations such as Friends of the Earth and Oxfam to enjoy one of the more sustainable ways to travel between the continent and COP26. Avanti has launched a competition on social media to name the train.

Managing director Phil Whittingham said: “Climate change is a serious threat to everyone on the planet and Avanti West Coast, like the wider rail industry, is committed to cleaner, greener transport for all. “By uniting with operators across the continent, the Climate Train’s journey illustrates the ease of travelling between countries providing customers with a sustainable alternative. “But our commitment goes beyond COP26. “For example, in the next few years we will be replacing our diesel-only

trains with a combination of electric and bi-mode trains that will substantially reduce our carbon footprint and impact on the environment.” The special livery is expected to remain on 390121 until the train takes its place in the Pendolino refurbishment programme that is currently underway by Alstom at its Widnes plant (Railways Illustrated, October 2021). It is now one of two especially liveried trains operated by Avanti, joining Pride-liveried 390119 Progress, which was unveiled in August 2020.

Avanti West Coast Pendolino especially re-liveried 390121 heads along the West Coast Main Line through Cumbria on October 30, carrying delegates travelling from London King’s Cross to Glasgow to attend the COP26 conference. Avanti West Coast

Bridlington resignalled but lever frame remains after being protected by listing

The new control panel installed inside Bridlington South signalbox during the recent signalling upgrade works around the station area. Network Rail

12 RAILWAYS ILLUSTRATED January 2022

AS REPORTED in the last issue of Railways Illustrated, Network Rail has completed the resignalling around Bridlington station at the end of October, but the planned replacement of the lever frame with a modern signalling panel had to be changed just before work took place, when both the signalbox at Bridlington South and the lever frame were listed. While all the semaphore signals that controlled the area have been swept away in favour of colour light signals, the new NX control panel has been fitted inside the signalbox, with the lever frame also remaining, albeit now out of use. Network Rail closed the lines through Bridlington for nine days from October 22-31 to allow the

necessary works to be carried out on the signalling. About three quarters of a mile of track was also renewed. Network Rail North and East route operations director Chris Gee said: “After the signalbox and lever frame were listed just before this vital work started, we had to make some last-minute changes to the planned project. By relocating the new control panel within the signalbox, we were able to bring a more modern, reliable railway for passengers, keeping the much-loved equipment in place, and ensuring trains resumed on time.” The line was reopened on schedule for the start of services on November 1. www.railwaysillustrated.co.uk

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