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RAILTOURS RETURN BUT ARE THEY VIABLE? Model Spot
Depicting a Class 47/8
A trip from Watford to Bletchley The UK’s most powerful train Britain’s Depots – Stratford They tried to run a railway, part5
Tragedy hits ScotRail Inter7City HST
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PLUS
Welcome to Railways Illustrated
A Railway in mourning T
he toughest and worst subject to comment on for any transport magazine editor is an incident involving fatalities. I had to do it as an aviation editor, but for the past five years at Railways Illustrated I’ve fortunately been able to avoid it – thanks to our very safe railway and the professional railway staff who run it. Sadly, that all changed on August 12 with the derailment of the 1T08 Aberdeen to Glasgow Queen Street service near Stonehaven. It is terrible to have to report that three people lost their lives – two of the traincrew, Driver Brett McCullough and Conductor Donald Dinnie, as well as passenger Christopher Stuchbury. On behalf of the Railways Illustrated team I would like to offer my condolences to their families and friends, and also to all those involved or affected by this terrible incident. Obviously we must wait for the official investigation to run its course, but many officials have stated that the weather almost certainly played a part, with a severe overnight storm dumping a huge amount of rain that led to considerable flooding and destabilising of the ground, causing landslips. It wasn't an isolated incident either, for example the Edinburgh-Glasgow line was severely flooded near Polmont when a canal overflowed, causing the main route between the two cities via Falkirk High to be closed. Estimates for the repairs suggest it could be closed for around two months, possibly longer. The wider implications for the railway are enormous, as also became evident earlier in the year with extensive flooding of many stretches of track right across the UK. Landslips appear to be becoming more frequent, with routes such as the mid-Wales line particularly vulnerable. Quite rightly, Transport Secretary Grant Shapps has asked Network Rail to review the most at-risk areas of the rail network, but that is a huge job, especially at a time when the railway is struggling to come to terms with the coronavirus fallout. With such severe weather events becoming more frequent as the climate warms, some serious attention is required to upgrading safety measures at numerous sites to help mitigate high temperatures
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and heavy sudden rainfall. That won’t come cheap, but there is no alternative. There have been widely circulated ‘rumours’ that the Treasury might suggest closure of miles of the rail network and possibly hundreds of stations should the UK be hit by a second wave of coronavirus. If that became a reality then closing track would also avoid having to pay for expensive resilience measures. Personally I think much of this is scaremongering as it would be political suicide to suddenly start closing lines after advocating reversing some of the Beeching cuts. However, we must be ready to counter this suggestion if it was ever seriously considered. Moving on, I must tackle the more contentious issue of graffiti. In the news pages you will find an image of brand new Merseyrail Class 777 777006 on its delivery journey to Kirkdale Depot. Only in the country a matter of hours, it was vandalised with graffiti while laid up at Tonbridge. This is quite frankly appalling and will cost Merseyrail a small fortune to clean up. Yet not long ago so called ‘celebrity artist’ Banksy was being applauded for ‘decorating’ the inside of a London Underground tube train. Admittedly, the subject was to promote wearing a face covering, but the canvas was all wrong. This sends out all the wrong messages regarding vandalising trains. He would have been much better to have talked to London Underground and found a more suitable place for the graphics. The fact is, people have been killed on the railway while ‘tagging’ bridges and the like, and it also costs hundreds of thousands of pounds every year to clean up. It is a blight on society and is inexcusable in my opinion. Penalties need to be much higher and enforced rigorously, regardless of anyone’s ‘celebrity’ status. In this issue Alex Fisher takes an indepth look at one of the UK’s most famous depots (and works) – Stratford in East London. We also take a journey along the southern end of the West Coast Main Line between Watford Junction and Bletchley, examining the history of the route and its stations. Going back to 1986, Ian McLean continues his examination of
the London Midland Region Control log, a time when BR’s loco reliability was less than ideal. This month’s Model Spot focuses on recreating the Class 47/8s used by Virgin CrossCountry during the late 1990s and early 2000s. Pip Dunn asks the question of whether railtours can survive in the current climate in his From The Front Coach column, while elsewhere we report from the heritage sector as lines come back to life around the country. After months’ of lockdown it is good to see the sector stirring once more, albeit with social distancing in place. In the news there is better word on the trans-Pennine route with the allocation of £589m towards its upgrade and electrification. Orion High Speed Logistics has revealed its first Class 319 designed for rapid movement of parcels, a concept that is fast becoming attractive, especially in areas where roads are heavily congested such as the major cities. More good news for passengers comes with Hull Trains making a welcome return to the rails on August 21 when it resumes sevices to King’s Cross. In a fascinating turn of events, Class 37s have reappeared on the Far North line providing traction for a trial timber flow. Elsewhere, Great Western Railway has confirmed it is to receive five more Castle HSTs, and Britain’s most powerful train has run – 17,100hp! Don’t forget you can still acquire some of Key Publishing’s recent railway bookazines – see page 13 or visit https:// shop.keypublishing.com. Finally, I must offer my profound thanks to all the photographers who continue to fill my inbox with shots of the ‘Staycation Express’; it is easily the most photographed train of the year! Please remember, if you travel anywhere by rail, stay safe and wear a face covering.
Mark Nicholls Editor
October 2020 RAILWAYS ILLUSTRATED 3
EDITOR: Mark Nicholls DESIGN: Daniel John Design AD TEAM (including Ad Production): Sam Clark, Debi McGowan, Rebecca Antoniades Head of Production: Janet Watkins Head Of Design: Steve Donovan Head Of Advertising Sales: Brodie Baxter Managing Editor: Mark Elliot Head Of Distance Selling: Martin Steele Circulation Manager: Amy Donkersley Head Of Finance: Nigel Cronin Chief Digital Officer: Vicky Macey Chief Customer Officer: Gaynor Hemingway-Gibbs Chief Content Management: Finbarr O’Reilly Head of Content: Hans Seeberg Group CEO: Adrian Cox Contributors: Mel Holley, Evan Green-Hughes, Ian Furness, Mark Hare, Al Pulford, Andrew Watts, Alistair Grieve, Colin J Marsden, Paul Biggs, Ian McLean, Bill Pizer, Martin Loader, Gavin Morrison, Pip Dunn, Gordon Kirkby, Paul Shannon and Simon Bendall.
Contents Regular 3 Welcome
32 Steam News
6 Headlines
42 Pictorial
10 News
60 Traction Action
16 Fleet Review
68 From The Front Coach
22 Heritage News
72 Reviews
28 What’s Happening To…? 73 Railwayana
Editorial Address Railways Illustrated, Key Publishing, PO Box 100, Stamford, Lincolnshire, PE9 1XQ Tel: 01780 755131 Web: www.railwaysillustrated.com Send News, digital images and letters to: railwaysillustrated@keypublishing.com Advertising Sales Manager: Email: sam.clark@keypublishing.com Tel: 01780 755131 Advertising Production: rebecca.antoniades@keypublishing.com Tel: 01780 755131 Fax: 01780 757261 Subscription / Mail Order Key Publishing Ltd, PO Box 300, Stamford, Lincs, PE9 1NA Tel: 01780 480404 Fax: +44 (0)1780 757 261 Subscriptions email: subs@keypublishing.com Mail Order email: orders@keypublishing.com Website: www.keypublishing.com/shop Key Publishing Ltd PO Box 100, Stamford, Lincolnshire, PE9 1XP, UK Website: www.keypublishing.com
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Origination and Printing Printed at Acorn Web Offset Ltd, Normanton, UK. Distribution Seymour Distribution Ltd, 2 Poultry Avenue, London, EC1A 9PU Enquiries Line: +44 (0)207 429 4000 Published on the first Thursday of each month The Editorial team is always happy to receive correspondence. It is all read and appreciated, but we cannot always guarantee a reply. While every care is taken with material, the Publisher cannot be held responsible for any loss or damage incurred. All items submitted for publication are subject to our terms and conditions. These are regularly updated without prior notice and are freely available from Key Publishing Ltd or downloadable from www.keypublishing.com. We are unable to guarantee the bona fides of any of our advertisers. Readers are strongly recommended to take their own precautions before parting with any information or item of value, including, but not limited to, money, manuscripts, photographs or personal information in response to any advertisements within this publication. The entire contents of this magazine is © Copyright 2020. No part of it can be reproduced in any form or stored on any form of retrieval system without the prior permission of the publisher. Publisher: Mark Elliott
ISSN 1479-2230 Vol: 18 No.10 October 2020
4 RAILWAYS ILLUSTRATED October 2020
Depot StratfordW orks and BRITAIN'S DEPOTS Stratford Depot and Works
Stratford Depot and Works BRITAIN'S DEPOTS
Of all the great BR diesel depots and works that are no longer in use, Stratford holds a special place for the many who visited it in its halcyon days. As Alex Fisher reveals, the facility saw a wide variety of motive power but now it is no more and the site is occupied by the 2012 Olympic Park.
FEATURE They tried to Run a Railway - Part Five
They tried to Run a Railway - Part Five FEATURE
In steam days Stratford had a large allocation of various types. B2 (B17 rebuild) 61671 Royal Sovereign, temporarily reduced to a 4-4-0, stands beside a turntable pits in 1955. (Rail Photoprints)
S
During the 1970s and ’80s line ups of the Class 31/0 ‘Toffee Apples’ were a feature at Stratford, especially at weekends. Class 31/0 5517 heads a line of sister locos, including 5519, 5517 and 5516 on February 24, 1973. (Rail Photoprints/Norman Preedy)
46 RAILWAYS ILLUSTRATED October 2020
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tratford’s origins date back to the days of the Northern and Eastern Railway, which built a line from Stratford to Broxbourne in 1840. The company had opened a 16-road polygonal roundhouse by 1843 and it was adjoined by workshops, a blacksmith’s and a saw pit, all of which marked Stratford out as more than a mere running shed. Approval for a further building was given in February 1846, with the four-track straight road Erecting Shop completed in 1847, just as the Eastern Counties Railway was closing its works in Romford and moving to Stratford. Loco building started in 1850/1 with a J V Gooch-designed Class ‘A’ 2-22WT in a works and shed site covering 31 acres. In 1862 the Great Eastern Railway was formed by the amalgamation of several East Anglian Railways and in 1871 a new six-track shed was built by the GE Railway, which became known as the ‘New Shed’. A new 12-track shed, the ‘Jubilee Shed’, was added in 1887, which meant that the two original sheds could then be closed and absorbed by the works. Further buildings were added away from the original shared site, which lay between the Great Eastern Main Line and the Lea Valley Line, as Stratford became the GE headquarters and main workshop facility. More than 500 engines had been built by 1890 and 1,000 had been reached as 1900 approached. By the time the railway grouping came in 1923 and the shed was passed to the London and North Eastern Railway, it had an allocation of roughly 550 engines. Alongside Doncaster it became the company’s major works, utilising new buildings erected in 1913 and 1916. A total of 1,702 locos were built at Stratford, with N7’ Class 0-6-2T No 999E the last to roll out of the works. When nationalisation came in 1948, the works employed around 2,000 people and the shed’s allocation was around 400 locos. By that time Stratford had become a true mecca for rail enthusiasts. J
October 2020 RAILWAYS ILLUSTRATED 47
46 Britain's Depots - Stratford
tried to
RunThaeyRailway Five Part
Power shortages at Stanlow continue to cause the controllers headaches and a runaway Class 303 fouls up the morning rush-hour when it derails at Altrincham. Meanwhile, 45103 suffers a spate of unreliability and 25321 gets a rare passenger outing. Ian MacLean continues his London Midland Control story (see RI Oct 2019, p92).
62 RAILWAYS ILLUSTRATED October 2020
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T
he locomotive maintenance position for the London Midland Region at 0600 on Monday February 3, 1986 was as follows: Fleet status February 3, 1986 Class 20
-2
Class 81
Balance
Class 25
-6
Class 82/3
-1
Class 31
-3
Class 85
+2
Class 45/0
+9
Class 86/0
Balance
Class 45/1
+1
Class 86/2
-3
Class 47/0/3
-9
Class 86/3
Balance
-1
Class 86/4
Balance
Class 56
-2
Class 87
-3
Class 58
Class 47/4
-1
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The situation worsened as further failures at Stanlow necessitated the movement of 47094 and 47298 from Manchester Victoria in the early hours. Apologies were received from York Control that 47444 on the 1M53 0753 York-Bangor had failed at Copmanthorpe with a shutdown engine. The driver managed to restart it, but it would be replaced at Leeds and the train would arrive on the London Midland Region behind 31427. At the same time, services from Dee Marsh were in a state of chaos: two Class 25/9s and 47309 were provided for the 7F81 1625 Croes Newydd to Arpley and 6F69 2055 Dee Marsh to Walton Old Junction respectively. However, Dee Marsh ran the
7D15 1202 to Chester, which should have been cancelled, while Wrexham used the 47 to work to Chester with just one wagon! When asked to return 47309 to Dee Marsh for 6F69, the reply came that there was no crew for the job. Meanwhile, 25311 was not enjoying its stay of execution, as it derailed and the Crewe road van was booked to attend at 0700 on the 4th. A row broke out between Crewe and York during the afternoon when 31428 arrived at Barrow Hill, light from Saltley, with an assignment for repairs at March. York challenged Crewe that this was an unacceptable route, but Crewe countered that the loco had been assigned for repairs on the Eastern Region at 1300 and J
MAIN PICTURE: Class 45/1 45101 passes Mirfield with the 0951 York to Liverpool service on February 9, 1986. Four days earlier it had failed at Prestatyn when it ran out of fuel while working the 1M58 0820 NewcastleLlandudno. (Gavin Morrison)
October 2020 RAILWAYS ILLUSTRATED 63
62 They tried to run a railway www.railwaysillustrated.co.uk
54 Model Spot – Detailing Class 47/8s
Simon Bendall describes how to model the Class 47/8s primarily used on Cross Country routes.
74 Exploring the southern WCML – from Watford Junction to Bletchley
Stephen Roberts casts his eye over the southern part of the West Coast Main Line, offering up some interesting facts along the way.
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• Trains ARE safe • Message change • Heritage lines re-open • Charter trains return
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The East London depot was once one of the largest in the UK; Alex Fisher charts its history.
Ian McLean continues his story of the London Midland Railway control logs for early 1986.
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SEPTEMBER 2020
46 Britain’s Depots – Stratford
62 They tried to run a railway pt5
E AV
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MAIN PICTURE: Finally into revenue service, DC Rail Class 60 60029 Ben Nevis powers the 6M00 Humber to Kingsbury tanks at Howsham on August 5. (Alex Ayre)
ORION 31 9 REVEAL ED
WELCOME BAC K HULL TRAINS
THE RAILW AY WORLD
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– PAST, PRESE NT AND FUTUR E
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FEATURE Exploring the southern WCML – from Watford Junction to Bletchley
WCML
Exploring the southern
from Watford Junction to Bletchley
Stephen Roberts casts his eye over the southern part of the West Coast Main Line, offering up some interesting facts along the way.
Exploring the southern WCML – from Watford Junction to Bletchley FEATURE
M
y latest excursion covers the south end of the West Coast Main Line, one of the UK’s most important rail routes, connecting London Euston with Birmingham, Manchester, Liverpool and Glasgow. As far as British longdistance rail travel goes, the route is up there in terms of scenery and importance, connecting the capital with the next four greatest centres of population. Some would disagree and consider the East Coast Main Line to be more scenic, as the WCML’s insoluble problem is that it bypasses most of that west coast, but between Lancaster and Carlisle you get good views of the Pennines and the Lake District, and that is the best bit. In this feature I concentrate on the section between Watford Junction in Hertfordshire and Bletchley in Buckinghamshire.
History
The WCML, with its near 400-mile heart between London Euston and Glasgow Central, was not envisaged as a single trunk route. Several different companies contributed sections, namely the Grand Junction Railway between Liverpool/ Manchester and Birmingham (1837) and the London and Birmingham Railway (1838), which merged in 1846 to form the London and North Western Railway (LNWR). Other sections, such as the Lancaster and Carlisle Railway were absorbed later. North of Carlisle, the Caledonian Railway remained independent and had reached Glasgow by 1849. The first direct trains between London and Glasgow commenced during the 1850s. The route became part of the London, Midland and Scottish Railway (LMS) during the 1923 grouping and fierce
rivalry ensued with east-coast competitor the London and North Eastern Railway (LNER). Upon nationalisation in 1948 it became part of BR’s London Midland and Scottish Regions, with the term ‘West Coast Main Line’ entering common usage. Unfortunately, Britain’s worst-ever rail disaster occurred at Quintinshill, on a northern stretch of the line, in May 1915.
MAIN PICTURE: Southern Class 377 377215 calls at Bletchley on May 23, 2019 with the 0854 to Milton Keynes Central. (All photos author)
Journey down the line
Watford Junction is 17½ miles from Euston. Journeys into the capital can take anything from 16 to 52 minutes, depending on whether you’re aboard a fast non-stop service or a London Overground commuter train on the Watford DC line. Watford is Hertfordshire’s largest town and has more old parts to it than you might expect, plus it is home to Watford FC, the ‘Hertfordshire Hornets’. J
FRONT COVER: BR Standard 7P 70000 Britannia, masquerading as 70022 Tornado passes Narroways with the 0917 Bristol to Carmarthen leg of ‘The Red Dragon’ railtour on July 29. (Jack Boskett)
RAILTO RETURNURS BUT ARE THEY VIABLE? Model Spot
PLUS
Depicting a Class
47/8
A trip from Watford to The UK’s mos Bletchley Britain’s Dep t powerful train They tried ots – Stratford to run a railw ay, part5 ScotRa
74 RAILWAYS ILLUSTRATED October 2020
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74 Watford to Bletchley www.railwaysillustrated.co.uk
October 2020 RAILWAYS ILLUSTRATED 75
s
il Inter7Cit
OCTOBER 2020
Tragedy hit
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NEWS Headlines
ScotRail Inter7City Derailment Tragedy AT APPROXIMATELY 0940 on August 12 a ScotRail Inter7City HST derailed around 1.4 miles (2.25km) northeast of Carmont in Aberdeenshire, two vehicles plunged down an embankment and caught fire, another was crushed and very sadly three people were killed, Driver Brett McCullough, Conductor Donald Dinnie and passenger Christopher Stuchbury. The train was lightly loaded and was only carrying nine people. The cause of the incident is now being investigated by the Rail Accident Investigation Branch, but it quickly became apparent that a landslip was likely to be the main contributing factor. This follows some exceptionally high rainfall the previous night as storms passed across the area. The RAIB published its initial report two days later on August 14 and the main points are: The site of the accident was approximately four miles (6.4 km) south-west of Stonehaven and 20 miles (32.25km) north of Montrose, on the double track main line that runs between Dundee and Aberdeen. The train, which was operated by Abellio (trading as ScotRail), was a High Speed Train set with a leading power car (43140), four Mark 3 passenger coaches (set HA22 40622, 42007, 42564 and 42145) and a rear power car (43030). It had originally been running as train reporting number 1T08, the 0638 service from Aberdeen to Glasgow Queen Street. It had departed on time from Aberdeen and then from Stonehaven, its next scheduled
The aftermath of the derailment, with power car 43030 still upright but derailed all wheels. Both it and TFB 40622 appear intact and could be repairable, although the TFB will have sustained a lot of underframe damage. (PA Images)
stop. After departing Stonehaven the train continued past Carmont on the up (southbound) line until it was stopped by the signaller at Carmont, using a radio message. This was because the signaller had just received a report from the driver of a train on the down (northbound) line that a landslip was obstructing the up line between Carmont and Laurencekirk. When it became apparent that 1T08 could not continue its journey south, the decision was taken to return it to Aberdeen and it was
routed back over a crossover at Carmont onto the down line. After travelling for approximately 1.4 miles (2.25km), the train struck a landslip covering the down line and derailed. As the track curved to the right the train continued in a roughly straight line for around 100 yards (90m) until it struck a section of bridge parapet, which was destroyed. The leading power car continued over the bridge and then fell from the railway down a wooded embankment, as did the third passenger carriage. The first passenger carriage came to rest on
Seen in happier times, ironically at Stonehaven on February 18 with an Edinburgh to Aberdeen service, Class 43 Inter7City power car 43030 was involved in the incident but appears to have survived relatively unscathed. (Stuart Fowler)
6 RAILWAYS ILLUSTRATED October 2020
its roof, having rotated to be at right angles to the track. The second passenger carriage also overturned onto its roof and came to rest on the first carriage. The fourth passenger carriage remained upright and attached to the rear power car; it also came to rest on the first carriage. All wheelsets of the rear power car derailed, but it remained upright. The RAIB is currently collecting evidence needed to identify factors relevant to the cause of the accident and its consequences. The scope of the investigation is likely to include: • The sequence of events and the actions of those involved; • The operating procedures applied; • The management of earthworks and drainage in this area, including recent inspections and risk assessments; • The general management of earthworks and drainage and associated procedures designed to manage the risk of extreme weather events; • The behaviour of the train during, and following the derailment; • The consequences of the derailment and a review of the damage caused to the rolling stock; • Underlying management factors; • Actions taken in response to previous safety recommendations. The full report will be published in due course. www.railwaysillustrated.co.uk
Headlines Tributes have been paid to those who died in the incident. Simon French, Chief Inspector of the RAIB, said: “Following the tragic accident near to Carmont, my thoughts, and those of all of my colleagues at the RAIB, are with the families of the three people who lost their lives. Thankfully, fatal derailments are a rare occurrence on the UK’s national network. However, landslips and other earthworks failures remain a risk to trains that needs to be constantly managed, and this is becoming even more challenging for the rail industry due to the increasing incidence of extreme weather events.” It also transpires that an off duty member of staff who was travelling on the train and survived walked a mile back to Carmont signal box to raise the alarm. A member of the public also contacted the police. The emergency services descended on the site, which was difficult to reach due to the terrain, to treat and rescue the remaining passengers who were taken to Aberdeen Royal Infirmary. At the time of writing four had been discharged, while the other two patients were said to be in a stable condition. Visiting the site the following day Network Rail Chief Executive Andrew Haines said: “I will not pre-empt the outcome of the investigation into this awful event, but it is clear the weather was appalling and there were floods and landslips in the area.” Answering questions about if climate change may have been a factor he added: “Our network was designed for a temperate climate, and it’s challenged when we get extremes such as storms and floods. We’re seeing this more and more and although we can address them on the ground with precautionary measures, we are acutely aware we need a long-term resolution, and we had already secured additional funding and resources to help achieve this.” UK Transport Minister Grant Shapps has requested that Network Rail produce an interim report by September 1. In addition, Network Rail is carrying out detailed inspections of high-risk trackside slopes with similar characteristics to the site of the incident. Meanwhile, Scotland’s Lord Advocate has asked Police Scotland, British Transport Police and the Office of Rail and Road, the independent regulator, to conduct a joint investigation into the accident. This is the first serious incident in which a rail passenger has died since the Grayrigg Pendolino crash in 2007, bringing to an end an impressive 13-year safety record. But it must be remembered that rail is an overwhelmingly safe mode of transport, given that people are killed almost every day on the UK’s roads. www.railwaysillustrated.co.uk
NEWS
£589m to ‘kickstart’ Trans-Pennine upgrade
DRS-liveried 68034 heads the 1E35 1154 Liverpool Lime Street to Scarborough service through Ravensthorpe, West Yorkshire, on July 31. A pair of Class 185s head in the opposite direction with the 2J63 1251 Leeds to Huddersfield service. The route could well be electrified before too long. (Ian Dixon)
SECRETARY OF State for Transport Grant Shapps announced on July 23 that £589m was being allocated to the enhancement of the TransPennine main line between Leeds, Huddersfield and Manchester. At the same time details were announced about the Northern Transport Acceleration Council, which is being formed to deliver transport enhancement “as quickly as possible”. The money will go towards the design and enabling works for the first stage of Network Rail’s Trans-Pennine Route Upgrade programme, which includes the partial 25kV AC electrification, another through platform at Huddersfield and 13km of
quadruple track. Previously, industry leaders had criticised DfT’s earlier proposal to only electrify parts of the route, meaning diesel power would still be needed on the central section across the Pennines, including the 5.2km Standedge Tunnel. However, Shapps said: “Most of the line will be electrified, and our ambition is to go further. Full electrification, digital signalling, more multi-tracking and improved freight capacity are now under consideration as part of an Integrated Rail Plan due to report in December.” Shapps added the TRU as now envisaged would, “allow all-electric services between Liverpool, Manchester, Leeds, York
and Newcastle; bring longer and more frequent trains; and create significantly more local capacity along the line”. Furthermore, he continued, proposals to “allow more freight on the route, replacing thousands of diesel lorry journeys with electric freight trains, will also be considered”. Shapps also said the Northern Transport Acceleration Council was being formed “with the desire to cut bureaucracy and red tape so passengers can get the modern, reliable transport network they deserve as quickly as possible”. It will be chaired by the Secretary of State and bring together mayors and council leaders to “ensure northern leaders have a direct line to ministers”.
More services, but demand remains subdued THE DEPARTMENT for Transport has contacted passenger Train Operating Companies in an aim to introduce a “near-full timetable” from September 7. This is in line with the government’s plan to encourage people to return to public transport and normal working. However, so far no new guidance on the required social distancing, or if all seats have to be reserved even on commuter trains, has been published. Meanwhile, TOCs are trying to establish the level of demand they’ll have to cater for. The fact is, not all operators will be returning to full pre-coronavirus timetables. This is for several reasons, including staff availability due to coronavirus (such as
vulnerable members) and the wish to maintain the impressive performance levels achieved during lockdown. A striking example of this is Northern Trains, which is stopping running trains on the normally busy commuter route between Manchester Piccadilly and Rose Hill Marple from early September until mid-December 2020. In addition, social distancing in cabs means that crew and route training for drivers has been severely affected, causing several TOCs to scale back or delay training programmes. This affects the roll out of new stock in particular. However, the situation eased in August following agreement with
the drivers’ union ASLEF on new safe practices. Latest research by the Rail Safety and Standards Board has suggested the chance of catching COVID-19 is extremely low – around 1 in 11,000 journeys. This figure improves further if face coverings are worn. Additional research in Germany claims there is no evidence of any infection transmission on trains at all. What is clearly needed to save the UK’s railways is a clear and strong message that train travel is perfectly safe, otherwise we could be faced with passenger levels remaining at around 20-30% of normal, potentially for years. That would be financially unsustainable in the longer term.
October 2020 RAILWAYS ILLUSTRATED 7
NEWS
Orion Class 319 emerges
Class 319 319373 illustrates its ROG blue livery at Eastleigh Works on August 4. The interior of 319373 has been stripped of seats and a roller floor put in place to allow it to carry pallets, bulk items and parcel cages. (Both Carl Watson)
THE FIRST Orion High Speed Logistics Class 319 EMU was revealed in early August at Eastleigh Works. The unit, 319373, has undergone internal modification to allow it to carry freight and is now in Rail Operations Group’s blue livery, as Orion is a subsidiary company.
Orion launched in 2018 with plans to run three trains per day between Liverpool Street and London Gateway. To begin with Orion will use Class 319s 319010 and 319373. The former has been internally modified at Wolverton Works by Gemini Rail Services and is now
with Brush at Loughborough for the fitting of gensets to make it into a Class 769 FLEX bi-mode. The other unit being converted to Class 769 FLEX configuration is 319009. 319373 is to be a ‘demonstrator’ and will not be converted to a FLEX, but it will be able to run in multiple with a
Class 769 so that it can also be used away from 25kV AC routes. Further units are expected to be ordered in due course. Away from the initial London area, Orion is also considering using the concept on routes from London to Scotland, the North, the Midlands and the South West.
Britain’s most powerful Heathrow welcomes its first Class 345s train - 17,100hp! A SIGNIFICANT milestone was reached for the Crossrail project on July 30 with 345004 becoming the first Class 345 to work to Heathrow Airport in passenger service. After months of testing, the nine-car unit formed the 9T07 0532 PaddingtonHeathrow Terminal 5, this running with the European Train Control System (ETCS) cab signalling in use. Initially, only one diagram is being worked by the class, with the others remaining in the hands of the Class 360/2s, while the switchover has not been without
some teething issues and service disruption. August 3 also saw ninecar Class 345s reinstated on the Paddington to Hayes & Harlington shuttles, these developments bringing the passenger debut of a number of previously unused sets early in the month, including 345030/43/62/66/68, while lastbuilt 345070 undertook its first services on August 9. However, nine-car passenger services to Reading remained suspended until sufficient mileage accumulation of the nine-car sets is reached.
Former EMR Class 43 power car 43054 leads 91122, Mk 3s 11048, 11018 (both Virgin), 11090 (Greater Anglia), 12092 Test Car 2 (grey/blue), 12138, 12133, 12122, 12078 (all Virgin), 91128 and 43066 near Grantham on August 6 with the 3Q45 leg. (Nick Green)
THE DATS test formation being used to test the Midland Main Line electrification is believed to be the UK’s most powerful train. The formation of Mk 3s, two Class 91s and two Class 43 HST power cars has been through wired and it ran on the ECML on August 6 to look for any issues and work out driving in tandem. The train formed the 5Q45 from Leicester to Peterborough Eastfield Junction, 3Q23 from Peterborough Eastfield Junction to Doncaster, 3Q45 from Doncaster back to Peterborough Eastfield Junction, and 5Q59 from
Peterborough Eastfield Junction back to Leicester. The 91s are controlled via TDM while the HSTs are controlled through a separate cable, so the power cars and 91 are driven in tandem. The combined motive power generates 17,100hp and, not surprisingly, can reach 125mph very quickly, which testing on the MML requires. Eventually, a Class 90 will be added to the centre of the formation to simulate a 12 Class 360 formation. If it takes power too, then the combination will generate 22,100hp!
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Crossrail’s Class 345 Aventras entered passenger service between Paddington and Heathrow Airport on July 30. The same day saw the resumption of nine-car running following the solving of a software issue. Unit 345030 calls at Heathrow on August 5. (Joel Coulson)
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NEWS
LNER relaunches to Aberdeen and Inverness EAST COAST Main Line LNER services from King’s Cross to Aberdeen and Inverness resumed on August 3 and the operator continued to add services as coronavirus lockdown restrictions were eased. LNER also began at-seat catering trails during the same month. This service allows passengers to order and pay for food and drink using the Let’s Eat At Your Seat app, developed by QikServe as part of the LNER FutureLabs accelerator programme. The operator said this would provide confidence to passengers who prefer to stay seated for the duration of their journey or do not wish to leave their possessions unattended. From August 21 until January 4, 2021 LNER is easing ticket restrictions on Fridays to spread demand throughout the day, further supporting customers
in maintaining social distancing when travelling by train. The move permits passengers to purchase Super OffPeak tickets throughout the day on Fridays. Restrictions are being eased on all routes to and from King’s Cross and Stevenage except for customers travelling between Stevenage and London King’s Cross and vice versa. Suzanne Donnelly, Commercial Director at LNER, said: “Relaxing our restrictions on Fridays allows us to spread demand across the entire day, helping our customers to maintain social distancing, save some money and have more choice about when they travel. Combined with our reservation-only services and the enhanced cleaning of our trains and stations, this will allow us to further provide both a safe and enjoyable experience for our customers.”
GA introduces Stansted Express Flirts GREATER ANGLIA began using its Class 745/1 Stadler-built EMUs on Stansted Express duties on July 28. Initially two units were used, 745103 (1B20 0710 Liverpool Street-Stansted) and 745106 (1B04 0506 Liverpool Street-Stansted), but unfortunately both failed. 745106 developed a fault in mid-morning and returned to Norwich in passenger service, with 745108 taken off the Norwich circuit to replace it, but it too later failed as did 745103, which had to be dragged from Stansted to Norwich by 37611 during the evening. GA is working with Stadler to identify the problems, which are reported to involve the Automatic Warning System. Greater Anglia Franchise & Programmes Director Ian McConnell said: “This milestone marks the start of the final phase of the programme
to introduce the new trains being built for us by Stadler. All 38 bi-mode regional trains and ten electric intercity trains are already in passenger service. Over the next six to nine months we will replace all the current trains on the Stansted Express services with the new trains, as part of our phased programme for bringing our new fleet into service. As we do so we will be able to progressively transfer the current Stansted Express Class 379 trains on to other West Anglia services, enabling some of the older trains to be withdrawn from service. This means many more passengers will start to see the benefits of better trains, in advance of the introduction of our new Class 720 commuter trains on West Anglia services, which is expected to begin in the latter half of 2021.”
Five more Castles for GWR
FORMAL AGREEMENT has been reached between Great Western Railway and the Department for Transport for the conversion of five additional 2+4 Castle HST sets, which will become GW12 to GW16. With TS 42005/15/16 and TGS 44005 having arrived at Doncaster between 43009 and 43010 on June 16, further vehicles for modernisation were delivered to Wabtec on July 24 with 43171 and 43172 bringing in 42173/95, 42217, 42310/53 and 44042 from Long Marston. All four of these
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power cars will also be modified and repainted, meaning the end for 43172’s popular First World War remembrance livery, while 43022/027/029 are expected to complete the fleet, this trio having remained at Laira and St Philip’s Marsh all year. The Mk 3s to form two more sets arrived from Ely Papworth on August 5, 47815 hauling the reprieved 42048/50/66/71/74/81 and 44002/16. In addition to the full sets, three more spare trailers will also be provided.
Far North Timber traffic resumes
WCR 37516 and 37669 top County March summit, the highest point of the Far North Line (216m), after a climb of mostly 1-in-60/70 on August 8. Shortly afterwards, 37669 was reported as having difficulties and 37516 struggled to do all the work only around 40 minutes into its journey. The train is the 6Z69 1745 Georgemas Jn to Inverness, which weighed in at around 800 tonnes. (Niall Leybourne)
TIMBER TRAFFIC made a welcome return to the Far North line from the beginning of August with the commencement of a trial flow between Georgemas Junction and Inverness Milburn Yard. Funded by a £195,000 grant from Transport Scotland, the workings are expected to continue until midSeptember and are taking place to assess the viability of once again moving timber by rail in the north of Scotland, thereby allowing a reduction in lorry journeys and carbon emissions. The trial is being led by Victa Railfreight, with the timber sourced from forests in Caithness and destined for the Norbord Europe processing plant at Dalcross, around six miles to the east of Inverness. The cross-industry trial also involves Network Rail and the Highlands and Islands Transport Partnership, while DB Cargo has supplied 14 BTA bolster wagons, which are more typically used to transport offshore oil pipes but are
also capable of carrying timber. In a rare foray into freight work, West Coast Railways is supplying RETBequipped Class 37/5s and drivers. The locos and wagons arrived at Inverness on August 1, with 37669 and 37516 bringing BTAs 950187/ 246/514/534/548/581/588/62 9/654/664/734/736/862/984 north from Mossend and 37685 bringing up the rear. With the latter Type 3 removed, the rest of the train continued to Georgemas Junction just after midnight on August 3. It was loaded ready for 37516 and 37669 to power the 6Z69 1735 to Inverness on August 4. Another round trip took place on August 7/8 before 37516 and 37685 partnered up for the retimed 6Z99 1523 northbound working on August 10, which conveyed a reduced number of 12 BTAs for the loaded return the next evening. If the trial proves successful, other loading points are also under consideration, such as Thurso and Lairg.
First Class 508s for scrapping
The first Merseyrail Class 508 units head for scrapping at Sims Metals Newport as 57312 leads 508110 and 508134 through Newport forming the 5Q87 Craven Arms to Newport Docks on August 17. The train left Birkenhead EMU depot the previous evening and laid up at Craven Arms. (Martin Turner)
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NEWS
Newark to Lincoln re-signalling NETWORK RAIL is informing local residents about its impending resignalling project between Newark and Lincoln. The work is due to take place in 2022 and will see old communications and signalling equipment removed and replaced by modern kit controlled from the Lincoln Signalling Control Centre. Swinderby’s mechanical signal box will be closed and all 14 level crossings will be upgraded with barriers, obstacle detection technology and warning lights. The project will also involve the closure of Cross Lane level crossing
Merseyrail Class 777 vandalised in Kent
in Collingham, Nottinghamshire, with a new road will be built that will not cross over the railway. The route currently has maximum speeds of 50 and 70mph but the work will permit the limit to be raised to 75mph throughout. Tom Harman, Scheme Project Manager for Network Rail, said: “This major improvement work between Newark and Lincoln will bring a more modern and reliable railway for passengers, with faster journeys and fewer delays. The majority of this work will be carried out in 2022.”
More electric Freightliner Intermodal planned
While stopping over at Tonbridge in July, en route from the Channel Tunnel to Merseyside, brand new Stadler Class 777 unit was vandalised with graffiti. GBRf’s 66773 leads 777006 through Bletchley on July 27 forming the 6X29 1340 Tonbridge West Yard to Kirkdale. (Ryan Walker)
Newhaven signal boxes levered out
Freshly outshopped in its new G&W livery, 90014 Over the Rainbow stands outside Crewe Basford Hall depot on July 30. (Tony Miles)
GENESEE & WYOMING subsidiary Freightliner has announced its future strategy to run more and longer electric-powered intermodal trains. The freight operator has recently acquired 13 ex-Greater Anglia Class 90s, taking its tally of the type to 23. One of these, 90014, has been outshopped in the firm’s new orange and yellow livery. It was named Over the Rainbow, to recognised key workers, at Crewe Basford Hall on July 30. It is the first of the former GA examples to be overhauled and repainted, with the remainder to go through a similar process over the next few months. Speaking at the naming ceremony, Genesee & Wyoming’s CEO for its UK/Europe Region companies, Gary Long, said: “Modal shift from road to rail is a purpose that we are constantly committed to. Being carbon neutral by 2030 would be spectacular for the whole industry
and we’re making a commitment to that right now.” The company’s European Engineering Director Tim Shakerley said the locomotives’ drawgear and buffers needed modification for intermodal service. He added: “We are also updating the TDM system so we can run them in multiple and putting in current limiters so that we don’t draw too much power from the network when we run double-headed freight trains. Acquisition of the Class 90s pushes our electric fleet into the future.” He also confirmed that the Class 86 locos are not to be withdrawn, but will instead be placed in warm storage until a decision is made on a life-extension programme. He said: “We’re still hopeful that there will be a growth of electrification across the network that will allow us to continue to expand our electrically hauled freight services.”
10 RAILWAYS ILLUSTRATED October 2020
Newhaven Harbour’s 1886 brick-built box on February 25, 2019 while it was still in use by Network Rail. (Richard Horner)
NEWHAVEN TOWN signal box, a wooden Saxby & Farmer example built for the London, Brighton & South Coast Railway (LB&SCR) in 1879, was demolished over the weekend of June 20-21. Its Westinghouse A2 40-lever frame had been retrieved by a working party from the Bluebell Railway’s Signal & Telecommunications team earlier this year, working to a detailed recovery plan drawn up with Siemens, Keltbray Aspire and Network Rail. The frame will be reassembled with its original levers (saved by the Bluebell team when Newhaven Town box was fitted with a modern panel in 2013)
and re-used on the heritage line, possibly at Sheffield Park. Nearby, Newhaven Harbour signal box, a brick 42-lever box built in 1886 for the LB&SCR, was demolished in mid-March, just prior to lockdown. The original intention had been for Network Rail to transfer ownership of this box to the Newhaven Port Authority, which owns the adjacent land, to enable its retention as a welfare facility, but this plan was subsequently abandoned. Both boxes were decommissioned under the Lewes re-signalling scheme on December 2 last year. Richard Horner
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NEWS
Staycation Express is a huge success
LSL Class 20 D8107 leads a southbound ‘The North Pennine Staycation Express’ off Lunds Viaduct on August 12. (Andrew Mason)
LOCOMOTIVE SERVICES Limited has placed newly repainted Class 20 D8096 at Barrow Hill, but it had something else in store for partner D8107, the latter being pressed into service as the standby loco for the Rail Charter Services Skipton to Appleby ‘Staycation Express’ trains. Initially it was planned to have 47593 Galloway Princess and 47712 Lady Diana Spencer top and tailed, with Class 37 D6817 as standby at Appleby, but the first two weeks saw just 47593 and 37521 working the trains, with no standby, and 47712 was not used until week three. The failure of D6817 on the Crewe
- Appleby ECS on Sunday August 2 saw the need for a standby loco and so the 20 travelled north to Appleby on August 3 with the repaired 37521 in tow (hired-in DRS 37407 covered for 37521 on the Monday). As it was stabled at Appleby, it wasn’t long before the 20 was called into action when 47593 suffered a coolant leak before the day’s services on August 12. With 47712 having replaced 37521 at the weekend, it was left for D8107 to substitute for the failed 47, working all day on the 12th and 13th. D6817 was dispatched from Crewe on the 13th to replace the 20 for the Friday and Saturday, with
Extra Platform opens at Stevenage
Stevenage station’s fifth platform was officially opened on August 3 as part of the £40m scheme to increase capacity on the East Coast Main Line. It will be used by terminating trains from the Hertford Loop, thus freeing up the through platforms. The first passenger service to use the new platform, 717024, arrives on August 3. (Network Rail)
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D8107 returning to Crewe with the errant 47593 in tow. Railways Illustrated writer Pip Dunn took a trip on the ‘Staycation Express’ on August 13, and tells the tale. “The train was four ex-Greater Anglia Mk 3 First Open coaches and a Mk 2d BFK coach for staff. On the Appleby end was 47712, immaculate in its ScotRail livery. Due to the earlier failure of 47593, the southbound workings were powered by Class 20 D8107, immaculate in British Railways green. “I opted for the 1218 from Skipton, which arrived a couple of minutes late from Appleby due to Northern Trains occupying all the
platforms. But a quick turnaround meant we left on time. The stock was immaculate inside and, to meet social distancing, there were partitions between the bays of seats. Passengers are seated in pairs, although family groups and ‘bubbles’ can take three or four seats around one table. With the toilets clean and with hand sanitiser aplenty there was no problem with washing hands at regular intervals as well as after using the loos. Overall, LSL has put on a workable and acceptable socially -distanced charter train, and the whole travel experience was truly first rate.”
Welcome back Hull Trains OPEN ACCESS operator Hull Trains began running again on August 21. It reintroduced its services between Beverley, Hull and London King’s Cross but initially was only running two trains each way Monday to Saturday and three on Sundays. Commenting in late July, Managing Director Louise Cheeseman said: “We will continue to review the numbers of people travelling and will introduce more services as demand increases.” Hull Trains usually runs 92 trains a week, but as a non-franchised operator it has to survive on fare box revenue alone and so did not qualify for the emergency support provided by the UK Government during the coronavirus crisis. Cheeseman also said: “By relaunching services in August, we
are giving families and friends an opportunity to spend some quality time together. Tourist attractions in the capital are opening up again and we expect to see people making the most of day trips, weekends away and the Bank Holiday. We are excited to give people the opportunity to travel safely so they can make the most of the rest of the summer season, and the services we plan to introduce on the timetable will give people the best chance to do this. “I want to reassure our customers that extra cleaning measures will be taking place on board the trains. There will be a dedicated cleaning team on every service, socially distanced seats will be clearly labelled and all health and safety precautions will be met so people can travel with confidence.”
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NEWS
SWR given option for five more Class 701s
SWR Class 701 701002, still unbranded, passes Oakley Cricket Club while working the 5Q30 0911 Eastleigh to Waterloo mileage accumulation/test run on August 12. The unit also carried out gauging tests around the Hounslow Loop, making two return trips. (Chris Wilson)
SOUTH WESTERN Railway has secured a contract amendment giving it the option to acquire up to five additional Class 701 Aventra EMUS from Bombardier through leasing company Rock Rail. The operator is now taking delivery of the £895m order for 60 Class 701/0 ten-car and 30 Class 701/5 five-car units placed in 2017, along with
the provision of spare parts and maintenance support services. The optional order for the five ten-car units must be made on or before September 30, 2020. Meanwhile, main line testing is continuing with the first units so far delivered to SWR. The first half of August saw test running commence in earnest. The evening
of August 6 saw the first visit to London Waterloo, with 701005 arriving as the 5X55 1850 working from Eastleigh, the set going on to make overnight trips to Guildford via Woking. The same unit reached Reading on August 18. On August 11, it was the turn of 701002 to visit the capital, performing daylight tests to Dorking via Epsom. Meanwhile,
701005 reached Bournemouth on the evening of August 7 on a return outing from Eastleigh and thereafter undertook several trips to Brockenhurst in the following week. On July 31, 701006 was delivered to Eastleigh from Derby by 66783 and 66787, while 701007 made the same journey on August 14 in the care of 66721 and 66723.
Grand Central is back
Have you missed some rail bookazines? Possibly due to the coronavirus lockdown you might have missed out on buying some of the latest rail bookazines from Key Publishing. All the titles are available direct from Key’s online shop https://shop. keypublishing.com/ and also from WH Smiths and other high street newsagents.
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July 26 saw the relaunch of Grand Central’s Yorkshire service to King’s Cross. Class 180 180114 calls at Brighouse with the 1A81 0757 from Bradford Interchange. (Russell Wykes)
October 2020 RAILWAYS ILLUSTRATED 13
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Class 196 tests begin
West Midlands Trains’ CAF-built Class 196/1 196101 made its UK main line debut on July 23 during a test run from Tyseley to Hereford. The 5Z37 1435 Tyseley to Hereford is seen passing Colwall. The first UK-assembled unit, 196104, was delivered at the end of July. (Raymond Coates)
Sizewell DRS trials
DRS-owned and TransPennine Express-liveried 68026 heads out on the 6Z68 Long Marston - Stowmarket with 20 JNA-T wagons in tow at Saltley Viaduct on August 3; 66422 is on the rear. (Tom Stobbs)
WITH PLANS progressing to build a new nuclear reactor at Sizewell, early August saw Network Rail carry out a series of trials on the Leiston branch to assess EDF’s proposal to deliver some of the construction materials by rail to the otherwise largely disused flask terminal. On August 3, TransPennine Express-liveried 68026, along with DRS Class 66 66422,
extracted 20 JNA box wagons from Long Marston. These were initially stabled at Wymondham Abbey on the Mid-Norfolk Railway before moving to Stowmarket the next day. Test runs to Leiston and back were made on August 5, 6 and 10, and included taking acoustic measurements to determine the likely impact of the trains on local residents.
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Daventry Expansion WINVIC CONSTRUCTION Ltd has won a £29m contract to build a new intermodal Rail Freight Terminal at RFI DIRFT at Daventry in Northamptonshire. The scheme is part of Prologis’ extension to its UK logistics park, DIRFT III, and involves significant earthworks, the laying of a 79,000m2 concrete terminal slab, nine kilometres of track connected to the existing terminal and the West Coast Main Line, and three complex bridges. Concrete pouring began on August 17. Completion is expected in 2021 and the facility will have the capacity to handle up to 24 775m-long trains every day. The terminal slab will be able to take the weight of containers stacked four high and loaded to 21 tonnes each. The trackwork will include five 800m-long sidings and also a traverser, meaning a headshunt will not be needed because locos will be released sideways onto an empty adjacent siding, thus saving space. The expansion will help the environment by taking HGVs off the roads and improve air quality.
South East London upgrade progresses AFTER TWO years of work and a nine-day closure of routes across South East London, new, more reliable signalling on the Sidcup, Grove Park and Bromley North lines through Hither Green has come into use. The old system, which controlled the movement of trains on the lines through Hither Green, had been in place since the 1970s and had become unreliable and difficult to maintain, with spare parts hard to find. The new system, now controlled from the Rail Operations Centre at Three Bridges, will mean fewer faults, fewer delays and better journeys for passengers travelling between Kent, Hither Green, Lewisham and into Central London. The work involved provides turnback capabilities at Hither Green, Grove Park and Lee, meaning more trains can run when there are delays or engineering works. Track circuits were replaced with 254 more reliable axle counters. 92 new
signal heads, 58 new signals and nine new, more easily maintained signal gantries were installed, along with 24km of new power cable and 19km of new fibre cable. 86 sets of points were enhanced to improve the reliability of junctions, and power supplies were upgraded and made more resilient. Better signalling at Grove Park station was installed to allow 12car trains to stop at Platform 3 during unplanned disruption. Deep cleaning, painting, platform and canopy repairs were undertaken at Chislehurst, Elmstead Woods, Grove Park, Sundridge Park, Bromley North, Lee, Mottingham and New Eltham stations. Meanwhile, work to improve Hither Green and Chislehurst stations will continue over the next few months, along with the removal of the old signalling kit. The project is part of the £1.25bn investment being made over the next few years by Network Rail in partnership with Southeastern.
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