Railway Magazine - December 2019 - Preview

The

EDITORIAL

Editor: Chris Milner Deputy editor: Gary Boyd-Hope Consultant editor: Nick Pigott Senior correspondent: Ben Jones Designer: Tim Pipes Picture desk: Paul Fincham and Jonathan Schofield Publisher: Tim Hartley Production editor: Sarah Wilkinson Sub-editor: Nigel Devereux Editorial assistant: Jane Skayman Classic Traction News: Peter Nicholson Operations News: Ashley Butlin Narrow Gauge News: Cliff Thomas Metro News: Paul Bickerdyke World News: Keith Fender By post: The Railway Magazine, Mortons Media Group, Media Centre, Morton Way, Horncastle, Lincs LN9 6JR Tel: 01507 529589 Fax: 01507 371066 Email: railway@mortons.co.uk © 2019 Mortons Media ISSN 0033-8923

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The end of an era is coming on the East Coast Main Line. On November 19, No. 91101 Flying Scotsman, ‘Azuma’ No. 800205 and HST with power car No. 43277 leading wait for their respective departures from London King’s Cross to Leeds, Newark Northgate and Edinburgh Waverley on November 18. JACK PALLISTER

Modal shift from air to rail gathering pace

N

EWS that Virgin Trains’ market share of passengers travelling between Glasgow and London has increased to 29% reflects the gathering pace of the modal shift from air to rail.

The change is no surprise, with more and more business and leisure passengers ‘thinking green’ as part of the drive to de-carbonise.

Rail has the additional benefit of no intrusive security checks, no fog delays, and no extra costs for transport to and from out of town airports.

Rail’s city-centre-to-city-centre credentials are hard to beat, and looking just at key destinations served from London Euston, every one served has seen the number of train services increase by at least 50% since 1997, with journey times reductions, too. It’s a similar situation across the country, trains carrying more passengers than ever.

Because passengers are genuinely concerned about the environment, especially the volume of emissions emitted by air travel over distances of 200-400 miles compared to rail, this increase is unlikely to reverse in the short term.

The modal shift is not just happening here, but in Europe too as holidaymakers and independent travellers look at green options to reach their destinations, helped by specialist rail websites like seat61.com.

However, if long distance rail services are genuinely going to compete with air, and indeed road, in what is becoming a green challenge, at the risk of

repeating myself, additional electrification, including fill-in schemes, must happen as must construction of HS2 and HS3 to create the extra capacity this modal change will bring. Using bi-mode trains is a simply fudge.

Even though one political party is still very much at odds with the idea of HS2, despite it being an electric railway, a new Government could well revise the current thinking on railways and cancel HS2, but instead embark on selective reopenings.

Cancelling HS2 will create more problems than it would solve, limiting passenger growth and future capacity on main lines to the Midlands and the North, and there is also the risk a surge of rail reopenings could lead to pathing problems and the creation of new pinch points on the network.

With reopenings, there is also a problem in places where trackbeds were never protected from new development.

In short, there is no easy answer and no single political party has all the solutions.

TRAIN OF THOUGHT

Editor’s Comment

Final whistle for Virgin JUST a few days after this issue of The RM is published, the Virgin Trains name will disappear from rail franchising.

Whatever your views on Virgin as an operator, owner Sir Richard Branson, and the idea of rail franchising, what Virgin has achieved in 22 years has been a revelation – and dare I say it could have been better had there been less franchise micro-management?

Trying to remain impartial, even as a frequent Virgin Trains passenger, when they took over the franchise there were 17 trains an hour to Manchester; now it’s 46. The extra services have actively encouraged increased rail use, and with other enhancements such as the entertainment system Beam and greater use of mobile ticketing,

travel has been made easier.

It’s been a privilege to work with many Virgin staff, during which time I’ve been involved with four charity specials, including the September 2006 non-stop Glasgow to Euston recordbreaking run of 3hr 55min 27sec, which still stands today.

It’s sad to see Virgin disappear from UK rail, and the professionalism and friendliness of their team members has been outstanding.

Many staff will transfer to the First Trenitalia franchise, and while next month’s issue will cover the launch of this new venture and what the new operator is promising, a recap of Virgin’s tenure of the West Coast Main Line, including the high 38. and low points, appears on p38

FREE DVD next month from British Pathé With the January issue is a free DVD of around 60 minutes duration that will look at the some of the unsung heroes from the golden age of steam on Britain’s railways, using footage from British Pathé.

This issue was published on December 4, 2019.

The next will be on sale on January 3, 2020 .

January 2020 issue THE January 2020 issue will be published on January 3. This is because our normal Wednesday publishing day falls on January 1 (New Year’s Day), which is a bank holiday. Digital subscribers will be

able to download the issue from January 2.

The editor and staff wish all readers a very Happy Christmas and a peaceful New Year.

CHRIS MILNER, Editor

December 2019 • The Railway Magazine • 3

Contents

December 2019. No. 1,425. Vol 165. A journal of record since 1897.

Headline News

One of Bombardier’s completed five-car Class 701 sets for South Western Railway stands in the commissioning shed at Derby Litchurch Lane Works on November 15.

BOMBARDIER

Political parties talk railways ahead of General Election, Royal Scot returning to Skegness,‘Azuma’and HST in depot collision, Loughborough‘Black Five’back on the main line, GWR plans major timetable changes,‘Grange’on target for summer launch, and leaked report backs HS2.

On the cover

MAIN IMAGES: (top) The first incarnation of Virgin Trains branding is carried by No. 87004 Britannia passing Cathiron, Rugby, with a Manchester-bound express on April 2, 2005. Below: The final version of a Virginbranded train shows ‘Pendolino’ No. 390047 passing Rugeley Trent Valley on May 13, 2019.

BOTH: CHRIS MILNER

INSET 1: On the Esk Valley line.

INSET 2: Rails around Whipsnade Zoo. Zoo INSET 3: Southern third rail electric locos.

Track Record The Railway Magazine’s monthly news digest 70 Steam & Heritage

Didcot pulls the plug on ‘King’ and ‘Castle’ main line operation, Llangollen Railway 2-8-0 sold, Owsden Hall moves to Quainton, Churnet Valley washout repaired, No. 45305 returns for GCR gala, Tyseley ‘Bloomer’ wheeled, and Strathspey gets second Ivatt ‘2MT’.

76 Industrial Steam 78 Steam Portfolio 80 Irish 82 Narrow Gauge 84 Heritage Trams 86 Metro

Hunslet 2-6-2T Russell hauls a train of air-braked Welsh Highland Heritage Railway stock through Nantmor on the way to Aberglaslyn Pass on November 3.

JAMES WAITE

88 Network 92 Classic Traction 96 World 100 Railtours 104 Traction & Stock

LNER HSTs to East Midlands Railway, Locomotive Services buys Class 86 and 87, ‘Pacers’ to work with PRM compliant stock, TransPennine fleet deliveries complete, DCRail gets its first Class 60, and TfW gears up for ‘Turbostar’ launch as first Class 67 is readied for traffic.

Class 33 No. 33202 Dennis G. Robinson waits at Dereham station with the Mid-Norfolk Railway’s first ‘Polar Express’ of the season on November 15. ANDY MARRISON

107 Stock Update 108 Traction Portfolio 111 Operations

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12 Multiple Aspects 12 Railways in Parliament 36 Subscription Offer

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46 Heritage Matters 48 Where Is It - Christmas Special 58 Christmas Gifts and Reviews 62 Readers’ Platform 64 Panorama 68 From The RM Archives 68 RCTS

The Railway Magazine's audited circulation of 34,543 copies per month makes it by far the

The magnificent Lake District fells dominate the skyline as newly introduced Northern Class 195 No. 195102 leaves Windermere with the 14.09 service to Manchester Airport on November 8. PETER AINSWORTH

116 Meetings 118 Heritage Diary 129 Reader Services 130 Bumper Christmas Crossword

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Examples of the new TransPennine Express ‘Nova 1, 2 and 3’ sets line up at Liverpool Lime Street during the official launch of the new trains on November 22. RUSSELL WYKES

Features

14 20001: A Southern Odyssey

John Heaton FCILT looks at the work of three Southern Railway electric locomotives and their successors in this month’s Practice & Performance.

22 The Esk Valley Line Chris Milner explores the history and operation of the Esk Valley Line, which at 35 miles is one of the longest branch lines on the national rail network.

London Underground network ceased operation at Edgware Road at the end of August after 92 years of service. Nicola Fox paid a farewell visit.

32 Rails in the Road Gary Boyd-Hope examines the popular standardgauge tramway at Beamish Open Air Museum, which carries around 1.5million visitors every year.

38 Virgin Requiem

Jones looks back at the company’s highs and lows.

50 The Great Whipsnade Railway Cliff Thomas reports on a 2ft 6in-gauge steam railway that carries huge numbers of passengers, but remains largely unsung in the world of heritage railways.

56 Ashes to Ashes

The last‘K’-style miniature lever frame cabin on the

December sees the Virgin Trains name disappear from the British railway network after 23 years. Ben

Christmas is upon us once more, which means it’s time for The Railway Magazine’s annual festive ghost story.

SOUTHERN ELECTRICS: First-generation electric motive power performance - p14

TAKING THE TRAM: Britain’s busiest heritage tramway in focus - p32

FAREWELL TO VIRGIN: 23 years of East and West Coast operation - p38

28 Farewell to LUL Signalling Gem

December 2019 • The Railway Magazine • 5

HeadlineNews

GENERAL ELECTION 2019: What the parties are promising for railways ALMOST all of the political parties have now published their manifestos for the upcoming General Election, which is taking place on December 12.

As expected, rail has a presence in many of them.

Whoever wins overall control for the next Parliamentary term – single party or coalition – will need to tackle the controversial issue of HS2, and when to publish the Williams Report, but also what action the industry will take as a result of its recommendations.

In addition, the next Government will need to look at an early re-issue of tender documents for the CrossCountry franchise, or alternatively, a direct award in which additional rolling stock is introduced to combat the chronic overcrowding that plagues many of its services.

Here is a summary of party pledges which have been taken from published manifestos or recent press conferences:

Conservative

THE Tories say they will invest in Northern Powerhouse Rail, first between Leeds and Manchester, before turning its attention to Liverpool, Tees Valley, Hull, Sheffield and Newcastle.

There are plans to invest in a Midlands Rail Hub, strengthening rail links between Birmingham, Leicester, Nottingham, Coventry, Derby, Hereford and Worcester.

On HS2, while many see spiralling costs as the project’s Achilles Heel, Prime Minister Boris Johnson said the project is a great ambition, but will cost at least £81billion, and will not reach Leeds or Manchester until as late as 2040. The findings of the Oakervee review into costs and timings will be considered to decide the optimal outcome.

Town and city mayors – including Manchester’s Andy Burnham – have been calling for more control over local services, with Mr Johnson indicating railways need more accountability, not Nationalisation.

Some of the lines lost to Beeching could be reconnected to improve connectivity. Transport Minister Grant Shapps has indicated a £500million fund for future rail reopenings.

There’s no indication of a reversal of cancelled electrification schemes either.

The most controversial aspect of the manifesto is the indication that at times of rail strikes, a minimum service level would operate.

The idea has been rounded on by the RMT, Aslef and the TUC, with Mick Whelan from Aslef saying“the right to strike is a fundamental human right”.

Labour

IF LABOUR wins a majority in the next Parliament, their tenure will include a re-nationalisation of the railways, which will happen

via natural expiry, thus avoiding legal action by franchisees for contracts cut short.

The big conundrum is rolling stock ownership, with its long-term commitment. However, shadow transport secretary Andy McDonald has gone on record as saying their view is not to nationalise the leasing companies.

Instead, Labour has hinted at Government dealing with future train financing directly rather than via a Rosco.

The party is promising simpler, more affordable fares, improving accessibility for disabled people, ensuring safe staffing levels and an end to driver-only operation, guaranteeing a guard on all trains.

Labour would embark on a full, rolling programme of electrification that would ensure continuity of skills, jobs and supply chain capacity to reduce costs, and improve productivity.

Rail freight would be promoted to reduce carbon emissions Under Labour, investments would focus on Crossrail for the Above: Most of the political North, plus HS2 networks would parties are proposing further be extended to Scotland, cutting electrification to cut carbon journey time between London, emissions rather than the Edinburgh or Glasgow from bi-mode option the around four hours to two and a Conservative party selected for half hours. This would eliminate the Midland Main Line. Here, the need for many domestic ScotRail Class 385 No. 385036 flights and cut CO2 emissions. arrives at Motherwell with a

Liberal Democrat

THE Lib Dems are promising to‘fix Britain’s railways’, and their proposals include a freeze of rail fares for commuters and season ticket holders for the length of a Parliament.

They plan to extend Britain’s rail network, improve stations, reopen smaller stations and restore twin-track lines to major routes. They also aim to convert the rail network to ultra-lowemission technology (electric or hydrogen) by 2035, and provide funding for light rail and trams.

The party is in favour of HS2 as well as Northern Powerhouse Rail, East-West Rail and Crossrail 2, but would ensure far tighter financial controls and increased accountability to ensure these projects are value for money.

A push to ensure HS2 opens as early as possible would help meet decarbonisation targets.

The franchising process would be open to public sector companies, local or combined authorities, not-for-profits and mutual. Franchise agreements would have a stronger focus on customers.

There is a proposal for a new Railways Agency to oversee the operations of the railway network, removing the Department for Transport from day-to-day decision-making.

Failing train operators would face greater sanctions, including cancelling agreements if they failed to provide a high-quality service.

6 • The Railway Magazine • December 2019

Glasgow to Lanark train on August 26. JOEL COULSON

Right: The CrossCountry franchise competition was paused in September 2018, and despite discussions over additional carriages talks, it has led to no extra vehicles. Scenes like this on the 10.17 LeicesterBirmingham on November 16, formed of a two-car Class 170 at Narborough, are becoming all too common. RED MOZZY/

TWITTER

Green Party

THE Green Party, which has said they will cancel HS2, is pledging to ‘create a new golden age of train’ by opening new rail connections that remove bottlenecks, increase rail freight capacity and improve journey times.

Where possible, closed stations would reopen. There would also be fare reductions to encourage rail travel.

The party sees electrification as a priority, lessening the dependence on carbon. It would create a Government-owned rolling stock company, which would invest in a fleet of new electric trains to run on newly electrified lines.

In line with this, their manifesto indicates all three cross-Pennine routes would be electrified, creating new rail hubs at Leeds and Bradford.

It would also devolve short-distance passenger rail

franchises to councils, or groups of councils, that come together to work on local transport.

There would be a priority on rail freight investment as part of a modal shift from road to rail, along with good connections to ports.

Like Labour, the Greens would bring railways back into public ownership but over a 10-year period.

Brexit Party

PARTY leader Nigel Farage confirmed his party would scrap HS2 – he called it a £100bn‘white elephant’– but would invest the money into much-needed services in‘left behind regions’.

SNP

WHEN this issue closed for press, the SNP had not published its manifesto, but it is likely to include a push for full control of Scotland’s railway – tracks, signalling and

services – devolved to the Scottish Parliament.

The SNP says the current system is dysfunctional, but will press to make rail services significantly more efficient, faster and greener.

The party says it is committed to de-carbonising Scotland’s railways to reach net zero by 2035.

Plaid Cymru

AS PART of a £20bn‘green jobs revolution’, Plaid Cymru says it would make huge investments in rail and bus travel, and proposes electrification of all mainline rail lines, the South Wales Valley lines and North Wales Coast line.

In addition, the party wants to create a south-east Wales‘super metro’transport system, a metro for Swansea Bay and the western valleys, and a similar system for north-east Wales. Proposals also include reinstating rail services in the Amman, Tawe, Neath, and Dulais valleys

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

December debut for Hull Trains ‘Paragon’ fleet

By Ben Jones

NOVEMBER 25 saw the first of five HullTrains’(HT) Class 802/3s make its debut in the company’s home city.

The First Group-owned open access operator confirmed that the bi-mode trains will be phased into passenger service over the next two months, releasing its ailing Class 180s for transfer to East Midlands Railway (EMR).

The £60million bi-mode fleet will allow HullTrains to eliminate long sections of diesel operation under the wires of the East Coast Main Line, reducing carbon emissions south of Doncaster by using electric power.

Although No. 802301 was stationary during the event, it offered a first opportunity for local stakeholders and the media to examine the five-car train, which was built by Hitachi Rail Europe’s Pistoia plant in Italy and financed

by AngelTrains.

The trains are being delivered by rail across mainland Europe and via the ChannelTunnel to the UK. Technically, the‘Paragons’are

identical to theTransPennine Express (TPE) Class 802/2s, examples of which have been loaned to HT for staff training prior to the arrival of its own trains.

Standard features will include free wi-fi, an at-seat trolley service and complimentary hot and cold meals in First Class.

Unlike the‘180s’, the new trains do not feature a cafe bar.

More than 25,000 sensors on each train provide real-time monitoring to Hitachi’s Bounds Green depot in London, which will maintain the fleet.

All five trains should be in passenger service by January, allowing HT to offer an extra 5,500 seats every week on its trains between Hull and London.

The operator plans to run to 10-car trains on its busiest‘golden’ services in due course and add an extra Sunday service to cater for heavy demand at weekends.

HT managing director Louise Cheeseman told The RM:“It’s been a challenging 18 months, but these trains are a new beginning for us.This business needs and deserves these trains and the

Hull Trains new 'Paragon' Class 802/3 No. 802301 in Paragon station for the unveiling on November 25. BEN JONES

reliability they will bring.

“The people of Hull are very loyal and we want to repay that faith.

We’re currently running at 91% seat occupancy, so we need the extra capacity of the‘Paragons’.”

Next year marks the 20th anniversary of HullTrains.To celebrate HT plans to name all

five‘Paragons’after famous figures from Hull. On launch in 2000, Hull initially used Class 170s hired from Anglia Railways, before obtaining its own Class 170s and then moving on to a small fleet of 125mph Class 222s in 2005.

A wider re-organisation of train fleets saw the‘222s’move to

Midland Mainline in 2008, with HT receiving Class 180s from First Great Western.

HT currently operates a fleet of four ex-GWR Class 180 DMUs, although on-going reliability issues have forced the hire of a short-formed HST set from GWR over the last year.

‘Azuma’ and HST in depot line collision near Leeds – RAIB investigating A COLLISION on November 13 in which an LNER HST set was rear-ended by a new Hitachi ‘Azuma’set is under investigation by the Rail Accident Investigation Branch.

It happened in Marsh Lane cutting, on the approach to Neville Hill maintenance depot, at the end of the HST diagram on King’s Cross to Harrogate duty.

The incident took place at around 22.00 when‘Azuma’ set No. 800109 collided with rear HST power car No. 43300 Craigentinny, and as a result of the impact, three carriages of the ‘Azuma’were derailed.

The impact caused significant damage to the front of the ‘Azuma’as well as the HST, and it is probable the power car will be withdrawn.

It was one destined for East Midlands Railway (see p104).

The incident restricted access to the depot, and led to a number of LNER cancellations for the next day.

RAIB has indicated the HST was travelling at 5mph when it was hit by the‘Azuma’, travelling at 14mph. There were

no injuries in the collision.

RAIB said one of the areas it will look at is the design and validation of the Class 800 train, including the ergonomics of its cab and crashworthiness performance.

The set moved under diesel power to Hitachi Doncaster on November 25, one vehicle on a wheelskate.

Right: With the HST removed, by the morning of November 14 the badly damaged nose of 800109 has been sheeted over and is awaiting re-railing and removal for detailed examination.

PAUL BICKERDYKE

Below: The two damaged trains soon after the collision.

JOSH BLINMAN

LNER HST to receive historic BR livery APPROVAL has been given to repaint two power cars and a seven-car trailer set in the original British Rail blue and yellow livery as part of the HST farewell on LNER routes.

One of the power cars is No. 43302, the current speed record holder of 148.5mph for the class (as 43102), which has had a designation placed on it by the Railway Heritage Designation Advisory Board, and will transfer to the NRM, York.

LNER is planning a charity railtour over four days as a farewell, starting on December 18, with an initial working from Edinburgh to Aberdeen, then the following day will be a working from Aberdeen to Newcastle via Inverness. On December 20 the set will run from Newcastle via York to Leeds, with a final trip from Leeds to King’s Cross on December 21.

The charities to benefit from

the railtour are the Samaritans and The CALM Zone, a leading movement working to prevent suicides among mainly men under 45.

LNER has indicated it will cease operating HSTs on December 14, so the repaint, rather than vinyl, may suggest the set could have a future in preservation.

Tickets were due to go on sale from around November 30, believed to be through UK Railtours.

Gas cylinder blasts blamed as more than 75 die in Pakistan train blaze

AT LEAST 75 people were killed and 43 seriously injured in Pakistan on October 31 when three coaches of the Karachi to Rawalpindi‘Tezgam’express train caught fire.

Many of the dead were killed jumping from the moving train.

Despite the communication cord being pulled, the train continued for a further 20 minutes and was finally stopped near the town of RahimYar Khan in Punjab province.

Reports suggest the fire was started by gas cylinders unofficially brought onto the train by passengers to enable them to cook their own food during the 25+ hour, 960-mile, journey.

The government minister for railways told local media two gas-fuelled cooking stoves had exploded, leading to the fire, which engulfed three-seated economy coaches that had 207 passengers between them.

December 2019 • The Railway Magazine • 7

HeadlineNews

Great Western Railway gearing up for biggest timetable change since 1976 GWR will be making its 79 mins, but most will take 84; biggest timetable change the fastest Cardiff train will be in December, said to be the 102 mins, others 113, while the most comprehensive since the fastest Up Penzance train will introduction of HSTs in 1976. take a minute under five hours.

More than 75% of the GWR managing director Mark timetable is changed or recast, Hopwood said the Class 80x with faster journeys taking IETs were outperforming HSTs advantage of the superior by around 10k miles, in respect IET acceleration times, more of reliability and miles per frequent trains and extra seats. technical failure, which gives GWR says there will be more the company confidence for the enhancements next May. improved timetable.

Coming are extra services Its PPM measure and moving to the West of England, with annual average at 90.8% and core services to Plymouth or 89.14% for the latest periods Penzance running non-stop continues the improving trend. between Reading and Paignton, GWR has taken on more than and a semi-fast service for 140 additional drivers and intermediate stations to Exeter. trained 1,400 on new traction Additional peak trains will run types. between London and Bristol The IETs will be getting the and also London to Swansea, latest versions of software, the latter non-stop from which are already in use by Paddington to Bristol Parkway.

LNER and TransPennine, and A two-trains-per-hour offwhile it is still planned to run peak service from Temple Meads through the Severn Tunnel on to London is also in the pipeline, diesel power, there is an aim but with no start date fixed. to run IETs to Newport from South Cotswold services to the first week in January, and Cheltenham become hourly, as subject to approval, to Cardiff does the North Cotswold route soon afterwards. to Worcester, with additional GWR is due to replace the peak trains. IETs will run to Heathrow Express Class 332s Banbury, with a morning and with specially modified Class evening peak service.

387s, with one set having been Transport for London will take on ETCS test. It is planned to over Reading to Paddington test this set and a TfL Class 345 local trains, with two per hour, set in the Heathrow tunnels in while GWR Class 387s will January. operate semi-fasts.

Delays introducing the Journey time cuts see the tri-mode Class 769s to GWR has fastest London to Bristol time of made progress, with Northern

High waves wash over a GWR IET at Dawlish, forming the 11.32 Paignton-London Paddington on November 21. RON WESTWATER

having accepted a set after 2,000 miles running on diesel fault free.

Two more sets are about to be accepted, and this opens the way for completion of the Northern order, followed by the nine sets for Transport for Wales, and then GWR taking delivery of their sets from early summer.

At Exeter, the £40million depot is progressing, and is the biggest investment First has made in a depot, with a

Fresh setback for ‘A4’ museum project ‘A4’PACIFIC No. 60009 Union of South Africa and‘K4’No. 61994 The Great Marquess still face an uncertain future even though owner John Cameron has finally won planning permission for a visitor centre on his Scottish farm.

Fife Council approved the project in November, but continues to insist the development be for agricultural purposes only – a decision that rules out plans for an exhibition hall housing the two legendary Scottish locomotives.

The authority’s reason for a previous refusal was that“prime agricultural land would be built upon”rather than farmed, so the former ScotRail chairman selected a slightly different site and re-submitted the proposal without the hall or the locomotives.This revised plan gained approval on November 13, as did a separate application for a large storage building nearby – but the council has stipulated this too must be used only for farming purposes.

A frustrated Mr Cameron’s dream of opening a centre to educate visitors in railway history as well as food production is proving to be a difficult challenge.

He told The RM:“I’m extremely disappointed but hope a solution can be found for the locos to be made available as static exhibits.”

With its time running out on the main line,‘No. 9’is booked to work Christmas specials on the ECML before moving to the East Lancs Railway for winter maintenance.

NER AUTOCAR AND ‘BLOOMER’ REPLICA DISPLAYED AT NEC: Pride of place at this year’s Warley Model Railway show went to NER petrol autocar No. 3170 and LNWR ‘Bloomer’ replica 2-2-2 No. 670.

The pre-1862 style ‘Bloomer’ has been an on-off project, first beginning at Tyseley in 1986, but left on a back burner to focus on contract work. Tyseley is now aiming to raise £300,000 to complete the working replica project, which will include employment of apprentices as well as compliance with modern regulations. The show took place at the NEC Birmingham on November 23-24. See p74 for more news on the ‘Bloomer’. CHRIS MILNER

8 • The Railway Magazine • December 2019

three-road maintenance shed for five-car trains, stabling, fuelling and train wash.

Discussions are on-going with Network Rail into extending the platform two bay to accommodate five-car trains as both GWR and CrossCountry are proposing more Exeter starting and terminating trains.

Investment in stations has not been overlooked, with Bridgwater, Moreton-in-Marsh, Handborough, Didcot and

Pershore getting upgraded, and Worcestershire Parkway due to open in mid-December. GWR has also bought land at Castle Cary to create new car park.

GWR is also looking at its contingency plans, a depot review, provision of critical services, and prioritising set availability. There will also be an emphasis on right-time dispatch, with staff practicing coupling/uncoupling of five-car IETs at Temple Meads.

Eurostar marks 25th anniversary celebrations by going plastic free CELEBRATIONS to mark 25 years of Eurostar have heralded the move to eliminate single-use plastics from its trains.

The first‘plastic free’service, on November 14, saw a number of changes, including water provided from recyclable cans rather than plastic bottles, use of wooden rather than plastic stirrers, plus a tie-up with sandwich chain Benugo, which is providing sandwiches and wraps in a recyclable non-plastic packaging.

In 12 months, Eurostar has managed to remove three million pieces of single-use plastic from its trains, and to further its green credentials, will plant a tree for every departure from London, Paris and Brussels.

Eurostar has been building on its Tread Lightly campaign from 2007 and claims its CO2 emissions are 90% less than competing short-haul air routes because customers are conscious of their own carbon footprint and a current trend of‘flight shaming’for short-distance travel.

Speaking in Paris, managing director Mike Cooper told The RM the company was working

on a collaboration withThalys (see separate story), and if no regulatory issues occur, they could be operating London to Germany services sometime next year.The aim, he said, is to map out the integration and map out destinations.

Mr Cooper went on to explain intergovernmental agreements had been drafted in respect of through Amsterdam to London services, which currently include an enforced change for immigration and passport checks in Brussels. However, current purdah rules meant approvals are suspended until a new Government is in place.

The start of a direct through service is expected in 2020, but no date was being predicted. Once this was approved, it was likely Eurostar would build its brand awareness inThe Netherlands, and build on the current 8% market share it has with air.

Mr Cooper said there is a challenge to infrastructure providers to supply power from renewable sources – at present only the Dutch do this.

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

SWR passengers facing 27 days of strikes

Freightliner Class 66 named You Are Never Alone FREIGHTLINER joined forces with Samaritans and Greater Anglia at Ipswich station on November 21 to name No. 66416 You Are Never Alone.

Neil McNicholas, Freightliner managing director of UK Rail, said:“We wanted to partner with Samaritans for this loconaming ceremony to pay tribute to, and raise awareness of, the invaluable work they undertake to prevent suicides.

He added:“The latest figures show that suicide rose nearly 11% in 2018 and it is the biggest

killer of men under 50.

“Across the rail industry, we recognise that suicides on the UK rail network are a far too common occurrence.

“We want to raise awareness that you are not alone, and Samaritans are always there to listen.

“It is also fitting that we are holding this naming ceremony in November, which is Men’s Mental Health month.”

The Samaritans can be called seven days a week on 116 123.

THE RMT union has said drivers and guards working on South Western Railway will strike for 27 days starting from December 2.

The development is part of the on-going battle between rail unions and train operators over the role of guards.

The union says the escalation of industrial action comes as it feels‘let down’by SWR, which refuses to give assurances on the future operational role of the guards.

In late November, two days of talks at the arbitration service

Acas failed to bring a resolution.

RMT general secretary Mick Cash accused SWR of not being interested in reaching a settlement. The union has also called for SWR to be stripped of its franchise.

SWR managing director Andy Mellors said there will always be a guard on our trains.

He added guards will maintain a safety critical role on its trains, the promises deliver what the RMT has been asking for, and therefore the strikes are unnecessary.

The strikes are planned in phases: December 2 to 11, December 13-24 and December 27-January 1. They are expected to cause considerable disruption.

■ West Midlands Trains and London North Western services are being hit by a succession of strikes on Saturdays from November 16 to December 28 over what the RMT says are plans to‘bulldoze through driver only operation’. As a result, many lines have been left with no service at all, and limited rail replacement bus services.

South Western Railway Class 701 unveiled

FREIGHTLINER

Collett ‘Grange’ set for summer Llangollen launch RECREATED Collett‘Grange’ No. 6880 Betton Grange is on course to enter service during the summer as the 6880 Betton Grange Society reaches the final stages of the 10-year project.

No. 6880’s overhauled Standard No. 1 boiler received its first warming fire atTyseley LocomotiveWorks (TLW) on November 16 (see p74), having only passed its hydraulic test the previous evening.

TheTLW team, led by Alastair Meanley, subsequently planned to keep a warming fire going for up to 10 days to check for leaks or other problems.

Subject to receiving a clean bill of health, the smokebox is expected to be attached to the boiler in early December and the finished unit dropped into the completed rolling chassis.

A full steam test will follow once the boiler has been piped up.

The plan is for the 4-6-0 to remain atTLW into the new year for finishing off, with a move to the Llangollen Railway by early spring, ready for steam testing

and running-in with the hired-in 4,000-gallon tender (from‘2884’ 2-8-0 No. 3814), which should be ready at the same time.

If all goes to plan the locomotive will be commissioned into service at Llangollen in the summer.

BOMBARDIER and South “It will first run in fully lined BR Western Railway unveiled the green with later BR crest, although first vehicles of an £895million whether this will be done before fleet order for 750 carriages, it works its first train or not hasn’t which will be formed into 60 been decided,” said 6880 Society 10- and 30 five-car EMUs. spokesman Paul Appleton.

Built on the ‘Aventra’ “We don’t want to damage platform, the Class 701s a £10,000 paint job if the loco will eventually replace requires any dismantling if there SWR’s Class 455, 456, 458 are any problems.” and 707 fleets.

The group is considering its plans The sets were supposed to to take the locomotive on the enter service in January 2020, main line, and is looking at an offer fromVintageTrains for No. 6880 to operate as part of the‘Shakespeare Express’fleet.

Mr Appleton added:“It is still hoped to go main line, but this won’t be for at least a couple of WEST Somerset Railway plc has years, and then will depend on published its accounts for the 15 the climate with Network Rail, as months leading up to March 31, currently the only route it could which show just how close the run on is Birmingham to Stratford railway came to insolvency prior to because of clearance issues.” the turnaround of the past year.

In his chairman’s report, Jonathan Jones-Pratt described the key points as making “unacceptable reading”, highlighting an overall loss of £807,909 for the period. In STANIER‘Black Five’No. 45305 the Hatton triangle and back on addition the company suffered a Alderman A E Draper is back on November 21, before taking the cash deterioration of £270,093, the main line having been hired first of the‘Polar Expresses’the a gross margin of 2.3%, and a

by VintageTrains (VT) to work following day. capital expenditure of £233,540. its festive‘Polar Express’specials No. 45305 has been hired as The scale of the problems the between Birmingham Moors VintageTrains needed a second railway faced at the time has Street andTyseley throughout steam locomotive to work been well covered in The RM, but December. alongside No. 7029 Clun Castle, The Great Central Railway-based because two of the‘Polar Expresses’ these figures clearly illustrate how 4-6-0 arrived atTyseley Locomotive clash with VintageTrains’Christmas the situation had spiralled out of control and why the‘drastic’action Works in late November following market railtours. of 2018/19 was needed to keep its starring role at the GCR’s Last VT spokesman Denis Chick said the railway trading.

Hurrah of the Season gala on the‘Black Five’would“work most This included reducing the November 16-17.

‘Polar Expresses’”, but where there’s The loco subsequently no clash,‘Clun’can be lit up for four overall wage bill from £1.2million per year, to selling Large Prairie undertook a successful run to days instead.

Loughborough ‘Black Five’ on Tyseley’s ‘Polar Express’

but on-going software problems, which have delayed the 710s for London Overground and 720s for Great Anglia, have had a knock-on effect on the 701 train order, too.

With software problems now apparently resolved, Bombardier is stepping things up with a second production line so as to complete the order in 12 months rather than the planned 17; the first unit is pencilled in to

£800,000 loss shows how close WSR came to closure No. 4110, and taking an assess-backed bank loan against No. 7828 Odney Manor.

The measures required to reduce the railway’s spending may not have been universally popular, but they have meant the WSR has turned the corner and is well on the road to recovery.

Since the beginning of this financial year on April 1 the line has carried 142,000 passengers, which in turn has brought in much-needed revenue to help improve the company’s cash position by £545,000, with an operating margin of £1.08m.

In a social media response to the publication of the accounts, Mr Jones-Pratt said:“My one aim has been to protect our railway and to see it prosper. I made decisions that affected individual’s careers and lives as we turned around these issues on our journey.

“The journey of recovery has been tough to say the least.”

enter service next summer.

One set will go to the Czech Velim circuit for testing, while three others are being tested in Derby and at the Old Dalby test track. Bombardier has orders for £3.43billion worth of ‘Aventra’ trains.

On November 15, one of the completed five-car sets stands in the commissioning shed at Derby Litchurch Lane Works.

BOMBARDIER

Brighton Belle nears testing

PROGRESS on the restoration of the 5-Bel Brighton Belle Pullman project has reached the stage where the project is getting close to static testing.

The two trailer vehicles – First Class car No. 82 Doris and kitchen saloon car No. 85 Gravetye Manor – have moved to Locomotive Services Ltd at Crewe, to be completed.

The two motor driving cars – No. 88 Mabel and No. 91 Beryl – will eventually move from Shirebrook, allowing the train to be formed and the static testing process of all the train’s electrical and management systems will begin.

By working with licensed train operator LSL, the process to commission the train for main line testing on the third rail can be carried out, and this is currently pencilled in for spring time on the basis the static testing shows no areas of concern.

December 2019 • The Railway Magazine • 9

HeadlineNews SIDELINES Memorabilia wanted for Channel 4 show

POPULAR Channel 4 restoration show Find It, Fix It, Flog It is looking for vintage and unusual items gathering dust in peoples’ sheds, to restore and sell at a profit for their owners.

The series follows motorbikeobsessive Henry Cole and upcycling expert Simon O’Brien searching for items. Filming will begin in March 2020.

Contact info@hcaentertain ment.com in total confidence for more information.

Greater Anglia introduces event team

GREATER Anglia has introduced a dedicated team to help people travel safely during large-scale events on itsWest Anglia route. The team of six staff helps manage crowds at Northumberland Park, Meridian Water andTottenham Hale, which are close to the new 62,000-capacityTottenham Hotspur FC stadium.

As well as football, the area also hosts other sports and festivals throughout the year.

The team manage fast-moving queues, help people buy the correct ticket, and provide assistance.

Talgo sets up UK office

SPANISH train manufacturer Talgo has set up its UK head office on the Barrow Hill Roundhouse site, near Chesterfield.

An innovation hub is also planned in Chesterfield, which will act as a focal point forTalgo UK’s Research and Development, and bringing together engineering excellence.

Heading up the UK operation will be managing director Jon Veitch.

Selfie risk – 1

A MAN accused of molesting a girl in Japan found out where she lived by magnifying an image of her on social media... and seeing a suburban railway station reflected in her eyes!

He then used a street-view program to identify the station.

The incident raises risks being taken by young people who post high-definition images of themselves online.

Selfie risk – 2

ATOURIST from the Kolkata area was killed on October 9 after falling from the Darjeeling Railway’s ‘JoyTrain’.

The man, who was leaning out of a carriage to take‘selfies’, lost his grip and fell as the train was traversing a sharp curve near Batasia.

Passengers told police the tourist had been warned several times by the guard, but had taken no notice.

ACORP to review brand

THE Association of Community Rail Partnerships (ACORP) has appointed a brand and marketing agency to review its profile and image.

In a newsletter, ACORP said “there was a strong case for reworking our brand, including a new name and look for the organisation”.

The new brand is expected to be launched next April.

Happy campers as Royal Scot returns to Skegness - in steam!

LMS 4-6-0 No. 46100 Royal Scot, which owes its survival in 1962 to holiday camp magnate Sir Billy Butlin, is returning to the East Coast resort of Skegness next autumn after a 48-year absence – and for the first time in steam.

The engine is making a special railtour visit on September 26, close to the finale of a newly announced two-month festival to mark the 50th anniversary of the devastating closure of much of Lincolnshire’s railway network on October 3-4, 1970.

The axe fell on more than 100 miles of former Great Northern Railway line from Peterborough to Grimsby via Boston and Spalding, as well as the branches from Firsby to Lincoln, Willoughby to Mablethorpe andWoodhall 'Royal Scot' class 4-6-0 No. 46100 Royal Scot passes through Hampton Loade on the Severn Valley Junction to Horncastle (freight).

Railway on November 14 during running-in after a bottom-end overhaul. KENNY FELSTEAD The Railway Magazine and Mortons Media – which also The LWR will be operating railway relics, which will be One confirmed highlight is publishes Heritage Railway and Rail steam-hauled services most assembled in the classic setting of a specialTalisman railwayana Express – are supporting ELR50, as weekends between Ludborough Bateman’s Brewery in Wainfleet. auction at Wainfleet on September the festival will be known. and NorthThoresby, hopefully An ELR50 spokesman said: 19. Owners Roger and Sandra It has been set up to raise with a visiting ex-BR main line “Other major ELR50 events are Phipps have spent the last two funds for the LincolnshireWolds locomotive. at the planning stage, and will years accumulating more than 200 Railway’s four-mile push towards ELR50 will include the largestbe announced in The RM in the Lincolnshire items, which normally the market town of Louth. known exhibition of Lincolnshire coming months.” command good prices.

The RM supports ELR50 - a celebration of Lincolnshire’s lost railways MORTONS Media Group, publisher of The Railway Magazine and its sister publications Heritage Railway and Rail Express, will be one of ELR50’s major supporters.

It is particularly significant the magazines are based in Horncastle, which was one of the Lincolnshire towns that

lost its railway in October 1970, although passenger services were axed in 1954.

Publisher Tim Hartley said: “As an independent Lincolnshire-based business, we are delighted to be playing our part by supporting a magnificent festival, which will do so much to celebrate

Deutsche Bahn cancels Arriva sale

By Keith Fender

DEUTSCHE Bahn’s (DB) supervisory board shelved the planned sale of Arriva in mid-November.

Uncertainty caused by Brexit, pension liabilities at its UK subsidary Arriva reportedly up to £1billion, and the status of the Northern rail franchise has depressed the price bidders were willing to pay.

Reports suggest the best bid was €2.5bn, considerably less than the €4bn valuation of Arriva on DB’s balance sheet. Days after the decision to suspend the sale process DB’s chief financial officer

Alexander Doll left the company.

DB announced plans to offload Arriva back in March in response to a recommendation by the German Federal Court of Auditors, with the aim of reducing DB’s substantial debt.

Reports indicated none of the potential bidders wanted to acquire the Northern Rail franchise, and many had only offered to buy parts of Arriva.

Under DB ownership, Arriva has acquired multiple bus and rail operations across Europe, giving it a book value of €4bn.

It employs 53,000 staff, and turnover last year was €5.441bn, with a profit of €300m.

£10m extra funding for Levenmouth FIFE Council and the Scottish Government have committed a further £10million towards the reopening of the Levenmouth line, boosting plans for the economic regeneration of the area.

The additional £10m will be used not only to stimulate growth and economic prosperity, but also look at ways to improve road and infrastructure and public transport.

10 • The Railway Magazine • December 2019

The council’s financial commitment will run from now until 2026, with the Fife authority proposing to use the £1.9m already earmarked in its current budget.

A strategic body and outline blueprint for the scheme is now being developed.

An initial report is expected to be published in spring 2020.

the county’s railways, past and present.

“Mortons and local railways have always been intertwined, as members of the families of our employees would have worked for the Great Northern from its earliest days.

“We have been in business locally for more than 140

years, and naturally pleased that we have fared better than the railways we are honouring.

“The Lincolnshire Wolds Railway is also on our doorstep, and we are pleased to support its aims of becoming a major visitor attraction.”

For more visit elr50c.co.uk

‘Patriot’ project founder chairman steps down DAVID Bradshaw, the founder of the LMS-Patriot Project and chairman since its launch in 2008, has stepped down amid a major board restructuring.

Mr Bradshaw’s resignation was submitted to the LMS-Patriot Company’s secretary after the organisation’s AGM on November 9, followed a few days later by that of engineering director Steve Blackburn.

The resignations follow a period of uncertainty over the last 18 months, going back to the project’s departure from the Llangollen Railway (RM Nov 2018) and the subsequent issues with engineering quality.

A statement released by the project said: “In recent weeks, members of both the charity board and the trading company board have agreed that significant changes are necessary in order to improve the management of our engineering processes and that additional support for our CME, Kevin West, was needed.

“By implementing these

improvements we aim to ensure that building The Unknown Warrior to the highest possible standards continues, and to bring our target of completing the loco by November 2020 closer to reality.

“We are pleased to be able to announce that Keith Riches will be joining the charity board in support of the engineering team, and additional support is currently being sought.”

In acknowledging the roles of Mr Bradshaw and Mr Blackburn in getting the project to its current position, the statement added: “The board would like to thank David Bradshaw, without whom the LMS-Patriot Project might have remained nothing more than a fond hope. His contribution has been a major factor in the impressive progress we have made since 2008.

“We are also most grateful to Steve Blackburn for his service and contribution to the project throughout his 11 years as director, engineering. We wish them both well for the future.”

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

Leaked draft confirms Oakervee support for full HS2 route

and expensive tunnelled section between Old Oak Common and AN EARLY draft of the Oakervee Euston looks set to be retained, Report – leaked to national media as does the eastern leg of Phase in November – confirms the 2b, serving the East Midlands expert panel will recommend and Yorkshire.

High Speed 2 (HS2) should The latter is fundamental to the proceed, despite worries the development of the Northern revised £88billion budget could Powerhouse Rail and Midlands be exceeded.

Engine Rail schemes.

Supporters had been HS2 Ltd’s procurement process concerned that parts of the was criticised as‘deeply flawed’, ‘Y’-shaped route could be with contract prices being scrapped to save costs, but the ‘significantly inflated’. draft says only the full scheme will The review panel recommends realise the maximum economic ‘re-procuring’most major Phase benefits for the country.

1 contracts to ensure they are Oakervee adds that ‘acceptable commercial terms’. cancellation could cost up to £3.6bn on top of the £9bn Criticised already committed, and The Department for Transport An artist’s impression of how London Euston will look after rebuilding for HS2. alternative schemes could take (DfT) and the Treasury are also up to 10 years to develop. criticised for their contributions notably its deputy chairman managing director John Smith lead to further cost increases."

Suggested revisions include to the overspend, not least the Lord Berkeley, have dismissed urged the next Government to GBRf is keen to secure major reducing the maximum capacity use of different methods for the report as a‘whitewash’, citing make a decision on the future of logistics contracts connected of the line from 18 trains per estimating costs. concerns about its preparations, HS2 as soon as possible after the to HS2 Phase 1, including the hour (tph) to 14tph, scrapping While the Benefit:Cost Ratio short timescales and offering the General Election. operation of trains delivering the proposed junction with (BCR) has slipped from £2.30 Government conclusions, rather construction materials and the WCML at Handsacre and in 2017 to £1.30 today, the than options for consideration.

Uncertainty removing spoil from the building Phase 2a to Crewe, Oakervee panel stresses the Former RM columnist Lord Mr Smith said:“The decision numerous tunnels under London and re-tendering major civil economic case does not consider Berkeley maintains the final cost to review the project at this late and through the Chilterns. engineering contracts to obtain the full potential of HS2 in of the scheme will be more than stage has led to uncertainty Around 2,000 businesses better value for money. creating new homes and jobs. £100bn. across the UK construction have played a role in the Further commercial and Publication of the report was In a strongly-worded letter to supply chain. preparation for the construction residential development at HS2 scheduled for November, but has Mr Oakervee, he called the “Further delay will mean that of HS2 between London and stations is also recommended to been delayed until early-2020 omission of information people and resources built up Birmingham, and 9,000 people generate additional income. because of the General Election. ‘dishonest’and‘misleading’. ready for work on Phase 1 to are currently employed directly However, the controversial Critics of the review, most The leak came as GB Railfreight start might be lost and could or indirectly by the project.

By Ben Jones

HS2 ‘crucial’ to Government carbon targets, says industry leaders’ report A NEW report commissioned by High Speed Rail Industry Leaders (HSRIL) claims High Speed 2 is essential if the UK is to meet its ambition to meet‘net zero’carbon emissions targets by 2050.

According to HSRIL, only HS2 can deliver the capacity and journey time savings to shift many more

people away from road and air transport.

HS2 - towards a zero carbon future examines the carbon case for HS2, considering its impacts from construction, operation and modal shift.

The independent review was produced by Ralph Smyth, who

formerly led the Campaign to Protect Rural England’s (CPRE) engagement on HS2.

Mr Smyth concludes the high-capacity electric railway is essential in meeting the UK’s ambition for net zero emissions, and should be viewed as intrinsic to the forthcomingTransport

Decarbonisation Strategy.

Any moves to curtail it will weaken, rather than improve the case for building it, by reducing the potential for economic stimulus along the route.

Mr Smith said:“HS2 was proposed on the back of the momentous Climate Change Act

2008. Following the Government making a historic commitment to deliver net zero emissions, it’s time to reboot HS2’s carbon case in time for the scheme’s tenth anniversary.

“Longer journeys are the hardest to decarbonise, which is why we need to make rail the longer distance travel mode of choice.”

RAILWAY JOURNALIST WHO SAVED BRITAIN’S RAIL NETWORK

RICHARD HOPE (1934-2019) READERS of The Railway Magazine may not realise how close Great Britain came in the early 1970s to losing almost half of the network we have today.

Two people worked together and managed to put a stop to plans for mass closures hatched by civil servants in conditions of total secrecy, and without the involvement or knowledge of the British Railways Board, after the plans found their way into the public domain via a brilliantly orchestrated leak to The Sunday Times.

The Rail Policy Review – later known as the Blue Paper – proposed a reduction in the rail network from 11,600 to 6,700 miles.

The two men who performed this great public service were Reg Dawson, an assistant secretary at the environment department, and Richard Hope, then editor of the Railway Gazette. Richard died on October 14, aged 85.

Connecting these two

individuals was the Talyllyn Railway, where both were actively involved as volunteers (Richard was secretary of the TRPS for more than 30 years, and later its president).

Reg had received wind of what might befall the railways in mid- and North Wales from Dr Stewart Joy, an Australian economist brought in by a previous Labour government, and who was in charge of a study of the Cambrian Coast line.

During a footplate ride on the Talyllyn in August 1968, Joy told Reg the study would not only show the line to be poor value for money, but he expected its closure would lead to the shutting of the Shrewsbury to Aberystwyth line, too.

Reg responded by arranging surreptitiously for a modest Government grant to be paid to BR for running Cambrian services on summer Sundays in 1970. This produced a significant increase in passengers on the Talyllyn and

weakened the case for closure of the coast line.

The threat, however, returned in June 1972, when Reg found the Railway Policy Review on a desk.

Its proposals exceeded Reg’s worst expectations; they needed to be in the public domain. After a month, he passed a copy to Richard Hope, who in turn gave it to The Sunday Times.

On October 8, 1972, the paper led its front page with the headline ‘Cut trains by half says secret report’, outlining no railways west of Plymouth, nothing in Scotland north, and west of Perth and Aberdeen, with all lines in Wales except those to Holyhead and Fishguard to close.

Other parts of the country would be decimated, too.

The leak was a major embarrassment for the Government, and Scotland Yard were brought in to try to track down the culprits.

The police obtained a warrant

to search the premises of the Railway Gazette, which it shared with Railway Magazine.

Prior to the search, Richard had wisely given his copy to John Slater, then RM’s editor, who told Scotland Yard that he didn’t need to co-operate as the warrant only covered the Railway Gazette.

In any event, the document had been smuggled out of the building via the fire escape as police waited in reception!

Despite a huge row in Parliament, when illegal phone tapping was revealed, the Attorney-General announced there “was insufficient evidence to charge anyone”.

As a direct consequence of the leak and subsequent public outcry, then transport minister John Peyton announced in July 1973 the network would remain at more or less the same size – an outcome due in no small part to the courage of Dawson and Hope.

Although Richard worked for the Railway Gazette Group for

50 years, including 21 as editor of Railway Gazette International, he was an electrical engineer by training, entering the rail industry in the late-1950s to work on BR’s suburban electrification from London Liverpool Street.

Richard visited 67 countries during his career, and was often sought out by television and radio for expert commentary on railway matters.

Richard Faulkner

December 2019 • The Railway Magazine • 11

Multiple Aspects

with Nick Pigott

Water, water everywhere – but these trains didn’t sink

BRITAIN’S rail staff don’t get thanked as often as they should. They do, however, deserve praise for attempting to keep as many trains as possible running through the recent floods crisis in which some areas received a month’s rain in just 24 hours.

As an example, a journey I made on the Midland Main Line to Sheffield in November was clobbered first by closure of the route at Long Eaton and then by a fallen tree across the line at Duffield.

The first problem was overcome by a diversion along the freight-only Sheet Stores Jct to Stenson Jct line (itself down to 5mph in places because of water over the rails) and the second by removal of the offending tree while our diversion was taking place.

At one point, with torrential rain teeming down, our ‘Meridian’ at a standstill for the umpteenth time, and passengers growing alarmed by views on both sides suggesting we were marooned

in a vast inland sea, it looked as though we’d be stranded for the night. But thanks to East Midlands Railway and Network Rail, we somehow managed to reach Sheffield only an hour behind schedule after a fast run from Duffield.

As we pulled in, delay-repay compensation was offered to us over the public address system, and I was even emailed by EMR later telling me how easy it would be to request my 25% refund.

Yes, a great number of passengers in

Worrying link between 1906 crash and 2019 brake failure

INCREDIBLE though it might seem after more than a century of technical progress, there appears to be a disturbing parallel between the overrun of a Class 92 at Edinburgh Waverley in August this year and the fatal derailment of a Great Northern Railway Atlantic at Grantham in September 1906.

In the Scottish incident, No. 92020 overshot its arrival point, passed through the station and ended up more than a third of a mile away near Calton Tunnel while hauling the Edinburgh portion of the‘Lowland Sleeper’from Euston with 120 passengers.

The loco had been attached to the eight recently built Mk5 coaches at Carstairs.

A preliminary investigation by the Rail Accident Investigation Branch indicates the driver had no control over the coach brakes because a brakepipe isolating valve was in the closed position when the train left Carstairs.

This meant the only effective brakes during the 27-mile journey to Waverley were the loco’s, and the train manager had to operate an emergency device to help bring the stock to a halt. The RAIB’s investigators are looking into how the valve came to be closed at Carstairs (the train was almost 20 minutes late leaving) and how it is physically possible in this ultra safety-conscious age for a service to be able to depart in that condition.

One of the reasons why this is relevant to the

the country did suffer from cancelled services, especially in South Yorkshire, but I’m not sure it’s fair to make operators offer compensation when the reason is so obviously beyond their control and they’re doing their utmost to deal with it.

Indeed, I was so grateful to the men and women who got me to my destination and back on that awful day I decided not to claim… and, frankly, anyone on that particular train who did should be ashamed of themselves.

‘Water skiing’ on the main line!

A REMARKABLE tale has reached me as a result of my water troughs feature in last year’s May issue. of The RM. It concerns North Eastern Railway driver Sanderson, who in 1911 was working Grantham disaster is because deeper research a heavy goods train along the East Coast Main Line from York to Shildon. into that supposed‘mystery’crash by The RM As his engine – 0-8-0 No. 2118 – had been low on water at Northallerton, he in 2006 revealed what can now be seen as wished to pick some up on Wiske Moor troughs, but realised his train was going worrying similarities between the two incidents. too slow. So he brought it to a stand on the main line, uncoupled the engine For GNR 4-4-2 No. 276 was also attached from the wagons… and took a run at the troughs! to its carriages at an intermediate point – After going as fast as he could for more than a third of a mile to get enough Peterborough – and it’s now thought almost water into the tender, he then reversed all the way back to his train, coupled certain the reason why the train ran away up and set off again. Although his extraordinary action showed some sort of down a 1-in-200 gradient, with the loss of 14 initiative, the authorities didn’t think much to his gung-ho attitude towards lives, can be attributed to failure to connect the safety and he was disciplined with a formal caution. vacuum hose between engine and train after The penalty would doubtless have been more severe but for the fact the main a valve release, compounded by a rushed and line would have been blocked for a great deal longer had he allowed his engine incomplete brake test. to run completely out of water and had to throw the fire out.

Although the Class 92 appears to have negotiated the gradients en route to Edinburgh, and although RAIB has yet to confirm human error as a factor in this case, modern-day passengers in the air-brake era are entitled to assume the enormous scientific and failsafe I’M SADDENED by the closure of the Ian Allan Bookshop in Birmingham. advances of the last 113 years would have Located a stone’s throw from New Street station, it was an ideal location rendered a comparable situation unrepeatable. for railfans across the Midlands. Following abandonment of the IA stores in One aspect of the incident is that it dispels Manchester and Cardiff, it means the company now has only the specialist any last nagging doubts regarding the cause of train, bus and military shop near London’s Waterloo station. the Grantham tragedy. The chairman of the GNR “The family of the great man simply isn’t as interested in railways as he was had tried to claim it was impossible for a train to and when leases expire, they aren’t renewed,” I was told during my final visit. run with unconnected brakes.

The irony is that the Birmingham store was the most successful!

That, of course, wasn’t the case, and the The problem with such closures, of course, isn’t limited to reduced facilities realisation something similar appears to be still for customers, for specialist book publishers are also inconvenienced by the physically possible in the 21st century makes loss of valuable outlets for their products, so everyone loses out. The good it almost certain human error at Peterborough news is that former IA employee Mike Wren has opened a new transport book was the cause of the Grantham crash. and model shop at Dalton Street, Birmingham, and I wish him every success.

Another part of the Ian Allan empire falls

Railways in Parliament

by Jon Longman

Bristol amber light

FILTON and Bradley Stoke MP Jack Lopresti asked what steps the Department for Transport is taking to help bring forward the Bristol East Junction project.

Transport Minister Chris Heaton-Harris said:“Earlier this year, Her Majesty’s Treasury approved funding for advanced works at Bristol East Junction, which significantly de-risk the project’s commissioning phase.

“My officials have worked closely with Network Rail to develop the business case for the project, which is close to being finalised, and I expect this to be presented to the Treasury in the coming months.

“The Government’s continued support for the West of England region is demonstrated by the £5billion investment in the electrification and upgrade of the Great Western Main Line, stimulating

economic growth in the region.

“Additionally, the West of England Combined Authority has received £103million from Government through the Transforming Cities Fund to transform connectivity within the Bristol area.”

Culling leaves on lines

LORD Krebs asked Her Majesty’s Government what estimate they have made of the total area, in hectares, of trackside vegetation cleared by Network Rail during the past five years.

Transport Minister Baroness Vere of Norbiton replied:“Network Rail (NR) is one of Britain’s largest landowners, responsible for 20,000km of track and 52,000 hectares of land in its estate.

“Since 2016, NR has recorded operational vegetation management across 9,749 hectares. Total figures in hectares are not available for before 2016 as some vegetation management was then recorded in track miles.

12 • The Railway Magazine • December 2019

“Vegetation management on NR’s estate includes the removal of some trees where necessary, but also periodic trimming of trees or hedges.

“As a responsible landowner, NR must effectively manage the natural environment on its estate.

“It is currently developing a biodiversity strategy, which will ensure the protection and enhancement of biodiversity while still ensuring the safety and performance of the railway.”

Season tickets plea

BRIGHTON Pavilion MP Caroline Lucas asked if the DfT will bring forward legislative proposals to require rail franchisees to provide part-time season tickets.

Mr Heaton-Harris said:“The Secretary of State requires bidders for rail franchises to bring forward proposals for initiatives that give customers who travel fewer than five days a week a better

value-for-money option. These proposals are then evaluated as part of the overall franchise evaluation process.

“We continue to challenge the rail industry to develop proposals for pricing and delivering more flexible ticketing options for those who work or commute part-time.”

Class 802 options

MIDDLESBROUGH MP Andy McDonald asked what plans the DfT has to exercise the call option over the leasing costs of the 36 Eversholt Rail-funded Class 802 bi-modes operating on the West of England route of the Great Western region.

Mr Heaton-Harris replied:“As part of considerations for the future of the franchise, the DfT is engaged with the incumbent operator in commercially confidential discussions in order to secure the best prices available for all train leases for the existing train fleet, which includes the Class 802s.”

20001: PRACTICE & PERFORMANCE

A SOUTHERN ODYSSEY Following Keith Farr’s study of the post-war experimental diesels, John Heaton FCILT follows up with a look at the work of three Southern Railway electric locomotives and their successors.

BR Southern Region electric No. E5015 seen passing Shortlands in 1960 with the Down ‘Golden Arrow’ from London Victoria to Dover Marine. COLOUR RAIL

O

LIVER Bulleid’s reputation is one of a restless genius, the flair of his designs sometimes exceeding their functionality, never content with simply refining tried and tested methods.

His career features a series of innovative, arguably eccentric, experiments such as the air-smoothed casing of his wartime ‘mixed traffic’ (and subsequently ‘8P’ classification) ‘Merchant Navy’ Pacifics, their challenging chain-driven and oil bath valve gear components, attempts to breach new ground for steam traction with his ‘Leader’ locomotives, or the turf (peat) burners of his subsequent Irish peregrination.

‘Predictability’ was not a word with which he has ever been associated.

While Spitfires were winning vicious dog-fights above Southern Railway metals, Bulleid was competing for scarce manufacturing resources to build his new steam locomotives.

A novel electric locomotive was also being

World Record developed at Ashford Works for use on the Southern’s third rail system, but one which could achieve little more than the steam locomotives being manufactured almost in parallel.

Unappreciated

To your author, then a schoolboy in 1950s’ Yorkshire, the presence of such strange Southern prodigies as the Southern electrics that were eventually numbered 20001 to 20003 remained unappreciated. There was more awareness of the LMS Nos. 10000/1, which ranged much further afield.

Had I been asked to guess the mainstay motive power of the daytime London Victoria to Newhaven Harbour

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

boat train, I would have to admit that one of Bulleid’s prototype Co-Co 1,470hp straight electric locomotives would not have crossed my mind. Neither would I have been close to estimating the load as being well into the teens of vehicles.

Nevertheless the propulsion systems, which had been devised by electrical engineer Alfred Raworth for use within Bulleid-designed bodywork and bogies, proved equal to such tasks. Even in later years, my only experience of the Newhaven to Dieppe channel

crossing was in 1975 with a prosaic 4-CIG unit running to ship-side. Yet, a search of the Railway Performance Society (RPS) archives for logs of the fundamental Co-Co electric locomotives reveals a number of interesting runs on what were then considered prestige trains.

Idiosyncratic

In its own way the Southern Railway and British Railways Southern Region modern traction policies could be argued to be just as idiosyncratic as the famous diesel

PRACTICE & PERFORMANCE hydraulic furrow being ploughed on the Western Region. Although the latter could be ascribed to being a demonstration of independence, the Southern Region policy was an understandable response to the unique traffic conditions it experienced. Southern managers were disciples of third-rail electrification, but it was recognised it was by no means the ideal answer to lightly trafficked lines, dock extensions, engineering possessions or, for that matter, sidings.

To ensure safety, intensively used marshalling yards required overhead line equipment and the new electric locomotives had a pantograph to exploit these fixtures. This solution was relatively expensive in both capital and maintenance terms so it was not long before the alternative of electro-diesel locomotives was developed to cater for the locations and occasions when third-rail juice was either impractical or injudicious.

The other problem experienced with third-rail was ‘gapping’, where the pick-up shoes could not reach the electricity supply necessary to move the train. This was obviously more of a problem for a locomotive than a much longer multiple unit, so Raworth had fitted a flywheel booster to store energy and release it sufficiently to reach the next electric rail.

E20003 passes Copyhold Junction, just north of Haywards Heath, on September 17, 1966, with a London Victoria to Newhaven boat train. COLOURRAIL

TABLE 1: LONDON VICTORIA TO NEWHAVEN HARBOUR Loco.

Load* Train Date Recorder/Position

20002 (Co-Co Electric) 16/462/490/590 09.31 Victoria-Newhaven H July 6, 1955 R I Nelson 1st of 17

Miles 0.00 1.30 2.70 4.20 4.90 6.60 7.50 8.80 9.50 10.00 10.50 11.40 12.60 13.60 15.00 17.00 18.80 21.90 23.70 26.00 27.80 29.60 31.90 34.20

Timing Point VICTORIA d Battersea Park CLAPHAM JCT Wandsworth Common Balham Jct Streatham Commom Norbury Thornton Heath Selhurst Windmill Br Jct EAST CROYDON South Croydon Purley Oaks Purley Coulsdon North Star Lane Quarry Earlswood Salfords Horley GATWICK AIRPORT Three Bridges Balcombe Tunnel Balcombe

Sch 0

36.80 38.00 40.90 41.20

Copyhold Jct HAYWARDS HEATH Wivelsfield Keymer Jct

44 23 46½ 46 54 51 40 50 52 38

44.80 47.70 50.20 51.00 53.60 56.40 56.70

Plumpton Cooksbridge LEWES Southerham Jct Southease Halt NEWHAVEN TOWN NEWHAVEN H a

58 40 61 13 62¼ 65 41 65 67 51 71 01 73 47 72¾ 75 19

[1] 8½

14½ [1] 22 29½

37 [½]

MS 0 00 2 43 4 42 6 47 7 58 10 02 11 01 14 08 15 23 16 19 17 03 18 11 19 36 20 43 22 17 24 34 26 35 29 36 31 24 33 29 34 58 36 37 38 51 41 04

MPH 34 47/sigs 38 43 41/sigs 37 50 55/tsr 15 35 47 49 51 52 54 52 63/68 47 63 73 68 64 60 70/74 sigs 2 -/tsr 15 -/56 20 18/38 tsr 15 59 72 10 35 63/65 -

*=vehicles/tare/gross/incl loco tonnes [x] = minutes of recovery time Minor alterations made to original data to match distances and speeds

16 • The Railway Magazine • December 2019

Notch 16 26 off 26 23/26 25 off/26 25 26 26 26 26 26 26 26 26 off 26 26 26 26 26 26 26/off 23 off 26 off 26 off 26 off 12 26 26 off

20003 (Co-Co Electric) 14/426/455/560 09.31 Victoria-Newhaven H June 25, 1963 G J Aston Field Full Full Weak Weak Weak -/Full Weak Weak Weak Weak Weak Weak Weak Weak Weak Weak Weak Weak Weak Weak Weak Weak/Full Full Full Weak Full Weak Weak -

MS 0 00 4 24 6 29 8 28 9 23 12 38 14 06 15 00 16 05 17 04 18 28 19 58 21 05 22 44 25 07 27 05 30 22 32 10 34 07 35 34 37 15 39 25 41 31

MPH 1½L 45 45 46 51 48 47 38 sigs35 38 42 53 50 51 63/sigs 51 67 73 64 60 68/72

44 03 45 30 49 38

44 51/60

54 35 57 17 61 28 63 32 67 18 72 15

66 64 sigs14 34 58/60

21

Control

But O V S Bulleid was abreast of the field, at least in Britain, producing his first Co-Co electric CC1 (later 20001) in 1941. A second followed at the end of the war and the pair became a trio in 1948 before British Railways attempted to exert central control on motive power acquisition.

The 20001-20003 locomotives would probably have become British Rail Class 70 electrics had they survived until TOPS renumbering. Class 70 has, of course, now been allocated to modern Freightliner and Colas diesels.

Table 1 shows a log from 1965 timed from the cab by the redoubtable R I Nelson, whose superb logs were kindly bequeathed to the RPS. The log is shown in full detail, but using the distances quoted by Mr Nelson from the time, rather than the more specific detail now quoted in the RPS mileage chart. No. 20002 was assigned 16 vehicles grossing 490 tons, with driver F Packham and ‘fireman’ F Nash in charge.

It is interesting to note these were Newhaven enginemen already working home by 09.30 on this bright July morning.

The full/weak field operation was noted along with the power settings, most of the journey being completed in notch 26 (!). Power was able to be turned off on some downhill stretches but only briefly. On the climb starting at 1-in-264 to Quarry Tunnel, the average speed from MP 10m1/4 to 11m1/4 was 45mph, rising to 54mph over the mile to 13m1/4.

This was maintained for another two miles before a slight increase on varying gradients to 55mph for the mile finishing at 1-in-165 at 17m1/4. Mr Nelson estimates the equivalent drawbar horsepower (edbhp) as 1,622. At higher speeds on the 1-in-264 to Balcombe speed fell from 66.7mph for the mile to MP 28½ to 60mph on that to MP 31½, at an edbhp of 1,572.

Top speed was 73½mph after Balcombe and before a severe signal check at Copyhold Jct when running early as a result of the spirited climbs.

The train arrived at Newhaven Harbour 2½min late – the Newhaven boat trains were assiduously timed to 15secs, not 30sec. The recorder effusively remarked this was a ‘most excellent run’ and estimated the net time at 66min 15sec.

In the second run, G J Aston experienced

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