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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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Island Line’s winners and losers
N
EWS the Isle of Wight is to get a £26million investment in its rail network is very welcome – even if it has been a long time coming. The investment will feature Vivarail ‘D Trains’, and assurance has been given they will fit through Ryde Tunnel! Planned infrastructure improvements means the line will eventually have a balanced 30-minute service, with the retention of the third rail, permitting the new trains to provide a substantial improvement over their 80-year-old counterparts now definitely on their last legs. Having ridden the ‘D Train’ several times elsewhere, it’s hard to believe they date from 1978, and the reworking of Vivarail’s creation, together with its versatile traction options, along with the numerous interior design options, is a remarkable piece of vision and innovation. Local passengers are expected to embrace the new trains, with their new facilities, spacious interiors and ease of boarding. What is very disappointing was the announcement – just 48 hours after the Vivarail news – the Isle of Wight Steam Railway has been
forced to throw its plan for trains to Ryde St John's Road into the long grass until, it says, at least the end of the current franchise in 2024. It’s a decision that is not good for the railway, nor for the tourism crucial to the island . To run the distance of one mile, regulatory considerations, infrastructure costs, coupled with an onerous demand to work trains in top-and-tail mode, makes the proposal simply unsustainable, according to the heritage line. Considering the NYMR can manage to run its seasonal trains six miles over Network Rail metals, let’s hope the parties can get around the table and salvage what is in essence a great plan, along with some realistic cost aspirations.
TRAIN OF THOUGHT
Editor’s Comment
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Stadler bi-mode Class 755 No. 755414 at Ipswich working an electric test run to Norwich on August 28. KEITH PARTLOW
IT IS with regret the cost of The RM has risen by 10p from this issue. The rise is the first since November 2016 and is entirely due to the rising cost of paper, which until now publishers Mortons has absorbed. With 132 pages in each issue, The Railway Magazine still represents great all round value – even more so if you take out a subscription (see p60).
Time for Britain to get serious about tackling emissions WHEN the French opened the LGV Est high-speed line in 2007, it led to a substantial cut in flights between Paris and Strasbourg. Next year, KLM will replace a Brussels to Amsterdam flight with a high-speed train. It could lead to other short journeys being switched to rail, too. The journey time for rail is double what it is for a flight, but KLM’s decision is a great step for rail and cutting carbon emissions, and passengers won’t have to face the check-in and security rigmarole on top of a journey to the airport, with its rip-off parking charges. What’s more, travellers are beginning to look at their own carbon footprints, with many not only switching to rail, but liking the relaxation, too. While HS2 will always have its critics, in time rail could very well replace several daily flights between Manchester, Newcastle, Glasgow and Edinburgh to
London, which leave a massive carbon footprint. Germany is investing heavily in additional electric-powered ICE trains over the next three years, and encouraging rail use by cutting VAT on fares. But is anything happening in Britain? If this Government (and indeed the next) is really serious about cutting emissions, what the UK rail network needs – as matter of priority – is a programme of rolling electrification to begin before the end of the decade. The annual fare increase needs reviewing: is it a benefit or hindrance to furthering rail travel? But above all, everyone needs to see that Britain is serious about reducing greenhouse gas emissions, and is starting to knock these ridiculous long-distance workings of diesel trains under electric wires on the head. CHRIS MILNER, Editor
October 2019 • The Railway Magazine • 3
Contents
October 2019. No. 1,423. Vol 165. A journal of record since 1897.
Headline News
On the cover
MAIN IMAGE: Despite efforts to rescue it as a preservation site, the Longmoor Military Railway closed 50 yearss ago, in October 1969. ‘WD’ 2-10-0 No. 600 Gordon leaves Liss for Longmoor during the last public open day on July, 1969. LES NIXON
The final Class 91 and Mk4 set diagrammed to work into Glasgow Central was No. 91102 (pictured), which brought in the 15.30 from London King’s Cross.The route changed to‘Azuma’ operation from September 23. STEVEN CROZIER
INSET 1: Riding London Overground's new ‘Aventra’ EMUs.
Government confirms HS2 delay and cost increase, no Greater Anglia‘Aventras’until 2020,Vivarail to supply new Island Line fleet, HS2 regional services proposed as part £3.5bn Midlands Engine Rail plan, Forth Bridge visitor centre plan.
INSET 2: 100 years of continuous operation at Leighton Buzzard. CLLIFF THOMAS
BEN JONES
INSET 3: Ladbroke Grove: The tragedy that changed Britain’s railways. CHRIS MILNER
Track Record The Railway Magazine’s monthly news digest 70 Steam & Heritage
Severn Valley Autumn Gala highlights, Shaw Savill set for main line return, No. 9466 joins Gloucs-Warks fleet, single-chimney ‘9F’ steams again at the NYMR, Foxcote Manor returning to Llangollen.
76 Industrial 78 Steam Portfolio 80 Irish 82 Narrow Gauge 84 Heritage Trams 86 Metro 88 Network
Maunsell ‘V’ class 4-4-0 Cheltenham has re-entered traffic at the Mid-Hants Railway following its repaint into BR green. The refreshed ‘Schools’ arrives at Ropley with the 12.00 Medstead and Four Marks-Alresford service on September 14, its first day in traffic in this livery since 1962. JOHN H BIRD/ANISTR.COM
Unbranded Class 390 No. 390137 passes Grendon, north of Atherstone, on September 14 with the 08.35 Manchester Piccadilly-London Euston. JOHN WHITEHOUSE
92 Classic Traction 95 Classic Traction Portfolio 96 World 100 Railtours 103 Railtours Portfolio 104 Traction & Stock
Official launch for Anglia bi-mode ‘FLIRTs’, reliability issues for Marston Vale ‘D-Trains’ as battery hybrid testing reaches the main line, first Merseyrail ‘777’ almost complete, LNER withdraws more ‘91s’, SWR suspends ‘442’ operation again.
107 Stock Update 108 Traction Portfolio 110 Operations
Regulars
Panorama: Sparks fly as MetropolitanVickers electric No. 12 Sarah Siddons leaves the section for Neasden Depot at Wembley Park while working a London Transport Museum railtour on September 8.
12 Multiple Aspects 12 Railways in Parliament 54 Meetings 56 Readers’ Platform 58 Reviews 60 Subscription Offer
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63 Panorama
Our regular gallery of the best railway photography from around the world.
68 From The RM Archives 68 RCTS
FRASER HAY
116 Heritage Diary 129 Reader Services 130 Crossword and Where is it?
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DRS bi-mode loco No. 88006 Juno catches the late-afternoon sun as it hauls 4S44, the 12.16 Daventry-Mossend intermodal train through the Lune Gorge on September 20. TOM MCATEE
Features
14 Lamentable Failures
Twenty years on from the crash that killed 31 people at Ladbroke Grove in west London in October 1999, Fraser Pithie looks back at the factors that combined to cause the tragedy, and the changes made as a result.
28 Train Test: London Overground Class 710
Ben Jones heads to the revitalised Gospel Oak-Barking line in London to try out the first Bombardier‘Aventra’EMUs to enter passenger service.
40 Looking Back at Longmoor
October 31 marks the 50th anniversary of the closure of the Longmoor Military Railway. Gary Boyd-Hope pays a pictorial tribute to one of railway preservation’s lost opportunities.
48 Leighton Buzzard: 100 Not Out
22 Working at Wortley - 1952
32 Newcastle Central
Cliff Thomas reports on a rare anniversary a narrow-gauge light railway that has operated continuously for 100 years.
LADBROKE GROVE: 20 years on from the crash that changed the railway - p14
PEOPLE MOVERS: Riding London Overground’s new ‘Goblin’ electrics - p28
MILITARY MANOEUVRES: Memories of Longmoor, 50 years after closure - p40
In an unorthodox Practice & Performance feature, John Heaton recalls how the the busy Wortley Junction ’box in Leeds was operated, as well as timings of workings on the routes it served.
Newcastle’s wonderful listed station has an impressive past but, as Graeme Pickering discovers, it also has a major role to play in the future as the city’s primary transport hub.
October 2019 • The Railway Magazine • 5
Multiple Aspects
with Nick Pigott
Rail fatalities: Does there always have to be someone to blame? THERE are some aspects of life that really cause me to wrestle with my conscience. If a graffiti vandal breaks down a fence, trespasses on the railway and gets himself killed, whose fault is it? If adults wearing music earplugs walk over foot crossings without looking either way and get hit by a train or tram, whose fault is it? If well-travelled rail enthusiasts who know the risks decide to stand at open windows of fast-moving trains with
ultimately fatal consequences, whose fault is it? I pose these difficult questions because there have been cases over the years in which infrastructure owners and train operators have been blamed over such incidents and fined extremely heavily – either because trespassers have managed to squeeze through tiny gaps in palisade fencing or because warning signs were not displayed prominently enough. If a palisade or crossing is obviously in
disrepair and has been for some time, fair enough but, being pragmatic, it’s virtually impossible to constantly monitor the thousands of miles of lineside in Britain, especially when much of it is obscured by undergrowth. So although I naturally have the utmost sympathy for victims’families and am extremely grateful to live in a compassionate society that cares so much about health and safety, I do sometimes wonder if there’s a point at which we have
to accept that intelligent, educated adults must take some responsibility for their own actions… and that it isn’t necessarily always somebody else’s fault. Subjects such as this are uncomfortable for many and it’s difficult not to sound hard-hearted, but with fines as high as a million pounds and the door windows of every heritage coach on the main line now having to be modified, it’s perhaps time to open this up for debate and discussion.
Sad to see Virgin go... but ‘no’ to airline bookings
Thanks for photo praise
THEY’VE had their critics over the years, but I shall miss Virgin Trains when they finally step away from the West Coast franchise on December 8. From the moment they secured the Euston to Glasgow and CrossCountry routes in the 1990s, they’ve been far and away the most innovative and media-friendly of all the privatised operators, always willing to lay on special trains or facilitate cab-rides and depot visits. Others would do well to learn from them. Non-compliance over pension provision is the official reason for Virgin Trains and partner Stagecoach
AMONG complimentary comments received following the interview with Humphrey Platts (RM Aug) was one from fellow nonagenarian Philip Kelley saying how much he enjoyed the article. Philip tells us he also began taking train photographs in the mid-1940s and had one published as The Railway Magazine’s front cover shot in April 1953, an achievement that helped him turn his hobby into a profession later that year. Glad we could be of assistance, Mr Kelley! Incidentally, readers wishing to see further examples of Mr Platts’work can do so at: www.tracksthroughgrantham.uk).
being barred by the DfT from bidding for the franchise, but some within the department never got over the way Virgin chief Richard Branson made them look foolish over the botched West Coast award of 2012. I would sincerely hope there’s no connection between the two. One thing I can’t agree with Virgin on, however, is their recent call for airline-style compulsory bookings on long-distance services. The ability to walk up to an inter-city train and climb aboard is one of the greatest advantages of the UK rail network, and one envied by passengers
in several countries across the globe. No-one enjoys standing in overcrowded trains, but I’d rather do that than be refused entry and have to wait an hour or two for the next…and that’s assuming that isn’t fully booked, too. As standing is not possible in an aircraft and airport layouts prevent people from using runways like platforms, the two forms of transport are not really comparable. Do we really want to live our lives so rigidly that we have to plan simple trips to the likes of Bristol, Liverpool or York in advance? Hell no.
Five-hour journey to Cornwall with no proper trolley service – pathetic customer service!
I TOOK a ride on one of GWR’s new trains from Paddington to Penzance the other day. Despite the fact my wife had backache on the hard upright seats, the journey went pretty smoothly – apart from one thing... the catering trolley. The nine-coach Class 802/1 was jam-packed all the way, which is great news for GWR and the state of rail travel generally, but the food and drink provision for the 500 or so Standard Class passengers on the 5¼-hour journey was abysmal. Not long after leaving Reading came
an announcement the trolley was stuck between coaches J and K at the rear of the train as its attendant couldn’t get through because of obstructions. A few brave souls tried to get through from our coach at the front but advised us against trying as it was a“nightmare”. Several miles before Exeter, another announcement told us the trolley was closing. We thus had to wait until Plymouth, where we were told a new trolley and attendant would be getting on. That duly
occurred, but guess what? The attendant boarded the same part of the train and promptly announced his trolley too would be staying at J and K! That was presumably so he could be close to the First Class section at the rear (even though it’s equipped with kitchen/buffet facilities of its own), but as a small fortune could have been made from the parched and famished passengers at the front of the train, this seemed to show a total lack of initiative and co-ordination. On top of that, the supposedly restocked
trolley was unable to serve hot drinks because of a‘technical fault’, so as we’d thankfully taken our own water and fruit we didn’t think it was worth trying to patronise it. Perhaps as well, for it closed before the train even reached Par and was thus open for a mere 45 minutes. Pathetic! GWR’s website states under food and drink:“Long journey ahead? Be happy, not hungry”– yet for seven coachloads of Standard Class passengers the exact opposite was the case. Marks out of 10 for customer service: 1.
Railways in Parliament
by Jon Longman
ECML improvements
NEWCASTLE North MP Catherine McKinnell asked what steps the Government plans to take to remove key constraints on the East Coast Main Line. Transport Minister Chris HeatonHarris replied: “The Government has announced Control Period 6 investment of up to £780million in the ECML. “The Department for Transport (DfT) is working with stakeholders, including Transport for the North, to identify and assess further potential enhancements for the ECML. We will take staged decisions to progress further enhancements through the Rail Network Enhancement Pipeline process.” The minister added: “Plans for the long-term structure and delivery of the East Coast Partnership (ECP) are being developed in line with the Williams Rail Review. These options will create a renewed focus on delivering reliable and high-quality rail services for passengers.
“The creation of the ECP is an evolutionary process. LNER, Network Rail, and DfT are already implementing ways of working together more effectively to improve performance on the ECML and support the delivery of significant service improvements in Control Period 6.”
Buckled tracks
BEDFORD MP Mohammad Yasin asked what discussions the Government has had with Network Rail on upgrading tracks to prevent buckling in hot weather. Mr Heaton-Harris replied: “Network Rail has been treating rails to enable them to cope with heat, and have been applying reflective paint to reduce the heat absorbed. “Since 2003, these methods have decreased the number of rail buckling incidents by 83%. “After all periods of poor weather, NR undertakes a lessons process to
12 • The Railway Magazine • October 2019
identify actions that were successful in managing the issues and where further action and improvement is needed. “In addition, NR is also looking to the longer term and has in place a weather resilience and climate change strategy to ensure the infrastructure can cope with climate change and short-term periods of extreme weather.”
Hydrogen technology
BIRKENHEAD MP Frank Field asked what steps the Government is taking to encourage the growth of new rail technologies, including hydrogenpowered trains. Mr Heaton-Harris said: “The DfT provides total funding of £70.6million per year, which is dedicated to research, development and innovation in the rail industry, as well as additional investment in targeted major modernisation projects such as smart ticketing and digital signalling. “Funding for general research and
innovation includes projects to support the development of hydrogen-powered trains, with projects researching how they will be approved for entering service, as well as enabling the first main line testing of a hydrogen train. “The Department for Business, Energy & Industrial Strategy (BEIS) funds, with industry, a network of university-based centres of excellence for rail research and innovation, as well as committing £11million to a dedicated centre at the University of Leeds. “BEIS also offers industrial strategy challenge funds for which the rail industry can bid, and has announced £40million to explore how the use of hydrogen can be rolled out across the UK, and £100million to enable greater supply of low carbon hydrogen for use across the economy. “These funding opportunities will be important to enable hydrogen-powered trains to run on the network in the future.”
RAILWAY ACCIDENTS
Lamentable Failures Thirty-one people lost their lives on Tuesday, October 5, 1999, when a Thames Trains Class 165 ‘Turbo’ collided with a First Great Western InterCity125 at a combined speed of 130mph at Ladbroke Grove, two miles from London Paddington. Fraser Pithie looks back 20 years to one of Britain’s worst post-Privatisation railway accidents, and considers the key factors which led to such a disaster and the step-change in safety that followed.
I
WANT to begin by remembering the 31 people who lost their lives, the families and friends they left behind, and the considerable number of other people who were seriously injured as a result of the collision of two trains at Ladbroke Grove, London. None of us should forget that for the families and friends of those lost or seriously injured, every day of their life has been impacted. In recalling the events on the accident’s 20th anniversary, I do so with the utmost respect to the lives lost, the survivors and the memories and feelings of those affected. The story of the tragic events of October 5, 1999, does not start on that date, but 10 years before, in 1989, when a scheme was approved by British Rail’s Board to modernise the track layout between Ladbroke Grove and London Paddington. The reasons for these changes were the needs of the increasingly successful InterCity main line and Network South-East services. Together with a proposed rail link with
The wreckage of the two trains some five hours after the collision. Power car No. 43011 has penetrated the fence of North Pole depot, and First Class coach H No. 41042 was badly burnt in the post-impact fire as a result of diesel vapour igniting. ALL PICTURES: CHRIS MILNER
Heathrow Airport and a servicing depot for the Eurostar International service, there were several elements to consider. As part of the plans, the permanent way was designed to operate at high running speeds. High-speed crossovers and connections were included with the intention of running speeds of 100mph just two miles from Paddington station, with some crossovers potentially operating at up to 90mph.
Assumptions
The track layout preceded Privatisation in 1994. When designed, it appeared assumptions were made that the layout could be safely signalled; the track layout was finalised without reference to the location of signals. The section between London Paddington and Ladbroke Grove junction had six bi-directional lines. There were several crossovers to allow lines to be used in a flexible manner. At Ladbroke Grove junction there were connections between the lines.
To the west of the junction, there were four lines, being traditional Up (to London) main and relief lines and Down (from London) main and relief lines. The lines were controlled by four-aspect colour light signalling, which was mostly mounted on gantries that spanned all of the tracks. The signals were prefixed SN, indicating ‘Slough New’, originating from the remodelling of the Paddington layout, which took place in the early 1990s. The signals were controlled from the Integrated Electronic Control Centre, located at Slough. The visibility of signals on Gantry 8 was affected by Portobello Bridge, which was a few hundred yards west of the M40 flyover at Westbourne Park. It was 100 years old, and carried the Golborne Road over the tracks using a large lattice construction with under-slung traverse girders. The bridge preceded Gantry 8, which accommodated the last Down (away from Paddington) signals, controlling movements primarily to the Down main and Down relief lines.
TRAIN TEST LONDON OVERGROUND CLASS 710 Transport for London’s Overground operation has transformed services on many local railways in the capital. As the city’s population grows and demand increases, its train fleet is expanding to create additional capacity. Ben Jones visits the modernised Gospel Oak to Barking line to sample the first Bombardier ‘Aventra’ design to enter service.
The first week of full electric operation on the Gospel Oak to Barking line, and No. 710269 accelerates across the rooftops away from Leyton Midland Road with the 13.45 to Gospel Oak on August 5. ALL PHOTOGRAPHY: BEN JONES
CLASSIC STATIONS
NEWCASTLE CENTR AL Newcastle Central is a listed building, the city’s major transport hub, and acts as both a terminus and a through station. Graeme Pickering recalls the station’s impressive past and assesses plans recently outlined for the future.
N
EWCASTLE Central station is widely regarded as one of the finest in the country. Its neo-classical frontage and sheer scale makes it particularly imposing. The curved roof led the way in the design of multi-span train sheds, and it is among just a handful of still operational stations which are Grade I listed. Its well-preserved fabric is perfectly in keeping with its surroundings on the city’s Neville Street, and belies the fact it has seen numerous changes over the course of almost 170 years as rail traffic has evolved. It is about to witness more as part of a £5.2million improvement project, which was approved earlier this 32 • The Railway Magazine • October 2019
year by Newcastle City Council. Central station is the most well-known work of acclaimed architect John Dobson, who was born just a few miles away at High Chirton, near North Shields, but like many other railway projects of its time, reference to the circumstances surrounding its conception would be incomplete without the mention of two other prominent figures: Robert Stephenson and George Hudson. Such was the level of Hudson’s involvement in the finance and construction of railways that he became known as the ‘Railway King’. However, his fall from grace before the station’s completion had a major impact on the project.
The Great North of England Railway planned to build a line from York to Newcastle, but exhausted its capital on reaching Darlington. Its eventual intention had been to extend to Scotland, but when the scheme faltered, the Board of Trade recommended that unless parties could be found to take over the work, progress should be made on an alternative route via the west coast. Hudson already had a number of railway interests which stood to benefit from an east coast route, and he persuaded other stakeholders to back a new company – the Newcastle & Darlington Junction Railway (N&DJR) – of which he was chairman. Using a route drawn up by
MILITARY MIGHT
LOOKING BACK AT
LONGMOOR October 31 marks 50 years since the closure of the Longmoor Military Railway in Hampshire. The army training line, known for its eye-catching blue-liveried locomotives and stock, came within a whisker of becoming a preservation hub for the south, but alas it was not to be. Gary Boyd-Hope pays a pictorial tribute to one of preservation’s great missed opportunities.
‘WD’ 2-10-0 No. 600 Gordon sets out from Liss Forest station with a 14-coach load, including the Bulleid Pacific Preservation Society’s ‘Longmoor Downsman’ railtour, heading for Longmoor Downs during the last LMR open day on July 5, 1969. JOHN H BIRD/ANISTR.COM
PRESERVED LINE PROFILE
LEIGHTON BUZZARD RAILWAY
100 NOT OUT Cliff Thomas reports on a rare heritage anniversary – a 2ft-gauge railway that has
operated continuously for a century.
T
HE Leighton Buzzard Railway (LBR) will celebrate the line’s 100th anniversary of continuous operation on November 17, the nearest Sunday to the original opening date. Numerous heritage railways have marked anniversaries of 100 years from the original opening of their line – but in almost all cases there was a closure period before reopening by enthusiasts. Just a handful of today’s heritage lines never closed, and this 2ft-gauge railway in Bedfordshire is one of that very select band. The 50th anniversary of what was originally the Leighton Buzzard Light Railway (a company title not owned by the society hence today’s preserved line is Leighton Buzzard Railway) was marked, a shade belatedly, by a feature in the July 1970 issue of The Railway Magazine. By then commercial sand transport over the line, the reason the railway was built, had truncated to just the Vandyke Junction to Double Arches section. However, enthusiasts had already arrived on the scene, and on March 3, 1968,
operated the first passenger train since the line’s 1919 opening over part of the southern section northwards from the location (now Page’s Park station) where they had begun developing a terminus and a collection of locos and stock.
Historic claim
That July 1970 RM article was prescient in observing that the dwindling sand traffic may not result in abandonment of the railway. Moreover, it raised the possibility that the society (formed in 1967 as The Iron Horse Railroad Society and renamed Leighton Buzzard Narrow Gauge Railway Society in September 1969 when initial ideas of an American-style project were dropped) may have the opportunity of taking over the entire line. This indeed happened, resulting in the LBR having another significant historic claim since the transition between commercial and preservation operation was progressive, the railway serving both purposes for 14 years. Such combined use is rare, and in the case of the LBR probably unique for a
The Leighton Buzzard Railway (LBR) has entertained numerous visiting locos over the years. Probably the most significant was Moseley Railway Trust’s Hudswell, Clarke ‘Ganges’ 0-6-0WT No. 104 (1238/1916), in view of its similarity to the pair of long-scrapped locomotives employed when the original LBLR opened in 1919. No. 104 is pictured at Vandyke Curve on September 29, 2016, leading LBR’s O&K 0-4-0WT P C Allen. PICTURES ALL CLIFF THOMAS
British narrow gauge line. Yet another significant claim is the railway seems to have been the first permanent railway in the world exclusively worked by internal combustion motive power. When the line opened in 1919 it employed two Hudswell, Clarke 0-6-0WTs, built in 1918 for war use but never delivered to the Railway Operating Division (ROD). Apparently not very successful, steam was replaced in 1921 by internal combustion (Motor Rail ‘Simplex’ petrol locos built in nearby Bedford, many being war surplus purchases), which held sway until the late 1960s when the preservation society reintroduced steam. As the railway approaches its 100th anniversary, with a volunteer society being central to its story for over half that century, it was fascinating to look back at the line’s survival, 50 years of significant progress and plans continuing to be developed to ensure its future with the LBR’s chairman, Terry Bendall. “Construction of the new station building
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R 2018 ISSUE 174 OCTOBER
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