Railway Observer July 2013

JULY 2013

Britain’s Leading Railway Society

VOLUME 83 NUMBER 1013

rcts.org.uk

ISSN 0952 - 7133

THE RAILWAY CORRESPONDENCE AND TRAVEL SOCIETY Founded by: President: Vice-Presidents:

L. B. LAPPER and A. E. BROAD. A. H. GOULD, Flat 7D, Valebrook, 2 Park Avenue, Ilford IG1 4RT. D. F. COLE, E. V. FRY, R. A. LISSENDEN and J. B. SWEET.

Details of Society Officers and contact points for services appear the Directory Supplement mailed with the January and July issues of the Railway Observer.

CONTENTS Regulars Over The Points Noticeboard National Network Operations Southern Western North Western & Midland Scottish Eastern & North Eastern Network – Infrastructure T&RS Locomotives T&RS Coaching Stock Centrespread - GBVI Rail Tour Urban & Irish Railways Preservation & Other Railways International News

433 434 434 438 444 453 454 460 464 465 468 470 472 476

Branch News Publication Reviews Letter To The Editor Query Corner Every Picture Tells a Story Observer’s Diary Nostalgia Corner

483 491 494 495 496 500 504

Features The Great Britain VI Rail Tour (see also centrespread) The Whys and Wherefores of Diesel Dilemmas French High Speed Rail and the TGV - Part 1 Minutes of Annual AGM

476

479 480 497

SUBMISSIONS FOR SEPTEMBER 2013 RAILWAY OBSERVER Press Day - News Reports

Monday 22nd July

Notes must be received by the appropriate Editor or Ed. Rep. by this date.

Picture Submission Date

Wednesday 24th July

To be considered images, complying with the RCTS ‘Guidelines for Submitting Photographs’, must reach David Kelso at Al Mafrak, George Hill Road, Broadstairs CT10 3JT, e-mail: publicity@rcts.org.uk. by this date.

Letters to The Editor

Monday 29th July

To be considered these should be received by the Managing Editor by this date.

Front Cover – Following a mammoth week’s work between Newquay and Inverness / Kyle of Lochalsh 44871+45407 are seen on the home leg approaching Gleneagles with 1Z42 the 11.02 Inverness to Edinburgh portion of the “Great Britain VI” tour on 27th April.

John Cashen Back Cover – Trailer 92 leads restored railmotor 93 away from Berwyn station after a protracted station stop to improve the fire on 19th April during the Llangollen Railway's spring gala. The pair were the highlight of the event with standing room only in the two coaches.

John Cowlishaw NOTE – Views expressed in the RO by the Editor and other contributors are not necessarily shared by members of the RCTS Management Committee.

Printed by Amadeus Press Ltd., Cleckheaton, Yorkshire. Published by Mike Robinson, Ash House, Main Street, Carlton Scroop, Grantham NG32 3AU for and on behalf of the The Railway Correspondence and Travel Society.

JULY 2013 VOLUME 83 NUMBER 1013

OVER THE POINTS At the end of a successful day of photography at a recent GCR gala I followed my usual practice of visiting the Loughborough site to record some of the activity in and around the station. Gala days always bring out both the crowds and the preservation society stalls, but I was particularly taken by the fact that no fewer than five of the stalls present on this occasion were for new-build locomotive societies. Whilst we are all familiar with the tremendous achievement represented

by Tornado and of the 20 or so year commitment to bring it to reality, other than an awareness that a Swindon-based group were building a G5, and that there was a well advanced and recognisable Marsh Atlantic project at Sheffield Park, the scale of ‘new build’ activity had completely eluded me.

So I checked the internet and by simply typing ‘new build steam locomotives’ into the browser no fewer than 49,000 options appeared! Not all of course for what I wanted but nonetheless pointing the way to many individual project sites and most importantly, an excellent site that provides a very effective window into the world of ‘new build’ steam - newbuildsteam.com - on the home page of which no fewer than 20 well organised aspirant locomotive projects are listed.

Amongst the classes such groups aim to replicate are LNER B17, BR Clan, LMS Patriot, LNER P2, GW Grange, GW 47xx, GE Claud Hamilton, GW County and a couple of BR Standard Tanks - not to mention at least one diesel group - that seeking to recreate LMS 10000.

Given the immense financial, resource, practicability - and not least - timescale mountains they face in bringing their projects to reality, it says much for the latent enthusiasm for steam in the post-steam generation that significant numbers of supporters are prepared to invest valuable time and effort away from their family commitments to deliver what must be regarded as a long-term dream.

As a society devoted to both recording and re-telling operational railway history, it seems to me that we should seriously address the role such projects play in keeping alive the spirit of the steam railway and encouraging public interest in railways in general. Indeed few events in the rail enthusiast world have had the anything like the public interest impact of Tornado.

With this in mind, and to further develop the role of the RO, I hope, assuming support is forthcoming, to run a series of articles on ‘new build’ developments, getting the story as it were ‘from the horses mouth’. I am therefore inviting established ‘new build’ groups to contribute a short, say 400-600 word, article plus an illustration, which would appear in the RO as part of a series extending perhaps over the next year or so. If you are involved with a group that may wish to be represented in this series ask them to contact me at roeditor@rcts.org.uk for further details.

I feel sure that, in highlighting such challenging enthusiast driven developments, our society will reinforce its claim to be ‘Britain’s Leading Railway Society’, as well as benefiting each of the projects taking part from a much increased enthusiast awareness of their objectives and state of development. Incidentally if you do want to know more about new builds right now, do visit newbuildsteam.com today.

Like me, you may well be surprised!

Mike Robinson

COPYRIGHT The content of this magazine is the copyright of this Society. No part of this or any previous issue of this magazine may be reproduced without the prior written permission of the Managing Editor.

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N OTICEBOARD Directory of Society Officers. An updated version of this document is included with this issue. In future an update of this document will normally be included with the January and July editions of The Railway Observer and should be used to identify the contact details for Society Officers and other services. In the absence of knowing who to contact for a particular issue, please refer to the directory to ensure your request is expeditiously handled.

Members’ Weekend. This issue also contains a supplement detailing our plans for the 2013 Members’ Weekend. This can also be found on the Society website.

Liveries Library. Geoff Corner, our ‘Livery Archivist’ reports The establishment of the Society’s ‘Livery Archive’ was announced in the April RO with the initial aim being to present the various

liveries given to Cl.37s. Viewing the website at www.rcts.org.uk/features/liveries, you will see that we have now received pictures showing over half of the liveries carried by various Cl.37s and a start has also been made on some other classes, both locomotives and units.

The Cl.37 pictures were submitted by a small number of members, but we are sure that there are many more people out there who could submit pictures.

More images are being added at regular intervals but do, please, view what is there already. The scope of the project being 'all diesel and electric locomotives and units since 1948', do please feel free to contribute pictures of any class of modern traction.

All pictures and correspondence should be sent to RCTSLiveries@gmail.com.

NATIONAL NETWORK OPERATIONS SOUTHERN South East Engineering Work. On 11th/12th May and again on 19th and 1st/2nd June all lines between Hither Green and Chislehurst were closed.

Consequently the only trains serving Charing Cross and Cannon Street were those for the Dartford and Hayes lines and the Charing Cross-Hastings service which was diverted via Beckenham Junction and made additional stops at Petts Wood, Hildenborough and High Brooms to cover for the withdrawn Charing CrossTunbridge Wells trains. Other main line trains were diverted to and from Victoria calling additionally at Bromley South. As the Charing Cross-Orpington/Sevenoaks trains were also withdrawn alternate Victoria-Orpington trains were extended all stations to Sevenoaks.

NR Test Trains. Due to the non-availability of 73138 the train it normally works with has seen some unusual combinations as on 22nd May when it was topped and tailed by 37610+73201 on 1Q23 Hither Green-Hither Green which visited Redhill, Tonbridge, Hastings and Eastbourne. This combination was also used on 23rd although no details of its working are known.

From 27th 37610 was replaced by 73109.

Cl.377. 377601 has been delivered to Stewarts Lane and from 21st May began test running mostly overnight to destinations such as Ashford and Tonbridge.

Inspection Special.

On 29th May 37409+975025 were used to work 2Z02 the 09.55 London Bridge-Kensington Olympia. The ECS arrived as 5Z02 the 08.14 from Willesden Brent sidings and the itinerary started with a circuit via Sydenham, Crystal Palace and Tulse Hill before a second departure from London Bridge via 434

Greenwich to visit the Grain branch, Medway Valley, Tonbridge – Hastings, Marshlink, Maidstone East and Catford loop lines. The ECS then continued as 5Z02 the 18.02 Kensington Olympia-Willesden Brent.

Rail Tours. “The Canterbury Belle” 1Z82 the 09.42 Victoria-Canterbury West and 1Z83 the 15.55 Canterbury West-Victoria ran on 9th May behind 34067 Tangmere with 33207 on the rear.

The outward route was via Selhurst, Redhill and Ashford returning via Deal to Ashford and then as outward.

34067 was again in Kent on 18th May when it worked the “Golden Arrow Statesman” 1Z77 the 06.52 Birmingham International-Canterbury West and 1Z78 the 16.54 Canterbury WestBirmingham International. 34067 worked the train from and back to Acton Lane sidings running via Kensington Olympia, Catford and Orpington in both directions with an identical route to that on 9th from Tonbridge. On this occasion 57313, still in Arriva blue livery, was on the rear which is believed to be the first visit of a WCRC Cl.57 to Kent.

Further WCRC Cl.57s were seen on 31st May when the “Canterbury Tales Express” 1Z80 the 05.29 Skipton-Dover Priory and 1Z81 the 16.16 Dover Priory-Skipton was topped and tailed by Arriva blue liveried 57316+57314. The route from Kensington Olympia was via Catford, Maidstone East, Canterbury West and Deal returning via the same route. The stock was serviced at Folkestone East between the outward and return journeys.

Orient Express. Locomotives noted topping and tailing the Victoria-Folkestone West workings during May were 67026+67006 (5th), 67006+67023 (9th) and 67028+67020 (16th).

The changing face of London Bridge on the wet lunchtime of 14th May. With the lower floors of London’s latest landmark the Shard in the background, and the old ‘Brighton’ trainshed now demolished, Southern Railway units of Cl.456, 455 and 377 await their next duties, whilst at the extreme right a Southeastern Cl.375 passes.

Bill Turvill ,

North Kent circular trips ran on 10th May with 67023+67006 and on 15th with 67020+67028 and an East Kent circular trip ran on 23rd again with 67028+67020.

Slade Green. 465931 and 466020 arrived back from Wabtec, Doncaster on 18th May behind 66732 as 5X48 from Tonbridge West yard.

Hoo Junction. An unusual visitor on 9th May was 56087 which arrived with two wagons in tow as 6Z56 from Willesden. It then ran light to Ashford to stable overnight.

Due to the signalling problems at Paddock Wood (see below) it ran via Sidcup and Orpington instead of via Maidstone West. It returned on 10th after going to St. Leonards for fuel (see Marshlink) again being diverted via Sidcup departing on 13th as 6Z56 the 08.20 to Willesden with the same two wagons it had arrived with on 9th. 56087 was again working from here on 19th when it worked 6C71 the 14.51 engineering train to Balham returning from West Norwood in the early hours of 20th. On its return it ran light as 0Z87 the 12.30 to Eastleigh East yard.

On 23rd May 6O36 from Whitemoor behind 66535 arrived with 66846/9 dead in train for use on weekend engineering trains.

Dollands Moor. On 8th May 92012, the fourth Cl.92 for export to Bulgaria, arrived behind 92030 in 6B87 the 22.50 (7th) from Wembley.

Following the failure of 92010 and with GBRf having no available replacement 4O93 the 21.25 (17th) from Daventry arrived on 18th May behind 92036 hired from DBS with 92010 dead in train.

Dungeness. During May 6O62 the 02.08 from Crewe and 6M95 the 16.35 to Willesden were double-headed by 20302+20304 (3rd and 17th), 37218+37409 (10th), 37425+37603 (23rd) and 37194+37425 (31st).

Marshlink. An unusual visitor on 10th May was 56087 which ran light as 0Z66 the 09.50 Ashford Newtown sidings-St. Leonards and 0Z87 the 13.00 St. Leonards-Hoo Junction.

Maidstone East Line. An unusual visitor to Hothfield aggregates depot on 7th May was 60092 later noted on 6Z98 the 09.16 to Acton.

An incident on 28th May left a trainload of passengers stranded at Kemsing when the driver of 2N52 the 16.37 Victoria-Ashford realised that he had left Otford without his guard who had been assisting a partially sighted passenger to alight. Southeastern later apologised to the passengers concerned and were looking into the incident.

Paddock Wood. On 7th May 73206+73205+ 73119 running as 0Y23 the 18.25 Tonbridge West yard-Hoo Junction whilst using the single line connection to the Medway Valley line started a cable fire due to arcing from 73119’s shoegear.

The resulting damage to signalling equipment rendered the connection unusable with Medway Valley trains unable to run through to and from Tonbridge until start of service on 11th.

Central NR Test Trains. On 29th May 1Q23 the 05.53 Hither Green-Hither Green, topped and tailed by 73107+73109, visited several lines in the area.

After running to Victoria the itinerary included 435

the Quarry line, the Arun Valley to Littlehampton and back to Three Bridges then via Brighton, Eastbourne and back to Three Bridges followed by another run to Brighton then back to Victoria via Redhill.

Orient Express. The “Northern Belle” set, topped and tailed by 47790+47501, was seen twice in two days at Kensington Olympia. On 21st and 22nd May it worked excursions from Chester and Manchester Victoria respectively. As is usual with such workings the stock was serviced at Stewarts Lane between the outward and return trips.

Rail Tours. On 11th May the “Channel Coast Express” 1Z64 the 06.53 Doncaster-Brighton and 1Z65 the 16.58 Brighton-Doncaster was topped and tailed by 57313+57316. The route was via the ECML, Willesden High Level, Kensington Olympia, Crystal Palace and the Quarry line in both directions. This is thought to be the first appearance of WCRC Cl.57/3s on the Brighton line.

West London Line. On 9th May approval was given for the withdrawal of passenger services between Ealing Broadway and Wandsworth Road and the service was due to run for the last time on 14th June. Trains withdrawn are (both Mon.-Fri.) 2B29 the 10.02 Kensington Olympia-Wandsworth Road and 2M45 the 16.09 Clapham High Street-Kensington Olympia together with the Tuesdays only 09.45 Ealing Broadway-Wandsworth Road and 13.15 return buses. The buses were operated by Tellings Golden Miller on behalf of CrossCountry following withdrawal of their trains to Brighton in 2008. This also marks the end of Southern services at Clapham High Street and Wandsworth Road stations.

Salfords. On 1st May 442403 failed south of the station and had to be rescued by 73202 and towed to Stewarts Lane. It was noted being towed through Redhill at 11.56. Unfortunately there are no details of the identity of the working.

Crawley New Yard. An unusual performer on the Acton aggregates workings on 2nd and 3rd May was 60092, the first appearance of a Cl.60 for some considerable time.

South West Engineering Work. Possessions were taken on 12th and 19th May to replace the track through platform 2 at Aldershot.

Buses ran Guildford-Ascot and Farnborough-Alton connecting with the Waterloo-Basingstoke trains.

On 19th the track which had been relaid through platform 2 on 12th was welded up and the points leading into the down sidings together with the associated ground frame and signals were removed. Although these sidings had been technically out of use for some time RRVs were permitted to use them and Atkins had been using them regularly on Sundays to load equipment associated with the resignalling project currently under way along the line. Two engineering

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trains from Eastleigh yard and a tamper from Woking arrived in the early hours of the morning to be in position to have the possession taken around them. 6N07 topped and tailed by 66192 and 66106 ran through to Farnham before returning to platform 1 at Aldershot. The second train 6N08 with 66162 was held at Farnham and during the morning 66106 was detached from 6N07 and returned to Farnham to attach to 6N08 and bring that train towards Aldershot.

Rail Tours. On 3rd May in connection with the next day’s Welsh Borders tour 34067 Tangmere ran with its support coach as 5Z35 the 10.30 Southall-St. Philips Marsh routed via Willesden, Kew East Junction, Chertsey, Basingstoke, Salisbury, Westbury and Bath. It returned from Kingsland Road via the same route on 6th piloted by 47245. No doubt such movements will become a common occurrence during Reading remodelling and GWML electrification work.

Woking.

On 19th April 5P97 the 05.45 Farnham-Haslemere ECS working failed at Woking Junction at 06.10 whilst crossing from platform 1 on to the down Guildford line after its booked reversal. The stock was able to be moved by 06.40 when it ran to Guildford to be stabled out of the way. Having blocked all lines at Woking Junction delays amounted to over 2,000 minutes with 182 trains affected.

Guildford. On 25th April 450021 failed prior to working 2N64 the 19.00 to Ascot. 5A97, the 19.50 Woking-Farnham ECS was diverted to Guildford from its normal route via Brookwood.

On arrival at Guildford, the front unit was deposited at platform 6 before shunting across to platform 8 to collect 450021 and continue to Farnham. The detached unit ran ECS to Aldershot to take up the return working of the 19.00, 2N61 the 20.23 from Ascot at 21.08.

Aldershot. A further set of test trains were run to test the selective door opening equipment during the early hours of 22nd April. 450034/ 75/81 were used, working trains 5Z61-5Z64 from Farnham to Woking and Alton.

On 24th April a broken driver’s seat on 458019 caused it to be taken out of service on arrival whilst working 2N30 the 10.30 Guildford-Ascot.

A replacement unit, 458006, was sent from Clapham Yard as 5N30 and continued the journey to Ascot departing six minutes late at 11.06. 458019 went to Clapham Yard via Farnham depot for repairs as 5Z50.

Alton On 8th May stoneblower DR80206 worked 6U26 the 10.00 from Ashford for the Mid Hants Railway. It remained there until 16th departing as 6U26 the 11.20 to Gloucester.

Basingstoke. On 30th May 4M68 the 14.50 Southampton Maritime-Birch Coppice behind 66416 came to a stand shortly after passing Worting Junction due to a brake defect on one of the wagons requiring the attendance of a fitter.

It was reported as departing over three hours late.

Eastleigh. On 1st May 60059 arrived at the East yard on 6O41 the 10.41 departmental from Westbury.

On 3rd May 31190 arrived at the works as 6Z32 the 10.42 from Chaddesden sidings with wagons for repair. It departed on 6th with repaired wagons as 6Z31 the 11.56 to Chaddesden sidings.

31190 made several appearances later in the month with the Rail-Vac train.

On 10th May 60092 arrived at the East yard light as 0Y69 the 20.15 from Westbury.

On 13th May 56087 arrived at the East yard light as 0Z87 the 11.35 from Willesden. The same evening it worked 6C61 the 22.39 engineers’ train to North Camp and the 04.16 from Blackwater on 14th going out via Fareham and the Portsmouth Direct and back via Reading and Winchester.

On 15th May 47501+47813 arrived at the works with two coaches in tow as 5Z30 from Crewe.

They returned north on 16th light in convoy with newly outshopped 20305 and 57311 the latter now in DRS livery ex-Virgin and renamed Thunderbird.

5Z61 the 12.31 from Wembley on 21st May had unusual motive power in the form of 60017. This locomotive was later used to work 6N61 to Rowlands Castle via Woking in connection with overnight engineering work on the Portsmouth Direct line.

Two more of the stored Cl.317s at the works, 317709/19 were removed as 5L17 the 09.22 to Bombardier, Ilford on 22nd May behind 66722.

6O15 the 06.54 Didcot-East yard Enterprise arrived on 23rd behind 60079 instead of the usual Cl.66.

On 27th May two of the Colas Rail Cl.47s arrived at the East yard. 47749 arrived light from Cardiff Canton whilst 47727 with 66847 in tow arrived from Crewe. 47749 departed on 28th as 0Z47 the 08.54 to Southampton Western Docks (see Southampton) to move 73133 to Bournemouth later returning as 0Z49 the 13.00 from Bournemouth depot. It was then booked to work 4Z47 the 17.00 to Wimbledon depot but this was cancelled as no relief driver was available.

This train ran instead on 29th behind 47727 with an 08.45 departure.

On 28th May super shunter 60071 departed dead in 6X38 the 13.50 East yard-Didcot en route to Toton for an examination.

Works resident 50026 departed together with a support coach on 29th May behind 31190 as 5Z38 to Wymondham, Mid-Norfolk Railway at the start of its usual summer round of heritage railways.

Southampton. On 1st May 455839 was noted passing through Central station at 11.53 en route from Wimbledon to Bournemouth presumably part of the refurbishment programme currently being undertaken on Southern Cl.455s at Bournemouth.

66503+66504 were noted double-heading 4O09 the 10.18 Trafford Park-Maritime intermodal on 1st May, the first appearance of 66504 in the area and the first Cl.66 to be repainted into the latest version of Freightliner livery.

Freightliner’s ex-DRS Cl.66s continue to make regular appearances in the area. Examples included on 9th May, 66418 on 4M28 the 09.32 Maritime-Ditton, 66416 on 4O49 the 08.23 Basford Hall-Maritime and 66420 on 4O27 the 05.40 Garston-Maritime, on 15th May 66416 on 4O54 the 06.15 Leeds-Maritime and 66414 on 4M68 the 14.50 Maritime-Birch Coppice.

On 21st May 73133 arrived at the Western docks by road from the Barry Island Railway. It was originally intended that 56087 would take it to Bournemouth depot on the same day where it has been hired by SWT as a replacement for 73235. This move though was cancelled and it was eventually moved on 28th behind 47749 as 0Z73 the 10.45 Western docks-Bournemouth.

On 23rd May 70018 with 66563 dead in train as insurance worked its first revenue earning trip following major fire damage repairs when it worked 4O09 the 10.18 Trafford Park-Maritime from Crewe. It then spent a few days on the Wentloog workings before departing on 31st with 4M98 the 18.00 Maritime-Garston.

Swanage. In connection with the Swanage Railway’s diesel gala on 10th-12th May two locomotive convoys arrived. The first on 3rd May 0Z75 the 09.45 from Lydney Junction (although originating at Barrow Hill on 2nd) was hauled by 55009 and consisted of 33108, 55019 and 37521 from Barrow Hill and 31466 from the Dean Forest Railway. The second on 7th consisted of 20142+20189+20227 as 0Z20 the 11.10 from Ruislip via Clapham yard where they were supposed to have collected 3417 but due to a paperwork issue this did not happen. 3417 arrived on 8th as 5Z20 the 14.20 from Clapham yard behind 73213 which then ran light to Eastleigh. The Cl.20s departed on 14th as 5Z17 the 09.19 to Clapham yard with 3417 in tow before continuing light to Ruislip. The other visitors remained until 21st when 55009 towed them as 0Z55 the 09.21 to Didcot for an event at the GWS depot on 25th-27th.

Wool. The Wool-Neasden sand train 6M42 ran on 23rd April using 66535 and again on 30th using 66515. The working of the empty wagons to form this service may be of interest. They work down to Dorchester South the previous afternoon as 6O49 the 10.51 from Neasden. It is not currently possible to run round the train, hence the need to continue to Dorchester.

Having run round, the train is then split and worked back to Wool sidings in two portions the locomotive returning to collect the second portion after positioning the first. The locomotive then normally remains overnight at Wool with the wagons. There are two sidings used and during the loading process in the morning the portions 437

have to exchange sidings to allow the remaining wagons to be loaded. Once loaded both portions are combined on the up line and the train departs towards Neasden at 15.08. It is understood that these arrangements will change when control of signalling in the area passes to Basingstoke.

Weymouth. On 27th May 31190 arrived with

the Rail-Vac as 6Z32 the 12.13 from Bristol Kingsland Road. After stabling the Railvac in Jersey sidings 31190 ran light to Eastleigh. After trips to Wymondham (see Eastleigh) and Derby 31190 arrived back on 30th as 0Z31 the 15.06 from Derby departing with the Railvac on 31st as 6Z31 the 09.48 to Bescot.

W ESTERN West of England St. Ives. On 17th May HM The Queen and HRH The Duke of Edinburgh visited west Cornwall.

The Royal Train, powered by 67006+67026, brought them overnight to St. Erth where they joined the branch train, strengthened to two Cl.150s, for the trip to St. Ives and back. The Royal Train returned ECS as 1Z41 the 10.25 St. Erth-Wolverton, stopping briefly at Exeter St. David’s to detach 66201 which had been towed dead at the rear; it then followed the train light.

Truro. 67026+67006 double-headed the 09.43 VSOE “Cornish Gardens” excursion from Victoria on 26th April (having topped and tailed as far as Bristol). On 27th they worked an 11.30 Plymouth-Taunton and 13.50 return lunch excursion and an 18.35 Exeter St. David’s-Kingswear and 20.50 return dining trip.

These were reported to be poorly loaded in contrast to the main train which was full; it returned on 28th as the 11.25 Truro-Victoria but departure was delayed and the train was 40 minutes late at Exeter.

Plymouth. On 27th April Vintage Trains’ 07.20 charter from Tyseley “The Cornishman” was worked from Bristol TM by 4965 Rood Ashton Hall+5043 Earl of Mount Edgcumbe.

On 12th May green-liveried 31190 arrived light from Bristol Barton Hill and took away Railvac vehicle 99 70 9515 001-4 (see p.366, June RO) as 6Z31 the 18.45 Keyham-Eastleigh. During its month long stay the Railvac had been seen at night on the Royal Albert Bridge (which is undergoing extensive refurbishment and repainting), presumably ‘hoovering up’ paint chips and debris from the work.

Newton Abbot. After a pause, normal levels of traffic returned to the recycling site in Hackney yard and between 15th April and 17th May nine trains operated, using 66415 and 66522 (three each), 66596 (two) and 66552.

Heathfield Branch. In the same period four Kronospan timber trains ran from Teigngrace to Chirk, all worked by 56105.

Okehampton. On 10th May 35028 Clan Line brought in the second stage of the “Cathedrals

On 27th April a Retro Railtours charter, 1Z29 07.00 from Huddersfield, travelled by way of Crewe and the Welsh Marches line to South Wales with two DRS Cl.20s for power and a DRS Cl.47 on the rear. The train is seen here approaching Swansea station with 20312 and 20308 leading. The lines to the left of (and above) the train lead Stuart Warr from Swansea to Llanelli and west Wales.

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Explorer” rail tour (see Exeter), the first instance of a Merchant Navy ever reaching the town as in SR and BR days only light Pacifics were allowed beyond Exeter.

Barnstaple. On 27th April the branch was visited by MPV 99808/58 in weedkilling mode. It passed Cowley Bridge Junction at 00.03 and returned at 03.23. Overnight on 9th/10th May 66601+66623 worked 6Y42 the 20.40 Westbury-Westbury conveying 10 Autoballasters which went on to the branch at 23.36, returning at 04.42.

Exeter. Notice of a planning application for a new station at Marsh Barton has appeared in the local press, to serve the large industrial estate and a park & ride scheme. The application is for a two-platform halt with pedestrian footbridge, access and parking/turning area and an emergency access road.

98908/58 has been active on weedkilling duties in the area. It ran from St. Blazey and back on 17th April and was due to go to Taunton but in the event turned back at Tiverton loops and was noted at Cowley Bridge Junction at 02.03 and 03.19. On 24th it again ran from St. Blazey, this time reaching Taunton and passing Exeter at 02.36 and 04.28, and two days later ran up as far as Riverside yard; on 27th it visited the Barnstaple and Exmouth branches.

On 20th April 45407+44871 with support coaches 35517/08 arrived in Riverside yard at 11.39 and at 15.04 were joined by 34067 and its support coach 35518 after Tangmere had worked the 07.45 Victoria-Exeter via Honiton stage of the “Great Britain VI”. The Black Fives took over the train as the 16.52 Exeter-Par, returning on 21st as the 09.40 Newquay-Cardiff which arrived at St. David’s on time at 15.01.

At 06.30 on 24th April 159101/6 were stabled in New yard; 159106 was formed of 52876 (ex-159004)+58709+57809.

The same day 43014+43062 powered the NMT as 1Q24 the 04.48 Old Oak Common-Weymouth via Honiton, Exeter, Westbury and Yeovil Junction.

The first scrap metal working from Marsh Barton to Cardiff Tidal for six weeks ran on 25th April when 66087 departed at 15.35, two hours early, with 16 loaded MBAs. At the beginning of May there was a sudden and unprecedented rush of traffic with three trains on successive days and a Saturday working. On 8th and 10th 66732 took 16 JXAs to Tremorfa steelworks, on 9th 66014 took 15 MBAs to Cardiff Tidal, on 16th 66136 took 17 MBAs to Tidal and on 18th 66726 took 16 MBAs to Tremorfa. 66732 was making its first visit to Exeter and became the 400th Cl.66 recorded here, the 27th Cl.66/7 and the 27th GBRf example.

Fresh from its overhaul at Barrow Hill, 37402 arrived in Riverside yard at 01.48 on 30th April with 2Z08 the 18.36 test train from Tyseley which consisted of sparklingly clean 9703+

999602+6262. After visiting the depot for fuel at midday 37402 worked 3Q54 the 22.47 Riverside yard-Riverside yard via Lostwithiel. On 1st May it again took fuel before the train appeared to be testing signals in the station area. The ensemble stabled at platform 2 bay at 13.30 and 15.00 and left at 22.04 as 3Z26 the 21.45 Riverside yard-Kingsland Road, Bristol.

On 3rd May the 13.20 Waterloo-St. David’s was formed of 159022+158890; both returned on the 17.26 to Waterloo. At 13.32 on bank holiday Monday 6th 66623 arrived in Riverside yard from Westbury with 17 empty IOAs. After loading the train returned at 17.12 as 6V14 the 17.07 to Westbury. Similar workings took place each afternoon for the rest of the week, using 66623 until Thursday and 66601 on Friday. It is thought they were removing unused ballast from the temporary NR virtual quarry.

The 45th series of trains to the Hanson stockpile commenced on 7th May. Trains ran each day for the rest of the week hauled by 59005, 59104, 59004 and 59102, the last being piloted by 66132.

Four more trains ran the following week with 59204 (13th/14th), 59202 (15th) and 59101 (17th).

35028 arrived at 17.34 on 9th May with the first stage of the “Cathedrals Explorer” from London and next day the train continued as the 08.13 St. David’s-Cardiff via Okehampton. 66132 was attached to the rear to draw the train back from Okehampton; on arrival in Exeter at 10.25 it was detached and returned to Westbury again piloting 59102 whilst the charter left behind Clan Line at 10.45.

At 09.52 on 11th May 47786+47854 passed with the “Cornish Riviera Statesman”, the 05.07 Crewe-Penzance.

At 10.39 on 15th May 37423+inspection saloon Caroline arrived with 2Z02 the 07.36 Reading-Reading via Saltash, returning at 14.36 (see Westbury).

Exmouth. Following the successful winter trial, increased Sunday services are operating this summer with trains half-hourly between 10.00 and 18.00. The extra trains run from Exeter Central using the bay platform which has seen very little use for some time.

Notice has appeared in the local press for a planning application for a new station at Newcourt between Digby & Sowton and Topsham.

This is for a single platform, pedestrian and vehicular access and parking, and provision for a future underpass. The new halt will serve housing developments, a science park and Exeter Chiefs’ rugby stadium Bristol. 47773 (D1755) brought in the 07.20 charter from Tyseley on 27th April (see Plymouth), stabled at platform 2 from 10.30; the train went forward steam-hauled at 10.48.

On 2nd May 37402 was stabled at platform 2 at 04.30 with its test train from Tyseley (see 439

Exeter) and at 04.56 66419+66604 passed with a departmental train for Fairwater yard. On 4th the 07.42 charter to Worcester Shrub Hill (see Welsh Marches Line) was worked by 34067; on its return the train was stabled at Kingsland Road and at 12.15 on 6th 47245 took the stock and Tangmere to Southall.

31190 brought 60009 Union of South Africa from York to Barton Hill on 8th May and was stabled next to platform 15 on 10th whilst the A4 worked the Bristol-Shrewsbury leg of the “Cathedrals Explorer” on that day. 31190 was seen again on 23rd, stabled at bay platform 1 at 18.40. After working the “Cathedrals Explorer” from Exeter on 10th, 35028 with its support coach 17096 Mercator ran as 5Z35 the 15.14 Bristol East depot-Stewarts Lane via Westbury and Salisbury.

37194+37604 departed at 05.28 on 18th May with a charter to Alnmouth which arrived back at 23.07; 37194 was stabled next to platform 15 on 20th. On 22nd 31285 departed from platform 2 with the 19.10 test train to Tyseley (977986+ 977985+62384+6263+9702) via Swindon and Reading, reversing at Bristol West Junction.

Vintage Trains’charter “The Whistling Ghost”, the 07.30 Tyseley-Bishops Lydeard, arrived at 10.45 on 25th May behind 5043 and departed at 11.18. 6960 Raveningham Hall took over on the WSR for a run to Minehead while Earl of Mount Edgcumbe was serviced at Bishop Lydeard; the return train left TM at 19.23.

Barrow Road. 66522 ran light from Stoke Gifford at 07.10 on 6th May and at 07.26 departed for Neath with empty HIA stone wagons.

Bristol Parkway. The Wentloog-Millbrook Freightliner was noted with 70007+70009 on 22nd April. On 24th and 25th 70018 appeared here making two of its first runs since emerging from Loughborough Works where it had been under repair since April 2012.

The Bridgwater-Sellafield nuclear flasks passed at 12.50 on 24th April with 37611+37612, 13.15 on 2nd and 9th May with 20301+20303 and 13.12 on 23rd with 20303+20309. 56087 passed at 16.26 on 25th with a Crewe-Westbury departmental train and reappeared with a similar train at 07.35 on 25th May. The Theale-Robeston empty tanks were worked by 66001 on 22nd April, 66075 on 23rd, 60017 on 25th and 2nd May, 60053 on 30th April, 66016 on 4th May, 60063 on 9th and 60054 on 16th, 18th, 21st, 23rd and 25th.

On 3rd May 55009 passed at 11.08 as 0Z75 the 09.45 Lydney Junction-Swanage conveying 33108+31466+37521+55019 to the diesel gala.

Westerleigh.

The afternoon tanks from Robeston were worked by 60040 on 23rd and 25th April, 60017 on 29th and 8th May and 60063 on 10th, 11th, 13th and 21st. The morning Lindsey tanks were noted with 60091 on 24th April and 60040 on 10th May. The MO 440

morning train to Robeston was worked by 60017 on 6th May. Portbury. Freightliner coal services to Rugeley were revised from 30th April with the additional 20.45 departure and a more regular diversion of the 08.25 to Fiddlers Ferry. The DBS-worked coal trains to Fiddlers Ferry have ceased.

On 17th May 56087 became the first Colas locomotive on the branch although in 2012 Colas-liveried 66745 operated by GBRf appeared on a biomass train. 56087 arrived light from Westbury and departed at 11.14 for Hoo Junction. Some ten Colas staff visited the area to view the site layout, security and token equipment. A new flow operated by Colas was expected to start in early June taking coal to Ratcliffe PS, formerly operated by Fastline and DBS. 56303/11 were the last Cl.56s to visit the line, on Fastline driver training runs in 2008.

The biomass train was noted with 66702 on 23rd April and 1st and 3rd May, 66711 on 26th April and 66716 on 6th-9th May. None have run since then.

Avonmouth. The 23-HTA wagon service to Ratcliffe has continued and there are usually up to five departures to Aberthaw using the following paths: 00.50, 04.10, 08.07, 09.24, 16.42, 19.25 and 21.30. The NMT visited the line overnight on 9th May en route from Derby to Old Oak Common.

Severn Beach. 98908/58 visited the line late in the evening of 7th May. Bath. On 26th April 4965+5043 with support coach 35470 passed at 16.45 as 5Z43 the 12.05 Tyseley-St. Philip’s Marsh for “The Cornishman” rail tour (see Plymouth). They returned on 28th as 5Z51 the 11.18 SPM-Tyseley which unusually ran up the down main line as far as Bathampton Junction where it rejoined the up main line.

Melksham. On 10th May 60092 passed at 15.30 with 7C48 the 13.30 Appleford sidings-Westbury down yard empty MRL boxes. A notable visitor on 21st was 4464 Bittern working the 06.50 Banbury-Kingswear and 17.00 return “Cathedrals Express” which called to pick up and set down and also to take water, from 10.15 to 10.25 and from 21.04 to 21.15. The sight of an immaculate blue A4 here was of considerable interest to local people, many of who came to enjoy the novel experience.

Seend. During May Wiltshire CC highways engineers demolished the fine 1856-built GWR stone arch road bridge adjacent to the remains of Seend station on the former Holt Junction-Patney & Chirton line, closed from 18th April 1965. This was the last of five such bridges to survive on the route and was a humpback bridge with a rather severe ‘dogleg’ bend on the northern approach, on a minor road linking the A365 from Melksham with the A361 from Trowbridge and the scene of at least three fatal

accidents and numerous other incidents. It is believed that stone excavated in the Corsham and Box areas during construction of the GWR main line in 1838-41 was used to build this and several other structures on the Devizes line.

Bradford-on-Avon.

Saturday MargamWestbury/Eastleigh locomotive convoys passed here as follows: 27th April – 66061+66004+66011+66031.

4th May – 66150+66085+66031+66198+66019+ 66194+66041 11th May – 66034+66165+66097+66023+66201+ 66106+66078+66039+66187+66103 18th May – 66001+66009+66111+66095+66192 25th May 66059+66084+66174+66199+66183 +66035.

31190 passed at 14.00 on 25th May with 6Z31 the 12.31 Eastleigh-Filton West Junction with the Railvac (see Plymouth) and again at 12.38 on 27th with 6Z32 the 12.13 Kingsland Road-Weymouth Jersey sidings via Yeovil Pen Mill.

Overnight on 18th/19th May the station footbridge deck was returned by road from Plymouth where it had been refurbished by the same firm repairing the Royal Albert Bridge. A large crane was used to replace the span and the whole bridge is now resplendent in GWR salmon and stone. After fitting of new steps and deck boards, the bridge was expected to be in use by early June, four weeks earlier than scheduled.

Westbury. On 24th April 60092 worked 6O41 the 10.14 departmental to Eastleigh on 24th and returned with 6V14 the 14.45 from there. 66419 arrived at 10.30 on the 08.16 from Fairwater yard with Autoballasters for refilling, having travelled via Bristol due to the Monday-Thursday closure of Castle Cary-Cogload Junction for major track renewals.

60059 arrived with 6V41 the 14.45 departmental from Eastleigh on 25th April and stayed for several days. It worked 6O41 and 6V41 on 1st May and 6O41 on 2nd but did not return.

56087 arrived at 17.15 on 25th April with 6Z87 the 11.00 from Crewe Basford Hall wagon movement and left light to Hinksey yard via Melksham and Swindon at 17.55. It reappeared on 15th May when it worked 6C70 the 19.24 LWR train to Maidenhead, returning next day with 6C70 the 05.15 from Ruscombe; it departed light to Bristol on 17th.

A very rare visitor on 30th April was NR-liveried 57305 which arrived light from Eastleigh at 14.40 and departed with 6Z30 the 17.23 Westbury-Eastleigh LWR carriers.

A lowloader arrived from Mossend on 14th May conveying 08995 which was unloaded in the up yard. 08633 took its place and later left for Doncaster Carr depot. Later in the month 08995 was supplemented by 60017 which arrived with

6V41 on 22nd and was used for a few days as a super shunter.

37423 propelling Caroline arrived from Reading at 08.45 on 15th May (see Exeter) and left for Plymouth via Fairwood Junction at 09.15. It was later seen in Bathampton loop at 16.45.

Whatley Quarry. On 5th May 08652 in faded blue MRL livery was stabled near the maintenance shed.

Taplow. The two HST power cars carrying white-based advertising livery were seen here within a few minutes of each other on 31st May. 43148 passed at 18.46 leading the 16.55 CardiffPaddington and 43186 at 19.00 on the rear of the 18.45 Paddington-Swansea.

Paddington.

Major signalling problems prevented all but Greenford line trains from entering the station from around 19.30 on 9th May and passengers were advised to use services from Waterloo. Operations were able to restart after 21.20 when three departures, 20.20 to Worcester, the 21.15 to Swansea and the 21.45 to Bristol were loaded simultaneously. The Bristol train was soon full and standing, the Worcester less so, and both arrived at Reading parallel to each other.

Wales ATW Cl.67. 67001 ran light from Crewe to Cardiff Canton on 7th May. On 10th 67003 failed at Holyhead (it was replaced by 67001) and ran light to Canton; 175004 worked the 05.33 Holyhead-Cardiff and 175110 the 18.21 return and 67002 ran light from Canton to Crewe, returning on 15th. The Holyhead-Cardiff train failed at Shrewsbury with stock problems on 29th and continued ECS to Canton.

Network Rail Trains.

37402 worked ultrasonic test train 3 from Bristol to Llandeilo Junction and back via the VoG line to Cardiff with 6262+999602+9703 on 3rd May. It returned next day as the 07.06 Cardiff-Derby via Lydney.

31285 worked from Tyseley to Newport ADJ with 72630+999606+9714 (ultrasonic test train 4) at 15.35 on 6th May and the following evening (as 3Q03) worked to Cwmbargoed and Landore.

37601+37610 with 6264+977868+6261 (a radio survey train) worked 1Z14 the 12.50 Derby-ADJ on 14th May and in the evenings of 15th and 16th ran to Taffs Well, Coryton, Rhymney and Penarth before returning to Derby on 17th.

On 16th May 31465+37402 worked the 11.03 Derby-Holyhead and back to Crewe; the same day 43013+43062 powered the NMT from Derby to Holyhead and back and on 17th from Crewe to Newport and back via Hereford.

MPV 98909/59 fitted with weed spray apparatus arrived at Margam and covered most lines in South Wales until it returned to Bescot on 22nd May (see Margam).

Welsh Marches Line.

Passengers have benefitted from the 20th May timetable changes; 441

the 05.16 Great Malvern-Paddington (due 07.59) now starts from Hereford at 04.50.

Special traffic continues unabated. On 27th April 20312/08+47802 worked a Huddersfield-Cardiff charter which returned still with the Cl.20s leading; it arrived in Hereford just as a heavy hailstorm broke!

On 4th May 34067 Tangmere worked the Bristol-Worcester “Welsh Borders” and return charter; steam is seldom seen on the Worcester-Hereford line. The Northern Belle ran from Swansea to Chester and back on 15th with 47790+47805 outwards and 47790+47501 on the return. En route south it passed A4 60009 Union of South Africa working the Bristol-Shrewsbury leg of the “Cathedrals Explorer”. On 18th 47826+47854 worked the return via Hereford of a Holyhead-Cardiff charter which travelled outwards via the Heart of Wales line. Earlier that day 37194+37604 ran south with ECS for the 05.28 Bristol-Alnmouth.

The Westbury-Tunstead empties via Hereford were worked by 66617 on 13th May and 66621 on 20th and 27th. 66710 worked a stone train from Moreton-on-Lugg to West Drayton on 29th.

56105 failed north of Abergavenny while working the empty timber train from Chirk to Baglan Bay on 17th May. It was rescued by 66250 which took the train through to Baglan Bay and returned with 56105 to ADJ (see Newport).

Severn Tunnel. This was closed on Sundays until 18th May for engineering work and South Wales/Paddington services were diverted via Gloucester. Cardiff-Portsmouth trains started from Bristol Parkway.

Newport. 56094 and 47749 ran light from Washwood Heath to ADJ on 17th May, collected 56105 and departed at 16.55 to Colas, Canton.

60015/99 worked the Bescot-ADJ clay empties on 21st May and 60099 the Llanwern-Tees service the same day. 60015 ran light to Margam on 23rd.

66127 worked empty MBAs from Cardiff Tidal to Beeston on 26th May and returned with loaded scrap to Newport docks next day. 66120 returned the empty MBAs to Beeston and worked another loaded train to Newport docks on 29th. The 16.00 Newport docks-Aberthaw ran throughout May and the Newport docks-Wolverhampton steel coil train ran several times including 24th when 66104 was used.

The additional Sunday 20.37 ADJ-Didcot has continued to run and was diverted via Gloucester until 18th May. Uskmouth. During May trains with coil ran from Margam to Bird Port at 09.35 and from Margam/Llanwern to Bird Port at 17.38/18.22; 60054 worked the 09.35 on 20th. There were also up to two daily Freightliner coal trains to Uskmouth power station although several were cancelled in the latter part of the month. On 21st 442

the empties for the 14.00 Newport docksUskmouth came from Crewe Basford Hall behind 66527.

Machen. WFO stone trains to West Drayton included 59004 on 1st May, 59203 on 3rd, 59204 on 8th, 59204 on 10th, 59201 on 24th and 66058 on 31st. On 18th 59206 worked an SO gritstone train to Westbury for Whatley quarry.

Ebbw Vale Parkway. The £11.5m scheme to extend the line from Ebbw Vale Parkway to Ebbw Vale Town was announced in May. On 25th 150256 worked the 07.52 Newport-Ebbw Vale and 08.40 return and 150252+153327 the 09.34, 11.40, 13.40 and 15.43 to Ebbw Vale and 10.27, 12.27 and 14.30 return because of a line closure between Cardiff and Newport for bridgework.

The 15.43 from Newport returned at 16.30 to Cardiff.

To correct the June RO, “11.50” and “15.50” should both have read 15.40.

Cardiff Tidal. The GBRf Lindsey-Cardiff docks petroleum train continues to arrive on Tuesdays and sometimes Thursday morning; 66704+ 66718 worked the train on 29th April. During May the empties returned from Cardiff docks on Sunday afternoon with 66726 on 19th and 26th.

66708, after arriving with the petroleum train on 16th, ran light to Ferme Park.

66719 worked empties from Tidal to Beeston on 28th April and continued with the loaded train to Aldwarke. 66732 returned with the empties from Peterborough on 6th May. 66732 on 10th and 66726 on 18th worked loaded scrap trains from Exeter; on 18th the empties came from Aldwarke. 66702 worked empty wagons from Tidal to Handsworth Queens Head on 20th and, after taking scrap to Aldwarke, returned with a loaded scrap train from Handsworth Queens Head on 27th. The second set of wagons has been used for aggregate traffic and 66704 took the wagons to Moreton-on-Lugg on 30th April for loading to West Drayton. 66702+66726 ran light from Tidal to Hams Hall on 28th May. There were DBS scrap trains in May from Beeston, Kingsbury and Rotherham in addition to wagonload traffic from St. Blazey. 66014 worked a train from Exeter on 9th. 66058 worked the first train from Beeston on 20th.

66035 on 23rd and 66017 on 28th worked trains from Kingsbury.

The regular thrice-weekly MWFO scrap trains from Dagenham Dock at 22.10 worked by Freightliner have continued to run. The empties leave Cardiff Tidal at 05.38 on Mondays and 21.34 on Tuesdays and Thursdays. 66623 worked the train from Dagenham on 3rd May. 66568 worked the Garston-Wentloog Freightliner on 25th May. Cardiff. On 5th May there were two additional HST workings to Paddington and back for Newport County football supporters.

66118 in DB livery approches Gobowen with the evening steel coils for Shotton steelworks underneath a Martin Evans threatening sky on 16th May.

08670/83 remained at Cardiff Colas during May together with the regular pilot 08499.

67003+67001 took four ATW coaches from Canton to Cardiff brick siding on 7th May. Coaches 5853 and 9503 left on 8th and 6066 and 6119 on 9th to EMR Kingsbury for scrap. 121032 used on the Cardiff Bay service was removed by road from Cardiff brick siding on 9th to Tyseley.

On 7th May 56105 brought BYA wagons from Newport ADJ at 12.20 to Cardiff Colas for modification work. 47749 ran from Canton to Fairwater to collect more HOBT wagons for refurbishment on 23rd while 56094 worked refurbished wagons from Canton to Fairwater on 24th.

Cardiff Valleys. The three diagrams for the Radyr/Coryton service have been worked by two Cl.153s and one Pacer from 19th May. A Cl.153 also works the 05.30 Cardiff-Barry Island and 05.51 return.

There have been regular Sunday morning line closures for engineering work at Cardiff Queen Street and between Bargoed and Rhymney.

66009+66001 worked a Westbury-Bargoed and return engineers’ train on 19th May. A third train ran from Tower to Aberthaw on 22nd May, the empties departing Aberthaw at 15.48 and the loaded train returning from Tower at 23.14 worked by 66103.

Vale of Glamorgan Line. The line was closed between Barry and Aberthaw at night during the week commencing 27th May and trains to and from Aberthaw PS were diverted via Margam while those from ADJ to Ford, Bridgend were

topped and tailed, reversing at Bridgend and Ford’s junction.

73133 was removed by road from Barry on 20th May to Bournemouth West depot to take up duties as carriage pilot.

Coal arrived at Aberthaw during May from Avonmouth, Cwmbargoed, Cwmgwrach, New Cumnock, Newport docks, Onllwyn and Tower.

60092 worked the Lindsey-Aberthaw petroleum train arriving on 20th May and departing at 15.59 with the discharged train.

66090 on 3rd May and 66130 on 31st worked the silica sand train from Dollands Moor to Barry docks.

Tondu. On 7th May the weed spray train worked to Maesteg via Bridgend and returned to Margam via the OVE line. 66194 on 22nd and 66001 on 23rd worked engineers’ trains with steel sleepers and rail from Hinksey to Tondu.

Margam. 08888 replaced 08737 as pilot on 20th May. On 29th 66230 worked a train of slag from Margam Grange siding to Acton for Hothfield.

There were two or three slab trains from Margam to Llanwern each day during May with regular departures on weekdays at 02.45 and 13.51 with two sets of 24 BBAs being used.

60017/63 were at Margam at the beginning of May. 60054 arrived at Margam on 9th after working a Bedworth-Robeston service. 60017 left on the evening train to Tees on 16th and returned on 26th in the convoy from Westbury.

60015 arrived from Newport on 23rd.

Block trains of export coil for Rotterdam and Mauberge continued throughout May with up to four trains weekly to Dollands Moor.

443

The Margam-Wolverhampton steel coil train departing at 23.54 ran less frequently in May but continued to start twice a week from Newport docks.

MPV DR 98909/59 worked out of Margam until 22nd May when it returned to Bescot at 05.00.

Baglan Bay. 56105 worked the 16.00 timber train to Chirk on 30th April and 7th, 11th and 14th May and 56094 on 21st and 28th.

Swansea. Coal trains continue to run from Cwmgwrach to Aberthaw on Thursdays and Saturdays. There were no trains from Onllwyn during the week commencing 27th May because of miners’ holidays.

66559 worked a stone train from Neath Abbey Wharf to Thorney Mill on 24th May which recessed overnight at Cardiff Pengam. Trains also ran most weeks to Angerstein Wharf and Theale.

Work continued at weekends in May to remove redundant track work at Llandarcy; 66004 and 66097 were used on 4th.

Heart of Wales Line. 47826+47854 worked a Holyhead-Cardiff charter on 18th May (see Welsh Marches Line).

West Wales.

47805+47790 worked the “Northern Belle” from Bath to Fishguard Harbour on 9th May. On 24th 66056 worked the 01.22 Robeston-Long Marston with four tanks for storage.

The remaining two Cl.153 diagrams on the Pembroke Dock branch have been worked by Pacers since 20th May and the third diagram is worked by a Cl.150. The last Cl.153 working was on 18th when 153362 was used, the second diagram was worked by 1533xx and the third by 150262. On 20th 142069, 143602 and 150213 were in use.

An error survived proof reading in the June RO; in the fourth line, 66040 should of course have been 60040.

Cambrian.

97303+97304 worked a HullAberystwyth charter forward from Shrewsbury on 5th May (with 57316 attached to the train for heating); the return left Aberystwyth at 15.58.

They also worked the “Cathedrals Explorer” charter from Shrewsbury to Pwllheli on 11th and returned as ‘a pay on the day’ special to Shrewsbury. 97301/2 were at Machynlleth on 24th and ran light to Shrewsbury Coleham on 28th. 97303/04 returned from Coleham to Bescot on 30th and worked a Bristol to Pwllheli charter forward from there on 31st. The train returned at 16.30 from Pwllheli and they were replaced by 67020 at Bescot.

Wrexham. 66850 worked timber trains from Carlisle and Ribblehead (including 15th) until 23rd May when it moved to Scotland to work petroleum trains. 56302 worked the CarlisleChirk timber train on 24th and on 27th was joined en route at Warrington by 56087 which had come from Hinksey yard. 56087+56302 worked the train on 28th and 29th. 56302 remained at Chirk on 29th to shunt the late arrival from Baglan Bay while 56087 returned light to Carlisle to collect four loaded wagons for the train on 30th. 56094 then worked the Carlisle set to Teigngrace on 29th, returning next day. Engineering trains from Bescot have continued to run nightly between Wrexham and Penyffordd.

North Wales.

47802+47790 worked a Nottingham-Holyhead charter on 18th May and 67001 an additional Holyhead-Crewe and return service on 25th. 37604/7 on 16th, 20305/9 on 24th and 20302/4 on 28th worked the Valley nuclear flask trains.

N ORTH WESTERN & MIDLAND Chiltern Chiltern Railways. Since December it has been usual for the 10.55 Moor Street-Marylebone to return with the 13.15 and not go to Wembley.

On 29th April the problems of the previous week appeared to have been overcome with a Cl.67 working the 10.55 Moor Street-Marylebone. The 10.15 from Marylebone was 67013 with the new set, still a coach short, with DVT 82305.

On 5th May 66142, having arrived via the Coventry line was noted running round a ballast working at Fenny Compton. Three Chiltern units were stabled at Banbury and four LM sets at Leamington. The latest addition to the fleet, 67017, in EWS livery, entered service during the month, noted on the 10.55 Moor StreetMarylebone on 8th and at Wembley on 15th with a set including DVT 82304. With the new timetable from 19th an additional weekday diagram has been introduced for a Cl.67 but not indicated in the public timetables. This starts 444

with the 07.05 from Kidderminster and includes the 10.45 Marylebone-Snow Hill and 13.12 return, worked on 20th by 67013 with the set with DVT 82301. 172101 was working Marylebone-Stratford turns. By 25th the short formed set had acquired 12605 being formed 12623+12605+12621+12627+12625+10271 and DVT 82305.

LUL S Stock Deliveries. Although the train on 24th April ran to West Ruislip, that on 29th went to Neasden via Aylesbury. Further sets arrived on 1st and 15th May, both going to West Ruislip. The usual Cl.20s have been used in varying combinations.

Marylebone. EWS-liveried 67017 was noted on 7th May about to depart with the 10.15 to Moor Street.

St. Johns Wood. At 14.00 on 16th May the line was blocked for a short time after a report of serious cracks in a retaining wall just north of the tunnel. Initially the line re-opened at reduced

speed but after 45 minutes it was ascertained that the cracks were being remotely monitored and line speed was restored.

Neasden Junction. Following the discovery of structural problems with the A406 North Circular Road overbridge in the early hours of 14th May train services to/from Marylebone had to be turned round at West Ruislip or Harrow-onthe-Hill until 06.45, when temporary repairs had been completed. This affected 48 trains.

Wembley LMD. Movements of Chiltern Mk.3 stock to/from Doncaster Works continue with 67010 arriving on 21st April with a newly modified set and 67015 returning to Doncaster on 22nd with another set for similar treatment.

West Ruislip. 20142+20189+20227 left the LUL depot at 11.40 on 7th May bound for Clapham Junction, where they were booked to collect 4-VEP 3417 before continuing to Swanage, but as it was not available they continued light.

The cavalcade returned on 14th at 09.19 from Swanage, this time with the 4-VEP which they left at Clapham Junction and arrive back at their LUL home at 17.15.

Northwick Park. From 15.40 on 9th May there were a number of full or part cancellations after a substantial tree blocked the down line until LUL Metropolitan Line emergency response staff cut the tree into manageable pieces to clear the line.

Calvert. 66951 made a rare appearance on 6M22 from Cricklewood on 22nd April and was noted again on 27th. Overnight on 23rd/24th D&CR 56303 and the wagons for 6Z91 the 10.53 to Didcot PS ran away with the rear MBA wagon

completely derailed. The train left on time without the derailed wagon. A crane was ordered to recover the wagon, which was still loaded.

56303 continued on the service until 8th May, when 56091 took over on 6Z92 the 18.10 from Didcot and has worked the train continuously since. From the other direction 56312 has arrived on most weekdays with 6Z80 the 09.30 spoil train from Willesden Euro Terminal, with JRA wagons carrying “Lynch” branding. The return working is 6Z81, departing at 18.26.

Banbury. 4965 Rood Ashton Hall and 5043 Earl of Mount Edgcumbe passed on 26th April with a support coach running as 5Z49 the 12.05 Tyseley-Bristol St. Philips Marsh.

31190 appeared on 3rd May at midday with 6Z32 the 10.42 Chaddesden-Eastleigh Works conveying three wagons requiring attention. The same locomotive returned north on 5th with some repaired wagons as 6Z31 the 11.56 Eastleigh Works-Chaddesden.

WCML South Diversions. Weekend blockages on the WCML in the north west have resulted in the Sunday night ScotRail Sleeper services in both directions being routed via the ECML and then via Camden Road to Wembley to reverse into Euston or vice versa. This occurred on 29th April, 6th and 13th May. Virgin. The Mk.3 set was noted on 10th May passing Milton Keynes at 12.25 behind 90044 en route to Crewe. On the 14th 57307 was noted at Harrow & Wealdstone at 21.55 on a training run from Wembley to Birmingham International.

L189 (20189) runs past Amersham station with the London Underground's 4TC set and No.12 Sarah Siddons (obscured) on 26th April during the testing of signalling operations prior to the ‘Golden Age of Steam’ over the Bill Turvill weekend of 25th-27th May.

445

London Midland. The summer timetable saw an additional Cl.321 diagram and two services the 07.21 Milton Keynes Central-Euston and the 18.12 Euston-Tring are now 12-car Cl.321 workings. A unit is still provided for the St. Albans Abbey branch service.

Willesden Euroterminal. The spoil trains to Calvert are being loaded by Lynch, with BAR providing motive power which so far has been 56312, stabling here between trips. The train runs as 6Z80, departing at 09.30 and returning in the evening.

WEFOC. ECR locomotives noted en route to Toton recently have included 66195 on 24th April and 66222 on 3rd May. The SRPS charter set was noted at 11.00 on 7th May, stabled prior to working “The Cathedrals Explorer”.

Harrow & Wealdstone. 31190 was noted on 24th April at 13.20 running light from Willesden Euro Terminal to Washwood Heath.

Bushey. A signalling fault on the down fast at 06.15 on 24th April lasted until 09.30, with all trains using the slow line, affected 205 trains, including seven cancellations.

Watford Junction. At 18.15 on 24th April the driver of the 16.15 Manchester-Euston reported a loud bang and a severe jolt as the train left the tunnel on the up fast. The line was examined by the 17.57 Euston-Lancaster and two youths were found in the area who were thought to have been placing ballast on the rails. The up fast re-opened at 18.50 to allow the two trapped trains to go through at 20mph, after which PW staff carried out a detailed inspection and observed a train through the section at 50mph with normal working restoresat 20.20.

St. Albans Branch. On 29th April following a report that a car was on top of the embankment between Bricket Wood and Park Street, after a traffic accident, the 13.31 from Watford Junction was stopped and then allowed to draw into Bricket Wood station at extreme caution. After disembarking the passengers the unit returned empty to Watford Junction and once it was established that the car was not a danger the service resumed with the next train.

Bourne End. An intermittent detection failure on the up fast at 06.00 on 3rd May continued throughout the day as the fault was not fully identified and repaired until nearly midnight.

From midday on 13th detection was lost on the points between the up fast and down slow and took just over 24 hours to repair, with trains being cautioned past the junction on those lines.

Berkhamsted. On 7th May the driver of 5B21 the 14.20 Birmingham New Street-Euston reported a bad bump on the up fast, which was confirmed when the 11.40 Glasgow-Euston passed at caution. PW staff attended and after lifting and packing the defective section line speed was resumed at 18.05, with more work carried out the following night.

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Northchurch. On 1st May 4M45 the 02.54 Felixstowe-Ditton hauled by 90016 came to a stand north of the tunnel at 07.25 with an air pipe split between two wagons. The only trapped train, the 06.53 Euston-Northampton, returned to Bourne End Junction to cross to the fast line at 07.45.

Although the Euston-based Thunderbird was crewed and sent to assist, a fitter had already arrived on site and fitted a new brake pipe, the train going forward at 09.30, followed to Rugby by the locomotive.

Tring. 56303 was noted at 19.20 on 14th May hauling Floyd 0450.007 (86228) and 0450.008 (86242) from Long Marston to Willesden TMD. 56303 later returned light to Washwood Heath.

Cheddington. At 16.45 on 13th May when 92029 passed hauling 92002+92042+92011+ 92003 from Crewe IEMD to Wembley yard. It is understood that this was to carry out tests with 92002 and 92029, the latter earmarked for transfer to Bulgaria.

Leighton Buzzard. At 16.00 on 26th April inspection of the OLE on the up fast in the neutral section south of the station revealed a detached registration arm, requiring a blockage of the up fast and down slow and OLE isolations so that Ledburn Junction could still be used. The work was completed by 18.10 and normal working resumed.

Bedford Branch. On 7th May 153356 working the 17.37 from Bedford failed at Aspley Guise, the passengers going forward by road. The Cl.150 unit working the following train was used to assist after detraining its passengers at Ridgmont, and with a fitter sent from Bletchley the units coupled satisfactorily and were on the move to Bletchley TMD at 19.10.

Milton Keynes Central. Track assessment unit 950001 passed at 14.15 on 21st April en route from Hither Green to Crewe. A Cl.92 unusually worked an ECS on 23rd when the 13.50 Crewe-Wembley which passed at 16.55 behind 92015, with the stock off the ill-fated “Cathedrals Express” of 20th.

In connection with the MHR spring gala weekend of 28th/29th April 55009 hauling 20087+ 33109+37901+47402 passed at 13.30 running as an 08.42 from Castleton Hopwood.

The cavalcade returned on 30th as the 08.52 from Alton, passing at 12.30.

The use of pairs of Cl.33s for stock moves between Carnforth and Southall has become more common. On 29th April 33207+33029 worked 5Z57 the 13.00 from Southall with 10 coaches. The pair returned south on 7th May as 5Z42 the 11.23 Carnforth-Southall, with 4994+ 4984+1730, running 163 minutes early, passing at 15.55.

Cl.20s have reappeared on 6K51 the 20.25 Willesden Brent-Crewe coal sidings, with 20302+ 20304 being used on 3rd and 9th May.

On 8th May 70015+70005 were noted at 21.40 with a short LWR train en route from Basford Hall to Willesden North Junction. On 10th FLHH’s 70004 was used to work 4M45 the 02.54 Felixstowe-Ditton. The first of the new Southern Cl.377/6s came south from Derby Litchurch Lane at just after midnight on 14th when 66081 passed with 377601, running as 7Z67 the 17.44 Derby-Wembley. It went forward as 7Z68 the 08.00 Wembley-Stewarts Lane.

The 06.52 Birmingham International-Canterbury West ran on 18th, calling at 08.15 with 57316+57313. At Willesden Acton Lane the leading locomotive was replaced by 34067 Tangmere, leaving at 10.06.

The return working left Acton Lane at 21.13.

On 18th May 377206 failed before working the 10.13 to South Croydon, and the 11.13 was also cancelled as the 09.07 from South Croydon was terminated at Bletchley and used to assist the failed set back to Selhurst.

Wolverton. Due to National Grid maintenance on one of the OLE feeders at Leighton Buzzard on 1st May power supply to the section between Bourne End and Wolverton was lost for five minutes at 18.50 because of the number of electric trains running. When the supply was returned Rugby SCC had to space the trains out to prevent a recurrence. The following day 66001 was noted at 18.20 working 6Z51 the 14.09 West Thurrock-Tunstead. Refurbished 332008 was taken back to Old Oak Common by 66037 on 3rd, while 47810 arrived on 7th with 12164, continuing to Crewe IEMD with 90003.

Hanslope Junction. Discovery of a cracked crossing at 14.25 on 5th May caused heavy delays, especially to up Virgin services as it affected not only the up fast but also movements between the down fast to down Northampton and down slow to down main as a 20mph ESR was imposed until a replacement crossing could be installed the following weekend, within a planned possession. Normal working was resumed from 08.00 on the 12th. During this time a points failure at 11.35 on the 11th took three hours to restore.

On 14th 221102 working the 11.35 Chester-Euston came to a stand at 13.05 after the windscreen was smashed by a fallen OLE component. Two trains were trapped behind on the Old Line and after inspection of both down lines trains were allowed by at caution. The 11.35 from Manchester and the 11.02 from Crewe crossed over at Blisworth and returned to Rugby to run via Northampton. The down fast was closed at 16.15 to allow OLE staff to carry out repairs which were completed by 18.00 after which normal working resumed, but the incident resulted in 27 cancellations.

Northampton. The Cl.57/3 normally stabled in the up carriage sidings at Euston has made several appearances here on driver training turns; 57307 being noted on 7th May. In

connection with the appearance of Northampton Town in the Second Division play off final at Wembley on 18th May, London Midland hired a number of trains from other TOCs. Virgin provided WB64 with 90044, which made two runs to Euston, leaving at 07.44 and 10.37 and returning at 16.50 and 19.42 and a Cl.390 from Oxley worked a 10.09 service from Northampton, returning at 18.16. DBS/Riviera Trains provided a Mk.2 set with 67006+67026, booked to run as 5Z10 at 05.35 from Crewe to form a 09.15 departure, but it ran late and the train left at 09.28, returning at 18.42. In addition LM provided Cl.350s for 08.38 and 09.38 departures non-stop to Euston. All the other additional services were booked to stop at Milton Keynes Central and Watford Junction before continuing on to Euston, although it was reported Milton Keynes passengers had difficulty joining as they were full and standing from Northampton. From the pictures shown on local TV programmes fans were kept waiting for an average of 50 minutes and formed long queues around the station car park.

DIRFT. Engineering work on the Northampton loop has seen several diversions of freights to/from the terminal. On 24th April 4M48 the 18.53 ex-Mossend had to go to Milton Keynes Central to reverse and on 28th 4L48 the 12.03 to Tilbury went via Rugby behind 66433 to go south via the Old Line. On 17th May the failure of Europorte 92010 due to work 4O93 the 21.25 to Dollands Moor resulted in the hiring of DBS 92036, which worked the train with 92010 dead inside.

Brinklow. At 09.50 on 4th May 350118 working the 08.46 Euston-Crewe hit something hanging from the OLE and came to stand with a jumper wire on the pantograph head. OLE and NR staff went to site and after an isolation to permit the removal of the wire from the pantograph the unit went forward to Nuneaton at 12.00. In the meantime trains had been using the bi-directional up fast and up slow to pass the problem with normal working resuming at 12.55.

Rugby. On 1st May 57307 was still standby at Rugby at platform 3. Also present was 92038.

57304 was stabled at platform 3 at 11.00 on 5th and had been joined by 92038 in the adjacent siding by 7th. On 10th 57304 and 92032 were present.

West Midland-WCML Central Leamington Spa. On 1st May 66504 in new Powerhaul livery and piloted by 66503 worked the 10.18 Trafford Park-Southampton.

Stourbridge. On 29th April 139002 was declared a failure with electrical problems and a bus service was substituted until 11.05. 139001 was in the shed out of use awaiting repair.

Stratford-upon-Avon Parkway. This new unstaffed station is served by all LM trains to/from Snow Hill and by most Chiltern services 447

from/to Marylebone. From Marylebone five trains call weekdays, six Saturdays and five on Sundays, others involve changing at Wilmcote.

On 20th May only LM timetables were in evidence. 168215 worked the first weekday stopping service from Marylebone.

West Midlands. On 5th May Virgin ran an hourly service between Liverpool and Rugby via New Street and Aston while LM ran between International and Rugby with bus connections to Watford and later Milton Keynes. Cross Country also ran via Aston and Soho.

Surprisingly 66004 was stabled in a siding at Saltley, normally occupied by the Camp Hill banker on 10th May. On 12th buses replaced trains between New Street and Gloucester and Walsall and Rugeley. Over the spring bank holiday, from 25th to 27th, engineering works in the Wolverhampton area affected all services to the city with buses replacing trains for all or part of their journeys.

On 30th April 66155 passed Walsall at 17.06 with 6V69 the 16.58 Bescot-AD Junction china clay empties, including a single bogie van, followed at 17.10 by 66525 with a train of coal empties and 66130 at 17.10 with 6G22 the 16.10 Washwood Heath-Bescot concrete sleepers.

DBS-liveried 66097 and 66118 were stabled at Bescot on 5th May, with 66001 and 66152 (see Stafford) also in the area. On 10th 66187 was at Wolverhampton steel terminal at 15.00 and on 11th 66197 was noted running round a rake of WIA covered car carriers at Castle Bromwich.

Nuneaton. On 7th May 170114 failed here while working the 15.16 Leicester-Birmingham, passengers transferring to the following Stansted train which was routed to platform 7 and given a stop order for Water Orton. On 11th 66081 stopped at platform 5 at 16.08 with the Middleton Towers-Arpley sand train before crossing the WCML on the flat rather than using the new chord, inevitably delaying the following Leicester-Birmingham service. On 25th UK Railtours “Whitehouse Wanderer” from St. Albans to Chaddesden worked by 66132+66128 ran over the new chord on to the down slow.

Lichfield Trent Valley. On 21st May 46233, en route from Butterley to Carnforth, passed at 13.35 using the spur from the South Staffs line.

Stafford. 66152 was still stabled in the up arrival sidings at 08.50 on 7th May, having arrived on 4th with two track machines, one of which had developed a fault en route from Crewe to Willesden.

From the start of the new timetable the 07.39 Wolverhampton-Birmingham started back from Crewe at 06.56 and was booked to call at platform 6, however on 21st it used platform 1. On the same day 47790 left at 08.14 with 1Z84 the 07.10 Chester-Kensington Olympia “Northern Belle” with 47501 DOR, 6U76 the 08.59 Basford Hall-Mountsorrel hauled by 70005 and 6Z96 the 448

12.00 Basford Hall-Toton hauled by 70006 were formed of DBS-owned wagons. 46233 and its support coach running as 5Z36 the 10.00 Butterley-Carnforth crossed to the slow line at 14.00, 47818 passed at 14.33 en route to Bristol to collect 37194 which had failed there on Sunday.

Also on 21st April 70018 returned from its long sojourn at Loughborough hauling 66568, which had earlier hauled 66537 south. 390005 passed at 13.12 en route from Oxley to Longsight, while 390107 passed at 15.13 forming 5A24, the booked Longsight-Euston working. The 16.33 EustonPreston was cancelled due to a shortage of Cl.390s, with the 16.40 to Manchester stopping specially – the 16.33 has on occasions recently been formed by the Cl.221 standby set (see Crewe). 92029+92002 arrived at 15.37 on a test run from Crewe ETD, returning at 16.00.

37603+37605 arrived on the goods line at 17.46 with 6M56 the 13.43 Berkeley-Crewe coal sidings, after suffering a problem south of the station. As a result of this the 16.27 Manchester- Bournemouth was held at platform 6 as the 14.00 Glasgow-Birmingham was being held at platform 4.

North West-WCML North Stoke. A rail grinding train was stabled in Granville sidings, the sidings formerly serving Shelton steelworks, on 13th May. Crewe. On 23rd April 66059 passed at 19.37 with empty coal hoppers from Ratcliffe to Arpley and a few minutes later 67015 arrived from Loughborough after depositing a Chiltern DVT at the Brush works.

On 26th April 90044 arrived at 14.09 with the Virgin Mk.3 set on a training trip from Wembley, at 14.38 66746 arrived from Ellesmere Port to return some repaired wagons from the L&NW facility to Doncaster and at 17.06 1Q13 the 09.03 Crewe-Derby test train arrived from the Chester line powered by 97304+31106.

Next day 20312+20308 arrived at 08.40 with 1Z29 the 07.00 Huddersfield-Swansea charter, with 47802 on the rear providing ETS. On 4th May 66733 was stabled in the station HS blocking in Thunderbird 57302, despite the main line to the north being blocked. Due to engineering work north of the station a Preston-ChesterBirmingham shuttle was in operation, timed to run only three minutes behind the regular service from Chester; the signalmen at Beeston and Crewe Steel Works managed to keep the delays down to four or five minutes. In order to provide sets for the following days’ Chiltern shuttle the 16.39 and 17.42 from Preston ran through to Euston, formed by 221118+221143 and 221113+221108. On the same day 66174 passed at 18.04 with 6M88 the 10.40 Middleton Towers-Arpley sand train, which ran round at Chester despite other freight trains running via Middlewich, and 1Z71 a Llandudno-Cambridge

66304 heads cautiously down the Lickey incline just after 10.00 on the DIRFT-Wentloog service on 2nd May for Tesco. It is normally put on the slow line at Bromsgrove to allow a following CrossCountry service to overtake.

With the impending electrification of this section no doubt this view will be obstructed by both masts and paling Paul Chancellor fencing before too long.

return charter arrived at 18.31 powered by 47854+57316 to a flurry of detonators, presumably not unconnected with a large placard in the driver’s windscreen proclaiming “Albert’s Final Drive”.

The following day’s blockade south of Rugby saw more Chiltern shuttles running through to or from Crewe than hitherto, including departures from Crewe at 09.10, formed by 221142+221110, which returned with the 13.04 from Euston.

Timekeeping was generally good with lost time being recovered. A stop was made each way at Banbury to change DBS pilotman, but the long wait at West Ruislip on previous diversions was omitted. Later departures at 18.16 and 19.18 from Crewe were formed by sets which had been used on North Wales services earlier in the day; 221114+221101 noted leaving the carriage sidings to form the latter.

On 10th 92003+90019+90020 arrived at 09.16 en route from Garston to the ETD after working 6X41 from Dagenham and 66733 was at Basford Hall at 17.25 with 6G60 Ellesmere Port-Basford Hall. 47790+47501 arrived at 18.27 with 1Z56 the 18.04 Chester-Swansea “Northern Belle”, 47786 with 47854 DIT arrived at 18.37 with 5Z22 the 15.40 from Carnforth to stable in the down refuge for the following days Statesman charter to Penzance and 47826+47580 passed at 19.37 with 1Z91 the 14.43 Carlisle-Peterborough return charter. Two test trains left the carriage shed, 37610+37602 at 19.15 with 1Q14 for a tour of the north west, including Liverpool Bulk Terminal, Kirkby and Stalybridge and 31233 at 20.18 with 3Q90 for Sheffield and Manchester

Airport with 977986+977985+62384+6264+ 9702.

The 16.40 from Derby arrived formed by 153379+153381, but 153379 was left behind to attach to the 20.45 to Derby while the Chester shuttle, earlier noted formed by just 150241 was strengthened by new-liveried 150213 for Chester race traffic.

On 13th 66221 arrived at 11.31 with “The Cathedrals Explorer” 1Z63 the 09.47 Bangor-Carlisle, A4 60009 taking the train forward at 12.18 following a delayed Virgin service; 60163, originally booked to work the train, was moving around the Heritage Centre at the same time. Unusually for a DBS-operated train the SRPS coaching stock set was used.

On 21st May the 04.48 Holyhead-Euston went forward with just 221112, which had formed the Lancaster portion. 221109 which was en route from Barton-under-Needwood to become the New Street standby was diverted from Water Orton to Nuneaton and ran to Crewe to attach to the 09.10 return, the defective set, 221143, then running to Barton-under-Needwood.

On 22nd May 86259 left at 09.29 with 1Z86 the 06.56 Euston-Carlisle, while 57307 was in the station area which 57302 had just left to take up Rugby standby duties. Next day 33207+33029 left at 14.18 with a 16-coach ECS from Southall to Bo’ness, which they worked to Carnforth where the leading coaches were detachedand 66728 arrived at 14.05 with seven biomass hoppers running as 4Z05 from Ironbridge to Crewe L&NW. 449

Over the spring bank holiday a PrestonChester-Birmingham shuttle ran once again, but on this occasion timed to precede the booked service from Chester at xx.25. Apart from some early services, Euston-Liverpool trains turned round at Crewe in platform 11, rather than 12 which is more convenient for road connections.

LM services ran between Crewe and Liverpool on Saturday morning, but from around 10.00 were replaced by coaches between Liverpool and Wolverhampton (Sandwell & Dudley on Sunday).

On 25th May 70099 was outside the L&NW depot at 11.00 and 90046+86632 were in the station. Later 66107 left at 18.29 with 6M88, 56094 stood at platform 12 from 18.46 to 19.26 with 6Z51 the 13.20 Baglan Bay-Chirk, 66415 passed at 19.35 with 6Y02 the 18.00 Preston Fylde Junction-Basford Hall and 57316 arrived at 19.47 with 1Z97 the 15.58 Aberystwyth-Hull return charter with 57313 DOR. Due to racing at Chester the shuttle was worked by 150264+150237, resulting in the 20.23 departure running with six cars as it attached 158828 off the 19.35 from Chester and 67001 worked a 20.36 Crewe-Holyhead relief with the WAG set.

Liverpool.

The Fiddlers Ferry PS-bulk terminal coal trains were worked by 60015/79/91 up to 29th April when they were joined by 60010, then 60011/74 replaced 60015/91 on 12th May and continued until 25th. 60010/1 were seen stabled at Edge Hill on HTAs at 19.30 on 12th.

66201 was seen working 6F38 the 06.31 from Fiddlers Ferry on 25th. April. 60015/79/91, plus 60059 on 24th April, were also seen on Ratcliffe workings, whilst 60045 worked 6E14 the 16.10FO Seaforth-Tinsley on 26th.

66746 worked 4Z66 the 00.15 Bescot-Tuebrook Sidings on 24th April. The following day saw 66716 at Huyton at 16.10 with four flats working 4Z04 from Trafford Park, then 66728 worked six biomass hoppers on 4Z66 the 12.25 DoncasterTuebrook sidings on 25th May, returning the following day as 0Z60 to Wrenthorpe and being seen at Huyton at 18.45. The new services to Ironbridge were expected to start at the end of May. An error in Network Rail’s database resulted in Tables 65, 68 and 91 of the NRT showing the 17.04 Liverpool Lime Street to Birmingham New Street as not running on 24th and 31st May, although the incoming working, the 15.01 from New Street, was shown as running, which raised the question what was going to happen to the unit when it got to Liverpool. This also meant they did not appear in National Rail Enquiries, Realtime Trains or WTT websites for those dates, although they did appear in the LM and Merseyrail timetable booklets. Enquiries at local stations initially elicited the reply that it wasn’t running on these two dates, but no reason was available. It also appears that London Midland were not aware that one of its services had gone 450

missing on two consecutive Fridays. The error was rectified on Realtime Trains for 24th during that day but never appeared on NRE. The service for 31st was rectified on NRE and Realtime Trains on 25th.

Because of engineering work over the May bank holiday weekend between Hartford and Crewe, no London trains ran after the 09.48 or Birmingham trains after the 10.04 on 25th, all day on 26th and before the 10.04 to Birmingham or 10.48 to Euston on 27th. Also because of the Battle of the Atlantic commemoration being held over that weekend trains into and out of Liverpool were extremely busy with six-car sets being noted used on Northern Lines on 26th.

Engineering work on relaying various junctions between Preston and Warrington on the WCML between 13th and 21st July will result in South Parkway/Lime Street to Blackpool services being terminated at St. Helens Central, however the Ormskirk-Preston services will be extended to Blackpool North leaving Ormskirk at approximately 11 minutes past each hour and at 14 minutes past the hour in the opposite direction with journey times of between 55 and 65 minutes.

An article in a local newspaper reported that trains were likely to restart at the Potter Group terminal in Knowsley in order to convey waste from Halton and Merseyside to Wilton. It is believed to be a 30-year contract but a start date and operator were not mentioned. The National Rail website at 08.30 on 15th stated that a person had been hit by a train at Wavertree Technology Park causing severe disruption, with trains between Huyton and Lime Street being replaced by buses causing up to one hour’s delay and services to/from Manchester Airport being suspended.

Warrington. 66850 continued to be the power on the Carlisle-Chirk log workings, although 56302 appeared on the southbound working on 24th May. 6S94 the 03.05WO Dollands MoorIrvine china clay train was worked by 92003+ European 66195 as 0S94 on 24th April, 92041 on 1st May, 92036 on 8th seen passing at 14.28, 387 minutes late, 92016 as 0S94 on 15th and 92039 on 22nd, whilst 4M63 the 10.19 FO Mossend to Hams Hall was worked by 92039 on 26th April, 66187+92002 dead on 3rd May, 92041 on 10th and 66168 on 24th. 66195 was seen on 25th behind 66200 on 6K05 the 12.18 Carlisle Yard-Basford Hall departmental.

The gypsum workings were seen in the hands of 66746 on 23rd April, 66702 on 25th, 66710 on 30th, and 66727 on 9th. On 22nd May 57007+ 57011+37667 were noted on 6C53 the 06.30MX Crewe-Sellafield, whilst on 24th April 6K73 the 17.18FX southbound working was seen behind 37611+37612+57003+57007 and behind 57308+failed 20304+20302 on 11th May running over three hours late.

60015+67020 worked 6M30 the 16.15 DoncasterArpley on 24th April, whilst this train had 60017 in charge on 17th May. 33029+33207 saw plenty of use during the period, first working 5Z57 the 13.00 Southall-Carnforth on 29th April, then on 7th May they were seen with three coaches on 5Z42 11.23 Carnforth-Southall and on 23rd they took a 16-coach load as 5Z43 the 10.29 Southall-Carnforth before returning south as 0Z33 later in the day.

On 30th April 66710 passed here on a light move from Trafford Park to Fiddlers Ferry at 13.15, with 66733 doing the reverse trip at 14.00 in order to exchange over on to the gypsum to Newbiggin and the Trafford Park-Felixstowe trains respectively. 61306 Mayflower passed at 13.55 on 5Z41 Washwood Heath-Carnforth on 1st May after an aborted trip the previous day because of failure. On 9th 60010 worked 0P65 the 08.41 Arpley-Peak Forest and 6P67 the 11.30 return. Route learning trips as the 08.06 Crewe-Carlisle and the 14.28 return both via the S&C ran on 13th-16th with 66733 being the locomotive, although they were curtailed from/to Arpley and on 13th only ran to Hellifield not leaving here until 14.20. On 15th 56303 passed here at 19.20 with 0Z51 the 15.35 Brush Loughborough to Castleton and then taking 37109 to Washwood Heath the following morning at 07.00. Colas-liveried 56087 worked 0Z56 the 12.38 Hinksey to Bank Quay on 27th.

Golborne Junction. 60010 was seen heading south at 12.40 with two vans on 10th May.

Oakleigh Sidings (Northwich).

The workings to/from Tunstead were seen being worked by 60011 up to the end of April then by 60065 since. 66147 appeared on 2nd May and because of engineering work by 66135 and 66188 top and tail on 26th, being routed via Stockport, Sandbach, Middlewich and Northwich instead of via Altrincham.

Ellesmere Port.

Biomass workings to Ironbridge PS continued with 66746 being seen on 26th April, 66702 on 27th, 66716 on 29th and 1st-4th May and 66733 on 6th-9th although none has been noted since.

Preston Area.

6E32 the 08.55 Preston Docks-Lindsey was worked by 60099 on 10th May and 60017 one week later and 60020 on 22nd. 61306 Mayflower made its load test on the 11.52 Carnforth-Carnforth via Hellifield with 37516 at the rear on 2nd May, whilst 45699 Galatea was seen here at 16.40 on 14th with 47760 at the rear on its loaded test run. 46233 Duchess of Sutherland passed at 16.40 with support coach on 21st on a Butterley-Carnforth prior to working the Carnforth-CarlisleFarington Junction legs of ‘The Cumbrian Mountain Express’ the following day with 86259 (E3137) working from/to Euston. The Duchess returned with support coach to Butterley ahead of the main train.

44932 also made an appearance on the same day with 1Z53 the 05.48 Kilmarnock-Blackpool North having worked from Carlisle via the S&C.

W55034 stands at a very attractively presented Quainton Road station on 6th May with an hourly shuttle to Phil Deaves Aylesbury. This DMU vehicle was bought out of preservation by Chiltern Railways.

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Manchester Area.

4M01 the 01.48MX Felixstowe-Trafford Park and 4L18 the 12.25SX return diagrams seemed to have been changed as the locomotives now normally work on alternate days. Locomotives seen during the period 23rd April-25th May were 66704/7/16/8/33/6/8/43.

60065 made trips from Salford Hope Street on 24th/25th April and 1st/2nd May working 6H60 the 15.22 to Peak Forest, with 60011 working 6J47 to here on 28th April.

During the engineering possessions on the WCML over the May bank holiday weekend, 25th-27th May, freight trains were being routed via Stockport.

Carlisle. On 8th May 66017 was noted passing through the station at 07.50 with 6C17 the 07.40 Carlisle yard-Workington Erwema tanks. Shortly afterwards 66102 was noted at Caldew Junction with the Dalston tanks, while 66034 and 66046 were stabled in the New yard, together with 66147 on MEAs for New Cumnock.

Midland Main Line – South St. Pancras.

An 07.42 special to the Mid-Norfolk Railway on 18th May was formed by an East Midlands HST set with power cars 43047+43055.

Mill Hill Broadway. A signalling fault on the up fast on 25th April caused delays from 10.30 for the rest of the day as S&T staff were unable to locate the cause of the problem.

Luton. 66622 was noted stabled in Crescent yard at 08.10 on 18th May. Bedford. On 30th April 60092 was noted at midday working 7Z71 10.12 Acton-Bardon Quarry. Cl.70s are still on occasion being used on the Earles-West Thurrock cement trains (6L87 & 6L89) with 70004 noted on 3rd May with 6L87 and 70010 on 6L89 on both 8th and 10th. On odd occasions Cl.70s are used on 6M91 11.23 Theale-Earles sidings empty cement with 70003 appearing on 16th May. Leicester. On 12th May 66004 was noted passing through on the goods line at 10.50 with 6B01 the 10.11 Sheet Stores Junction-Bescot engineers’ train. 170103+170108 were stabled at platform 1, 170114 at platform 4 and 170523 in the carriage sidings.

On 15th 66620 passed at 15.10 with the 12.23 Ferme Park-Bardon Hill, while at 17.20 a service from Angerstein Wharf was noted taking the branch at Knighton Junction while the Westbury-Stud farm was in the loop waiting to follow it.

Derby. On 12th May 66617 passed at 16.03 with 6V82 the 13.51 Tunstead-Westbury cement train, slightly delaying the departure of the 13.40 St. Pancras-Sheffield with power cars 43061+43049 with consequential delays to the Matlock train formed by 153385. The 13.59 Leeds-St. Pancras was also an HST, with power cars 43075+43058.

A substitute train service was in operation on the Crewe line as the timetabled engineering work was cancelled.

452

Next day 61306 Mayflower passed at 17.47 en route from Grosmont to Washwood Heath while 66081 was running round 377601 and six VGAs, two of which were fitted with Dellner couplings at one end, as barriers/brake force en route from Litchurch Lane to Wembley yard.

On 15th May due to the derailment of 4E12 the 06.00 Ratcliffe-Immingham at Nottingham, Cross- Country services terminated here and at 13.45 170637 was at platform 2, 170112+170521 at platform 4 and 170522 at platform 5, so when 170637 arrived at platform 2 and the Matlock-Nottingham, not due to leave until 14.24, arrived at 14.05, only platform 1 was available for all through services. NottinghamSt. Pancras HSTs started at East Midlands Parkway and a set with power cars 43049+43061 was standing on the connecting line to form the 14.28 from Nottingham.

UK Railtours “Whitehouse Wanderer” on 25th May visited Chaddesden sidings and as it took the branch at 12.57 66423 on the southbound ‘Malcolm’ 4M16 the 03.23 Grangemouth- DIRFT, diverted due to engineering works on the WCML, was held at signals. The train then continued to Sinfin before heading back to Derby and should have had a leg-stretching stop, but this was curtailed because of late running. Leaving Derby at 14.50 the northbound ‘Malcolm’ service worked by 66427 passed.

Nottingham. On 12th May most London trains were diverted via Ilkeston Junction due to engineering work between Mansfield Junction and Trent, with other services replaced by buses.

In addition a number of other buses, mainly provided by Stagecoach Lincoln, were being used to replicate the workings during this summer’s blockade; although mostly showing “private charter”, the editor was initially confused by one showing “Mansfield Rail Replacement” complete with a representation of a train, despite the trains running normally. The value of this exercise must be rather doubtful, without the inevitable disgruntled passengers and delays due to road traffic, as the buses were just running round the block.

From 20th July until 25th August most trains in and out of Nottingham will be replaced by buses.

A shuttle at 10-minute intervals will run to/from East Midlands Parkway to connect with London services, although most Nottingham-St. Pancras semi-fasts will run through to Beeston. Buses will run every 20 minutes to Beeston to connect with Matlock, Birmingham and Cardiff trains, while there will also be service at 15-minute intervals direct to/from Derby.

Liverpool-Norwich trains will be diverted via Toton (this way only), Syston and Melton Mowbray calling at East Midlands Parkway. Two buses per hour will run from Alfreton to Nottingham, with one calling at Langley Mill.

Nottingham-Lincoln trains will start from Newark Castle with an hourly feeder bus service from Nottingham calling at all stations and an hourly express bus service direct from East Midlands Parkway. From 10th to 25th August trains will run from Nottingham between 08.00 and 20.00.

Nottingham-Skegness trains will start from Grantham with an hourly feeder bus service from Nottingham and an hourly express bus service direct from East Midlands Parkway. From 20th to 28th July and 10th to 23rd August trains will run from Nottingham between 08.00 and 20.00.

Nottingham-Leicester local services will start from East Midlands Parkway with connecting bus services to Nottingham. Although not mentioned in publicity it is understood the Saturday HST working will run via Peterborough.

Mansfield-Worksop trains will be replaced by four buses an hour between Mansfield and Nottingham, extended hourly to/from Worksop.

After the blockade current plans are for fast London services to depart from the facility-free platform 7 (the former 6). While the new layout

segregates services from the Trent and Radford Junction directions the southern pair of lines from Mansfield Junction become platforms 6 and 7, and the northern pair feed platforms 1 to 5, resulting in a considerable amount of shunting.

Full details including updates on East Midlands Trains website www.eastmidlandstrains.co.uk There are no published details of diversions of freight traffic but it is anticipated that trains from Immingham will be diverted via Gainsborough, Worksop, Kirkby-in-Ashfield, Pye Bridge and Toton.

Trains from Boston docks will be diverted via Peterborough.

Editor’s Note - There are suggestions that the proposed Nottingham work programme may be modified due to the impact of the Stainforth landslip. Members intending to travel to the Nottingham area during this period are therefore advised to check the precise situation closer to their travel date.

Thanks to Martin Haywood

SCOTTISH Beattock. On 17th May 66010 was in the down loop with oil tanks at 11.30.

Carstairs. On 15th May 66139 was noted going south with coal hoppers and the following day 92039 was in the down loop adjacent to the station with a single JRA wagon.

Glasgow Central. On a recent weekday visit 34 Cl.380 units were in service, with a further three visible at Shields Road, leaving one unaccounted for.

Cl.380s dominated the Strathclyde West and Clyde Coast services, while one Cl.314 was on the Paisley Canal service and another on a peak Gourock service. During the morning peak two Cl.314s were employed on Cathcart Circle services.

On 16th May the overnight sleeper consisted of 90018 hauling 10502+10690+10523+10693+ 10548+10680+1220+9805. The empty stock was taken out by 90026. Next morning 90039 arrived with 10610+10648+10501+10598+ 10614+10722+1210+9809 with 90018 removing the stock.

Later the 10.40 to Euston was delayed because of a problem with the empty stock at Polmadie, so the late arriving incoming 10.34 from Euston was used instead, resulting in only a 10-minute late departure.

Platform 10 was out of use for resurfacing work with the platform occupied by a rake of SPAs with various building materials.

Polmadie depot was devoid of any visible stock except for a DRS Cl.57/3, while 66602 was noted running round a cement train beside the depot.

On 24th April 60009 Union of South Africa is seen paused at Dundee en route to Aberdeen to take up George Bett its return GBVI duty.

Edinburgh. At 14.00 on 8th May 67021 and 90020 were stabled in the Motorail bays, 67029 was waiting to leave the Powderhall branch and 47804 was at Craigentinny with resident shunters 08472 and 08615.

On 17th North Berwick trains were in the hands of 380102/5/6 with 380104 and 380108 on the Glasgow Central to Waverley service via Carstairs. These units later worked to North Berwick during the evening peak period.

Helensburgh to Edinburgh services via Bathgate were formed by pairs of Cl.334s, many lightly loaded.

Inverness On 15th May the front power car of the 07.55 to Kings Cross was declared a failure at Slochd and the train returned to Inverness where it spent the rest of the day at platform 1.

Passengers were sent forward as far as Edinburgh by bus. On the evening of 25th May two Cl.67s were noted in the yard, 67004 as well as the Caledonian sleeper locomotive, 67030.

EASTERN & NORTH EASTERN ECML. A signalling failure in the Newark area on 24th May, caused serious delays to southbound services. This, together with a train failure at Finsbury Park just as the evening peak was starting, put the whole line into chaos, with much late running and some cancellations. It took some hours to bring services to something near to normal, but the problem at Newark was still affecting trains until the close of service.

Train failures continue to occur from time to time, with Cl.67s bringing failed train sets south to Bounds Green depot. One example of this occurred on 21st May, when 67008 brought BN27 set and 91102 south from Craigentinny depot. As is usually the case, 67022 went north light from London, the two drivers exchanging cabs at Peterborough at 16.00. However, on 25th, 67016 worked south from Berwick-upon-Tweed, after 91105 failed there, and on this occasion, 67016 returned north light later in the day.

The engineering work in the Wakefield area again closed the route between Doncaster and Leeds on 28th April, 5th and 12th May, with trains running via the Hambleton south-to-west curve and being formed of HST sets. On 5th, further engineering work between Hitchin and Kings Cross, reduced capacity on the route to two East Coast trains each hour in each direction; essentially to/from Newcastle and Edinburgh with Leeds services running from Peterborough.

Repainting of the East Coast rolling stock continues with Mk.4 set BN27 returning to Bounds Green on 3rd May. All Mk.4 sets are now silver or grey. After recent comments about the Cl.91s not being repainted, 91124 was noted in East Coast grey on 24th. The same day HST power car 43367 was also seen in grey leaving only seven HST power cars to be treated; 43208, 43305/10/2/3/8/20.

The distinctive ‘Skyfall’ set, BN29 with 91107, continued in regular use, until about 6th May. By 17th, however, the vinyls had been removed, it being noted, on that day, on the 15.45 LeedsKings Cross with 91110.

Stevenage. 67023 departed at 07.24 on 27th April on a Letchworth-Shrewsbury charter train.

Peterborough.

Diversion of the ScotRail sleeper services has continued each Sunday night. Locomotives reported are 90024 on 1S25 on 28th April, 90020 on 1S25, 90021 on 1M11 and 90029 on 1M16 on 5th/6th May, 90021 on 1S25 and 90035 on 1M16 on 12th/13th, 90026 on 1S25 and 90029 on 1M16 on 19th/20th and 90019 on 1M16 on 26th/27th.

On 4th May, a freight train failure near Stamford early in the morning delayed the first three Birmingham-Stansted Airport services. The 05.22 from Birmingham departed 116 minutes late at 09.09, and was followed by the 06.22 which left 61 minutes late at 09.19. The 07.22 454

service was only delayed by 12 minutes. Both the very late running trains were only going as far as Cambridge, to pick up their booked return workings from there. Also on 4th, the Spalding line service was augmented to take passengers to the annual Spalding Flower Parade with 158812 in use, providing an additional shuttle service to and from Spalding This year’s Parade was however, the last as rising costs have forced the local council to withdraw its funding. This event used to draw people from all over the country, with many special trains running to Spalding, including from as far away as the South Wales valleys.

Engineering work again closed the line between Peterborough and Ely from 19.55 on 27th to 15.55 on 28th April. During this period, trains from Birmingham and Nottingham were turned back here with bus connections into East Anglia.

Then on 18th May, the route between Spalding and Sleaford was closed and 156498 provided a shuttle service all day between here and Spalding, with a bus link to Sleaford.

Peterborough Charter Services. Recent weeks have seen a considerable number of charter services.

25th April – 67023 at 08.40 on a Steam Dreams “The Cathedrals Express” from Colchester to Carlisle.

This train was due to be hauled by 60163 Tornado from Hellifield to Carlisle and back, but following the failure of the A1, 67023 worked throughout.

27th April – 4464 Bittern and its support coach worked north at 12.57, en route from Southall to York, returning at 20.35 next day on the final stage of the Railway Touring Co’s “Great Britain VI” round-Britain tour, from York to Kings Cross.

1st May – 67006 headed the 07.38 Victoria-York “British Pullman”.

3rd May – 67020 called to pick up at 10 55 with UK Railtours “May Day Highlander” from Kings Cross to Dumbarton, later that day, 47580+47826 passed at 13.21 with ECS from Carnforth to Norwich, and 47854+57316 at 16.30 on ECS from Carnforth to Ely. 4th May – 57316+47854 called at 07.13 with the “Llandudno Victorian Statesman” from Cambridge to Llandudno. 47580+47826 returned at 07.23 with NENTA’s 04.45 Norwich-Edinburgh. Later also that morning, 47501+47802 went north at 08.37 on a charter train from Kings Cross to York. The return ECS workings to Carnforth ran on 5th, passing at 13.00 (57316+47854) and 14.25 (47826+47580).

6th May – 67020 called at 19.31 on the return UK Railtours “May Day Highlander” from Dumbarton to Kings Cross.

10th May – 47580+47826 returned to work Compass Railtours “Lakeland Moorlander” the 05.38 Peterborough-Carlisle, returning at 22.51.

11th May – a UK Railtours train ran from Kings Cross to Durham, for Beamish Museum, passing at 09.43, with 90018+67026. On the return journey, the train was held on the up fast line here from 20.40 to 21.00, for pathing purposes.

Also on 11th, 57313+57316 worked the West Coast Railway Co’s “Channel Coast Express” from

On 17th April Northern Train's 144023 arrives at Huddersfield with a terminating Leeds service. In the bay Keith Sykes platforms 150270 and 150119 wait to depart to Wakefield Westgate and Bradford respectively.

Doncaster to Brighton, calling at 08.23 and returning at 20.55.

16th May – Steam Dreams’ “Cathedrals Explorer” from Malton to Kings Cross passed at 18.52 behind 67019, which had replaced 60009 at Doncaster RMT. 17th May – VSOE “Northern Belle” worked a dining train from Leicester, calling at 18.12 and reversing to pick up at Grantham, before running via the ECML to Doncaster, then returning via the Midland ‘old road’, Toton and Leicester. Arriving back at 23.10, it reversed again and headed for Grantham for its last set down.

18th May – UK Railtours ran “The Silver Lining” charter from St. Pancras to East Dereham via Leicester, calling at 10.26 and 18.56. The train was formed of EMT HST set NL10 with power cars 43055 (leading) and 43047.

Peterborough Freight. Few Cl.60 locomotives have been observed in recent weeks; only two reports having been received. 6L15/6M15 TotonWhitemoor and return engineers’ trains had 60049 on 29th April and 60039 on 27th May. The other regular engineers trains, 6L84/6E04 Doncaster-Whitemoor and return services, were worked by 60035 on 9th and 10th May, and from 20th to 24th and on 27th. On 13th May, 60091 worked 6E14 09.56MO Whitemoor-Aldwarke, passing at 10.25. Colas 66848 arrived at the GBRf depot with 66729 just before 13.00 on 4th May, going forward at 19.10 with three GBRf examples to Whitemoor for use on weekend engineers trains. It returned to the GBRf depot on 5th, going north at 10.25 on 6th. On 20th,

66849 worked through at 12.40 on a RugbyWhitemoor locomotive move, and was used with 66846, in top and tail mode, on an overnight engineers’ train to the Lincoln area on 21st/22nd, 22nd/23rd and 23rd/24th. 6L38 the 02.30SO Mountsorrel-Broxbourne and 6M67SO 11.50 return have been topped and tailed in recent weeks as their normal return route via north London and the ECML has been blocked, and there is no run round facility at Broxbourne.

Pairs noted have been 66118+66128 on 25th April, 66135+66118 on 4th May, 66160+66175 on 11th and 66170+66003 on 18th. On 25th, 66094 worked the train by its booked route.

On 4th May, 66723 failed near Stamford, whilst working 4L02 the 04.45 Hams Hall-Felixstowe intermodal service. It took until about 09.00 for 66714 to be sent to rescue the failure and work it into the GBRf sidings, thus clearing the line for the following late running local services.

Engineering work elsewhere on their normal route saw a number of container trains diverted on the same day. Most were hauled by Cl.66s in various different liveries, but there were two workings by Cl.70s. The first was on 4M45 the 03.05 Felixstowe-Ditton, which passed at about 06.00; before most of the enthusiasts were out of bed and later, 70008 came through at 10.22 on 4L97 the 04.59 Trafford Park-Felixstowe. The other interesting locomotive was 66504, making its first appearance here since its repaint in 455

‘Powerhaul’ livery. It worked 4L89 the 22.00 Coatbridge-Felixstowe at 12.35. The SO Stud Farm-Whitemoor ballast train, worked by a DRS Cl.66, has not run much in recent weeks, due to local line closures. It did run on 25th April behind 66302, the locomotive returning light to Crewe on 27th.

Peterborough Stock and Locomotive Movements.

On 26th April – 170208 passed at 11.00 en route from Norwich to Loughborough for overhaul.

27th April – 465931 was taken north to Doncaster by 66743, at 16.05.

2nd May – 47810 went east to Norwich at 16.00 and also on 8th at 13.55.

7th May – 31190 hauled A4 60009 Union of South Africa from NRM York to Bristol Barton Hill, passing at 21.28.

13th May – 47818 went west at 12.12 en route to Crewe.

16th May – A convoy of diesel locomotives (56303, 50008, 37109, 56103, 56301) passed at 15.05, en route from Washwood Heath to the Nene Valley Railway, for their diesel gala on 17th May. The next Cl.465 move was late on 17th, when 66727 took 465931 and 466020 south at 23.19.

18th May – 20311/4 passed at 09.05, heading to the NVR’s diesel gala, whilst in the afternoon, 66732 came north at 16.33 with 465928, to be followed at 16.52, by 57003 heading for Stowmarket. This was followed at 18.25 by 45699 Galatea on some of the “Queen of Scots” coaches, heading for Kings Lynn.

Peterborough Test Trains.

27th April – Test DMU 950001 arrived at 14.00, spent the night at the LIP and left at 08.58, heading south towards London. It returned north at 10.55, heading for Derby.

6th May – 37607+37601 passed at 18.22 on a DerbyEast Ham test train.

10th May – 31105+37667 arrived with a test train at the LIP at 17.00, but only stayed until 17.40 when they left, heading north.

13th May – 37218+37603 went east at 08.24 on a Derby-Norwich test train, whilst at 11.24, 43013/62 went south on the NMT, returning at 21.06, heading for Derby.

16th May – 31233+37405 were at the LIP all day, having arrived at 06.00 that morning. They left for overnight testing in East Anglia at 22.30, returning at 04.45 on 17th. They again went out in the evening at 22.30 into East Anglia, shortly after 37603+37218 had gone west to Derby at 22.00, after their week in East Anglia. 31233+37405 returned at 07.10 on 18th, also heading for Derby.

21st May – 37601 was again here on the LIP, going out on its testing at 22.30, returning during the night to spend all day at the LIP before leaving again at 20.40 on 22nd.

24th May – 37409 arrived on yet another test train at 22.30, departing at 23.15 towards London. It was back by 06.00 next morning, but had gone by 10.00.

Finally, 950001 headed north at 13.00 on 26th.

Skegness Line.

The Boston steel trains continue to run as previously with 47727/39/49 making most of the journeys. On 26th April and 3rd May, 56302 was used and it appeared again 456

on 16th, double-heading with 56094. The latter had also worked on 9th, double-heading on that day with 47749. Another locomotive was seen on the line on 21st May when 37423 and saloon 975025 Caroline worked from Doncaster to Skegness, arriving at 15.25. The pair left next morning at 08.28.

Sheffield. The Manchester Bredbury-Roxby Gullet Binliner service has started running via Sheffield and on 30th April was hauled by 66599.

On 10th May, the 06.06 Edinburgh-Plymouth was advertised as 12 minutes late at Sheffield. It arrived six minutes late formed by a five-coach Voyager instead of the usual HST set. It transpired that the HST set was delayed by signal problems between York and Leeds, so a northbound service was terminated at Leeds and returned south in place of the HST service.

Doncaster. An eight-hour observation took place on 8th May between 11.00 and 19.00.

During this period, 159 passenger, 42 freight and six light movements were seen. The passenger services were worked by Cl.91, HST, 185, 180, 170, 158, 153, 144, 142, 321 and 322. The freight workings were an equal mix of 18 DBS and Freightliner Cl.66s with six GBRf and two Cl.60s.

At 12.10, 31105+37667 arrived from the north on a Network Rail test train comprising vehicles 72616, 9516, 977997 and 9481. The train recessed behind the station before returning north at 12.50. It was seen again to pass through the station at 15.00.

Whitley Bridge. On 12th March, 66098 headed east at 17.15 with a train of MBA wagons.

Brough. On 21st March, 66621 was noted on a Rugeley service with 20308/12 on route learning duties prior to the engineering trains scheduled for April.

Brigg. A 12-hour observation on 11th April saw 185111 and 60010 on route learning services.

60020 was working a steel slab train and 66127/67 worked a CWR train. Coal trains were hauled by 66056/95, 66206/13, 66508/24/53/4, 66710/3/26 and 66953.

Barnetby. On 10th April, 185111/47 were working the Cleethorpes-Scunthorpe shuttle service. Tata coal trains were worked by 66103/20 and 66596 was on the Binliner service to Bredbury.

66171 with the Dollands Moor-Scunthorpe empty steel train came off the Lincoln line, went to Immingham to reverse before heading west to Scunthorpe. The TEA wagons stored at Wrawby Jct. are becoming fewer, presumably either being cut up on site or taken away by road for scrapping.

Great Coates. A road accident on 9th April at the AHB crossing here resulted in two fatalities but no injuries to passengers on the westbound train.

Hull. On 23rd March, 37606 with 20308/12 brought a materials train for preplanned work, but had to return as the train had been loaded

wrong side, returning to Hull again on 26th.

GBRf has been working boxed coal trains to West Burton, usually using the same locomotive all week making daily return trips. 66744 was employed on 25th March. FLHH locomotive 66736 was used on coal services during the same week. There are now up to nine return coal trips to the docks, with 66144 usefully employed on Saturday 6th April, when a total possession was given for work on the approaches to Hull Paragon.

DRS used a large locomotive to haul Cl.20s to work on the site. 66430 brought 20302/4 as 6Z97 and 6Z98 saw 66303 haul 20308/12. Ballast was brought to site by 47853. The following weekend saw locomotives 66305 and 20301/3 in use with Malcolm-liveried 66434 bringing 20302/4.

Biomass services have returned with 66198 used on 15th April and on 16th, 66151 hauled ten steelhood wagons. 60010 was used on a steel train working on 19th.

The Cathedrals Explorer. On 13th May (Day 5) this ambitious eight-day steam rail tour reached this area from Bangor and was worked

by A4 60009 from Crewe to Hexham with a short layover in Carlisle. Passengers stayed overnight in Hexham whilst the train went forward to Tyne Yard for servicing. The 14th was a rest and scenic coach trip. On 15th the train commenced from Stanhope to which point passengers were taken by coach from Hexham. A4 60009 again provided the power over lines very unfamiliar to Pacifics. The route taken was via Bishop Auckland, Darlington and Eaglescliffe to Tees Yard-reversal. 66016 took charge of the train here because of the steam ban at Sunderland (where steam locomotive chimneys are considered to be dangerously close to the overhead Metro wires in the Sunderland tunnels). 66016 alone worked the train via the Durham Coast line through Hartlepool, Sunderland and Pelaw then continuing via Greensfield Junction and King Edward Bridge Junction East to Tyne yard. After a short break (in the schedule as a water stop) the train joined the ECML and ran via Durham to Ferryhill South Junction. Thence, Norton South Junction, Tees yard and on to Battersby. Here, passengers changed on to an NYMR train to Whitby headed

by B1 61264, masquerading as ‘long lost’ 61002 Impala. The main train ran as ECS to York behind A4 60009. Passengers stayed overnight in Whitby. On 16th the train departed from Whitby, B1 61264 (still as 61002) worked the NYMR train to Grosmont, with SR S15 825 (30825) continuing to Pickering. Passengers were taken to Malton by coach where their train was waiting with A4 60009 and this was intended to take them direct to London. However, the A4 unfortunately failed at Doncaster with a tender hot box.

York. The seaside season started on 11th May when 46233 Duchess of Sutherland ran from Derby to Scarborough with the “Yorkshire Coronation” which had started at Kettering.

Thirsk. A ‘Locomotive Cavalcade’ passed on 24th April at 10.49 when 47786 hauled 20020+ 26038+37264+D7628 from Grosmont to the KWVR at Keighley. The Jarrow-Lindsey oil empties had 66011 on 10th May with the usual load of 28 bogies. Cl.60 power has been seen on all other dates of operation and locomotives have included 60019/54/9/74/9/92/9.

Northallerton. 31233 passed through at 13.30 on 6th May with a Derby-Heaton NR engineering train.

Darlington. ScotRail EMU 320305 passed at 16.58 on 9th May, ex-works from Doncaster Wabtec to Glasgow Shields depot. 37518 with K1 62005 and Black Five 44871, and support coaches left on the same day after a short pause, in transit from Grosmont to Carlisle en route to Fort William for “Jacobite” duties.

Bishop Auckland. A rail tour from here ran on 27th April operated by Compass and ran via York to Carlisle via Settle then to Carnforth via Workington, returning via Hellifield and York.

The train was headed by 57313 with 47854 on the rear.

Ferryhill. DRS 66434/30 passed at 12.57 with the diverted DIRFT to Mossend Tesco Intermodal. 66301 followed in the afternoon with a DIRFT-Grangemouth intermodal.

Durham. The ‘Great Britain VI’ rail tour passed at 15.03 on 27th April, running from Edinburgh to York with A4 60009.

An excursion from Kings Cross arrived at 12.08 on 11th May. Passengers were offered a guided tour of the cathedral or a coach trip to Beamish Open Air Museum. The train was hauled by newly painted DBS red 90018 with silver-grey 67026 on the rear for the possibility of running over non-electrified lines when the train was serviced at Tyne Yard. This immaculate turn-out was complemented by a very smart complete train of mainly Mk.1 coaches in crimson and cream.

A Norwich-Edinburgh charter passed at 10.15 on 4th May with 47826+47580 running top and tail.

Pelaw. 66713 passed on 26th April with a Hardendales-Lackenby lime working.

Newcastle. WCRC 47760+47786 topped and tailed a charter to Fort William via Edinburgh on 6th May. 31190+37667 passed with a Heaton-Peterborough NR inspection train on 10th.

Although there have not been observations yet of any in-service mail trains in the area, there have been many instances of crew training and refresher runs using units 325001/14 and stabling taking place in the middle of Tyne yard and in the siding at the rear of Newcastle 457

66504, freshly outshopped in Freightliner's PowerHaul livery, the first 66/5 to be so painted, passes Barham on the outskirts of Ipswich whilst working the diverted 4L89 22.00 (Friday) Coatbridge to Felixstowe service on John Day Saturday 4th May.

Central, displacing the Cl.67 Thunderbird. A member who was working a night shift near Manors just north of Newcastle Central managed to see the four diverted sleepers in the small hours of 13th May. The observations were of the 20.28 Euston-Inverness with 90021, 21.45 Euston-Glasgow with 90018, the 21.40 Glasgow Central-Euston with 90029 and the 20.26 Inverness-Euston with 90035.

Morpeth. A4 60009 passed at 11.20 on 4th May running from York to Edinburgh with the “Heart of Midlothian” charter from Huddersfield. The train had previously made a water stop at Heaton North instead of the usual Tyne yard. This train returned in the evening hauled by 57313+57314.

A4 60009 made a further appearance here on 6th, this time with K4 61994 The Great Marquess, both running coupled with their support coaches heading for York from their Thornton depot.

Alnmouth. DRS 66433 passed at 08.05 on 4th May with a diverted Coatbridge-DIRFT intermodal.

The recently introduced Oxwellmains-Hunslet Tilcon loaded cement passed on 10th May at 08.24 with 66605. DRS 37194+37604 arrived on 18th with the “Northumbrian” charter from Bristol.

Hexham. Nuclear flask traffic from Sellafield to Seaton has been dominated by Cl.37s with 37608+37612 working the trip on 13th May, whilst 37609+37612 appeared on 20th.

458

ANGLIA Ipswich Station.

Upgraded customer information screens have been installed in order to improve information provision for customers.

Ipswich is one of a number of Greater Anglia stations which are benefitting from a collective investment of £1.2m from the National Station Improvement programme fund.

The improvement work has seen the old screens replaced with the latest LED technology with brighter, clearer screens.

Stowmarket.

While leading the 07.05 Norwich-Liverpool Street on 21st April, 90010 suffered a loss of line light at Stowmarket. It carried on to Ipswich where it was taken out of service additionally with loss of Electric Train Supply (ETS) and low battery volts.

Services between Ipswich and Colchester on 7th May were delayed due to dragging brakes on two wagons of 4M81 ex-Ipswich being hauled by 86627+86628. After the offending brakes were isolated, the liner ran at reduced speed to Colchester for further inspection.

Felixstowe Branch. Felixstowe passenger services were suspended due to a track circuit failure at lunchtime on 21st April through to mid-afternoon. Freight services were running with delays as pilotman working was introduced over the affected stretch of the branch.

Great Yarmouth Drags. Once again the annual Norwich to Great Yarmouth drags are

running to the same diagrams as last year and using the DRS Cl.47 that covers the weekday Thunderbird duty. This year’s Cl.47 diagram runs from 25th May through to 28th September (inclusive) and covers the following trains: 5V33 the 09.19 Norwich Crown Point-Great Yarmouth ECS, 1V33 the 10.40 Great Yarmouth-Norwich, 1V18 the 12.03 Norwich-Great Yarmouth, 1V43 the 13.10 Great Yarmouth-Norwich, 1V28 the 14.50 Norwich-Great Yarmouth and 5V28 the 16.25 Great Yarmouth-Norwich Crown Point ECS. The new season did not get off to the best of starts on 25th May as, after successfully working 5V33 and 1V33, 47828 then developed a fuel leak so was unable to haul the four remaining trains.

Kennett. The 17.44 Cambridge to Ipswich was delayed by 20 minutes on 27th May whilst 34067 Tangmere was taking water from a tanker at Kennett. 34067 was working a special en route from Kings Lynn to Liverpool Street Norwich. On 7th May East Midlands Trains’ 158788 was hired to work the 11.36 Norwich to Great Yarmouth and 12.17 return.

Freight. Freightliner’s 66566 gingerly propelled two twin-container flat wagons (paired Ecofret/Shortliner 40ft flats) to Ipswich Griffin Wharf from Halifax Junction at c.10.00 on Friday 24th May. It is understood that one of the twin sets had serious wheelflats meaning it was unable to continue its journey. Accordingly, it was taken to Griffin Wharf for the containers it was carrying to be transferred to the other pair of wagons. This is believed to be the only working over the Griffin Wharf branch so far this year.

66504 has become the first UK-based Cl.66 to be repainted into Freightliner PowerHaul livery, emerging from the Crewe LNWR workshops on 30th April resplendent in the new colours. It soon visited East Anglia, working in on Saturday 4th May with 4L89 the 22.00 CoatbridgeFelixstowe North which was diverted crosscountry via Peterborough because of weekend engineering work in the London area. It left on 7th May with 4E55 the 13.38 Felixstowe North-Doncaster which unusually ran via Lincoln.

After a break, Freightliner HeavyHaul has recommenced operating stone trains to Barham, these last running during the latter part of last year.

On 30th April, 66528 worked 6Z43 Dowlow to Barham and 6Z44 the 18.36 Barham-Guide Bridge while on 13th May 66515 worked 6Z43 the 10.10 Tunstead-Barham and 6Z44 18.36 return.

Cl.86. Its work completed, 86702 (ex-86260), which had been based at Ilford as a static electric train supply

locomotive for Mk.3 coaches undergoing exams at the depot, was taken away on 9th May by Colas 56087. This formed 0Z86 the 12.10 Ilford-Willesden depot after the Cl.56 had run light as the 0Z56 Oxford (Hinksey Yard)-Ilford.

Cl.90. 90004 received its new City of Chelmsford plates on Tuesday 23rd April as planned. The locomotive worked the 08.00 Norwich-Liverpool Street service prior to the official unveiling ceremony at Liverpool Street. 90002 became the recipient of 90004’s previously applied Eastern Daily Press nameplates. 90002 was reported carrying its new nameplates on 10th May when seen at Ilford depot. Of Greater Anglia’s fleet of Cl.90s, this leaves just 90001 to be named.

Steam. The surprise visit of 1936-built Jubilee 45699 Galatea on 19th May at Ipswich generated much local interest. Aside from it being the first known Jubilee to venture east of March into Norfolk and Suffolk, what made its visit so unexpected was that it had completed its successful Network Rail loaded test run around Lancashire only the previous Tuesday, it then being certified to work over the main line. 45699 was rebuilt from scrap condition after purchase from Woodhams of Barry in 1980 and originally intended to provide parts for 45690 Leander.

The train it hauled whilst in East Anglia was a private birthday special for the Railway Touring Company’s Nigel Dobbing. As RTC is based in Kings Lynn, the train started from there as 1Z45 the 08.49 Kings Lynn to Norwich via Ely and Thetford. From Norwich, it worked 1Z47 to Lowestoft arriving 28 minutes late at 13.39, then 1Z49 the 14.45 Lowestoft-Ipswich, reached on time at 16.46, tender first. This ran to platform 2, the locomotive going forward into the tunnel then running over the middle road for attachment to the opposite end of the train.

Finally 45699 completed the day as 1Z51 the 17.10 Ipswich-Kings Lynn, arriving 10 minutes late at 19.28, chimney first.

Thanks to Ipswich Transport Society

Northern Rail 142019 arrives at Chathill, Northumberland on the 17.29 from Gateshead Metro Centre, one of only two arrivals a day, the other being early morning.

Jon Hughes

N ETWORK – INFRASTRUCTURE MAJOR PROJECTS Birmingham New Street. Although the new concourse and dispersal bridge are open, the old dispersal bridge remains in use, accessed from a new barrier line knocked through opposite the former bar. The ‘B’ end stairs and up escalators remain in use. Access to platform 12 is by two stairways from the old bridge, or from other platforms by the old subway and lifts. The recently extended bridge giving access from the Victoria Square entrance closed with the April alterations; presumably it will re-open later. The new travel centre uses a numbered ticket queuing system. In May both new and old toilet facilities were in use.

Borders Rail Link. Building the Borders link has hardly started and already thoughts are turning to extending it. Midlothian council has asked Heriod-Watt university to study the feasibility of re-opening the branch from Shawfair to Penicuik.

About 60% of the necessary formation is still intact.

Crossrail. Ilford Depot. VolkerFitzpatrick beat VINCI Construction and Balfour Beatty Construction on 13th May for the £50m contract to build stabling facilities (including ten sidings) for the new service. The existing depots will remain operational throughout the construction period, though no doubt there will be some disruption. Construction should start soon and take three years.

Slough. Wexham Road bridge was finally completed in early May. Woolwich. Greenwich council and Berkeley Homes have agreed funding for fitting out the station (Berkeley had already paid for a station box, completed in February). TfL considered the deal on 23rd May. Croxley Rail Link. Taylor Woodrow has won a £118m contract to design and build the new rail link, bringing Metropolitan Line trains over the NR Croxley Green branch. BAM Nuttall and Carillion also bid. Physical work should start next year.

Ebbw Vale. The Welsh government made £11.5m available in early May to extend the branch into the town centre. The current parkway station is in Waun Lwyd.

Evergreen 3. The high court has rejected a challenge to stop the project. Construction should start this summer as planned.

Reading. Depot. The depot should be fully operational by mid-June. On 4th May a 4-car Cl.165 was in the depot for testing. Locally controlled signals are labelled RD for the main depot, and D for the maintenance sheds. The current depot site should be vacant by mid-July.

Also in early May the former tamper sidings in the existing depot appeared to be marked out ready for a flyover pier foundation.

460

Electrification. On 4th May OLE masts were noted just east of the station, though without any wiring yet. They are labelled with prefix RW, rather than continuing the current ‘J’ series used between Paddington and Stockley. Two days earlier the depot had received its contact wires over the eastern half. Unlabelled masts were also present on both the Reading west curve and the ‘east curve’ (the Basingstoke branch beside the depot).

Station. The ticket machines on the car park 9th floor (by the closed footbridge) were removed by Easter. On the footbridge a Starbucks coffee point opened on 16th May. The station manager and colleagues moved to their new offices on 15th April on the Caversham side of the new station; the temporary accommodation in the forecourt was removed in late April opening the way for the area to be tidied up. The FGW franchise extension delays the station management transfer to NR, whose corporate colours are already applied.

In early May a waiting room, toilets and staff accommodation opened on platform 7 and public access was possible outside past the Three Guineas. Platform 3 had been fenced off to remove the brick surface. Its canopy is one of the last parts of the old station. The council’s road alterations are very slow.

Thameslink Project.

London Bridge.

Platforms 14-16 were taken out of use on 28th May (preparatory work affecting 8-13 as well took place over the previous weekend), and will stay so until next spring. Concurrently, the entrance near the interim ticket office closed.

OTHER DEVELOPMENTS Network Rail. Numerous continental railway companies have an interest in the British network. Partially restoring the balance, NR subsidiary Network Rail Consulting has joined Amtrak’s Northeast Corridor (NEC) partner forum. The NEC is the USA’s busiest rail corridor; forum membership allows NR to share best practice in developing it.

Stations. Sponsorship. Further sponsored stations came to light, thus: Maidenhead.

Telecom company ‘3’ (variously carrying slogans ‘Thanks for popping by. Keep on internetting’, ‘thanks’ in colour; or ‘Home of the network built for internetting’, ‘internetting’ in colour. All forms also have an image lower left).

Penryn. University College Falmouth incorporating Dartington College of Arts (college badge towards lower right)/University of Exeter (college badge at lower right), both under Maritime Line logo.

Reading. Green Park (slogans ‘Discover better business’; ‘Discover better ways to work’ or ‘Discover better spaces to grow’ in black between green brackets).

New Stations. Winners of the ‘new stations fund’ competition were announced on 15th May. They are Newcourt (between Digby & Sowton and Topsham, £0.75m awarded for a single platform), Ilkeston (between Nottingham and Langley Mill, £4.5m for two platforms), Lea Bridge (between Tottenham Hale and Stratford, £1m for two platforms) and Pye Corner (between Rogerstone and Cardiff, £2.5m for one platform). None of the winners is fully funded by the awards, though the proportion varies. All four stations will have the facilities one would expect; ticket machines, CCTV, shelters, etc. Ilkeston is interesting in having ‘provision’ for a bus stop. The astute will note that £8.75m was awarded from a £20m fund. It is not clear what happens to the remainder, though the transport secretary later said he is ‘minded’ to provide £5m to fund Kenilworth, seemingly from the surplus.

Torbay. £3.2m is to be spent on refurbishing Torquay, Paignton, Torre, Teignmouth and Dawlish stations. Torbay’s mayor persuaded NR and First Group to bring forward the work for an earlier completion. In addition, a team from the Robert Owen Communities organisation has restored the landscaping around Torquay station.

It also adopted Torre and Paignton.

Bletchley. The platforms 4/5 extensions are complete and open along with associated track work. Only the redundant slow line points need removing.

Bradford-on-Avon. The footbridge (see p.317, May RO) was sent to Plymouth (not Bridgend).

Although still incomplete it will be entered into this year’s National Railway Heritage Trust awards (see p.441).

Cambridge. NR and Brookgate (the company developing ‘CB1’) are discussing a listed building consent application, with a view to adding to the station. The mixed use development includes a new ticket hall and station square. Building should start in late summer.

Cardiff Queen Street. A new bay platform is being built. From 21st April operational length of platform 3 was reduced to keep the worksite clear.

Crewe. The post office buildings in Weston Road have been cleared ready to build the new entrance; the old railway offices on the corner of Nantwich Road remain. The hydraulic buffers on platforms 7/8 and the associated tanks have been refurbished and re-installed, and the ones at 9/10 are now absent.

Dalmarnock. The station finally re-opened on 20th May (see p.39, January RO), just under a year since it closed for rebuilding.

Still incomplete, work continues until autumn. The Swanston Street booking office closed, replaced by an alternative on Dalmarnock Road.

Earlsfield.

To complement NR’s station alterations (formally opened on 18th April), the

council will improve the area outside, including pavement widening and street furniture removal.

East Grinstead. Various dignitaries formally opened the rebuilt station building (see p.178, March RO) on 8th March. It is just on the Oxted side of the former 1970s building, of which there appeared no trace. When seen on 4th May the old site was merely part of the car park access and taxi pull in. The car park was extended from 236 to 336 spaces, and the whole scheme cost over £1m. Lifts were not provided between platforms as it was deemed not cost effective, there being very few departures from platform 1.

Finsbury Park. The platforms were renumbered from 19th May, with two being added to previous numbers. New platforms 1 and 2 are under construction against the up goods and up slow lines respectively.

Frome. Timber, masonry and glazing will be repaired when the station’s 14-week refurbishment (started in April) is complete.

There will also be vegetation clearance and guttering alterations.

Gloucester. The city’s MP inaugurated the new station facilities (see p.317, May RO) on 10th May. Kemble. Cotswold district council has refused permission to demolish the former Cirencester platform. A small fragment of the branch remains as an engineers’ siding.

Leominster. The new lift has notices advising passengers to use the help point if access is required when the booking office is closed, rather than it being taken out of use.

Neath. The local MP’s complaints have spurred NR and Arriva Trains Wales to accelerate improvement work, which will start in autumn.

Peterborough. In May, a new point was installed just north of the river bridge together with some plain line, so that during 11th/12th the route for eastbound March/Ely trains was altered. There were two lighting towers to the west, installed in 1972. All but the bottom 2m of the northern one, out of use for many years, was removed on 25th/26th to clear space for a new platform. In late May, work started on the foundations for the extension at the south end of platform 3.

St. Neots. Building a new footbridge began on 4th May (earlier than August, see p.512, September 2012 RO). Following consultation it will have lifts rather than long ramps, and to make space, waiting shelters will be moved and replaced. It is expected to cut 15 minutes from the walking time from Loves Farm to the station.

It was in jeopardy as the ‘section 106’ payments are not forthcoming. The local councils will now pay the shortfall, with NR absorbing any cost increases.

Stanford-le-Hope. Developer DP World has pledged £500,000 and the council £300,000 towards rebuilding the station. The only detail thus reported is that there will be a new bus turning circle.

461

Stratford Parkway. The two 166yd-long side platforms were brought into use on 19th May at 9m 78ch on line HSA. The unstaffed station is London Midland’s responsibility and has code STY. Wolverhampton. Virgin Trains announced on 18th May that it would contribute to a £96m rebuild. The TOC will pay for ‘front of house’, waiting room and ticketing improvements, with NR, government and/or others paying for other work.

Wood End. The pedestrian footbridge was demolished on 20th May. There are now separate stepped entrances to each platform with no overbridge connection.

Worcester Foregate Street. The work detailed on p.456, August 2012 RO has started. In early May the main entrance was blocked off and customers had to use the platform 2 entrance, although the ticket office and travel centre were both still open.

Other Structures. Aldermaston. Padworth Lane bridge will be the next on this line raised for electrification.

Bristol Temple Meads. Both Collett House and Bristol & Exeter House are receiving refurbishment associated with the ‘enterprise regeneration zone’. In contrast, some demolition has taken place at the bottom of the station approach ramp.

Forth Bridge. NR is considering putting a viewing platform on the north cantilever and opening up other parts of the bridge to the public (see p.154, March 2012 RO). At present, NR is contemplating how to balance public access with keeping the operational railway open.

Meanwhile, Historic Scotland launched a 12-week consultation in May into its bid to UNESCO to grant world heritage status on the bridge.

Rugby. The LNWR building beside the old carriage sidings alongside the up relief line, derelict for some time, was demolished at the end of April Saltburn. NR has requested listed building consent to repair open mortar joints, spalled brickwork and fracturing on the 180ft-high Saltburn Viaduct (on the Skinningrove branch about a mile from the junction with the main line).

Routes. Clapham. The ORR ratified the DfT’s decision to remove the Ealing BroadwayKensington Olympia-Wandsworth Road service on 9th May (see p.397, July 2012 RO). The last run was due to be on 14th June, removing passenger trains from Longhedge Junction to Latchmere Junction No.1. Ealing-Kensington was covered by a bus alternative. Closure did not happen on 9th December as previously reported.

Northumberland. Campaigners want the council to commission a GRIP3 (option selection) study into introducing a passenger service on the 462

Ashington, Blyth and Tyne line, with intermediate stations at Seaton Delaval, Blyth (Newsham), Bedlington, Woodhorn and Choppington. They hope to have the scheme sufficiently far advanced to qualify for government funding should it become available.

The council has already ruled out extending the Metro system to Ashington.

Exeter. NR has ten projects planned to prevent serious flooding, mainly for Cowley Bridge Junction but also elsewhere. They are now with the DfT to consider for funding; it is hoped that this is just a formality as the DfT demanded the schemes’ development. Possibilities include raising signalling equipment above the ground, altering drainage and improving early warning systems. Flood prevention is the Environment Agency’s responsibility.

Hamworthy. The goods branch was clipped out of use on 12th May and will remain so until 2nd December.

Hatfield & Stainforth. NR is allowing for a September re-opening of the line, closed by the February spoil heap slip, but hoping for a July completion. This is subject to continuing good weather conditions.

Londonderry. A £1bn link to Sligo may be in the offing after its appearance in a Stormont government document on future rail services.

Other links discussed are to Letterkenny or Donegal, both cheaper options. Detractors point out the cross border patronage has fallen dramatically in recent years.

Uckfield. The secretary of state for transport has asked NR to consider whether re-opening the Lewes line would help meet future demand.

Whatever the outcome there will be no government money before 2019.

Weymouth. The Quay branch’s ‘out of use’ status has been extended to 8th May 2015.

Sidings and Depots.

Newton Aycliffe.

Merchant Place Developments will construct and fit-out Hitachi Rail Europe’s new factory. It will take three years and cost £82m. Hitachi hopes to win European orders for this site.

Portbury Dock. The loading departure line was relaid in May. On 17th, Colas staff learning the line had to train with old fashioned padlocks as the security gate was broken again.

Ryton. The 28,000m² distribution centre (see p.42, January RO) superstructure was completed

by April. The £25m centre should be operational

by October.

Signalling. Glasgow. The south suburban renewals (see p.320, May RO) were commissioned on 2nd April. As a result Cathcart signal box, opened on 2nd October 1961, closed aged exactly 51½ years. Its closure date was the 119th anniversary of the opening of the Cathcart Circle. Signalling throughout the Cathcart Circle and lines to Barrhead, East Kilbride, Terminus Junction, Neilston and Kirkhill was renewed.

The new Stratford-upon-Avon Parkway station on 20th May with an LM service to Stratford-on-Avon. The station Bob Barby had opened to traffic on Sunday 19th.

This included the provision of a new turn back facility at Whitecraigs. Trains terminating there will be able to return to Glasgow using the up line as far as Muirend where they will use the trailing crossover to reach the down line.

All signalling is now controlled from the West of Scotland Signalling Centre. The improvements cost ÂŁ35m and involved 300 signals and 30 miles of track, increasing capacity between Kennishead and Barrhead and giving bi-directional working over the up Kirkhill line between Kings Park and Burnside, the Cathcart Inner Circle between Mount Florida and Cathcart North Junction, the up Neilston line between Whitecraigs and Muirend and the Hairmyres loop on the East Kilbride branch.

Hertford North. Bi-directional signalling to Langley Junction was brought into use on 7th May. This allows testing ERTMS stock on one line whilst running a service under colour light signalling on the other (see March 2011 RO).

Signals on this stretch carry WL-prefixed numbers. The line is normally controlled by Kings Cross, ERTMS testing control is from a small panel at Hitchin.

Shrewsbury. The 1852 clock in Severn Bridge Junction signal box stopped two years ago.

Adrian Donnelly, a local expert, restored it in May. It is over 50 years older than the signal box.

Speed Restrictions. Rugeley. Plans to increase the line speed on the Walsall line to 70mph, originally due next spring, have been put on hold for nearly three years for completion alongside electrification.

Level Crossings.

Fishbourne.

A new footbridge linking Fishbourne Road East and Westgate, started in late April, should be complete in August. It should reduce the misuse and vandalism incidents prevalent at the footpath crossing.

Wareham. The footpath crossing just east of the station (like many having a history of misuse and abuse) will close, replaced by a footbridge. On 14th and 20th May public comments were invited which will influence the final design before a planning application is submitted.

Track Layouts. Blythe Bridge. The Caverswall down goods loop is back in use (see p.256, April RO), with connections at both ends renewed.

Clay Cross. Despite protests from the freight companies the down goods loop had been disconnected at the north end by 27th May as part of the 125mph line speed improvement project.

Midcalder Junction. This was converted from a single to a double lead from 30th May. Roby. The former slow line formation has been cleared ready for reinstating the track (see p.154, March 2012 RO). A compound was set up in May west of the station to store sleepers; a small stockpile was soon present. It was hoped that on completion the compound could be converted into a car park, but the local council apparently refused the request.

Snaefell. A new crossover was brought into use on 21st May at The Lhergy.

Tirphil. The first connection for the new loop (see p.392, June RO) was installed on 13th May. 463

Warrington. Where other single lead junctions are being doubled, it is intended to single that at Bamfurlong Junction together with the whole Ince Moss chord.

Operational Matters. Train Regulation. A trial started on 11th May, designating certain freight trains as class 3, using headcodes 3F00/01 and 02. This classification accords them special priority when services need regulating to give a better chance of on time arrival.

Berwick-upon-Tweed. The trial of special ‘high winds’ speed restrictions (see p.331, July 2006 RO) ended in May. St. Albans. During the morning of 5th May, trains from the north terminated here at up slow line platform 1. They shunted to platform 2 via the centre siding to return north. This is noteworthy as the siding is intended for use in the other direction (to send trains south again).

Special operating rules were issued as the moves are unsignalled in this direction.

Electrification. Great Western Main Line. By 2nd May the Swindon HOOB (see p.320, May RO) had had tarmac laid and two large sheds installed. In a separate development NR is busy recruiting apprentices to undertake the wiring work. An open event in Bristol attracted candidates from at least as far away as Slough.

Finally. With the push to install ticket barriers, it is interesting to note the 1984 view. A weekly notice from that year states “All ticket checking [in the defined area]… will be removed from barriers and be carried out on trains to improve customer care and to reduce fraudulent travel”.

Princes Risborough Curiosity. At first glance it would appear that electrification has reached here, as the track in the bay platform has reused sleepers with insulators for both 3rd and Phil Deaves 4th rail.

Ed Note - As a regular user of ECML stations and services - most of which are the responsibility of state controlled providers - many of the passenger unfriendly station barriers, which cost so much to install and maintain, seem now to be left open and unmanned for much of the day.

Thanks to Bob Ballard, John Cashen, Richard Giles, Stuart Hicks, William Turvill, David Warburton and members who don’t want to be named.

Phil Deaves

TRACTION & ROLLING STOCK LOCOMOTIVE STOCK - Alterations reported to 7th June 2013 In the Cl.60 overhaul programme, 60062 has been out on test, 60024 is in Toton paint shop and the rebuilding of 60001 is almost complete.

The two Cl.66s coming from Germany have been registered. DRS has created a pool code for the Cl.68s currently being built.

92012 has been added to the Cl.92 pool for Bulgaria and departed through the Channel Tunnel.

DB Schenker Operating Pools. Locomotive allocations, (for details of pool code definitions, see the society’s website).

Cl.59 WDAK 59201-6 Cl.60 WCAI 60011/35/40/59/63/74/9/99 WCAK 60039/49/65 WCBI 60010/5/20/54/92 WCBK 60017/91 Cl.67 WAAN 67005/6/8/9/16/20-2/4/6-9 WABN 67004/7/11/30 WATN 67001-3 WAWN 67010/2/4/5/7/23 Cl.90 WEFE 90018-21/4/6/9/35/9 464

Cl.92

WTAE 92002/11/9/30/7/41 WTEB 92012 added to pool WTHE 92015/6/31/42 DBS Super Shunter Pool 60071 WSSK Eastleigh Yard European Pools (Locomotives in the UK) WBEN 66195 and 66222 have returned to France.

Cl.08 08623 CE WSSL-WSSK 08633 CE WSSK-WNYX 08737 CE WSSI-WNYX 08865 CE WSSK-WNYX 08888 CE WNYX-WSSI Cl.37 Correction. In June RO, 37603-5/10/67/8 should have been 37603-5/10/67/88 Cl.50 50008 HQ MBDL-HTLX Cl.56 56007/18/60/5/ BO NRHL-MBDL 81/98

56031/69 56106

then

TO TO TO TO

WNSO-NRLS NRLS-MBDL WNSO-NRLS NRLS-MBDL

then Cl.66 66750/1 HQ GBZZ Registered Cl.73 73136 HQ CSPC-GBED New Pool Code.

XHVE DRS, Cl.68.

Named.

47805 John Scott 12.5.45-22.5.12.

57311 Thunderbird (5/13) 90002 Eastern Daily Express, Serving Norfolk for 140 years, 1870-2010.

20227 was named Ed Cluderay for one day during the Swanage Railway gala, in memory of a ‘pure’ Yorkshireman who had recently passed away.

After the nameplates had been removed from 58014 Didcot Power Station in 2000, one of the plates was hung in the control room of Didcot A power station until it closed earlier this year; this plate has now been presented to Didcot Railway Centre.

Name Refitted.

37521 English China Clays (5/13) Name Removed.

37229 Jonty Jarvis, 8.12.1998 to 18.3.2005.

57008 Telford International Railfreight Park June 2009.

Sales: 08825 has been sold for preservation.

31530, 37703/14/6/8 have been offered for sale; the previous sales of the Cl.37/7s having been cancelled.

Store: Crewe IEMD – 08737, 08865.

Doncaster Carr – 08633.

Millerhill – 67009, later returned to service.

Movements: Bournemouth, for shunting duties – 73133.

Bulgaria – 92012.

C. F Booth, Rotherham 47747.

Chinnor & Princes Risborough Railway – 08825.

Crewe LNWR, later Eastleigh Works – 70099.

East Lancashire Railway (into preservation) – 07013.

Eastleigh Works – 08947.

Isle of Grain – 08650.

Laira – 08645.

LH Group, Barton-under-Needwood – 08531.

Longsight – 08954.

Nemesis Rail, Burton-upon-Trent – 56031/69, 56106.

Penzance – 08644.

Tilbury – 08691.

Willesden – 86228/42.

Cut up: C. F. Booth, Rotherham: 5/13 – 20307, 37406/11, 47791, 6/13 - 20310.

EMR, Attercliffe: 5/13 – 12061.

Records deleted: 47747, 56038, 86217.

Locomotive Liveries. Changes reported are: Aggregate Industries – 08650 (previously reported as Mendip Rail in May RO).

DB Schenker red – 60062, 66185.

DRS Compass – 57311. hp All change promotional livery – 43148/86.

Revised FLOYD livery – 86228/42 (carrying FLOYD numbers 0450 007/8).

WORKS REPORTS Brush Traction, Loughborough. Here on 16th May were 50044, 56201, 66509/38, 70014/8, 73204/9 (to become 73902/1 after reengineering), 92045/6, shuttle locomotive 9804, Eurostar E3308, DVTs (82104), 82111, EMU coaches 39016 and 67901-8/11-8. 08645 departed on 17th April. Rebuild works plates hadn’t been fitted to V336 when it left on 24th April. DMU 170207 arrived by 20th May. 66537 arrived and 70018 departed on 21st . 70006 arrived on 30th, the last of the early batch to arrive for bogie modifications. 66537 and 70006 both departed on 5th June.

Railcare Limited, Glasgow.

Arrivals –156503 C6, 170474 C6 and livery change, 318260 C4, coaches 6706 C8 and 9806 C4.

Departures – 156508, 170476, 318260 and 9806.

On 31st May 156503, 170474 and 6706 were present under repair.

Stored 08568.

314205 and 318254 are expected in June.

Thanks to www.wnxx.com, www.scot-rail.co.uk (Glasgow Works page) and our Brush, Loughborough correspondent.

COACHING STOCK (including LUL) HAULED STOCK. Stock Alterations. The following were reported during April and May: Withdrawn (off registration): 3131, 4986, 5023, 10240, 12158. Reinstated: 21249 (99355)-YK MBCS, 99960 (LNW23890)-NY MBCS. Mk.4s: Set BN27 (10319, 11237, 11327, 11427, 12218, 12320, 12458/63, 12533, 82228) is now in ECML grey livery. This was the last rake in blue and was outshopped from Wabtec, Doncaster

after overhaul on 3rd May. Spares 12200, 82224 are also now in ECML grey.

The Skyfall set had its decals removed on 13th May and is now in ECML grey.

Mk.3s: 82104/11 were at Brush, Loughborough on 16th May. Norwich’s 12164 was moved to Railcare, Wolverton on 3rd May. The WB64 Virgin set was 465

70099, the Cl.70 currently under acceptance in the UK en route from Brush, Loughborough and tyre-turning at Crewe LNWR to Eastleigh Works, is seen at Freighliner’s depot at Southampton Maritime on 6th June. 66568 and Geoff Dunster 70017 are also present.

taken to Kilmarnock for overhaul on 24th/25th May. Mk.2s: DBS has advertised its Executive train coaches for sale: 5922/4/59, 6036, 6152 plus reserve, incomplete 3269, 3338/75, 3414.

5965/76, 6137/83, 9521/39 have been moved from Cardiff to Crewe Heritage Centre whilst 6117/22 were moved from Carlisle Kingmoor to Crewe Coal sidings on 14th May. 9509 was moved by road from Long Marston to Crewe late in May, the lorry then taking 5748 to EMR, Kingsbury for scrap.

Mk.1s: 96100 has returned to traffic in chocolate livery. 21249 moved from Derby to Crewe Heritage Centre on 31st May. It is carmine and cream and is the support coach for 60163 Tornado, whilst 35457 is B1 61306’s support coach. 5810 is now in DRS Compass livery and ex-LNW 99960 is teak.

Charter Train Formations: The following have been reported: 25th April: Steam Dreams Colchester-Carlisle: 4998, 4959, 4949, 21245, 13227, 3147, 3112, 1813, 1671, 3122, 3100, 3121, 3110.

27th April: 1Z49 Vintage Trains Tyseley-Plymouth “The Cornishman”: 35470, 17018, 99353, 99361, 99349, 5198, 5177, 5157, 5191 and 9101.

1st May: VSOE “British Pullman”. Victoria-York: 99545, 99536 Zena, 99543 Vera, 99546 Gwen, 99532 Cygnus, 99530 Perseus, 99531 Phoenix, 99535 Minerva, 99534 Ibis, 99537 Audrey, 99541 Lucille, 6313.

3rd May: UK Railtours “May Day Highlander”.

Kings Cross-Scotland (return on 6th May): 21245, 3147, 3119, 1691, 3097, 3123, 3066, 3069, 1651, 3149, 3068, 35469.

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4th May: 1Z36 Bristol-Worcester Shrub Hill: 99304, 4951, 1860, 99348, 99350, 99127, 99122, 99712, 99121, 99125, 35518.

4th May: Statesman Rail “Llandudno Victorian Statesman”. Cambridge-Llandudno: 17080, 3231, 3312, 1659, 99676, 1211, 99671, 99673, 5991, 5912.

4th May: NENTA “Anglo Scotsman”. NorwichEdinburgh: 3392, 3395, 99679, 3431, 3313, 3326, 1201, 6012, 6103, 6115, 9496.

4th May: Kings Cross-York/Edinburgh: 17105, 3356, 3348, 80042, 3426, 3384.

10th May: Compass Railtours “Lakeland Moorlander”. Peterborough-Carlisle: 6000, 6115, 6103, 6012, 6528, 3359, 3360, 3362, 3313, 3431, 3350, 99680.

11th May: UK Railtours “The Channel Coast Express” Doncaster-Brighton: 99672 Bassenthwaite, 99674 Buttermere, 99679 Windermere, 3143 Patricia, 3058 Florence, 3392, 3395, 99677 Derwentwater, 99311, 4973.

11th May: “The Cheltenham Flyer”: 96100, 35470, 99361, 99353, 99349, 5198, 5191, 5157, 5177, 17th May. VSOE “Northern Belle”. Leicester/ Peterborough/Grantham circular tour: 3174, 3273, 1566, 3267, 3182, 3275, 3247, 325, 17167, 10734, 10729.

18th May: Bristol-Alnmouth: 17105, 3356, 3348, 1683, 3426, 3384, 3330, 3390, 1212, 5937, 6176, 5987.

18th May: Carnforth-Kings Lynn ECS train (return on 20th): 99052, 99881, 99354, 95402, 99880, 99886, 99035, 80217.

21st May: 1Z20 Steam Dreams “Cathedrals Express” Banbury-Kingswear: 35317, 3096, 3150, 3115, 1730, 4856, 4831, 4836, 35185, 13230, 1859, 4832.

25th May: Statesman Rail “Welsh Highland Statesman”. Hull-Aberystwyth: 17080, 3231, 3312, 1659, 99676, 1211, 99674, 99671, 5991, 5912, 5928.

25th May: Compass Railtours “Lincoln Moorlander”.

Lincoln-Carlisle: 99680, 3350, 3431, 3312, 3392, 3395, 1201, 6012, 6103, 6115, 6000, 6021.

25th May: 1H79 “Royal Scotsman” Edinburgh-Keith: 99965, 99967, 99961, 99962, 99963, 99964, 99968, 99969, 99960.

25th May: “Whitehouse Wanderer” 5366, 4991, 4998, 4959, 4949, 5341, 5292, 1691, 3066, 3069, 3149, 3068, 35469.

25th May: 1Z34 Vintage Trains “The Whistling Ghost”: Tyseley-Bishops Lydeard, 96100, 35470, 17018, 99361, 99353, 99349, 5198, 5191, 5157, 5177, 9101.

3rd and 7th June: 1H79 “Royal Scotsman”: as 25th May.

Disposals: 5853, 9503 arrived at EMR, Kingsbury on 8th May and 6066, 6119 on 9th.

5908 and 6136 were broken up by Raxstar at Eastleigh Works during May. Departmentals DB977942/3 arrived at Booth, Rotherham on 2nd May and 977948/9 have been sold there as well.

DB977905 (ex-80215) is passing to the Mid-Norfolk Railway.

10240 and 12158 have passed to RAF Wattisham.

HIGH SPEED TRAIN. Stock Alterations.

None were reported during April and May. Rail Tour: 18th May: UK Railtours “The Silver Lining”. St. Pancras-East Dereham/Mid Norfolk Railway: East Midlands Trains HST set NL10 with 43047/55, 41075/6, 40756, 42328/41, 42148/9, 44051.

DIESEL. Stock Alterations.

None were reported during April and May. Cl.121: 55032 made its final main line run on 9th May working ECS from Cardiff to Canton brick siding for onward movement by road to the Birmingham Railway Museum at Tyseley.

Cl.150: 002 left Brush, Loughborough on 13th May. ATW’s 236 left LNWR Crewe on 8th May in the new ATW livery, 255 replacing it there on 9th.

This emerged by 6th June with 279 having replaced it on 5th.

Cl.153: 361 is now in First blue.

Cl.156: 508 left Railcare, Glasgow Works on 4th May in Saltire colours with 503 going there on 25th for C6 overhaul.

Cl.159: 006 was the unit to be named: SEATON TRAMWAY, Seaton - Colyford - Colyton on 9th June by the broadcaster Nicholas Owen.

Cl.170: 208 entered Brush, Loughborough on 26th April and was outshopped on 29th. 207 had arrived there by 20th May. WiFi is being fitted to ScotRail units – a reader has reported 401/4/5/8/13/4/6/24/5/7/32-4/50/5/73 as having the necessary aerials, with 403/10-2/ 30/52/3 being without. Further reports would be welcome.

476 left Railcare, Glasgow on 12th May in Saltire livery, 474 replacing it that day.

ELECTRIC. Cl.317: 719/29 were moved from Eastleigh Works to Ilford on 22nd May.

Cl.318: 260 entered Railcare, Glasgow for C4 overhaul on 3rd May and emerged on 10th.

Cl.320: 305 was outshopped from Wabtec, Doncaster in Saltire colours on 9th May. Cl.332: 008 returned to Old Oak Common from Railcare, Wolverton on 3rd May. Cl.334: 018/25 are now in Saltire colours. 030 went to Kilmarnock on 25th May. Cl.377: 601-26 have been added to the Network Rail computer allocated to SU HWHQ. 601 (70101+70201+70301+70401+70501) was delivered to Stewarts Lane for test purposes on 14th May. It returned to Bombardier, Derby on 2nd June.

Cl.395: 39016 (001) was still at Brush, Loughborough with cab damage, noted there on 16th May. The unit named Ellie Simmonds is 023. Further namings are 024/5/7, Jonnie Peacock, Victoria Pendleton and Hannah Cockcroft respectively.

028/9 have not been reported yet but are to be Laura Trott and David Weir, not necessarily in that order. 011-5 are also not named.

Cl.405: 975601 was cut up by Sims Metals, Beeston at Derby Etches Park in March and 975600 in May. Cl.455: 808/28/30/2/4 were noted refreshed during April. 913 was due back in early June from Railcare, Wolverton.

Cl.458: 8016/23 were moved from Wimbledon Park to Eastleigh Works on 1st June.

Cl.460: 67901-8/11-8 were still at Brush, Loughborough on 16th May. Cl.465: 931 emerged from Wabtec, Doncaster on 17th May, arriving at Slade Green on 18th, when 928 replaced it at Doncaster.

Cl.466: 020 finally returned to South Eastern from Wabtec, Doncaster on May. Cl.488: 977985 (ex-72715) is now in yellow.

72614/5 were noted in the yard at RTC, Derby on 17th May. Cl.508: 64649/92, 64712 have been deleted from the NR computer. 64692 (201) was cut up by Raxstar at Eastleigh Works in May. 64661/4/9, 64704/7 are earmarked for Departmental conversion, but a proposal to modernise some units for use by London Overground has been abandoned.

London Underground. New: Deliveries of S stock to London Underground have continued.

Bombardier, Derby to Old Dalby Test Track: 5th April: Train 84 (21351/2). 12th: Train 85 (21353/4). 19th: Train 86 (21355/6). 26th: Train 87 (21357/8).

Those delivered from Old Dalby test track to Ruislip were: 11th April: Train 73 (21329/30).

16th: Train 74 (21331/2). 25th: Train 78 (21339/40).

From Old Dalby to Neasden (ex-Derby mods) were: 18th April: Train 1 (21003/4).

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GREAT BRITAIN VI - BLACK FIVE

As noted in our report at p.476, non availability of several more powerful locomotives resulted in a p presentation of the train in some of the mo i) 44871 was captured by John Cashen at Dalnacardoch near Druimuachdar summit with 'train 1' - the 10.04 Edinburgh to Inverness leg on 25th April. ii) Ian Pilkington caught Black Fives 44871 and 45407 double-heading the Cardiff-Preston leg north of Craven Arms on 22nd April.

ES TRIUMPH OVER ADVERSITY

pair of Black Fives powering most legs of the “The Great Britain VI” rail tour. This is reflected in this ore scenic locations embraced by the tour. iii) Two days later on 27th April John Cashen was near Slochd summit on the Highland line as 44871+ 45407 crossed Findhorn viaduct with 'train 1' returning as the 11.06 Inverness-Edinburgh. iv) Finally, on 24th April, 60009 Union of South Africa approaches the Forth Bridge with Inverkeithing as a backdrop working the Aberdeen to Edinburgh Waverley leg.

From Bombardier, Derby to Neasden, ex-mods and conversion to standard: 30th April: Train 57 (ex-PP1) (21001/2).

From Ruislip to Neasden/Wembley Park sidings: 2nd April: Train 75 (21333/4). 15th: Train 73 (21329/30). 22nd: Train 74 (21331/2). 29th: Train 78 (21339/40).

From Neasden to Hammersmith: 3rd April: Train 71 (21325/6). 9th: Train 69 (21321/2). 16th: Train 75 (21333/4). 18th: Train 73 (21329/30).

To service, Hammersmith & City Line: 4th April: Train 71 (21325/6). 10th: Train 69 (21321/2).

19th: Train 73 (21329/30), Train 75 (21333/4).

Withdrawn: C Stock units 5528/88, 5701 were withdrawn on 26th April and moved from Hammersmith to Acton Works that day.

Modified: The programme of Central Line unit mods has continued. Now with both ends replaced: cars 91005/67/71/91, 91105/23/43, 91275/7, 93038, 93136/64, 93200, 93424. Body ends replaced, both ends of the A car or shunting end only: 91033/63/5, 91109/27/9/41/71, 91207/11/79, 91319, 93102, 93450.

Miscellaneous Stock: Locomotive L23 was returned from Acton Works to Ruislip by road after mods on 29th April, when L51 replaced it there.

U RBAN & IRISH RAILWAYS DLR. Over the weekend of 11th/12th May track repairs and platform maintenance suspended services between Stratford and Poplar. The replacement bus service ran from Stratford to Canary Wharf not calling at Poplar. Similar work also including signal maintenance suspended services on 8th/9th June between Westferry/Poplar and Island Gardens. Work is progressing on the new Pudding Mill Lane station and approach bridges. The station is expected to open in April 2014. West India Quay to the Lewisham direction trains are using the avoiding line now on a regular basis until 21.00.

From 1st July, for a trial six-month period, bicycles will be allowed on trains in the off peak.

For a lengthy period these have been refused on safety grounds.

LUL. A third stairway and larger booking hall have been opened at Paddington H&C as a joint project between LU and Crossrail. Work is scheduled to finish next year including lifts to the platforms and more ticket machines.

As scheduled, Edgware Road (Bakerloo) closed on 25th May for lift work. Posters are displayed advising potential passengers to replan their journeys. By 28th all station signs had been covered with “station closed” overlays when seen from a non stop passing train.

TfL is to sell its long standing HQ at 55 Broadway and move to an office block on the south bank instead of moving to the Shard as planned in 2000. The Broadway building is likely to be converted into flats and the proceeds to TfL are likely to be about £120m.

The Bakerloo Line on 17th May had services suspended during the morning owing to a signalling fault at Queens Park.

West Kensington (District) and Barons Court (Piccadilly) to Northfields, Richmond, Ealing Broadway and Rayners Lane were closed on 18th/19th for track replacement and drainage work at Hammersmith. TfL has awarded a contract to Becthel Ltd. for the £36m refurbishment of Vauxhall station, to start in 2014. Included in the work is a new lift from the ticket hall to the platforms which, with the 470

existing lift from the bus station to the hall, will give step free access to the Victoria Line. As NR has almost completed its station upgrade including new lifts already in operation, a fully accessible interchange between rail, bus and tube will be created. A new London area map dated May 2013 has appeared on some station poster boards. The main changes are W&C is open until 00.30 M-S but remains closed on Sundays and bank holidays: Edgware Road (Bakerloo) is closed until late December. No lifts available at Hammersmith (District and Piccadilly) from 12th May to late December and the use of the avoiding line at West India Quay (see DLR above). On 20th May and 3rd June a C stock decommissioning path was used to transfer six cars on each date from Neasden depot to Northwood 22 siding. Departure was at 12.07, reversing in Watford 24 siding 12.45/53, arriving Northwood at 13.03 to shunt to the siding for loading on to road transport for scrapping.

As part of the Tube 150 events two specials ran on Friday, 24th May. During the midday off peak a “schools special” (train 746) involved Met. No.1+4TC set plus Jubilee Coach 353, Sarah Siddons and a Cl.20 (number not reported) but probably 20189 as it was also used on trips on 25th-27th, see below.

This departed Ruislip depot at 12.50 ECS, picked up passengers at Harrow-on-the-Hill departing at 14.00 to Amersham. After reversing in No.34 road ECS, passengers rejoined to depart at 15.10 to return to Harrow-on-the-Hill to detrain at 15.36 then ECS to Neasden depot arriving 16.00.

A ‘Staff Run’ departed Neasden depot at 18.41 ECS picking up at Wembley Park to depart at 18.54. Passengers alighted at Amersham at 19.25 to allow the train to use No.34 road again before departing with passengers at 20.10 back to Harrow-on-the-Hill at 20.37. The train then ran ECS to Ruislip depot arriving at 21.20. Some minor alterations to timings of scheduled services were necessary for pathing reasons. Over the spring bank holiday period, 25th to 27th, a “Steam Returns to the Metropolitan” series of trains ran. The first and third consisted on the

Saturday of 2-6-2T 5521 (in LT maroon livery as L150) and the second used Met. No. 1, pannier 9466 and Sarah Siddons. During the day Met. No.1 retired hurt with a cracked white metal big end bearing and took no further part in the proceedings. Therefore on Sunday and Monday 5521 worked train 1 and 9466 was on train 2.

20189 was on the rear on all trips. 20142+20227 ran to Amersham in the mornings but remained in a siding all day. Train 750 departed Ruislip depot at 08.35, running ECS to Amersham via Harrow-on-the-Hill, arriving at 10.01 and shunting to No.34 road. Train 746 departed Ruislip depot at 09.05 as ECS to Wembley Park for passengers to board, departing at 10.28 to Amersham arriving 11.01 for passengers to alight. After reversal and shunting via No.34 road it departed Amersham at 12.08 with passengers for a round trip to Harrow-on-theHill arriving back at 13.12 then shunting empty to the north siding and No.34 road. It departed as a passenger train again at 14.38 for another round trip to Harrow, arriving back at 15.42, then an empty shunt as before. After passengers had joined at Amersham it departed at 17.08 to Harrow arriving at 17.38, then ECS to Ruislip depot arriving 18.30. Train 750 then emerged from No. 34 road to depart as a passenger train at 17.38 to Harrow arriving 18.08, then ECS to Ruislip depot arriving 19.00. On the Sunday train 771, a rusty rail working from Neasden depot at 16.14 via Amersham to Neasden depot, could not run.

In March a plaque for Harry Beck, designer of the iconic Underground map, was unveiled at his birthplace, 14 Wesley Road, Leyton. It is written using the Underground sans-serif font.

Edinburgh. On 6th April years of road, utility and tram track works, starting in 2008, came to an end in St. Andrew Square. Other trouble spots at Haymarket station and Shandwick Place were on target to be finished by June whilst York Place, is on course to be finished by the end of the year. It is expected that all tram-related work in Edinburgh streets will be completed by September.

Manchester. 3067 was delivered on 20th April and 2002 withdrawn on 24th. Trial running to East Didsbury started on 22nd with 3059/61 seen in use. 3055 was on test on the Bury line on 24th, entering service late that afternoon. On 5th May the line between Timperley and Altrincham was closed until 09.00 and no services ran from Droylsden to Piccadilly Gardens all day. All Bury trams ran direct to Altrincham and Eccles services terminated at Victoria. On 11th/12th no services ran on the Bury line while the outbound track was relaid between Abraham Moss and Crumpsall and, on the latter day, none from Central Park to Victoria. Rochdale railway station was closed until 15.00 with buses from there to Newbold.

The Mosley Street stop, only used in the southbound direction, finally closed on 18th. The extension from St.Werburgh`s Road to East Didsbury opened on 23rd with stops at Withington, Burton Road, West Didsbury, Didsbury Village and East Didsbury. The track is on the bed of the former MR route between Chorlton Jct. and Cheadle Heath, a line which closed in May 1969. There is a 300 space P&R carpark just off the A34 at East Didsbury which was well used on the opening day. Services run through to Oldham and Rochdale railway station.

The new order on the Hammersmith & City Line. An almost new S7 Stock train with DM21325 leading arrives Martyn Hilbert at Westbourne Park with a Hammersmith-Kings Cross service on 20th April.

471

Nottingham. The tramway bridge is now in position across the station. Some off street track has been laid in The Greenway in Chilwell, also at the P&R site off Toton Lane. Wilford toll bridge, where the Clifton line will cross the river Trent is being widened and the approaches altered.

Sheffield. On 12th May extra early morning trams were provided from Middlewood, Halfway and Meadowhall to Arena/Don Valley Stadium for the Sheffield Half Marathon. Tram 125 was noted in Nunnery depot on 17th being underfloor refreshed. Further to June RO p.400 the SYPTE and Stagecoach Supertram are to fund a replacement rail programme covering the next five years at a cost of £32m. SYPTE has submitted a bid for a £5m contribution to the DfT’s Local Pinch Point Fund. The first phase started 1st July on a section between the Spring Lane and Park Grange Croft stops taking 12 weeks. Trams will terminate at Spring Lane and Sheffield station/Hallam University with

replacement buses between them. Tata will supply new rails made of a harder-wearing steel as the existing rails have not achieved their expected 30-year life.

Tyne & Wear. From the end of April the Metro refuge sidings on the north to west curve at Benton were taken out of use and lifted. The land has been sold for housing. The crossover remains to reverse the rush hour trains from Benton to Pelaw. Units 4054/62/73/9 returned from Wabtec during April/May. 4062, the last to arrive, was on commissioning trials during w/c 27th May. Currently at Wabtec are 4006/17/30/1 The three wire/battery shunting locomotives are being registered with NR. As they are DC locomotives it has been suggested that they should follow Cl.77 and become Cl.78!

Thanks to Bill Turvill, John Henderson, Stuart Hicks, Alan Quayle, Robert Darsley, Robert Davidson, Enid Vincent, Geoff Brockett and Richard Coulthurst.

Peter Robinson

P RESERVATION & OTHER RAILWAYS General. Many BBC news programmes carried an item on 27th May concerning a shortage of coal suitable for use for firing steam engines following the closure of Daw Mill colliery and the financial demise of Scottish Coal. A presenter who was at Tyseley advised that they had only sufficient coal for three more mainline trips and unless suitable alternative supplies could be found then ‘that would be the end for steam’.

The latter statement appeared a little dramatic but it would seem that there is now only one UK source of suitable coal, which would struggle to meet the demand, and foreign supplies are considerably more expensive at the present time.

Beamish Museum. The frames have been cut for a replica of 0-4-0WTG Samson built by Lewin in 1874. This was used by the London Lead Co. at its Cornish Hush mine south of Frosterley.

The project is planned to take three years.

Bluebell Railway. A visit was made on 4th May to travel over the newly opened section from East Grinstead to Kingscote. The railway had advised that a through fare from the national network would be available from this date but this appeared not to be available, so payment at the line’s booking office, a portakabin-type building with a very high window making it difficult for shorter people to talk to the clerk, was required.

A discount was given to those arriving by bus at Horsted Keynes or East Grinstead; the railway is currently unwilling to give a similar discount to those arriving by train. Later correspondence with the railway showed that they were surprised at the non-appearance of the through fare, and were in communication with Southern about it.

The 10.45 departure from East Grinstead, was worked by 92212 running tender first with a rake of Mk.1 coaches. The site of the re-excavated 472

cutting was clearly visible, both because vegetation has yet to establish itself on the cutting sides, and because of the amount of rubbish in situ. The new portion of line is thus not yet very scenic. This first southbound train of the day does not call at Kingscote, which was passed at a crawl. West Hoathly station site is clearly visible with grassed-over platforms still extant. Lineside signs show the sites of former ‘northern extremity’ halts used before the line reached Horsted Keynes from Sheffield Park.

These are Bluebell, Holywell, Freshfield and Ketches. At Sheffield Park, the original station building houses the souvenir shop. Refreshment facilities are in a newer building in complementary style. A sign at the north end of platform 1 informs visitors that the Greenwich meridian crosses the railway there. Due to problems with another set of stock, the 12.15 from Sheffield Park left about fifteen minutes late. Two minutes was made up by East Grinstead and the run round procedures there clawed back further time. The 13.15 departure left at about 13.20, and further time had been made up by Horsted Keynes but was lost again waiting for the northbound train, itself delayed at Horsted Keynes earlier. The 13.47 to East Grinstead was worked by SR 2-6-0 1638 and a rake of very well presented and equally well filled Southern Railway vehicles.

A visit on 16th produced a surprise item of motive power for the one train (three round trips) service being operated in the form of 2251 class 0-6-0 3205. Diesel 33101 was in operation on a rubbish train between the scheduled services and recessed at Kingscote.

Bowes Railway. The Heritage Lottery Fund has given a grant of £341,500 to transform the

GWR 5700 class 0-6-0PT 5786 painted in London Transport red livery and numbered L92 leaves Buckfastleigh station on 15th May with the 15.45 service to Totnes Littlehempston. L92 has recently undergone boiler repairs Bob Ellison and overhaul in the workshops at Buckfastleigh.

site into a proper visitor centre and training hub, which includes the renovation of the wagon shop and Blackfell hauler house, along with repairs to the 1904 brakesman’s cabin and bait hut.

Buckinghamshire Railway Centre. As is usual for the first May bank holiday, on 6th, the site was accessible by train from Aylesbury.

0-6-0PT 9466 was running push-pull passenger-carrying trains on the site’s east side, running from the custom-built platform to the southern extremity, then north almost to the platform, back to the south and returning to the platform. In steam but parked in the adjacent yard was SR 2-4-0WT 30585. On the west side some industrial locomotives were taking turns with brake vans or old four-wheeled carriages running from Quainton Road Brill line platform southwards and return.

Brake van rides required an extra payment. The general feel around the site was one of industrial history.

Inside the former Oxford Rewley Road station, rebuilt at Quainton Road, was very different.

Although containing GWR 5080 Defiant and some carriages (on static display) it had the ambience of a shopping centre, reflected in the social groups enjoying it. The Golden Sands Miniature Railway was also operating.

Dunston Staiths, Dunston, Gateshead.

English Heritage has given the Tyne and Wear Monuments Trust a grant to establish the cost and method of restoring these giant staiths.

Restored in the 1980s for the Gateshead Garden Festival, they were severely damaged by vandals whose fire destroyed about one sixth of the world’s largest wooden staith.

East Anglian Railway Museum.

This museum has been given £99,800 from the Heritage Lottery Fund. The project, which will cost in total £114,850, will return features of the 19th century site that were lost during the rationalisation of the 1960s and provide new interpretation facilities. Two new platforms, with period buildings and furniture, adjacent to the heritage centre will provide a backdrop for vintage and veteran coaches to tell their story of passenger traffic in the 19th and early 20th centuries. Cattle pens and loading docks, a coal merchant’s yard, weighbridge and yard cranes will also allow living history events to be staged.

It is hoped the project will be completed by the end of the year.

Ecclesbourne Valley Railway. Collett 0-6-2T 5643 arrived at Wirksworth on 1st May for a three-week visit, with a gauging trip on 2nd. The engine worked most of the Duffield services at weekends and holidays, with the 16.20 departure DMU-worked. The recent platform extension at Duffield allowed introduction of four-coach hauled trains with 5643 using newly refurbished BSK 34625, SK 26157, CK 15849 with saloon 99504. The bank holiday weekend, 4th to 6th, saw 5643 working well filled Duffield services 473

0-4-0ST Jack AB 1871/1925, one of the Granton gasworks locomotives in preservation, on the narrow gauge line Roger Darsley at Beamish. This has both narrow gauge character and industrial atmosphere.

with Barclay 0-4-0STs Henry Ellison and Richard Harrison on the Ravenstor service and operating brake van rides in the station area.

The three services departed simultaneously at 10.20 on 4th from platforms 1, 2 and 3. 5643 left by road on 21st May for the Severn Valley.

Embsay & Bolton Abbey Railway. The locomotive moved from the Abbey Light Railway (see June RO) is Vulcan (RH 198287).

Gloucestershire Warwickshire Railway. On 12th May the timetabled service, with two engines in steam, was operated by ex-GWR 2-8-0 2807 and 2-6-2T 5542, the latter on loan from the South Devon Railway, whilst Hall 7903 was working an “Elegant Excursions” dining special with participants boarding at Winchcombe.

Steam locomotives in the depot were Stanier 8F 8274 (TCCD 45160) and Schools 925 Cheltenham, the latter visible from the narrow gauge line. The shed pilot was 08484 and visible was E6036 with D2182 and 11230 at Winchcombe.

925 visited Cheltenham Racecourse station on 16th. There was a presentation with Cheltenham College, after which the locomotive is named.

Great Central Railway. A gala event was held here at the end of April which, for the first time, allowed public access to the Swithland sidings area. On 27th services were in the hands of visiting LNWR coal tank 1054 and King 6023 along with residents 47406, 48624 and 78019.

Trains were delayed due to the derailment of 46521 at Quorn, with a video of the incident being rapidly posted on You Tube. The two 474

ex-Port of Par 0-4-0STs, Judy and Alfred (now based at Bodmin) were employed on shunting turns at Swithland, with the former also venturing on to the Mountsorrel branch.

0-4-2ST Sir Haydn from the Talyllyn Railway was displayed on a low loader at Quorn.

Great Western Society, Didcot. A gala was held from 4th to 6th May to showcase the railmotor 93 and its newly restored trailer 92.

This combination worked services on the ‘branch line’ on all three days. On the latter two days King 6023 was in action on the main running line with support from 2-6-0 5322, now resplendent in early BR black, which included some doubleheading of the pair. Work is progressing on the development of the additional land between the main site and Didcot station and a new shed, believed to be for the stabling of the railmotor, has been constructed there. It was noted that ticket barriers have been installed at the entrance to the subway at Didcot station. It is not clear how those wishing to visit the GWS site will get through these when they are operational.

Locomotivemotion, Shildon. Repainting of A4 60010 Dominion of Canada into garter blue and numbered 4489 was complete by 17th May when it was displayed in the yard here alongside 6229 Duchess of Hamilton.

Lynton & Barnstaple Railway. A visit here on 7th May found the service provided by the Thorpe four-car set as the new heritage carriages were not entering service until 10th. Although the timetable promised steam traction, Hunslet 0-4-0 diesel Heddon Hall was in use and an

apology for the non-availability of steam was prominent at the entrance. The new heritage coaches were in the shed and looked ready for service and indeed according to the website they were out on test the previous week. The current service is from Woody Bay station to Killington Lane, the last extension having opened in May 2006.

Mid-Hants Railway. In use on 27th May were 850 Lord Nelson and Stanier 5MT 45379. Noted at Ropley was 34051 Winston Churchill along with D6836, the latter being in green ex its former guise as 37905. On loan 08377 was seen at Alresford.

North Gloucestershire Railway. This 2ft. gauge line was operating a diesel service on 12th May using 4wDM Yard No A497 (HE 6647/67).

The shed contained 0-4-2T Chaka’s Kraal No.6 (HE 2075/40) stripped down to the frames, 0-8-0T 1091 (Hen 15968/18), recent arrival in ex-works condition 0-8-0T 15 (Hen 14968/17), 0-4-0WT 7 Justine (Jung 939/06) and four diesel locomotives.

North Yorkshire Moors Railway. A 40th anniversary gala was held here from 3rd to 12th May, the highlight of which was the recreation of the opening train headed by Lambton tank 29 and K1 62005, the latter standing in for J27 2392 which is currently under overhaul. On 3rd 825, 60007, 62005, 75029 and D5061 were seen in action, whilst on 4th 44871, 45407, B1 61306 Mayflower and J72 69023 were also noted, the latter working Grosmont-Goathland shuttles with ex-NER saloon 21661. On both days B1 61264 was running as 61002 Impala, going to Whitby on 3rd and Battersby on 4th. On 9th 37518 with 44871 and 62005 left for Carlisle en route to Fort William. This is the unidentified Cl.37 referred to in the May RO. A visit on 11th May found D7628 in action with 45407 working Whitby-Battersby duties. On 14th the 09.00 train from Pickering was 20 minutes late leaving Pickering so D5061 was left on the front and 45407 connected on the back so that no run round was necessary at Whitby.

61306 and 69023 had also departed with the latter going to the Wensleydale Railway. It was also booked to appear at the Derwent Valley Railway in June. 61264 was still in the guise of 61002 at the end of the month.

The firebox of the Q6 has now been replaced at Crewe and an area of copper about 2ft. long and the length of the firebox has been cut out and replaced immediately above the foundation ring.

The steel plate of the outer firebox has been replaced. NELPG members agreed to £80,000 being spent on the work which it is hoped will cover a new 10-year boiler certificate. It is planned that the engine will return to Grosmont in July.

The new lefthand valve liners for 60007, supplied by a previously reliable source, were discovered

to have a fault in the machining. The company supplying the liners admitted an error and made new ones. It took two weeks for the assembly before fitting, nearly four weeks for fitting and resetting the valve gear and timing and a week for steaming and running in to prove the engine and renew its certificate.

South Tynedale Railway. While the flood damage to the embankment at Alston has been patched, proper repairs will take many thousands of pounds so an appeal fund has been opened.

Meanwhile progress continues towards Slaggyford, the intended final terminus. As a tribute to the STR perseverance, they have been given a strip of land in the bay platform at Haltwhistle, the junction of the original line, in a recent sale of surplus land in the station area.

To relay the line over its whole length there would be at least one viaduct to rebuild to achieve it.

Swindon & Cricklade Railway. A driver experience course was booked to be enjoyed here on 5th May. However, on turning up at the allotted time (14.00) the participant was told that the course was starting in three hours’ time.

The experience administrator was reluctant to accept that her letter stated that courses ran every two hours from 10.00 to 16.00. An alternative date was set for an evening later in May. Strathspey Railway. During a visit on 4th May Ivatt 2MT 46512 E. V Cooper, Engineer and a Cl.117 DMU comprising Sc51402+Sc51367 were operating a two-train special timetable. Caley 828 was unserviceable in Aviemore shed whilst 4-6-0 LMS 5025 was dismantled with the boiler away at Ian Riley Engineering. Construction of a new tender and turning of the locomotives wheels are also being carried out at Bury. The WEC Watkinson Trust has raised £329,000 to restore the engine, the oldest surviving Black Five, and is appealing for donations towards the final £25,000 needed for the restoration to be completed. The plan is for it to enter service in 2015.

Weardale Railway. Press reports state that BARS has suspended all heritage train operations on this line to concentrate on running special trains from the national network and dining services. On 14th/15th May A4 60009 became the first member of the class to visit Stanhope when it was stabled overnight with the ECS of the “Cathedrals Explorer” rail tour, although 60015 Quicksilver did get as far as Crook in February 1954 with a football excursion.

Coal traffic from the branch continues with 66848 being noted at Wolsingham on 17th.

Thanks to Bob Barby, Ian Cotter, Phil Deaves, Mike Green, Martin Haywood, Andrew Lait, David Sills, David Tyreman, Richard Whitbread.

Paul Chancellor 475

THE GREAT BRITAIN VI RAIL TOUR This now annual rail tour took place between 20th and 28th April starting at London Victoria with BB 34067 Tangmere working to Exeter where Stanier 5MTs 44871+45407 took over for most of the rest of the tour, with the two Class 5s initially going forward from Exeter to Par. The tour had originally been scheduled to run through to Newquay but a suitable path could not be found. This was the first of many appearances of one or both of these engines at the head of the train, which saw them clock up over 2,300 miles either heading the trains or in positioning moves over a sixteen-day period.

This was due to them standing in for unavailable rostered engines which included 46115 Scots Guardsman, 46233 Duchess of Sutherland, 60007 Sir Nigel Gresley and 70013 Oliver Cromwell. On 21st they restarted the train from Newquay working through to Bristol with arrival at 17.02 with Tangmere going forward to Cardiff via Gloucester at 17.40, before the pair started their epic journey through the next week which would see 45407 reach Kyle of Lochalsh.

Having been serviced at Bristol the Black Fives ran light at 06.00 on 22nd to Cardiff and worked the train throughout to Preston via the Central Wales line before, on the following day, deputising for the original intended locomotive, 46233 and its unavailable substitute, 46115, working from Preston to Edinburgh via Carstairs. The 24th saw 45407 heading for Aberdeen on a turn that should have been handled by 60009 Union of South Africa but this could not be turned at Aberdeen so it was used for the southbound leg only from the Granite City back to Edinburgh. This was the first visit of an A4 to Aberdeen for some twenty years.

44871 headed for Thornton Junction on 25th where the train divided, one portion going forward to Inverness with the Class 5 with the other travelling over to Fort William behind 61994 The Great Marquess. On 26th 45407, which had run light to Inverness, took the first portion on a return trip to Kyle of Lochalsh, whilst The Great Marquess did likewise with the second portion between Fort William and Mallaig. The 27th saw 44871+45407 return the first portion from Inverness and 61994 the second portion from Fort William, both trains terminating in Edinburgh.

The final day found the two portions combined again with Union of South Africa working as far as York (a duty originally allocated to 60007) and A4 4464 Bittern taking over to Kings Cross where the arrival was some twenty minutes ahead of schedule. The stock comprised 99371, 99128, 99316, 3093, 3136, 99127, Pullman Emerald, 99712, 99125, 99121, 99723 and this was noted on 29th leaving Crewe at 18.19 with 33029+33207 whilst returning from Southall to Carnforth. Thanks are due to all concerned with the tour and especially to the support crews of the Black Fives which must certainly have had a very long and tiring time.

John Cashen / Mike Stone

I NTERNATIONAL NEWS Australia. After just 25 years service the monorail in Sydney was due to close on 30th June. Once seen as the future of urban travel, the monorail has fallen out of fashion and plans to integrate it with regional travel and light rail systems did not happen. In March 2012 the New South Wales government bought it and announced plans to dismantle it to make way for a mass development of the Darling Harbour area.

Now trams are seen as the answer to Sydney’s public transport needs by means of a $1.6billion scheme to serve a 12km stretch of the city from Circular Quay to Moore Park with branches serving Randwick and Kingsford via NSW University. Work on a 5.6km Inner West extension of this route from Lilyfield to Dulwich Hill is to be completed in 2014. A website has been set up for people to post their picture memories of the monorail so that the images can be archived to create a permanent record of the system.

Austria. Another stage was reached on 2nd April in the project to provide four tracks on the Westbahn between Vienna and Linz with the opening of the 16.7km Ybbs-Amstetten HSL. The line closes the gap between the Linz-Amstetten and Ybbs-St. Polten-Vienna HSLs. The new alignment includes the 2.2km Burgstaller tunnel which passes beneath the existing line. This is necessary as the HSL west of Amstetten runs to 476

the north of the existing line while east of Ybbs it runs to the south. The new line is designed for 250km/h, although initially trains will run at no more than 200km/h.

Blindenmart and Neumarkt/Ybbs stations have been completely rebuilt and the old alignment has been closed for upgrading, to be completed in 2015. This leaves just the eastern end of Amstetten station to be rebuilt and with this completed in 2016 the entire Vienna-Linz line will be four tracks with two high speed and two conventional tracks.

Canada. A vintage diesel-hauled tourist train service has been introduced on a former freight line from Quebec via Montmorency Falls and Baie-Saint-Paul to La Malbaie. At one point the line follows a ledge of rock between forested hills and the shore of the St. Lawrence River while lunch is served to pass away the three-hour journey. Another meal is served on the return journey.

China. China Northern Jinan has entered the European Union wagon market for the first time with an order received in June 2011 for 40 type Zags liquid petroleum gas (LPG) and ammonia tank wagons from the French leasing company Atir-Rail. The first was rolled out of the factory on 28th April. These are thought to be the first Chinese wagons for the European market since vehicles were supplied to Albania in the 1960s.

Class 130 Alvia Talgo (Talgo class 250) at Barcelona França on 20th April 2013.

The dual voltage/ dual gauge locomotives are known as ‘patitas’ (ducklings)becaus e of the shape of their noses.

Roger Darsley

Denmark. The Limfjorden bridge re-opened on 29th April, more than a year after it was hit by a container ship on 28th March 2012, cutting off the northern part of the Danish rail network (see pp.411/587, 2012 RO). A new lifting section has been installed, replacing the damaged section.

Welding problems delayed the re-opening, originally planned for November 2012.

France.

Work is in hand on the future Brittany-Loire Valley HSL known as the BPL. This is part of a project to extend the existing HSL from Paris to Le Mans. When completed it will reduce the journey time between Paris and Rennes to less than 90 minutes. Commencing 4th May for a short period Eurostar ran a SO through train from St. Pancras International to Lyon (Part Dieu), Avignon and Aix-en-Provence.

On the first day a member travelled to/from Lyon departing London at 07.17 with units 3217+ 3218 as train 9085, calling also at Ashford International from where the train departed well loaded. Crew stops were made at Lille Europe and Marne Le Vallé before arrival in Lyon at 12.56 (local time). The return service started at 17.39 running nonstop to Marne Le Vallé for a crew change and then to Lille Europe where all passengers and luggage were required to leave the train for British customs, passports and security checks. Whilst this was happening the units returned ECS to Paris and 3209+3210 formed the train to London, retaining the original train number 9086. Arrival at Lille was at 20.37 and departure at 21.56 (both local time).

After a brief halt before entering the Channel Tunnel, Ashford was reached at 22.00 and St Pancras at 22.30, a few minutes early. This was a long and interesting day but off-putting at Lille, especially for those passengers with luggage. The return train was not heavily loaded but one could imagine the chaos and delay at Lille with a full train.

It should be noted that the UK

government has ruled out any provision of Border Force immigration checks at any EU stations other than the existing ones of Paris Gare du Nord, Brussels Midi, Lille Europe and Calais-Fréthun. So passengers boarding at Lyon for instance had to go though the performance described above at Lille Europe. Any new operator such as DB running trains from, say, Cologne will have to include a stop at Brussels or Lille for UK immigration controls. This maybe a reason why Eurostar is reluctant to extend regular services to say, Amsterdam, or any other EU destinations as the through journey time will be even more uncompetitive against airlines.

Jordan. The single track is still in situ from the Syrian border to Aqaba, part of the original line from Damascus to Mecca. A group visiting the area recently was not allowed into Syria but they did not really want to go anyway! The freight only service runs twice a day from the Al Hasa mines, where three are rail-connected, to Aqaba, a distance of 295km. The timetable appeared flexible but one southbound train ran in the early morning and another in the evening. 23 GCE diesel locomotives of Cl. U17/18/20 and Cl. C24 are used with 212 wagons to transport about two million tons of phosphate a year to a ship loading point on the Red Sea. Each train is doubleheaded with an average of 24 wagons. The track gauge is 1,050mm.

Spain. A return rail journey from London to Barcelona was made in April using Eurostar to Paris and the Elipsos Tren Hotel train from Gare d’Austerlitz to Barcelona França with all journeys to within five minutes of schedule.

Eurostar trains are looking tired particularly with their grey interiors and the waiting areas at Gare du Nord need a revamp. The Gare d’Austerlitz is having a major rebuild and is underused with only three or four departures an hour. On Elipsos, jointly run by RENFE and 477

SNCF, the Grand Class is recommended for the full hotel experience, though other classes are available. The construction of standard gauge AVE routes with links to the TGV is having an effect on the Elipsos routes so that the Madrid-Lisbon and Lisbon-Hendaye routes were withdrawn some years ago and the BarcelonaMilan/Zürich trains disappeared from the timetable after December 2012, leaving only Paris-Madrid/Barcelona. The trains use Talgo (Tren Articulado Ligero Goicoechea Oriol) articulated coaches with gauge-changing axles and a power generating van with haulage by SNCF BB7200 locomotives in France and RENFE Cl. 252 in Spain. The AVE/TGV HSL from Figueres to Perpignan opened on 19th December 2010 (see p.52, January RO) and the AVE onwards to Barcelona on 7th January 2013 (see p.129, February RO).

The major construction project in Barcelona at present is the new La Sangreva station, due to open in 2016. The rail experience was comfortable with smooth running but, in Spain especially, was spoilt by graffiti on some rolling stock.

Work started on 13th July 2005 to bore a new twin-track tunnel, the Pajares base tunnel, between La Robla and Pola de Lena on a new alignment to avoid the steep gradients on the existing route. The new alignment is 49.7 km long of which 25km are in the base tunnel. The eastern bore broke through on 1st October 2008 and work is still in progress on the other bore.

During a site visit on 17th May the Secretary of State for Infrastructure announced that the tunnel will open with 1,668mm track using sleepers enabling subsequent conversion to 1,435mm gauge, as well as electrification at 25kV AC. This will be necessary as it will eventually connect with the HSL currently under construction between Valladolid and León. In the meantime freight traffic, currently averaging 182 trains per week on the León-Oviedo route, will be

diverted through the base tunnel when opened.

Eventually a Madrid-Oviedo journey time of about three hours 15 minutes will be achieved.

Sri Lanka. After a 23-year stoppage since June 1990 due to the civil war, which caused extensive damage to the lines from Madawachchi to Talaimannar and Kankesanturai, the northern railway partly re-opened on 14th May. The initial section is the 43km stretch from Madawachchi to Madhu Road on the Talaimannar line. The reconstruction is being carried out by an Indian company, financed by a loan from the Indian government. A fleet of six DMUs will be acquired.

USA. On 13th May the first of 70 Cl. ACS-7 electric locomotives, also known as Amtrak Cities Sprinter, derived from the Vectron range, was rolled out of Siemen’s Sacramento factory. They are intended for use on the North East Corridor (N.E.C.) services between Washington-New YorkBoston at speeds up to 200km/h. They will replace the 35 year-old Cl. AEM-7 locomotives.

The first three will enter service in the autumn after two have been tested at the Transportation Technology Centre at Pueblo, Colorado and one on the N.E.C. Deliveries will then build up to one a month until 2016. A $450m project, funded by the federal high speed rail programme, is designed to increase train speeds from 135mph to 160mph along a 24-mile section of the N.E.C. between Trenton and New Brunswick, N.J. Work includes upgrading track, electrical power, signalling, OHE and also points at the western entrance to New York Penn station to reduce congestion. The full project is to be completed in 2017.

Thanks to Roger Darsley, Bill Turvill, Keith Barrow, Robert Davidson, Martin Haywood and acknowledgements to Railway Gazette International.

Peter Robinson

Line up of trains at Barcelona França on 18th April. From left to right are 450 class double-deck EMU (RENFE livery) 252 class Bo-BoWE; 465 class and 450 class (in Rondiales livery) and 252 class 252-045-0.

The buffer stops were made by Ransomes of Ipswich!

Roger Darsley

The Whys and Wherefores of Diesel Dilemmas Now well established on the society website and found at www.rcts.org.uk/features/diesels/ is ‘Diesel Dilemmas’, the aim of which is to air queries concerning the histories of BR diesel locomotives, and hopefully collate fresh information from members’ contributions of observations.

For those not yet acquainted with ‘Diesel Dilemmas’ this article briefly outlines one of the more fascinating unsolved dilemmas; namely did D6121 and D6122 exchange identities in 1965?

It was brought to my attention that the Cl.21 that was located in Woodham’s Barry scrapyard for twelve years (1968-1980) initially carried numerical identity D6122. However, as the years went by, weathering revealed that the locomotive may have previously been numbered D6121. Does this indicate that it had been the subject of an identity exchange? Examination of various photographs along with other sighting and circumstantial evidence suggests that this could well be the case. The exchange, if it did take place, probably occurred in the summer of 1965.

Fortuitously, early pictures of D6121 and D6122 are evidence of a significant difference in cab design between the two locomotives when built. Much like the Cl.22 D6300s, the early D6100s had the ventilators, often referred to as ‘eyebrows’, above the front cab windows as shown in the accompanying photograph of D6117. D6100-21 had the ‘eyebrows’ and D6122-57 didn’t when built as shown in the picture of D6139. Curiously all pictures taken of D6121 after 1965 show it without ‘eyebrows’ and those taken of D6122 show it with ‘eyebrows’. Intriguing!

So what do we know so far about the two locomotives in 1965? Observations submitted to the diesel dilemma website by members show D6122 being at Inverurie Works from at least 16th April until 6th June. By 31st July it is reported as back in use having been observed at Edinburgh Waverley. D6121 is reported as being at St. Rollox Works by 22nd May having been previously stored, and rarely observed, in a carriage shed described as being between the “works and shed” since at least 4th October 1964. It was then observed in the works paint shop on 5th June 1965. By 2nd September it had reached Inverurie Works were it was rebuilt as a Cl.29 and re-entered service in the spring of 1966. If all these facts are correct, and there is no reason to believe that they are not, it does appear odd that a locomotive that appears to have been through works at St. Rollox would then go almost immediately to Inverurie for rebuilding.

This has led to a possible, but not yet proven, explanation that when D6121 was designated for conversion to a Cl.29 it was not realised that it was being overhauled at St. Rollox. D6122 was thus substituted for D6121 and rather than alter all the paperwork an ‘off the record’ renumbering took place with the two locomotives exchanginging identities. If this was the case then the exchange must have taken place between the middle of June and the middle of July 1965.

An alternative scenario put forward by one of our contributors to the dilemma is based on the belief that in early 1963, at the same time as D6123 was the first Cl.21 converted to Cl.29, D6122 was also overhauled and had its MAN engine uprated. The two locomotives were then used for comparative trials. It is known that in May 1963 D6122 did not have ‘eyebrows’ suggesting that an identity exchange had not taken place then. The suggestion posed is that the overhauled/uprated D6122 was a disaster despite the expenditure and it would be embarrassing to admit this and then spend even more money converting it to a Cl.29. Thus, to save face, the D6122 identity was transferred to also uprated D6121 which had not had the same expenditure lavished on it. The troublesome D6122 then became D6121 which was then selected for conversion to a Cl.29.

Certainly very fascinating but so far still speculation based around observations. It is hoped though that further photographs of the locomotives taken in 1965 might appear along with further sightings. These would certainly help greatly in confirming an identify exchange did take place even if the true reason for it taking place remains a mystery.

If you have not already had a browse through ‘Diesel Dilemmas’, please do so. Your one seemingly insignificant sighting might be the vital clue! And if you have any photographs of D6121 and D6122 from 1965 onwards or observations of these two locomotives then please get in touch and or submit your observations via the website as you might help resolve this diesel dilemma.

Peter Hall

479

FRENCH HIGH SPEED RAIL and the TGV PART 1

by Michael Bunn

In two editions of the 2006 Railway Observer I described the first 25 years of the TGV in service on the Paris Sud Est (PSE) high speed route from the Gare de Lyon towards the South of France. Consequently, in describing a brief history of the development of the whole French TGV network I will only refer to the basic facts of the PSE line in chronological order.

The gas turbine-powered TGV train, designed and developed by SNCF engineers and Alsthom, appeared in the early 1970s. In 1973 a dramatic rise in the price of oil, following the Arab-Israeli war, saw the project abandoned with emphasis switched to electric traction. The prototype electric TGV was unveiled to the press in 1976 at Alsthom’s Belfort works. The unit was built from components supplied entirely by French manufacturers or companies with factories situated within France. Railway household names such as Jeumont Schneider (transformers), Oerlikon (motors), Faiveley (pantographs), De Dietrich (intermediate coaches) and Creusot (wheels).

Alsthom has been the main contractor for the assembly of all TGV units built to date. Power cars being assembled at Alsthom Belfort and the articulated coaching sets at their Aytré, La Rochelle factory. The first TGVs were designed to operate under 1.5kV and 25kV power supplies, later triple and quadruple voltage units would be introduced to enable services to cross borders into the adjoining countries of Belgium, Germany, Switzerland etc. on both dedicated high speed lines and ‘classic’ routes.

Later in 1976 the Declaration d’Utilité Publique (rather like an Act of Parliament) was granted, by the French Government, to build the Ligne à Grande Vitesse (LGV-PSE) route from Paris to Lyon and the go ahead to build a fleet of 109 TGV PSE sets (units 01-102 & 110–118 triple voltage). A striking orange livery was chosen for the new trains.

The first stage of the LGV-PSE was opened for public service on 27th September 1981 between Vergigny, near St Florentin and Sathonay, north of Lyon, with TGVs operating at a maximum speed of 270kmh. The second stage opened two years later, adding a further 116km of high-speed line between Vergigny and Lieusaint (south of Villeneuve-St Georges) and bringing the LGV-PSE to within 22km of the Gare de Lyon station in Paris. The later opening date for this section enabled the A5 autoroute to be constructed at the same time. The major interchange station of Lyon Part Dieu opened the same year. 1989 saw the 100th million passenger carried by the TGV on the PSE line with rail at last beginning to claw back business from air travel.

During the 1980s, the SNCF and French Government had originally intended that the LGV Nord would be the second high speed line but at that time no agreement, with the British Government, to build the Channel Tunnel could be reached so they turned their attention to the LGV 2 Atlantique (LGV-A).

This was also to be built in two stages, the first from Paris-Montparnasse to Connerré, near Le Mans opening in 1990 and the second stage from Courtalain Junction to St Pierre-des-Corps on the outskirts of Tours opened in 1991. TGV units would use the LGV-A, then continue over classic lines to Brittany and the west of France.

The construction of LGV-A was to be more challenging for the engineers than the PSE line, five tunnels were needed, notably at Villejuste and Vouvray. Elsewhere it would traverse a fairly flat landscape enabling its construction with a ruling gradient of 2.5% and minimum radius curves of 4,200m. The line was to penetrate the more prosperous suburbs of south western Paris, so environmental consideration was to be of paramount importance. The terminus at Paris Montparnasse, having been rebuilt and re-sited in the 1960s, would see further extension and alteration to receive the TGV. The route chosen for the new high speed line out of Paris was to start at Bagneaux, only 4km from Montparnasse, using part of the abandoned Gallardon railway track bed out to Massy, through heavily populated and more affluent areas. This resulted in the LGV-A being built, for the first 25 kilometres, mainly in tunnel, cut and cover and the tunnel Aérien (a tunnel above ground) – where the line is enclosed by concrete sections – known locally as the coulée verte or green corridor. The change of power supply from 1,500V dc to 25KV ac is undertaken in the 827 metre-long tunnel of Sceaux, about 9km from Montparnasse.

At Massy an interchange station, with Paris suburban RER lines B & C, was built in a cut and cover section. This station is only served by a handful of TGV trains emanating from Montparnasse and principally serves inter-regional high speed trains, which were introduced from 1996.

Beyond Massy TGV station LGV-A passes through the line’s most important civil engineering work of the 4,800 metre-long Villejuste single bore tunnels and then alongside the A10 autoroute before traversing the wheat fields of the Centre region, to the south of Chartres. At Courtalain, 130km from Montparnasse, the two branches of LGV-A diverge – the western or Brittany branch towards Le Mans and Rennes and the south western or Aquitaine branch towards Tours and Bordeaux. At Villiers-sur-Loire, a station was built on the south western branch, principally to serve the nearby town of Vendome with about eight trains a day calling in each direction. From a distance, the station appears to be three red roofs without buildings in a similar style to the Buffalo Grill chain of restaurants.

After passing through the 1,496m Vouvray tunnel, the LGV-A crosses three viaducts, the last over the River Loire, before the junction and chord line serving St Pierre des Corps and Tours. The south western branch ends to the 480

35 Years of Trains for Tomorrow While the UK still struggles to get its high speed rail act together, at least four other EU members have invested heavily and successfully in the concept. With a pace of development threatened with eclipse, firstly by major German ‘HSRail’ efforts following re-unification, and more recently massive Spanish investment - now slowed by the current budget crisis - France’s SNCF retains European class leadership, having operated revenue high speed services on an ever expanding network since 1981.

In these two images from Michael Bunn we see - above - one of the original 1978 build of units departing Marseille St. Charles with a train for Paris, whilst below in a general view of Charenton depot, both the original and more recent TGV styles can be seen along with both single and double deck passenger stock, and one of the three TGV Postale sets.

481

south of Tours, where TGVs revert to the classic network. The change of power supply back to 1,500Vdc is undertaken on the Tours avoiding line.

The TVM 300 signalling system would be used allowing a maximum speed of 300km/h.

To serve the LGV-A a new fleet of 105 ten-coach dual voltage TGVs (units 301-405) was built. The new Atlantique units have visually identical power cars to the PSE trains but benefitting from a new generation of electric traction motors. Each TGV-A has only eight 1100 kW motors providing, under 25kV ac, a power to weight ratio of 26.56 hp/tonne compared with 22.46 for the PSE units. The extra power available meant that there was no longer any need to power the first and last bogies of the coaching set thus providing more space for passenger accommodation.

These trains were the first to wear a new livery of blue and silver grey, which became the corporate SNCF colour scheme until 2011.

A new world speed record for rail of 482.4km/h was created in 1989 on the LGV-A; this was surpassed with a new record of 515.3km/h, on 19th May 1990 on the same line.

An intensive service of TGVs operates over the LGV-A. All TGVs use the line to Courtalain Junction where Brittany services take the western branch (opened in 1989), sometimes in multiple with the trains splitting at Le Mans or Rennes. Trains to the Aquitaine region take the south western branch (opened in 1990) at Courtalain with a non-stop service to Bordeaux and a stopping service calling at the four or five intermediate stations en route. At Bordeaux multiple TGVs are often split with services continuing to Arcachon, Hendaye, Pau, Tarbes, Toulouse etc. A number of TGVs cross into Spain to serve Irun.

By the late 1980s the French Government was ready to proceed with construction of the third high speed line – the LGV-N (Nord). Initially, consideration was given to building it in a straight line from Paris to the Channel Tunnel, through western Picardy near to the towns of Amiens and Boulogne. However, this proposal did not make a strong enough financial case in terms of domestic traffic. It made more sense geographically and financially to build it directly north to Lille (thus opening up the possibility of through high speed services to Belgium, Germany and Holland) and then westwards to the Channel Tunnel. No major engineering works, other than a number of viaducts, were required for the construction of LGV-N. From the Gare du Nord in Paris high speed trains use ‘classic’ tracks, upgraded to 160km/h for the first 16km of their journey. Between the Gare du Nord and St. Denis major track alteration was undertaken to avoid conflicting movements, with local and RER trains. At Vemars a triangular junction was constructed to connect with the Interconnexion line due to open in 1994, LGV-N then follows the alignment of the A1 motorway for 130km to the outskirts of Lille, to the Frethin triangular junction. The Paris-Brussels tracks as the ‘main line’ with chord lines on the Paris-Lille and Lille-Brussels routes.

To the west of Lille LGV-N would cross the relatively flat southern Flanders landscape to the Channel Tunnel.

The line opened one year before the Channel Tunnel and its construction brought about the electrification of the local lines from Hazebrouck to Calais and Calais to Boulogne, which are used in part by TGV services from Paris to Boulogne, Calais and St Omer. The entire route from Paris Gare du Nord to the Channel Tunnel is electrified at 25kV ac and uses the more advanced Transmission Voie-Machine TVM 430 signalling system. To operate services between London, Belgium and France the Three Capitals unit (Eurostar), an 18-car version of the TGV, was developed.

Three identically styled stations were built on LGV-N, at Fréthun (about five miles from the centre of Calais), Lille Europe and Haute Picardie. Calais Frethun station has an interchange with the ‘classic’ route from Calais Ville to Boulogne, situated at low level and parallel to the high speed line. In practice there is a far higher usage of the low level station by domestic passengers than those using the international platforms, served by only three Eurostar trains per day, in each direction. Often the SNCF local trains do not even wait for the Eurostar arrivals thus negating the original intention of an interchange there. The SNCF wanted to build the LGV-N to the north of Lille, the capital of northern France, with a park and ride type of station. But due to the campaign led by the Mayor of Lille and local business leaders, the line and Lille Europe station were constructed only 400 metres from the town centre.

Lille Europe station consists of two similar buildings to that at Calais Fréthun with a central linking section, its two island platforms are separated by two central through roads. Non stop trains are required to reduce speed when passing through Lille Europe to avoid creating excess air pressure. Since 1994 (with the opening of the Interconnexion line to the east of Paris) Lille Europe has become the busiest TGV interchange station in France with Eurostar passengers connecting with TGV services. This cannot be said for the third station on LGV-N, that at Haute Picardie. To appease the folk of Amiens, who had missed out on the TGV, this station was built on the high speed line 30km to the east of the town. A connecting coach service from Amiens station to Haute Picardie was (and still is) provided for TGV passengers but for those bound for Paris this actually took considerably longer than the direct ‘classic’ service. With an average of only 15 passengers boarding each train for the French capital, Paris services no longer call at this station. From 1994 only TGVs to provincial destinations would stop here.

Surrounded by fields, TGV Haute Picardie station has acquired the nickname La gare de betteraves (The beetroot station).

Continued in Part 2 when TGV-Duplex arrives and high speed reaches the Med. 482

BRANCH NEWS Bristol.

Local photographer Phil Tanner presented “Trains in the Landscape”on 3rd May. Living in Bath, Phil visited preservation sites within 90 minutes’ travelling time, commencing with S&DJR 7F 53809 at Green Park. The N2 on the River Avon bridge at Bitton, the Bristol Harbour Railway, Midsomer Norton and the Ashton Court miniature railway all followed.

Further railways included the Dean Forest with pannier 9681, Gartell on the ex-S&DR, the Pontypool & Blaenavon, the West Somerset with Flying Scotsman, Bulleid Pacifics at Swanage and, furthest away, the Severn Valley Railway. A lineside return journey between Crianlarich and Mallaig and a brief visit to Oban followed. This was a collection of photographs of superb quality of photographic charters and taken from some quite difficult to reach locations. These unusual viewpoints on this most beautiful line completed an evening of high quality photography.

Chichester. Stephen Bigley made a particularly welcome return in May with "Freight Trains in England", stepping in at short notice when the booked speaker had to postpone until January.

Excluding only the south east, it is no exaggeration to state that Stephen covered the rest of the country comprehensively. Starting in the Cumbrian north west, the tour was a geographical trail that finished in Cornwall. Yet not quite - we were treated to a delightful photographic coda, with some breathtaking panoramic photographs taken on the MR main line via Settle. Apart from main line scenes,

every major centre of freight activity between the north east and the south west was discussed in great detail. The timescale embraced a period from the mid-1970s to the present day, during which time bulk freight operations advanced inexorably.

Freight suffers operational fluctuation with the passage of time, but bulk loads such as coal, iron ore, steel, wood, petrochemicals, gypsum, cement, china clay and stone remain relatively stable.

Stephen’s excellent photography, reinforced by his artistic talent in composing a picture, ensured a formidable show and the icing on the cake was his knowledge, delivered extempore and with the utmost ease.

East Midlands.

Anne-Marie Barclay, Nottingham Express Transit (NET) monitoring officer was our guest speaker on 23rd April. The system is currently being expanded by the building of two new lines. Line Two will go to Clifton and Line Three to Chilwell. Many challenges have presented themselves and no doubt there will be more. Most spectacular is the massive bridge over Nottingham railway station, which is on the alignment of the ex-GCR bridge removed in the 1980s. The station bridge has been slid partly into position and will be moved over the station later this year. Another major bridge was installed at Lenton in February, and we were shown time lapse films of both jobs.

Another bridge, an adaptation of an existing structure, will cross the Trent. Additional trams are being built in Barcelona and delivery will

Replica 190 Lyd with the two original newly restored Lynton & Barnstaple coaches climbing away from Killington Lane in the glorious Exmoor scenery with the 14.30 to Woody Bay on 18th May. Is this just about as authentic on Bernard Mills the narrow gauge as one can get?

An immaculate B1 61306 heads a Carnforth-Hellifield-Preston-Carnforth loaded test train in the Ribble Valley near Ian Pilkington Newsholme on 2nd May 2013.

commence later this year, but none will enter service until thoroughly tested. The original fleet is going through a major refurbishment programme.

The Q&A session produced questions from the quite technical to operating procedures and fares. The opening in 2014 is eagerly awaited.

Furness, Lakes & Lune. Our May meeting at the County Hotel, Carnforth, took the form of a quiz against teams from the Lancashire & North West Branch, the SLS Kendal Branch, and the Friends of Carnforth Station. Noel Machell of the L&NW Branch compiled the questions and provided the slides for ten varied rounds, each of eight questions. Thanks are due to him for the considerable effort he put in to test our grey matter. After a gruelling (for some) but entertaining contest L&NW emerged as comfortable winners, and are to be congratulated on their success.

Hitchin. “East Anglia in the 1980s and 1990s” with John Day on 30th April was another great afternoon’s entertainment. John explained the details of his interest and the equipment used to to obtain the results he presented.

This pre-electrification period to Ipswich and Norwich still had many semaphore signals in use, recalling some wonderful memories. We saw at least 16 locomotive classes plus a variety of DMUs and EMUs, all in a variety of liveries from the common to the unusual. Many of John’s locations are no longer available due to building 484

work or overgrown vegetation, and John told stories about various locations he used to get his shots and how sometimes you need to bend the rules to suit yourself. Definitely not as easy today, with strictly enforced and overpowering regulations! Since electrification diesel traction has worked only freight traffic and seaside specials, but John has continued to make the most of this fascinating area. With the expansion of Felixstowe docks and new freight workings via Peterborough to Nuneaton coming in the near future, you just know John and his camera will still be hard at work.

The Epping & Ongar Railway sent their General Manager Simon Hanney on 8th May to explain the progress the railway, which ran its first train in May 2012, had made since 1994. The return daily workings from its beginnings in 1865 had increased to seven per day to Liverpool Street by the late 1890s. Considerable freight traffic used the line and for some time 5000 large milk churns were transported weekly into London.

The railway was also an important factor in the location of the World War Two airfield at North Weald, providing a short mass transport link from the capital to a major military airfield. Two strange facts about the E∨ the entire LU system mileages are still measured from the buffer stops at Ongar station, and Blake Hall station, closed by LU in 1981, was renowned for being the least used station on the system with just six passengers per day. The operators also

run a vintage bus service between Epping, North Weald and Ongar using old LT buses, and your day ticket entitles you to either train or bus travel or both. The E&OR is well worth a visit from your branch, we visited the railway in 2012 and had a marvellous time.

Colin Briggs came on 28th May to talk about “The North East, the Cradle of Railways and the Hot Bed of Soccer”. Unfortunately we did not get off to a good start when our projector failed before a slide could be shown, however a replacement was collected, although this took around 50 minutes. Colin made the brave decision to talk us through the programme without the aid of any slides to support him, a great effort indeed and still filled with his humour. The rest of the afternoon proceeded as planned, with a good mix of pictures ancient and modern of locomotives and sheds in the north east, many in B&W which still seems to add that extra atmosphere. The football clubs and grounds ranged from the big names of Newcastle United and Sunderland to Spennymoor and Bishop Auckland, producing a really good mix and match enjoyed by an all-male audience.

Merseyside, Chester & North Wales. Five members used the Lancashire Day Ranger on 26th April to cover both the very rural and the inner city parts of the old county. Starting out from Liverpool Central, John Cowlishaw’s itinerary covered Southport, Bolton, Clitheroe, Blackburn, Hebden Bridge, Manchester Victoria and then back to Liverpool Lime Street via either Chat Moss or Wigan. Due to a bridge bash at Pemberton the final journey had to be through St. Helens rather than through Kirkby. Many thanks to John Cowlishaw for devising the trip, but with the regret that last minute work commitments prevented him from enjoying the day.

The change of meeting date did not affect the turnout for our Chester meeting on 29th April when Geoff Morris presented his excellent talk on his 2011 and 2012 visits to New Zealand. The mixed fortunes for rail ownership in recent years have seen an increase in freight operations on both islands and expanding suburban passenger networks in Auckland and Wellington. Passenger workings now seem directed for tourists but, as on the Gisborne line, some are being lost due to severe landslide problems. The praiseworthy work of Ian Welch in restoring steam locomotives for special workings are a welcome feature. The architectural glories of Dunedin station, the Christchurch earthquake damage and the remarkable transformations to ex-BR Mk.2 coaching stock were highlighted.

Only three members braved the horrendous elements of 14th May when the monthly station observation event took place in South Wales.

Rather than base ourselves at either Newport or Cardiff, we explored some of the local lines

including those to and from Rhymney, Penarth and Treherbert. Chatting with some local Pontypridd ladies the group harkened to a tenuous link concerning Sir Tom Jones and his schooldays. The day finished with a Cardiff Central period of observation before returning home in the warm comfort of the Holyhead-bound train hauled by 67001.

Milton Keynes.

Chris Binns, Head of Engineering for the NR Thameslink Programme, gave us a comprehensive description of the project on 2nd May. Financial constraints have ensured work will last until 2018. Earlier completed work involved the opening of the new low level station at St. Pancras International plus lengthening of platforms on the MML out to Bedford and bridge work at Luton.

At Farringdon the Moorgate junction has been removed and a total rebuilding to tie in with the construction of Crossrail has been completed. At Blackfriars the Thameslink and South Eastern lines have been separated along with platform extensions across the Thames bridge, now giving the station a new South Bank entrance/exit. We saw the installation of a new bridge at London Bridge, allowing a similar separation. The complete rebuilding of London Bridge station has started, with the lower level platforms being raised to the level of the through platforms to allow a much larger concourse with better access from the Underground station. The entire roof will be replaced in a style to reflect the nearby Shard building. Together with the changes to trackwork and re-signalling (the local PSB will be taken over by Three Bridges ROC) one can appreciate why the programme is taking so long to complete.

On 6th June branch members visited the now fully operational Rugby SCC. It turned out to be an extremely interesting evening, as 4L92 had failed on the up line at Northampton and a Pendolino was having problems at Rugby at the up fast platform 4. At one stage all platforms at Rugby and Northampton were occupied, the former including a return steam special from Chester to Euston with A4 Union of South Africa which had to cross to platform 2 to await a decision regarding its route to a water stop at Northampton, which was blocked by the failed freight. Eventually it went via the Old Line to meet a water bowser at Wolverton, the first time since the 1990s that steam had worked this way.

Drivers on the parallel M1 must have had a good view of an A4 in full flight!

We were very grateful to the SCC staff for allowing us to share in the evening’s situation as it developed, and to Steve Dexter for showing a video of the new ROC which is to be constructed alongside the SCC to cover the WCML from Euston to Winsford including the West Midlands and Stoke-on-Trent.

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Northampton. We welcomed Brian Ringer on 15th April to complete Part 1 of his “Strictly Freight Only” presentation. He spent his railway career in the freight sector in managerial positions dealing with major clients such as automotive manufacturers and British Steel/ Corus. It was fascinating to hear of the transformation from small freight trains needing much handling and re-marshalling through to today’s fast, slick block trains that the modern economy demands. Brian explained these clients’ requirements of service and facilities and the necessary development of vehicle design and organisation. If the problems of vandalism and theft from new cars in transit had not been mostly solved, the future of the entire operation could have been jeopardised. The design and use of today’s scrap steel vehicle was looked at in detail. In the early days the 16-ton wagons used were often quickly reduced to scrap themselves due to poor handling during loading and unloading. Especially interesting was his description of the various iron ore transits from docks to steel-making plants, starting with Tyne Dock-Consett in steam days and followed by the deep water facility at Hunterston and the massive South Wales Port Talbot operation where hot steel coil at 500 degC was loaded and transported on specially designed wagons.

Our final indoor meeting on 29th April saw Chris Banks present Part 5 of “The A to Z of Engine Sheds”, commencing at G for Gateshead, dirty Pacifics and all! The Mecca of Glasgow started at Corkerhill and progressed to Dawsholm, Eastfield, Kipps, Polmadie, St. Rollox and concluded at the area’s smallest depot at Yoker.

Gloucester (Barnwood) held 0-4-0T 41537 before we went on to the tiny sub-shed at Tewkesbury.

Goodwick and Grangemouth passed en route to O2/2s for working the High Dyke branch.

Greenock (Ladyburn) was formerly a ten-road shed, downsized to five courtesy of the Luftwaffe, and Guildford revealed its unusual semiroundhouse. Then onto H with Hawick and the sub-shed at St. Boswells, Hasland with the roofless roundhouse and freight locomotives in abundance, Heaton Mersey, Helensburgh, Holyhead with Royal Scots and the unnamed Britannia 70047, and the afternoon’s second LB&SCR semi-roundhouse at Horsham. In Hull, Dairycoates had six roundhouses, two straight sheds and a predominance of freight locomotives, Springhead held an A7 brewing up, and Alexandra Dock was shown to be no more than a stabling point. We ended the afternoon at the ex-G&SWR Hurlford, with plenty of Crabs and 2Ps. A splendid afternoon of nostalgic shed bashing!

A party of 13 journeyed by minibus on 13th May for a detailed and guided tour of the East Lancashire Railway at Bury. The locomotive works was impressive, with serious engineering 486

work being undertaken on locomotives including 34046 Braunton, 70000 Britannia and LMS Crab 42765. Much carriage restoration was also being undertaken. The signal box at the south end of Bury (Bolton Street) station controls the entire station area, and the signalling workshop revealed overhauling and manufacturing of a wide variety of equipment. The diesel shed held a Cl.52 and a Cl.35 Hymek, and a Cl.37 and a Deltic were hauling the service trains together with class N2 0-6-2T 1744. Bury Transport Museum, housed in the large ex-Castlecroft goods warehouse, holds a superb display of local interest road vehicles and a marvellous section on the organisation of the warehouse in its heyday. Lunch was taken in the real ale bar on platform 1 where the lamb hotpot (what else?) was a favourite. We then took the steam-hauled trip from Bury southwards around the 1 in 29 curve towards Heywood and then back through the station to Rawtenstall, hauled throughout by 1744. This has to be one of the best ever visits, made all the more enjoyable by our two excellent guides.

North East. On 9th May at Newcastle a very interesting talk and slide show was given by Dennis Fancett, chairman of SENRUG (South East Northumberland Rail Users Group). In the first half Dennis outlined how the group had been very active in endeavouring to persuade the rail companies to improve their services and facilities. Some useful improvements have been achieved, notably at Morpeth and on stopping services on the ECML north of Newcastle. A quarterly newsletter is produced. The second half of the talk described attempts to re-open the Ashington branch, on which significant progress has been made with all the local MPs on board and several high-ranking members of the Government plus Lord Adonis being involved.

Slides of a rail tour which the group ran to Ashington were shown even including a shot of the Royal Train visiting the branch. This was a very interesting evening with a very convincing speaker.

On 16th May Lt. Col. (Retd.) John Young gave a show on the Richmond and Catterick Camp branches. The history of Richmond station was described through its final days of service to its dereliction and use as a garden centre before being restored to its current use as a cinema and high class sales outlet and generally being a credit to all concerned. Shots of the Catterick Camp Military Railway showed its extensive use for passenger and freight traffic, sadly now all gone. Thanks to John for an interesting evening.

Scottish.

News of the death of branch committee member Jeff Hurst on 20th November 2012 after a brave nine-year battle with cancer was received with great sadness. Born in Bournemouth, Jeff’s family moved to Scotland when he was six months old. After school he

The Great Western Society's Didcot site was open on 4th-6th May to celebrate the completion of two major restoration projects, these being the railmotor 93 together with its trailer car, 92, which operated services on the site’s branch line and King 6023 which worked a two-coach set on the' main line'. Seen here on 6th May, the King's appearance will be changed shortly with the fitting of a reduced height safety valve bonnet and chimney to enable it to run on the main line.

Paul Chancellor

joined the office of marine engineers MacTaggart, Scott & Co. in Loanhead near Edinburgh, and more recently moved to the NHS in Edinburgh until retiring earlier last year. Joining the committee in 1996, Jeff made a huge contribution to the running of the branch, dealing with outdoor fixtures and organising and running our sales stand. He constructed an impressive new stand only two years ago, despite his health problems. Jeff was also chairman of the North British Railway Study Group, and the author of the Oakwood Press history of the Glencorse branch, which passed through his home town of Loanhead. Recently he had been working on a history of the Penicuik and Polton branches. A very modest but popular man, the large congregations at the services at Loanhead Parish Church and Moretonhall crematorium included many from the society and the Scottish railway enthusiast fraternity. We extend the greatest sympathy to to his wife Margaret and daughters Jennifer and Lauren and their families in their loss.

Sheffield. As a replacement for our advertised speaker, the late Hugh Ballantyne, Bryan Longbone presented “Doncaster Station - Then and Now” on 22nd April.

Starting with photographs from 1889 showing the then Doncaster Central, a selection of shots followed with pre-Grouping locomotives and detailed

parts of the station up to the LNER rebuilding in 1939/40. The array of notices and adverts combined with the roof awnings to give a rather dull and cluttered environment. The rebuilding added the current platform 1 and existing frontage and entrance building. The methods used would have given the H&SE a field day.

Bryan brought us up to date via LNER Pacifics, Deltics, various DMUs, HSTs and Cl.91s. A thoroughly interesting presentation on a location well known to the audience.

Solent. Martin Hubbard’s May presentation on Ireland revolved around several visits he has made over many years, often on organised trips.

Several features were particularly striking.

Whilst coaching stock seemed to be clean and well maintained, locomotives were often dirty and in need of care. Many terminal stations (such as Cork and Dublin) retained their overall roofs, whilst semaphore signals were more numerous than colour lights - there were even some somersault signals. Such has been the influx of modern diesel units that mid-life DMUs are surplus to needs and older diesel locomotives are set aside for scrap.

South Essex. In May we were treated to “The A1 Story” by Colin Vickridge from Stowmarket.

Technical problems precluded us seeing any images, but Colin gave us a superb talk about the Tornado project and the extensive main line 487

running over the past four and a half years.

Having been involved since 1990, he was keen to stress how two main themes had led to success.

Firstly, a group of professional people who were able to use their skills had been gathered together, and secondly the covenantors had been assembled to provide a very consistent cash flow.

The frames were cut in 1994 at Scunthorpe, the process being started by Dorothy Mather, widow of Arthur Peppercorn. Some parts were made by UK specialist firms and the scheme, once viewed as a complete non-starter by many, became ‘serious’ and attracted many more supporters.

Colin had donated a considerable sum towards the building of the smokebox whilst William Cook had paid for and built the tender at his works in Sheffield. The boiler had to be built at Meiningen, there being no suitable UK facility.

The triumphant first movement in steam took place at Darlington on 1st August 2008, since when 60163 has run 65,000 miles and is now on its third livery.

South Wales/De Cymru. On 8th May we welcomed Karl Jauncey and Dave Richards of PSOV with their review of steam on the main line in 2012. In a little more than 100 minutes we were treated to the most sublime moving images, technically perfect and compositionally excellent, from around the mainland of Great Britain complete with Dave’s anecdotes and pithy comments. We saw at least 11 locomotive classes as we travelled from the north of Scotland down to the south Devon banks with much in between. Highlights included sequences from the cabs of 60009 and 45305 on the Settle & Carlisle.

6201 was seen working the Royal Train, also shown being held at Kemble to await the passing of a DMU! Their knowledge and contacts are amazing, and on many of the workings we were told the names and experience of those driving and firing. Exhaust was sometimes produced to order, but when it was created as a result of climbing a bank such as Shap the sight and sounds were something to behold. Any branch that has not booked a visit is missing something very special.

Surrey. Our AGM on 21st May contained the usual reports but produced some changes to the committee. After 14 years on the committee, the last ten as treasurer, Bob Ellison stood down.

Outgoing chair Alan Norris became treasurer, with Andy Davies taking the chair in addition to his responsibilities for exhibitions and sales.

Peter Bosomworth stayed as secretary while Irene Rabbitts remained as indoor fixtures officer. We are hopeful of a new volunteer to take on outside visits. There was a presentation to Bob, and small gifts as thanks to the two members who always help set up the room for the meeting and do the refreshments. We then enjoyed Adrian Palmer’s “Travels with the LCGB 488

in Eritrea and Madagascar”. Eritrea sadly has no regular passenger services due to major financial constraints, and all operations are steam-hauled largely because there are still stockpiles of coal and several old steam locomotives have been restored to working order.

Adrian then showed photographs of the two railways in Madagascar, both running regular passenger and freight services. Rushing to complete the presentation, it was soon time to close the last meeting of the current indoor season.

Thames Valley. The final meeting of the indoor season was our AGM followed by members’ slides. The business part of the meeting was quite short, with a review of a relatively successful year. There were two changes to the committee with John Hubbard and John Starkey standing down as chairman and treasurer, replaced by David Birkett and Denis Horseman respectively. First to show slides was John Hubbard with a presentation of Cl.37s. He was followed by Phil Darlaston, who showed pictures from Spain, France and Majorca. John Temple was next, with his review of main-line steam, and last was David Evans-Roberts, with pictures of classes 56 and 57. Thanks are due to all the members who contributed to an evening of variety.

Watford. On 7th May Branch Chairman Geoff Plumb treated us to “50 Years Behind The Lens”, a stunning digital presentation of images taken over the last 50 years. As a youngster, and guided by his father Derek (a name well known to the RCTS fraternity), he caught the railway bug very early on. We saw an assortment of cameras that Geoff had used over the years and how his skill as a photographer evolved in both B&W and colour photography.

Geoff’s presentation included scenes from the UK, Europe, Africa, Mexico, China, Java and elsewhere and was enhanced by an entertaining and informative commentary. Many of the earlier images had been digitally cleaned up, whilst not interfering with the subject matter. We were treated to a wide variety of steam, diesel and electric traction often set against panoramic backdrops throughout all seasons of the year. Our thanks go to Geoff for taking so much time and trouble to put together such an excellent show.

On 4th June Milton Keynes Branch Chairman Brian Ringer presented Part 1 of “Strictly Freight Only”, a resume of freight operations over the last 50 years. BR was haemorrhaging money in the 1960s, and Brian pinpointed the faulty business models underlying the operation of freight traffic.

The development of marshalling yards whilst retaining outmoded traffic formation with ancient rolling stock presented a great opportunity, missed at the time, for building a railway for the future. Brian

DAWLISH - GLORIOUS DAWLISH !

Many enthusiasts who grew up in the 1950s will recall the mouthwatering examples of steam glory emanating from both the BR publicity machine and enthusiast photographers depicting Kings and Castles passing along the Dawlish sea wall in glorious sunshine.

In 2013 the traction is distinctly different and arguably much less impressive but the location remains and just occasionally the sun also shines and in these images taken by Bob Ellison on 16th May the weather cooperated.

What in 1955 may have been a Castle duty is now - above - a CrossCountry Cl.221 Voyager , here passing Boat Cove, Dawlish with the 09.25 Plymouth-Aberdeen.

Whilst the drama may have gone, the colour has certainly not with the lower image perhaps providing an extreme example. Our 21st century example of a 1955 stopper is represented by the 08.00 Cardiff Central to Paignton comprised of 150232 in First Great Western Local Lines livery and 153325 in London Midland livery but with First Great Western branding.

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showed the transition from wagonload to block working and the introduction of purpose-built locomotives and rolling stock for a variety of traffic. Coupling this with the renewal of infrastructure, we were graphically shown how the old was supplanted with the new. From his own experiences in various roles Brian provided a wonderful account of the manner in which practices were gradually changed to cope with with the economics of the post-Thatcher era and brought into alignment with the more globalised economy of the 21st century. This was a thoroughly professional presentation delivered with great insight, aplomb and liberally peppered with anecdote and irony, which had a large attended audience enthralled throughout the evening.

West Midlands. Peter Johnson spoke about the Welsh Highland Railway on 18th February. The 25-mile line was part standard and part 2ft. gauge, with mixed gauge at Porthmadog. By 1867 Fairlie locomotives worked the main line, assisted by 0-6-4Ts. The line was in poor condition by 1914, but powers under the Railways Act 1921 allowed refurbishment and re-opening in 1923. Receivership came in 1927, when little slate traffic remained, and coal traffic transferred to road in 1934. After closure in 1937 the assets were requisitioned in 1941. Revival began in 1961 and the Welsh Highland Railway Society purchased the land and assets from the Official Receiver. The Industrial Railway Society donated Russell and a 1995 award from the Millennium Commission allowed CaernarfonDinas to re-open. Work started at Rhyd Ddu in 1997, when an application to re-open the whole line was made. Two Garratt locomotives from South Africa saw the first steam movement in 1997. Opening to Rhyd Ddu came in 2003, the Welsh Association made a £2m grant in 2004 and the first train through the Aberglaslyn pass ran in 2008. In 2009 a ‘golden bolts’ ceremony completed the relaying, allowing the first WHR train to enter Porthmadog and the first through train to operate. Completion came in 2011, the FR’s 175th anniversary.

On 4th March local member David Walker give “A Potpourri of Railway Reminiscences”. David travelled the UK and further afield as an executive in the motor industry, always carrying his camera. Wherever duty called he gravitated to the railway. During the last throes of steam he featured Eastleigh with LNER 3442 newly preserved and Brymbo, with 9610 and 9630, almost the last operational pannier tanks. Early dieselisation featured Basingstoke with D862 in maroon and D6116 at Mallaig, with a former “Coronation” observation car. Isle of Wight electrification introduced ‘new’ trains 485044 and 485031, by then 45 years old. Local favourites were 1501 in industrial use at 490

Coventry colliery and 7029 and LMS 5593 at the first Tyseley open day. Shots at Paris Gard du Nord and Geneva in 1970 led to the Shinkansen in Osaka, a horse tram in Douglas (IoM), Utrecht Museum, preserved steam and the latest DMUs in Ireland and the Listowel and Ballybunnion replica monorail train.

Later UK travels produced 58039 at Saltley and at Coventry Cl.310 and 321 EMUs. A rarity was a named DMU, 159017 Voyager. David always includes a visit to Berkswell, where we saw what used to be an everyday sight of a Cl.321/4 on a BirminghamEuston stopping train.

After our AGM on 18th March Society Chairman Gordon Davies entertained the 30 members and visitors with “American Wanderings Part 2”, with more thoughts and illustrations from his 2008 journey across the American mid-west. First focus was on Union Rail’s North yard at Denver, Colorado, one mile above sea level and America’s largest marshalling yard at eight miles in length.

The yard held 40 locomotives including Union Pacific’s largest class, the 8500s. In contrast to freight, Union station saw just two passenger trains each day, although heavy-rail commuting was increasing. Cheyenne, Wyoming, gave us 4004, a Big Boy 4-8-8-4 and 844, dating from 1944 and the last steam locomotivemotive built

by Alco. In the Wyoming area there were 15 coal mines, producing 326 million tons per year. 18 coal trains ran daily, typically of 134 cars and 15,000 tons. Double-stack container trains 3,800 feet long were also seen. At Brady, the busiest three-track section in the USA was 6900, a 6,000 h.p. Do-Do. The two-hump Golden Spike yard at Bailey dealt with 12,000 wagons per day in 125 trains, an average each of 96 wagons.

West Riding. “The Lancashire & Yorkshire Railway in LMS Days” was delivered in May by well-known L&YR exponent Noel Coates and judging by the size of the audience this was a popular subject. This digital presentation, comprised wholly of monochrome images, started with early LMS illustrations of the Aspinall Atlantics, Hughes 4-6-0s and Aspinall’s 4-4-0s in passenger red livery. Excellent images of the railmotor stock, 0-8-0s and tank locomotives in freight engine black, coaching stock and the popular grey-liveried brake vans followed.

Hughes was the first CME of the LMS, and his huge Baltic tank was heralded as the first LMS locomotive, whilst his 4-6-0 was adopted as the standard passenger locomotive.

The introduction of the Crab 2-6-0 mixed traffic locomotive, with a pure L&YR front end, was a significant development. Experiments included the compounding of a 4-6-0 as a test bed for a future Pacific, the oil-firing of a 4-6-0 and the fitting of a feed water heating system to an 0-8-0 freight locomotive. The conversion of the Bury-Holcombe Brook electric stock to diesel

power arguably produced the first ever DMU. We saw Lanky machinery in many parts of the LMS system, especially the widely-used class A 0-6-0s.

The Barton-Wright 0-6-2Ts on ex-LNWR metals were loved by their drivers.

Windsor & Maidenhead. We held our AGM in May, followed by members’ presentations.

Branch chairman Steve Ollive led the committee as each member reported another pleasing year for the branch, now in its sixth year. Attendances are higher than ever, finances are healthy, and several shows and exhibitions have been successfully attended. The committee were, perhaps inevitably, all re-elected, and Allan Machon on behalf of the membership thanked them for their efforts. Mike Gamble led the entertainment with a tricky quiz based around

steam locomotive names, then Andy Davies showed some excellent images of the railways of Malaysia, based in Kuala Lumpur with its fascinating monorail system and other suburban routes. Next up was John Redgate and his slides of Pakistan in the late 1980s featuring some wonderful steam veterans well off the beaten track, often looking for all the world as though they were straight off the Great Central. The local population were also well in evidence, showing their absorbing interest in railway enthusiasts. John Fitzgerald rounded off a thoroughly enjoyable evening and something of a world tour by taking us round the Los Angeles version of Metrolink. We saw the line’s push-pull diesel double-deckers, which reach within an inch of the station canopies before setting off along the glorious Pacific shore.

P UBLICATION REVIEWS A Railwayman’s Odyssey: 1930-1970 From Junior Clerk to Superintendent by Stan Hall. 256pp A4 hardback, 290 b&w photographs plus diagrams. Published by Ian Allan at £24.99.

ISBN 978 0 7110 3752 6.

Stan Hall is best known for his works on railway safety, but here he relates the story of his varied railway career. This is preceded by some recollections of his boyhood interest in the railways of Yorkshire.

Stan’s first job came about almost by chance, as a temporary clerk at Keighley in 1943. Before long he had a close-up of two derailments, which may have sparked his interest in safety. When he had been here just as the war was ending, he was called up. He joined the RAF in October 1945 and on returning to Keighley he found himself working for BR’s North Eastern Region.

As often happens in a railway career, moves were frequent and after several lesser positions he progressed to become successively Yardmaster at Heaton and Peterborough, and Deputy Stationmaster at Kings Cross.

Further promotions took him to the Barrow and Nottingham Divisions. It is clear throughout that he remained an enthusiast as well as becoming an increasingly senior manager. This was a period of great change and the book ends with the demise of steam and Stan’s move to Birmingham, where he was to become District Operating Superintendent.

This is a very readable book, full of reminiscences of a bygone era. It is particularly well illustrated and can be recommended to anyone who wants to understand what it was like to work for the ‘old’ railway.

(GCB) ABC Rail Guide 2013 by Colin J. Marsden.

304pp 150x215mm hardback, 289 colour photographs plus maps. Published by Ian Allan at £20.00.

ISBN 978 0 7110 3739 7.

This, the fourth edition of this book, is in similar format to its predecessors. It is subdivided into sections by type of operator such as Passenger, Freight, Eurotunnel, Infrastructure, Train Engineering and Rolling Stock Hire. Within each section, traction and rolling stock are briefly described, listed and illustrated on a company-by-company basis, TOCs also having a diagrammatic map. Further listings then cover Off-Lease Rolling Stock, Private Train Operators, Industrial and Exported Motive Power, and Light Rail systems. Preserved traction and rolling stock is excluded unless authorised for use on the National Rail Network and has a TOPS number. Details of coupling types appear in a separate section.

Presenting such a mass of detailed information can only be achieved by the extensive use of codes covering, for example, operators, owners, liveries, depots, operational pools and preserved sites.

Although the standard of accuracy is high, a few errors and inconsistencies can be found – for example, Chiltern coach 12616 is omitted from the overall numerical index and the depot code for Coquelles appears as both CO and CQ. This is a high-quality production but it contains one section which seems out of place - the listing of station codes, which have little connection with the rest of the content. The nine pages that these occupy could possibly have been devoted to something more useful such as London Underground rolling stock, which is not covered.

(GCB) AC Electric Locomotives in Colour by Gavin Morrison. 104pp 213x282mm hardback, 1 b&w 244 colour photographs. Published by Ian Allan at £25.00.

ISBN 978 0 7110 3505 8.

To celebrate the 50th anniversary of the West Coast Main Line electrification’s inauguration, the author has assembled this collection of photographs.

Each class of AC electric 491

locomotive, from Cl.81 to 87 and from Cl.89 to 92 has a section outlining its history, with extensive colour photographs. There is also mention of the converted Metropolitan-Vickers gas-turbine locomotive.

The photographs show almost every livery variation since the locomotives’ introduction, and were taken over the full range of routes where they have operated, from Euston to Glasgow, from Kings Cross to Edinburgh, and from Liverpool Street to Norwich. The high quality of the images on the cover is equalled by many in the book, and they benefit from the light in which they were taken. The majority are the author’s work, but a number from the early 1960s are the work of society member Michael Mensing, and it is fortunate that he recorded the then contemporary scene so effectively. In this book there are images, such as those at locations in the upper Clyde valley, which suggest that it is entirely possible to take attractive photographs of trains hauled by electric locomotives.

Four apparent minor misprints were noticed: on page 13, corten steel is a common material; on page 25 there were three Cl.86/1 locomotives with what were effectively Cl.87 bogies, as is stated on p.32; on p.45, the accident at Winsford was in 1999, and on p.104 Marholm is a location near Peterborough. Your reviewer, familiar with classes 81 to 86 from 1970, and with classes 87 and 90 from their introduction, found this book a fine record of these, and other classes, and their trains. It is therefore thoroughly recommended for their students and for those who appreciate fine photographs.

(CRB) Barry: The History of the Yard and its Locomotives by Peter Brabham.

256pp, 210x290mm hardback, 431 colour 62 b&w photographs plus maps. Published by OPC at £35.00.

ISBN 978 0 86093 643 5.

This is one of the most exciting books to appear for some time and a huge thanks is owed to the many anonymous people who have achieved ‘mission impossible’.

The book is beautifully produced, giving the reader a great pleasure turning its pages. It is well structured, chronologically, from setting the scene at Barry docks; the rise of the South Wales scrapyards and Woodhams in particular; a look at the steam locomotives of the Big Four and BR, and finally a look at the rebuilds or new projects which mark the next phase of preservation. The photographic quality matches the quality of the author’s research to make the reader more knowledgeable about the phenomenon of Barry.

The book chronicles the history of Barry Docks, the history of Woodham Brothers and the succeeding years since the yard closed. The docks opened in 1889 primarily for coal, exporting by 1913 11 million tons per annum. By 2012, the docks were largely empty and redevelopment is taking place around the 492

dockside, on the old scrapyard. Woodhams was one of the sites in South Wales that between them broke up over 2,100 locomotives, with Woodhams accounting for only 84.

The preservation story began in 1968 when 43924 was bought for the KWVR for £2,500. When 5553 left in 1990, prices had risen to between £6,000 and £9,500, about 5-10% of the cost of returning them to steam! The book traces locomotives from arrival, through the dispiriting years of storage, to departure and in many cases a return to steam! The transformation is miraculous and many heritage lines owe a great deal to Dai Woodham. This quality book should grace the shelves of everyone interested in the survival of steam locomotives.

(DAA) Dr. Beeching’s Remedy: A Cure for a Century of the Railway’s Ills by David N Clough. 160pp, 202x260mm hardback. 170 b&w photographs. Published by Ian Allan at £22.50.

ISBN 978 0 7110 3542 3.

This volume is one of several new books published for the 50th anniversary of the Beeching Report, and provides a readable, well illustrated, and insightful overview.

Profusely illustrated, the book begins by providing general reviews of governmental influence on rail development since the 19th century, and the structural development of BR prior to Beeching. The proposals are then analysed, and finally their impact assessed in terms of post-Beeching British Rail.

The reshaping proposals are considered in the context of a network, which had been hastily nationalised some 15 years earlier, and had, for a second time essentially failed to develop the leadership or strategic perspective for surviving in the post-war world in the fifties with the ready availability of economically affordable personal door-to-door transportation for both freight and passenger purposes. The report was roundly criticised at the time by rail unions, the opposition and much of the public, and after a change of Government in 1964 Beeching departed. However, as with privatisation in the 1990’s, the incoming government performed a policy U-turn which saw most of the original plan continue and the closure programme was thus not reversed. Using tabular summaries, Clough demonstrates that passenger service withdrawals in the next four years actually exceeded the levels during Beeching’s leadership. With many well captioned and presented illustrations, the book represents a new departure for the author who has previously written several modern traction locomotive studies. However he demonstrates his ability to stand back from the ‘hardware’ providing an objective study of a report which despite the controversy, had it not appeared, would almost certainly have resulted in the network suffering death by a 1,000 cuts - much as happened, for example, in Ireland.

(MSR)

Despite expecting nothing more than a Cl.47-worked ECS trip your editor turned out with camera in lousy weather on 20th May only to be surprised by the ECS arriving, here at Hougham on the ECML, behind recently restored Jubilee 45699 Galatea. The locomotive’s first post restoration passenger working had taken place with a private charter in East Anglia the previous day and the complete train without diesel assistance was en-route back to Carnforth.

Mike Robinson

Great Railway Eras: Taunton to Minehead: 50 years of change by Vic Mitchell. 96pp 170x240mm hardback 120 b&w plus maps.

Published by Middleton Press at £16.95.

ISBN 978 1 908174 39 0.

This line began life in 1862 as a broad-gauge branch off the Bristol and Exeter Railway from Norton Fitzwarren to Watchet. The West Somerset Railway built it and the Minehead Railway Company extended it in 1874. The line was operated by the B&E until the GWR took over in 1876, and was converted to standard gauge in 1882. Originally single track, from 1934 to 1936 two passing loops and some doubling were installed. Heavy holiday traffic lasted until the mid-sixties, but the use of DMUs from 1962 did not stem losses and the line closed in 1971.

However, in 1975 the new West Somerset Railway Company was formed, and operations started again reaching Bishop’s Lydeard by 1979 with bus connections to Taunton. A direct connection for special trains remains at Norton Fitzwarren.

After short geographical and historical introductions, there is an extensive set of blackand-white photographs. Highlights include the 150th anniversary and installation of the turntable at Minehead. There is an unclear gradient profile and an even less clear map of the general area. More informative are the track layouts at each station. There are two pages of

former and preserved line timetables, together with extracts from the 1866 and 1904 editions of Bradshaw and a sprinkling of old and new tickets. A little more editing would have improved the presentation of this interesting book.

(PGF) Railways & Recollections 34: 1979 by Chris Harris. 48pp 240x168mm landscape softback 83 b&w photographs. Published by Silver Link at £5.00.

ISBN 978 1 85794 415 0.

Railways & Recollections 33: 1972 by Chris Harris. 48pp 240x168mm landscape softback 61 b&w photographs. Published by Silver Link at £5.00.

ISBN 978 1 85794 399 3.

These two additions to ‘The Nostalgia Collection’ follow what is now a well established format, interspersing groups of monochrome photographs from around Britain with snippets of contemporary news and cultural events. All photographs are from the collection of the late Ray Ruffell. In the 1972 volume, there is a bias towards the Southern Region, including former 4-VEC and 3-TIS ex-LTE Tube stock on the Isle of Wight, ‘tadpole’ DEMUs on the GuildfordReading services and scenes above and below ground at Waterloo. The inclusion of several portraits of BR and BTP staff going about their duties gives a pleasing element of human interest. The 1979 volume is notable for the coverage of rail byways: the Manchester Ship Canal Railway, the Fawley branch, Holyhead 493

breakwater and the Eling tramway, among others. For the price involved and despite the very selective coverage, these little books offer good value. They capture neatly the atmosphere of their times and the extended captions will jog the memory of older enthusiasts about some interesting details of bygone railway operations.

Note however that ‘Nostalgia’ does not include steam at all, in either volume.

(FT) Railways & Recollections 39: Gotherington Station by Bryan Nicholls. 48pp 240x168mm landscape softback 98 colour. Published by Silver Link at £6.00.

ISBN 978 1 85794 415 0.

Gotherington station on the former Cheltenham to Stratford-upon-Avon line was closed in 1955 but is now a stop on the Gloucestershire & Worcestershire Railway although unusually the original building and one platform are privately owned. The author bought the station in 1981 and has since then restored it using, whenever possible, original materials legally gathered from station sites around the country. In addition to the restored station there is now a short length of track, quite separate from the G&WR operation, and a replica timber-built railmotor halt, Gotherington West, with a corrugated iron pagoda waiting shelter. The book tells the entertaining story of how the station was reborn and is illustrated throughout by colour photographs.

(RHC) Railways of East Anglia 1955-1980 by John Jennison & Tony Sheffield. 96pp, 225x255mm hardback, 111 colour photographs. Published by Ian Allan at £20.00.ISBN 978 0 7110 3654 3.

This book covers the transition from steam to diesel in the area covered by the old Great Eastern Railway, the London, Tilbury & Southend Railway and the Midland & Great Northern Railway.

The transition is well illustrated by two steam and two diesel locomotives running together light at March, almost two years after steam had been largely

eliminated from the region as a whole, in September 1962.

The book is primarily about colour photographs, many of them not seen before, but some of them do appear slightly out of focus by current day standards. Starting at Liverpool Street the area covered is demonstrated on a useful map, together with a background context which, unfortunately, is very faint and not easy to read.

The photographs are useful at testing the skills and powers of observation beyond the informative captions and many of them are very atmospheric and capture the essence of the period. For example, views of Beccles, Oulton Broad and Lowestoft in the summer of 1958, show off the fashions of the time and the lovely wooden cabin cruisers along the waterways, while others show the cultivated allotments along the trackside. Locomotives characteristic of the area are well illustrated, including the Cl.03 shunters alongside Cl.31, 37 and 47, together with B1 61026 ex-works at March as late as April 1962. The book is a colourful reminder of how far change has affected the railways of East Anglia over 25 years.

(DAA) Railways Restored 2013 edited by Alan C. Butcher. 256pp 170x235mm softback, 456 colour illustrations. Published by Ian Allan at £18.00.

ISBN 978 0 7110 3747 2.

This annual volume is the 34th edition of Railways Restored edited by Alan C. Butcher. It consists of some 255 pages with many illustrations in colour listing in some detail over 200 heritage railways, museums, preservation centres, and miniature lines throughout Great Britain and Ireland. Under each entry is given a description of the undertaking with details of access, opening, and facilities on site. A list in some detail provides information of locomotives and stock at each site as at the date of compilation. This must be one of the most comprehensive listings of this kind and is recommended as a work of reference.

(REB)

L ETTER TO THE EDITOR Travels in Italy and France Having read the excellent article about the line from Béziers to Neussargues (pp.193/4 March RO) I had an unexpected opportunity in April to actually travel over it. This was after a visit to Rome when I found myself with about a week to make a leisurely return home through Italy and France. The 09.37 Béziers to Clermont-Ferrand was boarded for what turned out to be a fascinating and incredibly varied journey with all the significant things mentioned in the article being noted. I alighted at Neussargues for the connection to Aurillac which was another grand journey past snow capped mountains. From Aurillac my destination was Toulouse for an overnight stay. Other lines visited previously had been the branch from Campiglia Marittima (on the Rome to Pisa line) to Piombino Marittima which is the port for sailings to the island of Elba. This line packs a lot of variety and interest into its relatively short length and is well worth a visit. After this I continued to Pisa and the next morning travelled via Genova and Ventimiglia to Nice. From here the highly scenic Chemins de Fer de Provence line to Digne les Bains was taken. Next it was a convoluted bus and train journey via Avignon to reach Béziers. My final journey in France was from Toulouse to Rodez via Albi. This is a pleasant run with the highlight being the fine view of the Cathedral and river bridges on departure from Albi Ville station. So what started out as an interesting read became a very worthwhile week’s travelling. Many thanks to the contributor.

Mike Martin (12243) 494

Q UERY CORNER Written queries and answers should be sent to the QCE, Mike Gayton, at: 11 Trubridge Road, Hoo, Rochester, ME3 9EN or via e-mail to: QueryCorner@RCTS.org.uk.

NEW QUERIES Q13.21. Eurostar Destination Distances Having recently travelled on a Eurostar service to Lyon Part Dieu, which continued on to Avignon & Aix-en-Provence, a member would like to know what the distances are from St. Pancras or Fréthun to these destinations and to Bourg St. Maurice.

(MH:12570) Q13.22. Western Region 75000 4-6-0 Double Chimney Fitting.

In trying to complete the caption of a photograph of 75008 with double chimney it was found that the shopping details and date of fitting a double chimney do not correlate. In the RCTS B R Standard Steam Locomotives the “Record of Repairs” (p.134, Vol. 5) gives the last two repairs as HG at Caerphilly from 8th September 1960 to 19th November 1960 and HG at Swindon from 20th June 1962 to 24th September 1962.

However, Vol. 2, Table 35, p.149, gives 12th February 1961 as the date of fitting of double blast pipe and chimney which does not agree with shopping dates.

In a similar vein the fitting dates of double chimneys to 75004 (October 1962), 75005 (February 1962), 75006 (December 1960), 75026 (June 1962) and 75029 (May 1957) were not corroborated from any other information of a workshop presence at the time.

Any information of records or sightings to support or deny the double chimney fitting dates would be appreciated(CC:10911, JW:16274) Q13.23. Traversers at Passenger Stations.

Birmingham (Moor Street) was equipped with two traversers for locomotive run-round purposes. Did any other BR passenger station ever have such a facility and if so where and when?

(DP:18505) ANSWERS A13.11. GWR 1400 Class 0-4-2Ts at Aylesbury sub-shed.

A member has happy memories of travelling between Aylesbury and Princes Risborough on autocoach Thrush behind ex-GWR 0-4-2T 1473.

Along with ex-GWR pannier tank 5409, 1473 took over this Aylesbury roster sometime around 1950 and as such both locomotives were on the books as being allocated to Neasden (34E), but is doubtful if they were ever seen there as their servicing was carried out at Slough. N5 class 69257 which the ex-GWR types replaced, continued in service at Aylesbury. Its primary duty became the Risborough branch goods but it helped out from time to time on Metropolitan main line passenger workings and on the Chesham branch. There is no recollection of the C13s working north of Chalfont and Latimer, the junction for Chesham.

Another travelled daily from Aylesbury to High Wycombe for school from January 1953 to July 1955, usually on a through train hauled by a 6100 class but occasionally changing at Princes Risborough and remembers being hauled by 1426 from there. Although 1473 was never noted, there is a strong recollection that on at least one occasion the branch train was hauled by a 5700 Class 0-6-0PT. (JS:17974, MP:21250) A13.13. Bridge Numbers on Halifax High Level Railway.

No publications, maps or websites that identify bridge numbers are known but a member has been researching bridge numbers including mileages, and is assisting a friend in creating a data base of a Railway Record of the British Isles showing all infrastructures on lines in the country. This is slowly coming to fruition and hopefully will be available on a website.

The joint GN and L&Y line from Holmfield to Halifax High Level was opened on 5th March 1890, closing to passengers 1st January 1917 and completely 27th June 1960. The Engineer’s Line Reference is HXH. The no 9 plate was affixed to a bridge carrying the line over Brackenbed Lane at 200m 34ch measured from Kings Cross, north of Pellon station. Grid reference is SE 076260.

Alan Godfrey’s reprint of the Halifax (NW) 25inch ordnance survey map has bridge number 9 in the front picture on the left behind the train, bridge number 10 in front of the train is over a footpath. The train is for Halifax High Level and is approaching Pellon station.

(MP:9169) A13.16. Milk Tankers at Hemyock.

There were two sidings into the dairy at Hemyock, both crossing the road. The northern one was the oldest and did not have gates.

Locomotives were not permitted to cross the road at this crossing and the approved method was for additional wagons to be put between the locomotive and tank wagons to enable the latter to be put into and drawn from the factory.

Locomotives were permitted to use the southern, gated crossing which dated from about 1920. In practise the dairy staff winched wagons across the road into the milk factory and ran them back to the station by gravity. Factory staff had keys to the gates and were responsible for protecting both crossings. The locomotive ran round by means of the loop at Hemyock station.

The steam winch for hauling the tankers between the station and the dairy was used until the milk traffic ceased and the line closed in 1975. It is currently in use on narrow gauge at the Westonzoyland Pumping Station Museum having spent some time at Washford.

The operation at Hemyock is covered in Messenger’s The Culm Valley Light Railway (Twelveheads Press).

(MM, IM)

Mike Gayton

495

Every Picture Tells a Story !

Gretton Station Photo Acknowledgement Peter Green - RCTS.

Extended Caption - Gretton Station Looking North.

The station officially closed on Monday 18th April 1966. The building with the chimney stack with two chimneys still stands, next to an access gate to the line. (as at 20/7/2011) 2C76 17.55SO Gretton-Bedford DMU Saturday 16th April 1966.

The photographer got the Bedford driver and guard to pose with the station staff as this was the very last train to start at Gretton, this being the final day of service from this station. There was no Sunday service. The DMU looks like a Cricklewood-based Derby hydraulic suburban unit (Cl.127).

Can any reader confirm this, please? This had arrived as 2F67 the 17.08SO Kettering-Gretton. (See Film 66-25 in the "Mystery Photos" web feature).

RCTS Archive Catalogue Reference - "PG00860" (service currently suspended).

"Mystery Photos" web feature ref. 66-25-31A.

Caption Acknowledgement Extended caption compiled from comments by Frank Berridge, Robert Warburton, Bevan Price and Tony Walmsley.

See more examples from the RCTS Courtney Haydon collection at www.rcts.org.uk/features/mysteryphotos 496

MINUTES OF THE SOCIETY’S ANNUAL GENERAL MEETING The 77th Annual General Meeting held at the Britannia Hotel, Fairfax Street, Coventry on Saturday 13th April 2013 The meeting commenced at 13.30 hours Present: Hugh Gould (President); Gordon Davies (Chairman); Bob Green (Secretary); Mike Robinson (Managing Editor – The Railway Observer); Reg Wood (Treasurer); Alan Cooke (Branch Liaison Secretary); David Kelso (Publicity Officer); David Jackman (Webmaster); John Redgate, David Pick, David Goddard and Bob Ellison (Committee Members).

63 members registered their attendance and the meeting total therefore was 75 of which 10 were attending for the first time.

Apologies for Absence: Apologies were received from 30 members.

Confirmation of the AGM held in Coventry on 28th April 2012: There were no amendments to the minutes which were therefore proposed for adoption by Chairman Gordon Davies (17822) and seconded

by Bob Ballard (10372). All members were in favour. There were no matters arising.

Chairman’s Address: The Chairman Gordon Davies thanked all for attending the 77th Annual General Meeting of The Railway Correspondence and Travel Society and was pleased to see such a large gathering. Members were reminded of the changes to the Management Committee (MC) with he himself taking over as Chairman from John Redgate (13470) who remains on the MC as a “Minister without Portfolio”. John was thanked for all the work he has done over the past eight years. Two new members joined the MC, they being Bob Green (20772) from the West Riding Branch as Society Secretary and David Goddard (21347) of the Windsor and Maidenhead Branch who was co-opted to the committee during the year. The Chairman then introduced the President and members of the MC. He continued by noting, sadly, the passing away of Hugh Ballantyne (4717) some two weeks before. Hugh was a very loyal supporter of the society, a superb photographer who contributed many a fine photograph to the RO, Society publications and furthermore had a number of books published; some of which are amongst the Chairman’s own collection. Society condolences went to Hugh’s family and also to the families of other members that have passed away over this past year.

It was announced in the December RO that Network Rail have agreed to allocate the name “The Railway Observer” to one of their Cl.43 locomotives which power the rail network’s measurement trains. This has yet to materialise and negotiations are continuing but no date is forthcoming as to when this will come about.

Locomotive 60001, which is in the process of being refurbished, has been stripped of its “The Railway Observer” nameplates. He was pleased to announce that the Society has acquired a set of these for our collection whilst the second set is to be sold to a private collector. You will have seen in the RO that several of our other nameplates have gone on long term display at various preservation sites around the country and that we are in further negotiations with other sites for the display of our nameplates as this is excellent publicity for the Society. On display within the room were two roller banners designed by the Publicity Officer David Kelso (4827) for display at either branch meetings or exhibitions and if any branch would like to purchase one then they should contact David Elsdon (18799) the Society Exhibition Officer. At this point a thank you was expressed to all who fly the flag at exhibitions and sales stands throughout the country.

A recruitment initiative offered new and lapsed members the chance to join the Society for £15 and the scheme has thus far recruited 51 new members this year. The total of new members who have joined the Society this year, up to mid-April, stood at 71 and the overall membership, as of 23rd March amounted to 2,542.

The May edition of “The Railway Magazine” contains a third article in the series “What Really Happened to Steam”. It was disappointing to find that half way through it became highly critical of the RCTS and our publications. The article contains a number of misleading statements and factual errors regarding the Society and its members. As a result the Editor of “The Railway Magazine” has offered the Society the right of reply and you can rest assured that a robust response is being prepared.

In looking forward to the coming year it is planned that Volume One of the LMS Class 5s, currently being written by John Jennison, will be launched at the Members’ Weekend in October. Secondly the MC is seriously considering the launching of a fully digitised RO with page turning facilities which could possibly lead to a digital only membership for those who might prefer this option. An electronic RO has the potential to attract new and younger members to the Society especially those who embrace Blackberry and other mobile technology. As ever the printed RO will always remain available.

Treasurer Reg Wood (10811) is reinvestigating the possibility of introducing membership renewals by direct debit.

The Library sub-committee is still in negotiations regarding the future location of the library and once this is finalised the material will be moved from the present location to be then combined with our huge 497

photographic collection which is currently held in store elsewhere. The massive task of sorting the thousands of slides, prints and negatives can then begin.

In bringing the society into the modern era those of you who log onto the website will now notice that the Society has a Twitter account. When you next log on simply tab the little blue bird symbol at the bottom of the home page. Other projects aimed at enhancing the image of the society and the services offered is currently being worked on and these will be announced in the RO and/or the Website as they come to fruition.

Finally the Chairman paid tribute to and thanked the members of the MC for all their hard work and efforts over the last year and also thanked the members of the West Midlands Branch who have assisted in the running of this meeting. Thanks were extended to all of the branch officers, committees, Society officers, RO editors and sub-committee members for all of their hard work and dedication. However it is the members that continue to support the RCTS who in so doing make us ‘Britain’s Leading Railway Society’.

President’s Address: President Hugh Gould opened his address by welcoming all to the meeting and especially the ladies who were amongst the gathering. Two points to note were that he has no intention of Twittering and that he is not normally in the habit of “cabbing” engines. (See photograph in AGM Supplement with the April RO). For him the year has been a good one – visiting nine of the branches, and he had enjoyed them all and was looking forward to visiting more of them in the coming year. He commented that all of the branches are doing their best and was happy in the fact that they were doing so. On a more critical note it was disappointing that 25% of the branches were not represented at the Officers’ Conference/Members’ Weekend in Dunfermline and that five had offered no response or apologies at all. In passing a major age milestone he intimated that the time may be drawing nigh for him to withdraw from the Presidency in the none too distant future. In concluding he thanked all for attending.

Adoption of Management Committee Reports and Accounts: These were published in the special supplement for the AGM that accompanied the April 2013 RO. Questions Relating to the Report on Activities and Administration: None.

Questions Relating to the Financial Report: Peter Robinson (6659) commented that sundry income at £12,192 looked to be a high figure. Treasurer Reg Wood (10811) explained that compared to 2011 at £17,049 certain numbers had been distilled out. This last year has been a good year for sales of photographs and slides. Advertising revenue forms part of this grouping as do sales from the library.

Donations are also included. Peter Hall (13999) noted that monies held within individual branches were not included within the accounts. Reg Wood responded by informing members that this matter had been raised by the auditor and as there are substantial amounts of monies held at branch level that some change might become necessary. This is currently under discussion within the MC but some change is likely to materialise.

Questions & Comments Relating to the Railway Observer: Mike Robertson (20911) commented on the vast improvement in the reproduction quality of the colour photographs and also that Mike Robinson’s (RO Editor) photographs appear too often. In response the editor pointed out that the pictures used are balanced for each area and that appropriate alternatives are often not submitted by members.

Nevertheless members are continually being encouraged to submit their photographs for the RO but must be mindful of the submission requirements. As a third point Mike Robertson was critical of the fact that within the RO there is now no information as to how anyone can purchase any publication or items from the Society. The editor noted the issue and agreed to give it consideration. Lastly Mike Robertson sought information relating to the number of RO sales that go to external sellers such as WH Smith etc.

He was informed that only about 60 copies/month were sold to Ian Allan.

Cyril Crawley (10911) made reference to the fact that the use of smaller print is a problem for some of the older members. In response the editor said that 8pt print is now the standard for the RO and that he tries to keep to this as much as possible and generally only deviates from this with captions for photographs. Cyril Crawley also sought the reason for the discontinuation of the “Every Picture Tells a Story” feature to which the editor commented he had simply run out of these articles.

Ted Vaughan (18410) regretted the removal of the centre information spread which prompted the reply that this was purposely done in the effort to improve the overall image of the RO such that good top quality photographs might be viewed on these pages in a larger format. The information formerly seen on these pages is now being published via a bi-annual loose insert within the RO mailing package.

Additionally all of this information is fully available on the website.

Derek Plumb (4290) questioned the co-ordination between David Kelso and Mike Robinson relating the publications in the RO of articles containing both narrative and photographic details. The officers in question explained that the Editor requires both the article and the pictures but the pictures, in isolation, should also be sent to David Kelso. Pictures inserted in a text document are not acceptable for reproduction in the magazine.

Adoption of the reports was proposed by Irene Rabbits (20072) and seconded by Bob Barby (5843) and carried unanimously.

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Adoption of the Financial Report was proposed by Callum Macleod (12817) and seconded by Peter Robinson (6659) and carried unanimously.

Election of Management Committee Officers: The Chairman announced that he had received nominations for the following officers to serve on the Management Committee.

For 3 years: Treasurer Reg Wood Proposed by Mike Holt (13228) and seconded by Bill Jagger (17418)

Managing Editor – Railway Observer Webmaster

Mike Robinson David Jackman

Proposed by Bob Green (20772) and seconded by John Holroyd (9185)

For 2 years: Committee Member

David Goddard

Proposed by Sally Goddard (22000) and seconded by Jim Tucker (21733)

There being no other nominations these were carried unanimously.

Appointment of Auditors: Gordon Davies (17822) proposed and Tony Skinner (13596) seconded that Richardson, Watson & Co be reappointed as auditors for the financial year 1st November 2012 to 31st October 2013. This was approved unanimously.

Date and Venue for the 2014 AGM: Bob Green (20772) announced that this would take place on 12th April at some location in the Midlands area.

Any Other Business: John Day (8775) announced that the 2013 Members’ Weekend is set for Friday 18th to Sunday 20th October and went on to describe the outline arrangements for the event which will be based at The Holiday Inn at Crawley.

Derek Morris (14276) made the observation that a new style RCTS banner was well received at the Warley Model Show but any shortcomings in the siting and appearance of the stand were entirely down to the organisers’ inability to provide us with the requested floor space.

Stewart Greenaway (21467) commented that within the AGM notices a map giving directions to the venue could prove useful.

Ian Baird (17184) sought to establish how many nameplates the Society possesses. John Redgate (13470) responded that the Society has 16 (including the recently purchased “The Railway Observer� ex-60001).

Peter Hall (13999) gave thanks to David Jackman (16198) for his work on the website and Callum Macleod (12817) thanked the members of the MC for their work over the last year.

The meeting closed at 14.55pm.

Bob Green - Society Secretary

THE RCTS PHOTOGRAPHIC COLLECTION Over its 85 year history the Society has amassed an impressive archive of photographic images covering a wide range of rail subjects and operations around the world. As a result of gifts and bequests the archive is continually expanding, and copies of around 36,000 of these images - dating from the 1930s to the early 21st century - are now available for sale to both members and non members.

Details of the images available are provided on the RCTS website by accessing the photo archive pages http://www.rcts.org.uk/features/archive - and a powerful search function is provided which, after brief loco and / or location details are defined locates and displays all appropriate images.

Postcard size prints and jpg image files are typically priced at ÂŁ1.10 each plus postage and orders can be made either on the website or via e mail to

.

If you are seeking a specific loco image for you collection do visit the website

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OBSERVER’S DIARY SOCIETY BRANCH MEETINGS HITCHIN Meetings - Hitchin Christian Centre, Bedford Road, Hitchin SG5 1HF at 19.30 and Methodist Church, Ludwick Way), Welwyn Garden City AL7 3PN at 14.15.

10th Jul. (Wed.) Hitchin: “A walk around Shildon” by Norman Hill.

30th Jul. (Tue.) Welwyn Garden City: “A walk around Wylam” by Norman Hill.

SOCIETY OUTDOOR EVENTS 9th Jul. (Tue.) Visit to Strathclyde area using Day Tripper ticket.

Details from Alan Turton, tel: 01606 854227.

15th Jul. (Mon.) Canal trip, using two boats from Cosgrove wharf MK19 7JR. Details from David Pick, tel: 01604 810613, northampton@rcts.org.uk 15th Jul. (Mon.) Evening visit to Mangapps Farm Railway Museum.

Details Jim Waite, tel: 01277 652818, jameswaite932@ btinternet.com 16th Jul. (Tue.) Evening observation at Didcot Parkway station.

Details Andrew Jenkins, tel: 01793 783749, hc-acjenkins@tiscali.co.uk 17th Jul. (Wed.) Observation at Eastleigh station from 17.00.

18th Jul. (Thu.) Visit to the Vintage Carriage Trust, Ingrow at 18.30.

Details Bob Green, tel: 0113 2843604, boblol@bramhope16.fsnet.co.uk 20th Jul. (Sat.) Visit to Keighley & Worth Valley Railway, by minibus from Northampton area. Details from David Pick, see above.

21st Jul. (Sun.) Visit to Great Cockcrow Railway, Lyne, Chertsey, Surrey KT16 0AD. Tour of sheds, signal box etc. at 11.00 followed by special double-headed train at 13.00. All members and friends welcome, charge £5.50.

Details Jim Tucker, tel: 01628 673685, e-mail: jimtucker@talktalk.net 26th Jul. (Fri.) First TransPennine Express driver simulator at Ardwick depot.

Details Geoff Morris, tel: 01244 376808, merseysideweb@rcts.org.uk 28th Jul. (Sun.) Visit to Adrian Shooter’s Beeches Light Railway. Very limited numbers available. Details from Derek Morris, tel: 01926 855069 or David Walker, WALKER_D20@sky.com 29th Jul. (Mon.) Visit to LT Museum, Acton, using group train travel from Northampton area. Details from David Pick, see above.

1st Aug. (Thu.) Visit to The Quadrant, Network Rail’s new national office centre in Milton Keynes at 19.00. Meet outside main entrance in Silbury Boulevard.

Contact Bob Ballard, tel: 01908 562195 to book a place.

12th Aug. (Mon.) Visit to Volks Electric Railway and the Kemp Town branch in Brighton, using group train travel from the Northampton area.

Details from David Pick, see above.

13th Aug. (Tue.) Observation at Peterborough station from 10.30 to 15.30.

Details from Alan Turton, see above.

15th Aug. (Thu.) Observation at Doncaster station from 17.30.

Details from Bob Green, see above.

17th Aug. (Sat.) Visit to Kent & East Sussex Railway, travelling by minibus from Northampton area. Details from David Pick, see above.

20th Aug. (Tue.) Evening observation at Didcot Parkway station.

Details from Andrew Jenkins, see above.

28th Aug. (Wed.) Visit to Blackpool Transport’s new Starr Gate tram depot.

Details from Martyn Hilbert, e-mail: martyn_hilbert@yahoo.co.uk 500

BRANCH SALES STANDS The East Midlands Branch will be attending Midland Railex at Swanwick Junction station, Midland Railway Centre on 17th and 18th August.

The Milton Keynes Branch will be attending the Silverfox DCC Model Railway Club exhibition at Webber independent school, Siskin Drive, Stantonbury Fields, Milton Keynes (off A422 Monks Way) from 10.00 to 16.30 on 17th August.

ADVERTISEMENTS WANTED: To achieve “Total TOPS” - photos of 03104, 08009, 24074, 27115/6/20, 31140, 47126. Contact Geoff Corner, tel. 0161 962 8156, TOPSie@TOPticl.com WANTED: Class 40 locomotives, anything to do with these locomotives, sightings, repair books, works reports, rail tour tickets and brochures for trains these locomotives worked.

Alan Wilson, 37 Hillside Road, Stratford on Avon CV37 9EB, Tel 07983 117638, scooterboy229@aol.com

FOR SALE - The Managing Editor is downsizing his personal collection of over 50 years worth of railway and aviation magazines including most 1960s issues of TI/MR, Railway World, and Railway Magazine. For detailed list - carltonscroop@gmail.com FOR SALE: Locomotive headboard “The Lochaber” Euston-Mallaig-Oban 31st August to 3rd September 1984. Offers invited, buyer collects. Peter Triggs, tel. 01823 334188.

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WE NOW INVITE ENTRIES FOR THE ABOVE SALES

Following our highly successful sales in March and April 2013, we now welcome entries for our future sales in July and October 2013.

Our commission rate is 10% of the sale price + VAT (total 12%) which includes cataloguing, photography (100% of lots colour illustrated), insured storage and advertising. We give a guaranteed payment date to vendors seven working days after each auction. With over 3,000 collectors on our mailing list, we can guarantee maximum exposure for items entered in our auctions. We provide comprehensive advertising in this and other ÂŁ340 specialist magazines and on the web. In dealing with specialist railwayana auctioneers you will benefit from the highest prices, avoid the uncertainty of selling privately or on line and know that your property is being handled 100% of Entries by experts with an intimate knowledge of this specialist field. In certain Illustrated in Full cases we can arrange collection of auction entries.

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Our sales are held in a spacious modern venue with free parking, bar and ÂŁ9,000 catering and railwayana sales stands. Catalogues are available a fortnight before each sale, free on application.

These sales contain a wide cross-section of material reflecting every aspect ÂŁ1,500 of railway operations. We offer everything from Main Line Nameplates, Guaranteed Works and Number Plates to Station Signs, Lamps and Signalling Payment Date for Equipment. We aim to include a huge variety of rare and unusual material, Vendors 7 Working Days not merely based on value but on interest and rarity. You will find Listing of Entries in This and Many after Auction railwayana to suit all budgets and pockets.

Other Magazines

FOR ENTRY DETAILS PHONE FOR AN INFORMAL CHAT OR WRITE TO THE ADDRESS BELOW We welcome entries in, but not restricted to, the following categories: Steam and Diesel Locomotive Nameplates

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502

Carriage Prints (landscapes and advertising)

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N OSTALGIA CORNER The following are extracts from The Railway Observer of July 1963.

THE LONDON UNDERGROUND CENTENARY PARADE As part of the celebrations of the centenary of the Underground system, London Transport staged a parade of locomotives and rolling stock on the Klondyke sidings at Neasden on 23rd May. Leading the parade was 97-year-old Metropolitan Railway steam locomotive No. 23 and two open wagons in which members of the London Musical and Dramatic Society, dressed in period costume, re-enacted the scene when Mr. W. E. Gladstone, then Chancellor of the Exchequer, and other V.I.P.s went for a special trip in open contractors’ wagons to inspect the still unfunished first section of the line in 1862. The parade continued with representativelocomotivemotives,coaches and cars of the various types of train that have worked on the Metropolitan and other Underground lines since 1896, ending with the latest “silver” trains now operating on the Metropolitan, Piccadilly and Central lines. They were followed by engineers’ trains, which are used for maintenance work, usually during the “small” hours when passenger trains are not running, and so are seldom seen by the public.

The final item of the parade, was a return of the Metropolitan A62 train coupled to No. 23—to span between them almost a century of service.

Under BRITISH RAILWAYS – LONDON MIDLAND REGION – MIDLAND DIVISION. – The move towards complete dieselisation continues, with the employment of the latest batches of B.R. Type 2’s, usually in pairs, on freight and minerals. In spite of this, Jubilees still make sporadic appearances: the Rugby League Cup Final on 11th May brought well-polished Jubilees 45597, 45643/98, 45739 up to St. Pancras in commendable style, whilst 45712 was on a local freight.

Under BRITISH RAILWAYS – WESTERN REGION – BRIXHAM BRANCH. – This two-mile branch from Churston opened by the Torbay & Brixham Railway in 1868, was closed to all traffic on and from Monday, 11th May. It traversed plateau land until near Brixham, when there was a sharp descent into the terminus, perched high up above the town and consequently very badly sited for local custom.

The 14XX and auto trailer that used to work the service had recently been replaced by a single unit railcar during the week and more often a 3-car set on Saturdays. Freight was light and consisted mainly of fish and coal, a daily trip being worked by a D63XX diesel.

Under BRITISH RAILWAYS – NORTH EASTERN REGION – NEWCASTLE. – The “Anglo-Scottish Car Carrier” commenced on 24th May booked for steam power. Between Kings 504

Cross and Newcastle the trains were to be worked by Kings Cross A4’s. The engine off the down train returns on the 7-15 p.m. ex-Aberdeen, whilst the engine for the up train comes down with the previous night’s 11-35 p.m. ex-Kings Cross. Between Newcastle and Edinburgh, a Gateshead A4 works the down train (returning also on the 7-15 p.m. ex-Aberdeen), 60005 being noted on 25th May. The up train, although rostered for a Haymarket Pacific, is usually diesel worked.

Under BRITISH RAILWAYS – SCOTTISH REGION – WEST HIGHLAND LINE. – With the departure of J36 65300, out of use for many months, from Fort William for scrapping, only 4F 44255 remains here, this being originally the snow-plough engine and also long disused.

However, steam returned on 1st June on an excursion from Glasgow to Mallaig and back.

Headed by Glen Douglas and J37 64632, recently on stationary boiler duty at Eastfield, a lengthy delay was occasioned by the J37 running hot at Gorton. The Glen struggled on alone to Rannoch where succour in the form of N.B. Type 2 D6137 was provided to Fort William. Thenceforward to Mallaig two J37’s 64636 and 64592 were provided but more heating occurred, and the return trip was made by Type 2 diesel which made heavy weather of nine bogies, eventually reaching Glasgow around midnight.

Under OTHER RAILWAYS. - ISLE OF MAN RAILWAY. – During the last week of normal “winter” operations the two ex-C.D.R.J.C. diesel railcars worked the Peel trip, while the afternoon Port Erin run was in the hands of 2-4-0T No. 12 with two coaches.

On 27th May a slightly increased service of two trains daily on each of the Peel and Port Erin lines commenced, and the initial summer timetable started at Whitsun.

The railcars still have to run back to back owing to the lack of turntables. When these are available, a single car plus van will be able to work all the winter schedules, whereas at present the steep gradients to Port Erin prevent the use of a railcar pulling its “twin” and a van or two.

It is difficult to see Dr. Beeching agreeing with the Manx railway’s system of handling parcels.

They are taken by railway lorry from the steamer to Douglas station, then sent by rail to the nearest station, and transhipped once again to lorry for delivery to consignee. In some cases the whole journey may be less than 10 miles – with two transhipments!

Peter Clark

SUN SHINES ON MIDLAND DIESEL UNITS Things always look brighter in sunlight as these two images from the east and west Midlands demonstrate.

In the above image on 2nd May, Paul Chancellor captured a peak hour train from Hereford to Birmingham New Street comprising a Cl.150 strengthened by 153374, grinding up the Lickey incline having stopped at Bromsgrove at the foot of the climb. With the impending electrification this view will be obstructed by both masts and paling fencing before too long.

In a Lincolnshire landscape dominated by a proliferation of oil seed rape, Mike Robinson found the 16.45 Nottingham-Skegness at Carlton Scroop, below, between Barkston and Ancaster on 22nd May. As usual the service is being worked by an East Midlands Cl.158 unit.

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