Heritage Railway 202 2015-05

News

‘Secret’ mail train is to take first passengers next year ExclusivE By Geoff courtney THE innovative Mail Rail project, which will transport members of the public 70ft beneath the streets of London on the capital’s 88-year-old ‘secret railway’, is to open next year, three years earlier than planned. News of the accelerated timetable to the £22½ million scheme was revealed on April 22 by the British Postal Museum & Archive, which also confirmed that transport engineering specialist Severn Lamb would build the electrically-powered trains which will carry passengers on the 1km ride. The 2ft gauge line was opened as the Post Office Underground Railway in 1927 to transport mail 6½ miles beneath the heart of London from Paddington station in the west to Liverpool Street and Whitechapel Road in the east. At its peak the system’s driverless electric trains carried four million letters a day, calling at eight stations en route, each of which handled mail from central London sorting offices. It became known as London’s ‘secret railway’, due to the capital’s millions of residents and visitors being unaware of its existence beneath their feet, operating day and night. Renamed Mail Rail in 1987, it closed in 2003 – beaten by the cheaper option of haulage by vans and lorries – but instead of being sealed up, Royal Mail mothballed it, and maintenance is carried out to this day. In 2013, the British Postal Museum & Archive announced ground-breaking plans to open as a visitor attraction a

locomotives and today builds live steam and steam outline narrow gauge diesels, road trains, monorails, and other vehicles for such attractions as theme parks. Customers worldwide include Disney in the USA, France and Hong Kong, Entertainment City in Kuwait, and Thorpe Park and Legoland Windsor in the UK. The company also built 52 electrically-powered platforms for the Athens Olympic Games opening and closing ceremonies in 2004.

Practically unknown tunnels

Postal delivery: A computer graphic of Mail Rail’s Mount Pleasant station which will become reality next year, when the public will be able to travel on London’s ‘secret railway’ for the first time. BPMA two-thirds-of-a-mile stretch of the railway halfway along the old route at Mount Pleasant, near King’s Cross station, so allowing the public to ride its tracks for the first time ever. The project included building a postal museum nearby and transforming the railway’s former maintenance and repair depot at the site into an exhibition centre.

Purpose-built trains

At the time it was expected that the museum and exhibition centre would open late next year and the railway in 2019. However, such has been the pace of fundraising, which has included a £4½ million Heritage

Waterman in discussions with NRM over second ‘Super D’ restoration LNWR G2a ‘Super D’ 0-8-0 No. 49395 is at the centre of talks between pop mogul Pete Waterman and custodian the National Railway Museum over a potential sponsorship scheme to restore the locomotive. However, there appears to be areas of conflict between the two parties. The ‘Super D’ was moved from the East Lancashire Railway after a year in storage at Buckley Wells to the NRM’s Locomotion museum at Shildon on March 3, while Pete said he had planned to take it to a workshop site elsewhere later this year.

Still in dispute

The Waterman Railway Heritage Trust played the major part in restoring the locomotive to steam in 2005,under a previous sponsorship agreement. He said he was “still in dispute with the

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NRM” over an agreement. A NRM spokesman said: “The ‘Super D’s’ loan period has come to an end and the locomotive has been returned to the NRM upon expiry of its boiler certificate. It is now on display at Shildon – the first time it has ever been displayed ‘on gallery’ at a NRM site.

In discussions

“We have been in discussions with Pete Waterman, who is interested in restoring the locomotive, about whether there is an agreement that would work for both parties. There aren’t any concrete plans that have come out of that at the present time.” Pete is to use the proceeds from his recent sale of miniature steam engines, as reported on News, pages 16-17, to restore his trust’s three GWR tank locomotives and 2ft-gauge Garratt No. 109.

Lottery Fund grant, that the railway is now set to open at the same time as the museum and centre, with 95% of the cost having been raised. Passengers will board purpose-built trains in the new exhibition centre and access the track below at the former Mount Pleasant station – which remains much as it was during the line’s operational days – from where they will be taken on a kilometre-long loop. The trains will be designed and built by Warwickshire-based Severn Lamb Transportation, a third generation family business founded in 1948 which in its early days manufactured model and miniature railway steam

Managing director Patrick Severn Lamb said of the Mail Rail contract: “The chance to design and build a train to allow visitors to experience these practically unknown tunnels under our capital is a unique opportunity. “We look forward to being part of the creation of this new and exciting UK attraction.” Describing the agreement with Severn Lamb as a “milestone”, Adrian Steel, director of the British Postal Museum & Archive, told Heritage Railway: “Only last year we thought we may have to wait until 2019 to open Mail Rail to the public, but now we have appointed a contractor who will create the ride element and we are preparing to open at the end of next year. It really is an exciting time. “Severn Lamb has extensive experience of projects of similar scale and purpose to Mail Rail, and is at the cutting edge of new technological developments and applications. Having them on board will help ensure we deliver a first-class visitor experience.”

Seaton Tramway to get new terminus THE Seaton Tramway has announced plans for an all-new station on the site of its existing terminus in the resort. The plans were to be unveiled at a public exhibition at Seaton Town Hall on Friday, May 8, from noon to 4pm. A planning application is set to be submitted shortly after the exhibition, and if permission is granted, the construction of the new station will start in earnest in November in readiness for its official opening in spring 2016. The original Southern Railway terminus building for the Seaton branch on which the tramway is laid was demolished after closure under the Beeching Axe.

Existing office outgrown

Chief executive Jenny Nunn said: “Our new station will replace the existing Edwardian-style ticket office built in 1996, which we have somewhat outgrown as visitor numbers have increased in recent years, and see a new contemporary design focusing on the amazing heritage we have the privilege to be guardians for, which will also offer the visitor a fun and unique experience when exploring

the tramway and area around us as well as open up all sorts of other tourism opportunities.” Bruce Warnes, chairman of Modern Electric Tramways Ltd, said: “The new station represents the biggest capital investment ever made in the company’s history, and a massive vote of confidence in the local area. The tramway has attracted millions of visitors to Seaton over the years and we now wish to enhance that experience even more by providing a state-ofthe-art tourist attraction fit for the 21st century visitor.” In January 2015, the company’s board of directors and shareholders voted overwhelmingly to convert it to charitable status, which will enable it to continue to preserve, protect and enhance access to both its own transport heritage and to the natural environment around it. Ray Hole Architects who have been chosen for the project are experts in the cultural, heritage and tourist attraction sector, creating inspired designs for world-class sites such as the Snowdon Mountain Railway.

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SR Q class 0-6-0 No. 30541 is seen on April 27 on its first day in service on the Bluebell Railway after completion of its overhaul. NICK GILLIAM

‘SSSIV’ DVD to help fund new Grange

Original GCR coach nears completion A FORMER hunter’s lodge has been turned back into a pre-Grouping Great Central Railway six-wheel carriage after a 15-year rebuild. The 50-seat carriage, No. 946, built in 1888 at Gorton by the Manchester, Sheffield & Lincolnshire Railway, has been meticulously restored in the main workshop of the Great Central Railway (Nottingham) at the Nottingham Transport Heritage Centre, Ruddington. Ripped apart by British Rail at Stratford Works to become a tube

store, then involved in a very damaging shunt by over-enthusiastic Territorial Army reservists on exercise, it ended up on a farm in Cambridgeshire. It was acquired by the GCR Rolling Stock Trust in 1998. Thanks to the trust’s restoration team led by ex-BR workers Anthony Keeble and Pat Sumner, it is now complete again, undercoated, sanded down and ready for its final transformation – the application of the striking but short lived French grey and dark oak livery that launched

The GCR six-wheeler inside the restoration shed at Ruddington. GCRRST

the London Extension in 1899. The trust has applied to the Arts Council PRISM fund for financial assistance in delivering the top coats and museumquality finish. This will enable the classic vehicle to compete for space in the proposed National Railway Museum outreach station on the Great Central Railway at Leicester North, currently the subject of a second Heritage Lottery Fund bid. It is scheduled to enter GCR(N) traffic in September. Trust co-ordinator Clyde Pennington said: “It was very hard to know where to start, with so much rotten woodwork and rust-eaten metalwork. Our team, both with long careers with British Railways, stripped the body to the basics to quantify the repairs and reconstruction needed. It is their utter tenacity, determination and credit that has brought together the skills needed to transform this onetime wreck into a highly attractive vintage railway carriage.” “Our plan is to offer the completed 50-seat carriage with its fully upholstered compartments as part of the 100th anniversary commemoration of the Quintinshill rail disaster – the UK’s worst ever death toll, in which 227 troops of the Royal Scots Regiment destined for the Gallipoli campaign were killed and many more seriously injured in May 1915. That means that it could go on tour to heritage railways that have the right facilities.”

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THE 6880 Betton Grange 225 Boiler Club appeal has already passed the £15,000 mark following its launch in March. That figure includes contributions from three Exclusive 225 Club members who have each donated at least £2250. The official Steel, Steam & Stars IV DVD is now available and has extensive coverage from every day of the highly successful gala at the Llangollen Railway, which spanned two weekends in March. The gala featured six guest locomotives and two from the railway’s home fleet, including Nos. 34092 Wells, 4270, 1450, 92214, 45231 The Sherwood Forester, 3205, 3802 and 5199 all of which are featured in various combinations, including double and triple headers, and top and tail/banking, on a variety of trains, including main line and suburban passenger trains, freight, engineering and mixed trains and auto-trains with No. 1450. Footage also includes the newly opened extension to Corwen. Produced by 6880 director David Huntbatch’s Bellhurst Productions company to a professional standard, all proceeds from the three-disc boxed set go towards the building of Betton Grange at Llangollen. Copies can be ordered, price £24.95, from Belhurst Productions, 22 Brisbane Quay, Eastbourne BN23 5PD, cheques made payable to Bellhurst Productions, or you can order by telephone on 07803 595874, or visit www.6880.co.uk for further details.

Sutherland for Mid-Norfolk gala

LMS Princess Coronation Pacific No. 46233 Duchess of Sutherland is to top the bill at the Mid-Norfolk Railway’s June 19-21 summer steam gala. Organisers were, as we closed for press, in talks about brining Ivatt 2MT 2-6-0 No. 46521 to the event along with an LMS ‘Black Five.’ A fourth guest locomotive was under negotiation. The MNR is to hire the Furness Railway Trust’s Hunslet WD Austerity 0-6-0ST No. 10 Cumbria for the summer season and it will arrive before the gala. It is currently in the final stages of a thorough overhaul, including significant boiler work at the Severn Valley Railway. Heritage Railway 9

NEWS

Heading a train of newly painted chocolate and cream stock at Kinchley Lane, BR Standard 2MT 2-6-0 No. 78019 was making its last gala appearance before overhaul. ROBERT FALCONER

Today Evening Star, now for Witherslack Hall… By Robin Jones

EVENING STAR, Raveningham Hall, a red 8F painted in BR black and glorious sunshine helped make the Great Central Railway’s April 18-19 Railways at Work weekend a soaraway success. The event, described as a gala by the back door, saw home-based BR Standard 9F 2-10-0 No. 92214 take on the identity of Brunswick greenliveried near sister No. 92220 Evening Star, the last steam locomotive built by British Railways. The real Evening Star is a static exhibit inside the National Railway Museum at York, and there are no plans to restore it to running order.

GCR general manager Richard Patching said that while one or two purists complained about the identity change, the line was overwhelmed with compliments about it. Guesting for the weekend and the following one was Jeremy Hosking’s GWR 4-6-0 No. 6960 Raveningham Hall from the West Somerset Railway. Both ‘No. 92220’ and No. 6960 carried the ‘Capitals United’ headboard. The weekend also saw Stanier 8F No. 48624 in its new shiny BR black livery, having been repainted from its non-authentic red colour of the past few years. BR Standard 2MT 2-6-0 No. 78019 was making one of its last outings

Newly repainted into BR black livery, LMS 8F 2-8-0 No. 48624 approaches Swithland with a goods train. JOHN STORER

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before its boiler ticket expires, while LMS 2-6-0 No. 46521, running in BR black, is now due for a repaint into the Brunswick green livery that it carried during its BR days. Also in action were LMS 3F ‘Jinty’ 0-6-0T No. 47406 and ‘Black Five’ 4-6-0 No. 45305. At Quorn & Woodhouse, BR road vehicles joined traction engines and steam rollers to demonstrate how the railways moved freight around the country, becoming a lifeline to towns and villages ahead of the age of mass road transportation. Richard said that the event, which enjoyed unbroken sunshine on the Saturday, was so successful that it is

likely to be repeated in future years. Meanwhile, plans for the railway’s June 13-14 gala marking the 50th anniversary of the closure of the GCR shed at Woodford Halse, almost to the weekend, are being finalised, with seven locomotives in steam during an intensive timetable.

Visiting GWR Modified Hall 4-6-0 No. 6960 RaveninghamHall departs from Loughborough, passing LMS Ivatt 2MT mogul No. 46521. ALAN WEAVER Find us on www.facebook.com/heritagerailway

Above:BRStandard9F2-10-0 No.92214runningasNo.92220Evening Starheadsamorninggoodstrainoutof Loughborough. PHIL WATERFIELD Jeremy Hosking will be sending his 9F No. 92212 – a former GCR heritage era resident – back to the line from the Mid Hants Railway for the gala, and it will be joined by Ivatt 4MT 2-6-0 No. 43106 – which was once shedded at Woodford – from the Severn Valley Railway. There will therefore be the opportunity to see two 9Fs in action during the event, which will also feature No. 48624, No. 45305, No. 47406… and the longawaited return to traffic of WR 4-6-0 No. 6990 Witherslack Hall. The boiler of No. 6990 was recently returned from overhaul at Tyseley Locomotive Works. For the event, it is planned to renumber No. 45305 and No. 48624 to take on the identities of Woodford engines, and maybe No. 47406, which was once based at Leicester GC shed. Right: Carrying a ‘Capitals United Express’ headboard, the 9F passes Swithland. ALAN WEAVER Write to us: Heritage Railway, Mortons Media Ltd, PO Box 43, Horncastle, Lincs LN9 6LZ.

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news in brief ➜ MORE than 30 descendants of GWR engineer Isambard Kingdom Brunel travelled from across the UK and Europe to attend the special event at Being Brunel: the national Brunel project at Bristol. They enjoyed a tour of his SS Great Britain, the Dockyard Museum and Brunel Institute, viewed some of his personal belongings and were joined for lunch by the Lord Mayor and Lady Mayoress of Bristol, Coun Alastair Watson, and his wife Sarah. ➜ HERITAGE Lottery Fund-backed plans to restore and upgrade Brighton’s Volk’s Electric Railway including a new Aquarium Station and visitor centre as well as new sheds at Banjo Groyne have been displayed by the Volk’s Electric Railway Association. Brighton and Hove City Council won a £96,000 first round bid from the Lottery a year ago and is hoping for a £1.5 million grant to complete the work by 2017. ➜ CLASS 47/4 No. 47501 Craftsman has been repainted into DRS livery and transferred to the ownership of Locomotive Services Ltd, the operating company owned by Jeremy Hosking, following its move to its base at Crewe South diesel depot.

Royal touch for SVR’s 50th anniversary By Robin Jones

THE PRINCESS Royal rekindled her love for steam when she drove a Severn Valley Railway locomotive from Bewdley to Kidderminster as one of the major highlights of the line’s 50th anniversary celebrations. She captured the hearts of the railway’s founder members, officials and supporters when she donned overalls and took the controls of GWR 4-6-0 No. 7812 Erlestoke Manor during her eagerly awaited visit on April 13.

Polished to perfection

The locomotive was polished to perfection and sat in Bewdley station as children from the town’s primary school gathered in anticipation to welcome the princess, who arrived by car to be greeted by mayor, Coun Derek Killingworth. Following a welcome and summary of the ground-breaking flood damage repair programme, which was the focus of the visit by the Prince of Wales and Camilla, Duchess of Cornwall, in

2008, the Princess Royal was introduced to a group of SVR pioneers and station staff including younger volunteers. She then took up the invitation to board the footplate of one the Manor to make the 15-minute journey to Kidderminster. She appeared to enjoy her footplate experience so much that she stayed on board after the locomotive had pulled into the station, chatting to driver Paul Fathers and fireman Ryan Green about the ins and outs of driving and firing a steam engine. Although she was making her first visit to the line, the Princess Royal is no stranger to steam locomotives. She had previously been given a private locomotive driving course, along with her first husband Captain Mark Phillips, at the Gloucestershire Warwickshire Railway; the closest line to their then Cotswold home. The Seven Valley is celebrating half a century since a group of young enthusiasts gathered in the Coopers Arms in the Kidderminster suburb of

Happy to chat

➜ THE Saltburn Miniature Railway has completed its recovery from flash floods in 2013, which swept away the ballast from beneath the track, with the complete rebuilding of the badly damaged ticket office. More than 60 tons of new ballast has been laid, and the railway has reopened. ➜ THE Great Central Railway’s Class 47 No. 47117 has moved to the Washwood Heath base of Boden Rail for repairs to be undertaken. ➜ WORK has begun to pave the way for a cyclepath between Westonsuper-Mare and Clevedon, following the route of the Weston, Clevedon & Portishead Railway. The path is intended to shorten the distance between the two town centres by about four miles for walkers and cyclists. North Somerset Council is to start on the site once the Environment Agency has shored up its flood defences. ➜ THE Churnet Valley Railway has begun erecting the 1870 water column from the old Hanley station, on the original North Staffordshire Railway Potteries Loop Line at the North End of Cheddleton’s platform 2. ➜ TRANSPORT secretary, Patrick McLoughlin, took time off the campaign trail to visit the Aln Valley Railway on April 17, signing the visitors’ book.

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Habberley on July 6, 1965 and decided to reopen the line, which was closed by British Railways in 1963. Waiting on the platform to greet the princess were four of those founding members, Keith Beddoes, Christopher George, Columb Howell and Roger Hobson, along with a group of flag-waving group children and teachers from Comberton Primary School. The princess was then asked to unveil a plaque celebrating 50 years of the SVR, but the great British weather got there first, blowing the curtain off before the official unveiling, much to her amusement. She made a short speech congratulating the SVR on its golden jubilee and thanking all those involved in the visit for enabling her to travel on the footplate, making special mention of the Queen’s Award for Voluntary Service made to the line two years ago. Finally, she was given a behind-thescenes tour of the carriage works at Kidderminster, to meet volunteers and some of the young apprentices of the Heritage Skills Training Academy. She was shown demonstrations of the apprentices in action in the upholstery shop, paintshop and mechanical floor.

The Princess Royal enjoys the views of the Bristol Channel from one of the Lynton & Lynmouth Cliff Railway cars. OLDEN GROUP

SVR general manager, Nick Ralls, said: “She was extremely complimentary about our buildings, personnel and achievements and was more than happy to chat to volunteers about steam locomotives and ‘trainspotting’. She seemed to enjoy her footplate experience so much that it looked like she could have stayed up there chatting to our volunteers for much longer if she didn’t have a tight schedule to keep to!” The railway is no stranger to royal guests. Its patron since 1998, the Duke of Gloucester, has visited several times, officially opening The Engine House Visitor Centre at Highley in 2009. Prince and Princess Michael of Kent were its first royal visitors in 1993 aboard the Orient Express and Princess Alexandra has also visited in a personal capacity. Four days later, the Princess Royal visited another heritage line, the Lynton & Lynmouth Cliff Railway to launch its celebrations to mark 125 years of continuous service. She marked the occasion by operating the start procedure so sending the North Car on its journey rising 500ft up the cliff on 864ft of track. The princess was escorted on a personal tour by Andrew Ireland, director of the Lynmouth & Lynton Lift Co, who explained how the simplicity of the system was engineered and how it draws its water supply from the West Lyn river at the top of the valley 1.5 miles away, to fill the tanks which are the ballast for the cars. She took the lift up to the top station where she admired the stunning views

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Above: The Princess Royal meeting pioneers of one of the world’s most successful heritage railways, Keith Beddoes, Christopher George, Columb Howell and Roger Hobson. BOB SWEET/SVR

Above: The Princess Royal boards the footplate of GWR 4-6-0 No. 7812 ErlestokeManor. BOB SWEET/SVR Left: The princess is presented with a billy can and whistle by Nick Paul CBE, chairman of Severn Valley Railway (Holdings) plc. BOB SWEET/SVR

Right: The princess unveils a plaque at Kidderminster Town station marking her visit. ROBIN JONES across the Bristol Channel to South Wales, and then proceeded to Lynton Town Hall to meet schoolchildren and descendants of both engineer, Croydon Marks, who designed the cliff lift, and local builders the Jones brothers who constructed it in time for its opening on April 7, 1890. Cliff railway chief engineer Ashley Clarke said: “The princess’s interest in the railway and everyone was great and she had a real enthusiasm for it. She was genuinely interested in this classic piece of engineering.” For the day, travel on the Cliff Railway was free of charge, but travellers were invited to make donations in collecting buckets for the chosen charities for the event – Help for Heroes, the Tall Ships Youth Trust and the Children’s Hospice South West.

fourth was an empty coal train returning to Pontypool in South Wales after delivering coal to the Grangemouth naval base, while the fifth was a heavy goods train hauling 45 wagons which had been delayed for an hour in Carlisle. The tragedy was kept secret until the end of World War One, with a memorial plaque being fixed to Quintinshill bridge above the West Coast Main Line only five years ago. The princess will join soldiers and civic dignitaries at the site of the crash before attending a service at Gretna.

Right: Two ladies of steam: the princess meets Emma Harrison, the first female apprentice on the Severn Valley’s groundbreaking Heritage Skills Training Academy. BOB SWEET/SVR Below: The Princess Royal meets the crew of ErlestokeManorat Bewdley on April 13. BOB SWEET/SVR

Special service

On May 22, the princess will attend a special service to mark the centenary of Britain’s worst railway accident, the Quintinshill train disaster, which claimed the lives of 227 people and injured 246 more. The tragedy, which occurred at 6.50am on May 22, 1915, involved five separate trains. The dead included 214 officers and men of the 7th Battalion Royal Scots Territorial Force, who were among 470 people on one of the trains. Their train had been delayed for two days because of a shortage of rolling stock. The second train was the Euston to Glasgow express, packed with holidaymakers and soldiers going on leave for the Whitsun weekend. The third train was a slow passenger train travelling from Carlisle to Beattock in Dumfriesshire to connect with the Edinburgh-to-Glasgow express. The Write to us: Heritage Railway, Mortons Media Ltd, PO Box 43, Horncastle, Lincs LN9 6LZ.

Heritage Railway 13

NEWS

The classic view from the Black Lion pub at Consall Forge as the N7 departs from the station alongside the Caldon Canal. KARL HEATH

N7 final

finale

By Martin Creese

AFTER living on borrowed time for a number of months, time finally ran out for N7 0-6-2T No. 69621 on April 18, but the popular little engine bowed out in style on a photo charter goods train in perfect weather. After a lifetime working mainly suburban services from Liverpool Street station in London, it had now found itself in Staffordshire’s little Switzerland and perhaps that the photographers gathered on Cheddleton station on Saturday, April 18, had left it rather late for their date with No. 69621 as at midnight that day the locomotive’s boiler certificate expired. The East Anglian Railway Museum owned locomotive has been on hire to the Churnet Valley Railway for the last three years and to mark the end of its ticket a farewell event was organised by 30742 Charters. The day utilised the CVR’s BR era goods train, perhaps not normal fare for N7s but equally there are recorded instances in later years of the class working goods trains on some of the branch lines of Hertfordshire and Bedfordshire.

Impressed the LNER

The N7 was built in 1924 by the LNER to the design of Great Eastern Railway CME Alfred John Hill, becoming the last engine built at Stratford Works and numbered 7999. The class impressed the LNER and became a group standard design and with comparatively small 4ft 10in driving wheels they had good acceleration, making them ideal for London suburban services. The class eventually totalled 134 built between 1915 and 1928. Electrification and an influx of Thompson L1 2-6-4Ts in the late 1940s saw some of the class disperse into East Anglia and as far away as Yorkshire. Withdrawals commenced in 1957 with the last ones withdrawn in 1962.

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No. 69621 was purchased by Dr Fred Youell, and stored at Neville Hill shed in Leeds for several years. Towed to The East Anglian Railway Museum at Chappel & Wakes Colne in Essex in 1973, it was returned to steam in 1989, spending the next 10 years as a roving locomotive on Britain’s preserved railways. No. 69621 re-entered into service after its second general heavy overhaul in September 2005 at the North Norfolk Railway where it remained until moving to the Churnet Valley Railway in 2012. The last few years has seen it in regular service both on the CVR Kingsley and Froghall to Leekbrook section and on the line to Cauldon Low.

Excellent footplate crew

This was the first 30742 Charters event with the engine and on the CVR. The locomotive itself with its small wheels and big bunker and side tanks feels quite boxy and perhaps not the prettiest of engines. But it has a real charm, from the gentle rhythm of the air pump to the slightly off-beat two long , two short exhaust notes which doesn’t disappear until about 20mph. The day itself was blessed with unbroken warm spring sunshine and with an excellent footplate crew of Chris Meadowcroft, Jonathan Kerr and Ben Carter and Guard Melvyn Johnson, we explored the line. A patina of natural grime gave the N7 a nice careworn steam-era look as well. Much lineside clearance has been done and the images along the canal at Consall Forge and Coalpit Wood are more redolent of the South Devon Railway than you may expect of the Churnet Valley. No. 69621 is expected to return to its home at Chappel and Wakes Colne where it is likely to go on display before hopefully its third preservation overhaul will take place. No. 69621’s place on the CVR will be taken by recently overhauled Polish Tkh49 No. 2944. Find us on www.facebook.com/heritagerailway

The line follows the Caldon canal for much of the way from Kingsley & Froghall to Cheddleton. MARTIN CREESE

Transport of different generations at Consall on the Churnet Valley. N7 0-6-2T No. 69621 has just hours left in steam on the last day of its boiler ticket on Saturday, April 18. Its condition could only be described as “very tired” with an injector failing at the end of the day. DUNCAN LANGTREE Write to us: Heritage Railway, Mortons Media Ltd, PO Box 43, Horncastle, Lincs LN9 6LZ.

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News

Elegance and a record as Pete Waterman sale raises £½ million

By Geoff Courtney

THE venue was from the top drawer, both metaphorically and literally. The anticipation was palpable. The items waiting to go under the hammer were unique in the truest sense of the word. Conversations were held in hushed, almost reverential, tones. And for Pete Waterman, it was an occasion of mixed emotions. Pete’s acclaimed collection of oneoff Gauge 1 and larger steam locomotive models, built by some of the world’s top railway model makers, had rolled into town, and for the 68-year-old pop impresario there was doubtless sadness that one of his passions accumulated over 30 years was to go to new homes far and wide, allied to pride that the money raised will go towards keeping steam alive and running in the UK. The auction was held on April 16 in Ely House, Mayfair, the elegant central London premises of antiques dealer Mallett, and to describe this as an upmarket venue would be akin to describing Manchester United as a fairly successful football team. Before proceedings I ventured to rest my notebook on an antique table until I saw its price tag – £285,000. Your average downtown furniture store it ain’t. Auction house Dreweatts & Bloomsbury was handling the sale, with company chairman George Bailey on the rostrum. This was 61-year-old George’s first ever railway sale, but his 40 years’ experience as an auctioneer was to put him in good stead as bids came from the floor – where it was a full house with standing room only – and via telephones and the internet. It got off to a mixed start, with six of the first 10 lots, all Gauge 1 models of LNWR locomotives, failing to sell, but

LMS giant: The Gauge 1 model of LMS Beyer-Garratt 2-6-6-2T No. 47995 awaits its new owner after selling for £10,000 at the Pete Waterman collection auction on April 16. GEOFF COURTNEY George, the room, and the staff working the telephones and internet, soon got into their stride. Seven Gauge 1 models went for £4000 apiece in quick succession, followed by two at £10,000 and a third at £25,000. The two £10,000 models comprised LMS pair No. 6399 Fury and Beyer-Garratt 2-6-6-2T No. 47995, and the £25,000 model GWR No. 179 Magnet.

For-figure realisations

A slew of four-figure realisations ensued, with a second £25,000 sale, of GWR Castle class No. 5082 Swordfish, in its midst. The final Gauge 1 to sell was Great Central Railway 4-6-0 No. 416 at

£8000, and then came the showstoppers, three GWR masterpieces in 7¼in gauge and one LMS in 5in gauge, all live steam. First up was GWR No. 4073 Caerphilly Castle, which went to a telephone bidder for £100,000, a realisation that was matched exactly by the next model, of ‘Beyer goods’ 06-0 No. 337. The latter is believed to be the only known model of this locomotive in the world, and was described by Pete Waterman as “the greatest steam railway engine built in miniature.” The third GWR representative, No. 3440 City of Truro, realised £70,000, and the sole 5in gauge, of LMS Princess

Coronation No. 46235 City of Birmingham, £50,000. Thus, within the space of a few minutes, George Bailey had sold four railway models for £320,000.

Works of art

Of the 56 models in the auction, 23 failed to sell, but the 33 that did realised a total hammer price of a mite under £475,000, inflated to £587,000 by the addition of 24% buyer’s premium. It was short of the £1 million predicted beforehand, but enough for Pete, who describes the models as works of art, to say immediately after the hammer fell for the final time: “I’m happy – they’ve gone to good homes.”

Churchill’s granddaughter revisits his funeral train SIR Winston Churchill’s granddaughter has visited his funeral train for the first time since she travelled on it during his state funeral in 1965. Countess Charlotte Peel was just 10 years old when she rode on the train from Waterloo to Hanborough. She was reunited with a restored portion of the train, headed by Bulleid Battle of Britain Pacific No. 34051 Winston Churchill and comprising repatriated Southern Railway goods van S2464S and Pullman carriage Lydia, when she visited the National Railway Museum’s Churchill’s Final Journey on April 9. Attending with her stepgrandchildren Max, Charlie and Amelia, the Countess, who lives near

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Masham in Yorkshire, said: “The museum has done a great job bringing the locomotive and wagons back to their Sixties condition and seeing them together once more, has brought my memories of the day back to me, the huge crowds watching us go past and the deep sense of sadness that was felt by the whole nation but the most keenly by my own family.” The display also uses archive BBC footage and audio accounts to tell the tale of the occasion. The family also saw a familiar face with the inclusion of an interview with Charlotte’s sister, Emma Soames. Although the exhibition ended on May 3, the locomotive and goods van will remain on display in the Great Hall until the autumn.

Countess Charlotte Peel in front of Pullman car Lydia. NRM Find us on www.facebook.com/heritagerailway

Steam lover: Pete Waterman before the sale of his unique collection of railway models in central London on April 16. GEOFF COURTNEY

City lights: A bid of £70,000 secured this live steam 7¼in gauge model of GWR No. 3440 City of Truro in the Waterman collection sale in London on April 16. GEOFF COURTNEY Michael Matthews, Dreweatts & Bloomsbury’s steam and model engineering consultant, was another happy with proceedings. “It went well. The two £100,000 models were good results, as were City of Truro and City of Birmingham. Indeed, I believe the realisation for No. 46235 was a record price for a 5in gauge model.” Pete has pledged to put the proceeds of the sale towards the overhaul of five steam locomotives, including three GWR engines he owns through the Waterman Railway

Heritage Trust, 2-8-0T No. 5224, 2-6-2T No. 5553 and 0-6-2T No. 6634. In a further bid to ensure preserved steam remains on the main line for the next 50 years, he has also forged a partnership with rail signalling and engineering company OSL Global to train apprentices. “Volunteer labour won’t be able to cope. We need to be training apprentices, and this joint venture will offer four-year engineering apprenticeships,” he told Heritage Railway. “If we do not train people there will be no steam engines for the public to enjoy.”

Top gun: GWR ‘Beyer goods’ No. 337 was joint top seller in the Pete Waterman collection sale on April 16, going under the hammer for £100,000. Pete described the live steam 7¼in gauge model as “the greatest steam railway engine built in miniature”. GEOFF COURTNEY Write to us: Heritage Railway, Mortons Media Ltd, PO Box 43, Horncastle, Lincs LN9 6LZ.

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News

April 22 saw a four-coach train of original L&B carriages in operation for the first time since 1935, with No. 11 in the lead. TONY NICHOLSON

£16m expansion planned for the Lynton & Barnstaple

By Robin Jones

THE Lynton & Barnstaple Railway Trust has announced plans for a £16-million extension programme. The trust will be submitting a planning application in the next few weeks to the Exmoor National Park Authority and North Devon Council to extend the railway from its present onemile operating section between Woody Bay and Killington Lane a further four miles from Killington Lane to Blackmoor Gate and Wistlandpound Reservoir. Once the planning application has been approved, the trust will embark on major fundraising, involving grant assistance, which will determine the speed at which the line is restored. L&B officials estimated that the scheme could create up to 100 jobs in the area. A public exhibition of the extension plans, a prerequisite to the submission of the planning application, was held at Blackmoor Gate on April 18, and was attended by around 350 local residents, many of who expressed support. Under the scheme, the headquarters of the railway will be moved from Woody Bay to Blackmoor Gate where there will be a rolling stock shed and workshop employing engineering apprentices. The new building will be folded into the landscape and therefore scarcely visible from the road. With the line reopened to Wistlandpound, the trust will then turn

its attention to rebuilding the railway from Woody Bay to Lynton, before relaying the track all the way back to Barnstaple, via Chelfham station and Snapper Halt which are already in the possession of the revivalists. Although the reservoir built at Wistlandpound in 1956 flooded the trackbed in two places, officials believe that getting round that will be much easier than the Llyn Ystradu deviation the Ffestiniog Railway was forced to construct in order to get back to Blaenau. Officials are basing a business case for the expansion of the line on its success to date. Last year the railway carried more than 46,000 passengers on just one mile of track, a higher figure per mile than Britain’s top lines including the North Yorkshire Moors Railway, the highest in terms of passenger numbers. The plans are expected to be submitted by the end of June, with a final decision on the proposals set to be made by the end of the year. L&B trustee Ian Cowling said: “The exhibition gave us an opportunity to have a good discussion with lots of local people before we submit the plans. “The general feeling was incredibly positive. We had survey forms which we handed out and of the ones which were returned on the day, all the responses were favourable. “We still have to complete deals with some landowners and we will be looking to continue negotiations

Coach No. 11 (Southern Railway No. 2469) being shunted into the rolling stock shed at Woody Bay by Bagnall No. 3023 of 1953 Isaac in April after it had been driven on a lowloader from Essex where Lynton & Barnstaple Railway Trust volunteers had rebuilt it. An all-third coach, it is one of 16 carriages built specially for the line by the Bristol Wagon & Carriage Company in 1897 and the fourth original L&B coach to be rebuilt in the last two years, funded in this case entirely by the Coastal Communities Fund. They are much more substantial and solidly built than most narrow-gauge vehicles: at 35ft long and 6ft wide, they are three times the width of the track. After running in, No. 11 will be launched into service at the L&B Spring Gala at Woody Bay on May 9-10 which will be opened by local aristocrat the Earl of Arran. TONY NICHOLSON during the planning process. “Hopefully it will become Exmoor National Park policy to put the railway back in. The national park’s local plan will go out for consultation in the summer and will provide for the reinstatement of the railway.

“We hope that by putting these plans out there it will demonstrate that we are deadly serious with what we want to achieve. We have had a number of Government ministers visit who are interested in the railway, so the project is being noticed at cabinet level.”

The existing route marked in black on the right and the proposed extension in red. The numbers on the line are those given to the bridges by the Southern Railway (counting from Barnstaple). No. 60 is Parracombe Bank which was breached by the tragic Lynmouth flood in 1952. After initially favouring its replacement by a bridge, the Environment Agency has now concluded that it would be less disruptive to restore the embankment with a substantial culvert through it. L&B/Ordnance Survey All rights reserved: © Crown Copyright 2015 ordnAnCe survey. MediA 004/15

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New loco born as B17 frames cut MAIN frames for the B17 Steam Locomotive Trust’s new-build 4-6-0 No. 61673 Spirit of Sandringham have been cut. The work was conducted at the profiling facility of Tata Steel in Wednesfield, West Midlands, on April 15, after Tim Godfrey, grandson of designer Sir Nigel Gresley, performed the start- up ceremony – as he and his brother Ben did with the cutting of the frames for new P2 2-8-2 No. 2007 Prince of Wales at the Tata Steel plant in Scunthorpe last year. The B17’s front bufferbeam was also profiled on the same day. The steel plate was rolled to the required thickness and passed stringent tests at Tata’s rolling mills in Scunthorpe at the beginning of April. It was then released to the Wednesfield plant to be profiled on a specialpurpose Viper Hypertherm profiling machine using gas burners. With a cutting speed of 1300mm per minute, the cutting operation was remarkably fast, said trust chairman Brian Hall. Once cooled, each frame plate was subject to dimensional checks to ensure that sufficient machining allowance was evident in conformance with the design specification. The frames will be finish machined by the Boro Foundry at Lye. From there, they will be delivered to the Llangollen Railway workshops for assembly and display, hopefully by early summer.

Tim Godfrey presses the button to start the profiling of the frames for a new locomotive to his grandfather’s design. The assembled frames and bufferbeam will take their place alongside the other new builds at the Llangollen under the control of chief engineer David Owen and his team. In building the new locomotive, the trust may combine the use of old and modern techniques and processes associated with steam locomotive design, component manufacture, fabrication and construction disciplines. From the combination of old and modern technology, an improved locomotive will emerge compared to the original B17 technical baseline, to deliver enhanced safety, reliability, strength, performance and ease of maintenance to meet the stringent requirements for railway operations in the 21st century, the trust claims.

B17 chairman Brian Hall and Ian Challis of TATA Steel stand beside the finished frames.

GCR bridge: money match appeal raises £110k in a month GREAT Central Railway has raised nearly £900,000 of the £1 million needed to build a bridge over the Midland Main Line at Loughborough. More than £110,000 was raised in just one month for the Bridge to the Future Appeal thanks to the line’s Money Match March scheme, as reported in Heritage Railway issue 200. A supporter offered to match any

donations pound for pound made to the appeal between March 1 and April 3, up to £50,000. The offer overran in terms of donations received, taking the funds raised so far up to £860,000. Network Rail, which has agreed to build a new single-track bridge to link the GCR at Loughborough with its northern counterpart, the GCR (Nottingham), creating an 18mile inter-city heritage line, has yet

to give a start date for building work to commence, but it is scheduled to take place this year. At the same time, GCR has begun a major infrastructure project to reinstate 550 yards of missing track between Loughborough station and the bridge. A GCR spokesman described the response to the Money Match March appeal as “incredible and humbling”.

*To help the GCR raise the final £100,000 needed to build the bridge, visit www.gcrailway.co.uk/unify and click ‘DONATE’. Alternatively, download the appeal leaflet from the site, fill it in and send it with a cheque made payable to the David Clarke Railway Trust. ‘Bridge appeal’, Lovatt House, 3 Wharncliffe Road, Loughborough, Leics LE11 1RW.

Bodmin looks again to Wadebridge BODMIN & Wenford Railway is making a fresh bid to extend its line to Wadebridge. Officials have submitted an outline business case to Cornwall Council to relay the former LSWR route from Boscarne to a new station at Guineaport on the outskirts of the town, named by the Sunday Times as one of the 50 best places to live in Britain. British Rail closed its by-then freight-only line to Wadebridge in 1978. From its beginnings in 1984, the heritage line has aimed to extend to Wadebridge, but the trackbed became occupied by the Camel Trail cyclepath, a hugely popular attraction in its own right.

Previous studies have shown that it would be possible for both the railway and cyclepath to share the trackbed over the 41⁄2 miles, with one or two minor deviations for the cyclists at pinch points. Opponents say it would deter walkers and cyclists from using the trail, but the railway maintains that existing capacities for users can be protected. In 1997, the railway’s bid to rebuild the Wenfordbridge mineral line, now an extension to the Camel Trail, to carry both china clay from Wenford dries and to run heritage trains was blocked when the High Court overturned the Light Railway

Order following a campaign by some local residents. Ten years later, North Cornwall District Council backed the railway in carrying out studies to see if a Wadebridge extension was possible, but the plans came to nothing. BWR spokesman Jimmy James said: “The political climate has at last been changing in favour of railway development both nationally and here in Cornwall. “This is a vital document, which is required to assess the feasibility and commercial viability of the project, and the council is in favour of sponsoring it. “However, the cost of such a project is beyond the financial capacity of the

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Bodmin & Wenford Railway as now constituted, and would transform the whole scale of our operations. “Nothing is impossible given the political will and the vision.’’ Wadebridge deputy mayor Pamela Starling, who is also a Friends of the Camel Trail member, said there were many issues to be considered before trains were allowed to run beside the trail. “The trail is extremely popular with cyclists, walkers and horse riders and whether the trail is wide enough in some places to have trains running beside users is something that has to be investigated to ensure there are no conflicts,” she said. Heritage Railway 19

News

Flypast over ceremony marking Winifred’s first passenger trains Words by Tracy Ebdon-Poole Pictures by Richard W Jones AS THE morning mist cleared over the mountains of Snowdonia on Monday, April 13, there was a hive of activity at Llanuwchllyn station, headquarters of the Bala Lake Railway. Bunting bearing the Welsh dragon adorned the station, flapping gently in the breeze as if to wave Winifred on towards the crowds of well-wishers who were waiting patiently on the platform to witness its rebirth on its 130th birthday. Talented harpist Adele Burnett played, and over 100 local primary school children sang beautifully, waving their Welsh flags throughout. It was indeed the most auspicious occasion; there was a tangible air of pure excitement generated by the large crowds that had gathered around the engine shed and platform. There were photographers in abundance and the event was awarded excellent coverage by ITV wales, BBC Wales and BBC radio.

Winifred arrives back at Llanuwchllyn on its first-ever passenger train.

Emotion-fuelled interview

For the first time in 50 years, Winifred emerged resplendent to great applause, escorted by its sister Alice and fellow Quarry Hunslet Maid Marion. Proudly standing on the footplate coaxing it to meet its audience, was its driver from the Penrhyn quarry in the 1950s, Emrys Austin-Owen. Accompanying him was the railway’s chief engineer Robert Houghton, who led the restoration and director Roger Hine who mentored the talented 25-year-old since joining the railway in his late teens. In an emotion-fuelled interview Emrys said that standing on the footplate after all these years brought back a raft of emotion and he was incredibly honoured to have been part of a day that he never imagined would have ever happened. Railway chairman Dafydd Gwyn then welcomed music producer and heritage railway enthusiast Pete Waterman, who went on to rededicate Winifred. He was presented with a replica Winifred nameplate by its proud owner, preservation powerhouse Julian Birley, the director of The Bala Lake Railway who in 2012 repatriated Winifred from Indianapolis along with fellow quarry engines Barclay 0-4-0WT No. 1994 of 1931 Glyder and Avonside 0-4-0ST No. 2066 of 1933 Ogwen,

First ever passenger train

At 11am, history was in the making as Winifred pulled its first ever passenger train along the glorious banks of Lake Bala. To add to the wonder of the trip, a flypast by the RAF with a C-130 Hercules in her honour as it waited at Llangower, was indeed the icing on the proverbial birthday cake. With a short break at the terminus at Bala Lake Halt, Winifred gracefully took its

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Roger Hine, Rob Houghton, Pete Waterman, and Julian Birley discuss Winifred’s footplate controls.

Julian Birley and Emrys Owen, who drove Winifred in the late Fifties, at Llanuwchllyn.

passengers back to Llanuwchllyn for a hog roast lunch and to cut its birthday cake made and donated by The Eagles pub in the village. The second trip return journey, was buzzed by a low-flying Chinook with a lowered rear ramp and the crew waving at Winifred as it approached Llanuwchllyn station.

Wonderful opportunity

Winifred’s day was also a wonderful opportunity for new people to become acquainted with Proseict y Ddraig Goch (The Red Dragon project). The Bala Lake Railway Trust launched it latest fundraising initiative ‘Can you spare some change?’ Small envelopes, sufficient to contain a couple of pounds in change, enable the trust to maximize the ‘gift aid ability’ of any donation made towards the planned £1.5 million Bala extension, and from the two trips nearly £1000 was donated. Local businesses have been kind enough to donate towards the cause recognising the true benefits the railway will have on the local community. The absolute focus of the project at this present time is to

Marking its 130th birthday, Pete Waterman unveils the nameplate of Quarry Hunslet Winifred at Llanuwchllyn. continue to raise the funds to purchase the station site in the town. Once the first £300,000 is raised, 40% of route can be purchased and have track laid on it. Whilst this appears to be a huge sum of money, it is a much more manageable step in order to make significant progress.

➜ Anyone who would like to help the Bala Lake Railway Trust achieve its ambition to obtain a town centre presence is invited to donate via Just Giving on the Bala Lake Railway Trust website. Just click ‘donate’ at www.thebala lakerailwaytrust.org

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News

Bluebell

Deltics

By Peter Hollands

It used to be regarded as Britain’s only all-steam heritage line, but the Bluebell Railway held its second diesel gala over a three day period commencing on Friday, April 17. In a much more ambitious event than that held last year and hoping to build on the relative success of that event, the railway took the bold step of requesting two Class 55 deltics owned by the deltic Preservation society to visit the railway for the event. In a scene unthinkable some 10 years ago, both deltics arrived on Bluebell Railway metals during the late evening of Wednesday, April 15, having completed a day-long positioning run from the north. the first to set out for the Bluebell from the National Railway Museum at York was d9009 Alycidon which ran to Barrow Hill to be coupled to No. 55019 Royal Highland Fusilier. With d9009 leading, both ran via the east Coast Main Line, across North

London via Kensington Olympia and down the Oxted line to east Grinstead. Needless to say, their visit was a first of the class to the railway and during their stay, they operated all timetabled services on the line over the three days. Alycidon was scheduled to operate a deltic Pullman dining train on the evening of the 17th but this was cancelled due to insufficient bookings. Other attractions included the Bluebell’s Class 09 shunter providing brakevan rides at sheffield Park and ‘driver for a Fiver’ turns on sentinel No. 10241 at Horsted Keynes. Passenger figures are yet to be assessed but trains appeared to be running almost full and catering outlets were running out of ice cream on the saturday due to the sunny weather. Car parks were full over the weekend with the overflow field being used at sheffield Park. Both deltics left the railway on April 21 to travel to the severn Valley Railway for its diesel gala.

Above: D9009 Alycidon arrives at Horsted Keynes. JAMES HAMILTON Below: D9009 Alycidon is seen working through the Imberhorne tip cutting with the 11am Sheffield Park to East Grinstead service on April 18. PHIL BARNES

D9009 Alycidon passes Monteswood Lane on April 18. PETER HOLLANDS

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No. 55019 RoyalHighlandFusilieremerges from Sharpthorn tunnel and passes West Hoathly on April 19. PETER HOLLANDS

No. 55019 departs from Horsted Keynes with the 4pm Sheffield Park to East Grinstead working on April 19. PHIL BARNES Write to us: Heritage Railway, Mortons Media Ltd, PO Box 43, Horncastle, Lincs LN9 6LZ.

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News

In a re-creation of one of London Transport’s engineers’ trains, visiting GWR 0-6-0PT L92 crosses Oldbury Viaduct on the Severn Valley Railway on March 26. JACK BOSKETT

Whitehall £20k boost for signalbox rebuild plan By Robin Jones THE Government has awarded a £20,000 grant to Lincolnshire villagers who are campaigning to rebuild their signalbox. Following representations by local Tory MP John Hayes, the Department of Culture, Media and Sport has given the grant to the St James Deeping Signal Box Group. Local county councillor Phil Dilks has obtained a further £1000 through Lincolnshire County Council under the Big Lottery scheme. However, the community is looking to raise another £30,000 to buy a piece of land near to the original site of the signalbox and rebuild it as a heritage and educational facility. The group has launched a ‘buy a brick for £10’ scheme to raise the money. Anyone who pays for a brick will have their name inscribed on an appreciation list that will be displayed inside the re-erected’box. It is believed to be the first time that such a large grant has been given to a community trying to save a signalbox at a time when Network Rail is decommissioning 500 across the country. The 1876-built box at the level crossing in Station Road is considered of paramount historical importance to the village because it carried the only remaining sign with the original name of the village, St James Deeping, which gave the nickname ‘Jimmy Deeping’ to the settlement. Villagers fought hard but in vain to stop Network Rail pulling down the box as part of a £280-million modernisation of the Great Northern & Great Eastern line between Doncaster and Peterborough, and it was dismantled on October 23 last year. However, pressure from John Hayes and others led to an agreement whereby Network Rail would donate and store the components of the structure until such time as the campaigners had the resources to

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The former Desford Colliery signalbox at the Midland Railway-Butterley’s offlimits Hammersmith Junction site was destroyed in an arson attack late on Easter Monday. Dating from the 1890s, the Midland Railway box was recovered and re-erected at Hammersmith in the 1980s and was in use as a store, and may have been re-erected for display on another part of the centre. The main operational Hammersmith box was unaffected. IAN CASTLEDINE rebuild it on a nearby site. The Nene Valley Railway has since offered to help install the metal frame into the rebuilt box. John Hayes told Heritage Railway: “Culture secretary Sajid Javid had already expressed an interest in this box before it was demolished. “I will not rest until this box is rebuilt as close as possible to the original site.” Support group chairman Stuart Hall said: “There’s still a lot to do such as fundraising activities and sorting out the land on which to put the signalbox back together.” *Anyone wishing to buy a brick for £10 to help rebuild this historic signalbox is asked to send a cheque made payable to ‘St James Deeping Signal Box Group’ to Mr A Bowell, 43 Burchnall Close, Deeping St James, Peterborough PE6 8QJ. The group can also be emailed at [email protected] *See also Off The Shelf, page 74.

Brunel Thames Tunnel shaft set to become open performance space AN entrance shaft leading to Marc and Isambard Kingdom Brunel’s Thames Tunnel is to be turned into a performance space 150 years after it was last open to the public. The 65ft-deep Rotherhithe entrance shaft will be opened for events in a scheme drawn up by the adjacent Brunel Museum. The tunnel, connecting Rotherhithe and Wapping, was started in 1825 and opened in 1843. Under the scheme, the shaft will be made accessible with a new cantilevered staircase by London architects Tate Harmer LLP. It will replace long-gone staircases that allowed millions of Victorian visitors to descend into the tunnel

Robert Stephenson’s writing case is sold for £1700 at auction NEWCASTLE man Walter Brydon has paid £1700 at auction for a writing case once owned by Robert Stephenson. Walter spent the first five years of his working life on the spot where George and Robert Stephenson manufactured locomotives, served an apprenticeship as a motor mechanic in the former Stephenson locomotive works in South Street in Newcastle, before embarking on a 30-year career with the police. The estimate at the Anderson & Garland sale for the leather case was £400-£600. Walter, who lives in Gosforth in Newcastle, said: “I feel proud that Robert Stephenson is a NorthEasterner and I felt his case should stay in the region.” The case is embossed with Robert’s name and features his 1844 cut-glass inkwell.

until public access was closed as a pedestrian walkway beneath the river 150 years ago. The tunnel then became part of the East London Railway which was later absorbed into London Underground. Following an extension to the East London Line, the tunnel became part of the new London Overground. The new venue will host up to 135 people and will be available for hire once building work is completed later this year. Brunel Museum director Robert Hulse said: “Brunel was a showman as well as an engineer, and I’m sure he would have approved of holding performances in this new underground gallery.”

Helston’s new bid to extend

THE Helston Railway has submitted new plans in its bid to get permission for platform and car park at Lower Prospidnick. The latest planning application for an extension to the track beyond the Prospidnick road bridge, a new platform behind Trevarno Farm and to retain a 60-space car park has been submitted to Cornwall Council. The Helston Railway was forced to move from its original home at Trevarno Gardens in 2012, after the grounds were sold. The group built a temporary platform at Lower Prospidnick but failed to get planning permission. It would be removed if the new plans were approved. Last December, as reported in Heritage Railway issue 197, a planning inspector refused permission for an extension, but said that his decision was “very finely balanced”, giving encouragement for a fresh bid to overcome objections. Previous objections concerned noise, traffic and fumes from the railway.

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News

The Eardington team, with stationmaster Steve Downs on the far right and wife Ann extreme left.

Stationmaster Steve Downs gives one of the passengers from the train a helping hand on the Velocipede along the ballast siding at Eardington.

SVR forgotten station’s big day by Paul Appleton

The Severn Valley’s only GWR-built station, decked out in bunting for its big day, is thronged with passengers.

THE bunting was out for the Severn Valley Railway’s forgotten station on Friday, April 17, when the first official trains stopped there since 1982 for a special fundraising day for new-build BR Standard 3MT 2-6-2T No. 82045, organised by Bryan Clarke and a small group of volunteer supporters. With no other train services operating, special dispensation was given for two trips from Bridgnorth to Hampton Loade and return, to call at Eardington station, which is a mile or so from the village of the name it purports to serve. Three of the SVR’s Great Western Toplight coaches were marshalled behind Mike Little’s GWR 0-4-2T No. 1450 to form the ‘Eardington Explorer’. Seats on the special train were sold at £19.65 per head, reflecting the year the SVR was formed, and sold out within just a few weeks of the train being announced in February. Eardington station is the only one on the railway that was built by the GWR. All other stations on the line predate it, having been built by the original

promoters prior to becoming part of the GWR in the 1870s. A platform was initially opened on May 1, 1868, alongside a siding that already served Lower Forge Ironworks, close to the bank of the River Severn nearby, and was extended in the 1890s when the present station building was added. A small community grew around the ironworks, which was linked to Upper Forge Ironworks by an underground canal system, which, unknown to most passengers as they pass by, is still intact, although long since fallen into disrepair. This explains the reason why the station was built where it is and not at the top of Eardington bank, which would have been a more logical place, being much closer to the village itself. The fact that it is at the foot of the 1in-100 bank is the main reason given as to why preservation era trains no longer use the station. In the SVR’s early days, trains used to stop at Eardington to take water, but before long it was reduced to the status of a request halt. Starting trains on the gradient is said to use an excessive amount of fuel and climbing the bank from a standing

Record five generations of Jones the engine? THE Talyllyn Railway is wondering whether it has set a record – for five generations of the same family having worked on the line. The Jones family have been involved with the railway since 1900, when Dafydd Jones started on the railway as a platelayer in 1900, becoming foreman of the permanent way gang in 1902. It was then that he moved into the railway’s cottage at Rhydyronen, Plas Coch, which was to be the family home for many years. Dafydd worked for the railway until 1935 by which time his son Hugh Ellis Jones was working on the locomotives for the railway, becoming the fitter and driver in the late 1930s. He in turn was assisted on the railway both by his younger son Herbert and his older son, David or ‘Dai’. Hugh, Dai and Herbert continued to serve the railway when it became the world’s first preserved railway in 1951.

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Sadly Dai Jones died in 2008, but by then his son David was employed in the railway’s engineering department. David’s son and Dafydd’s greatgreat-grandson Thomas Curtis, 14, has now begun working as a volunteer. The story of the Jones family is contained in a new history about the men who worked on the railway between 1864 and 1951. Written by award-winning Tywyn based author, Sara Eade, The Talyllyn Railwaymen was launched on Sunday, May 3, as part of The Quarryman Experience gala over the May Day bank holiday weekend on the railway. Among those attending will be some of the descendants of the McConnel family who were responsible for building the line back in 1864. They will be riding a special train on the Saturday and, who knows, maybe one of the Jones family will be on the footplate once more for the occasion.

Thomas with his father David alongside his grandfather’s favourite locomotive, No.2 Dolgoch. BARBARA FULLER

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Collett 0-4-2T No. 1450 pulls out of Eardington with its three superbly restored Toplight coaches on April 17. The third vehicle, No. 9369, doesn’t actually have top lights, but was designed in the Toplight era. start is beyond the capability of some of the line’s smaller locomotives, with today’s trains often loaded to eight coaches. Since 1982 Eardington hasn’t featured in an SVR timetable and trains haven’t stopped there (officially) since. April 17 was therefore a rare occasion for stationmaster Steve Downs to dust off his uniform and welcome passengers to his hitherto hidden world, which has been gradually restored over the years since Steve and his wife took up the challenge back in 1984. Along with a small, but dedicated team, they have created a time-warp station cameo that is seen today by few visitors and is deserving of much wider recognition.

Only part of Eardington’s platform face is currently serviceable, but Steve and his team are currently raising money to purchase 3000 bricks so that the rest of the platform face can be reinstated and the fencing that currently stands there can be removed. That should increase capacity to around six coach lengths and it is hoped the SVR will use the station on occasions such as for ‘local’ trains on special gala weekends, with passengers changing trains at Hampton Loade to reach Eardington when travelling north. The first train on April 17 arrived at Eardington from Bridgnorth at 11.55am and on the return it stopped

for around an hour, giving passengers the chance to explore the station. The former goods office has been restored and features a fine collection of hand lamps and the station is also home for a working velocipede. The sun shone to greet 1935-built No. 1450 and its three immaculately turned out GWR coaches; No. 9369, a 1923 Collett brake; No. 3930, a 1915 Churchward Toplight corridor third; and No. 9055, a 1912-built Churchward ‘Toplight’ brake saloon one-off that was the prototype for later similar Collett coaches. The day was judged a great success and it is hoped to hold a similarfundraising event next year.

Hitting the treasure trail for a third year

THE Great Railway Treasure Hunt is back – giving youngsters the chance to win hundreds of pounds’ worth of prizes for visiting heritage lines. Each participating railway or museum has a treasure hunt quiz sheet with 10 questions for children to answer when they visit. This free competition is for children aged 14 and under. The first prize is £300, second prize £100 and £100 for the entrant who has visited the most sites, plus 10 runnerup prizes of £50.

The closing date is September 30. The quiz sheets are available for download at www.petersrailway.com and the participating railway or museum’s websites. The more railway sites visited, the more points can be scored and the greater the chance of winning. Now in its third year, the Great Railway Treasure Hunt has gone main line – with First Great Western taking treasure hunters to railways all over the south west. FGW has launched its own quiz sheet

on all trains as part of its kids’ pack. Organiser, author and chartered engineer Christopher Vine said: “I’m delighted with the success of the treasure hunt. Over the years it has inspired thousands of children to see real life engineering.” Peter’s Railway is a unique series of 15 books telling the charming story of Peter and his grandpa building and running their steam railway across the farm. The ends of chapters are special how-it-works pages with simple (but accurate) explanations.

Ashover railway diesel at Beamish open air museum BEAMISH Museum has taken delivery of a diesel which once ran on the Ashover Light Railway. Ashover, a 50hp Planet built by FC Hibberd in 1948 as works number 3307, was originally supplied to the Ashover to Clay Cross 2ft gauge

mineral line in Derbyshire. It did not carry a name at that time. Ashover moved from the East Anglian Transport Museum to the Ffestiniog Railway in October 1981. While there, it was used as Boston Lodge works shunter and also on

parks and gardens works trains. In November 2012 it moved to the National Railway Museum in York for overhaul. However, it is now at Beamish for completion of the overhaul which will be done by volunteers.

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Inspection boost for Rhondda Tunnel revival PLANS to reopen the longest disused railway tunnel in Wales as a cycle route have been boosted by the first interior inspection in more than 40 years. The Highways Agency Historic Railways Estate contracted construction and engineering company Hammond ECS of Aberdare to undertake the inspection of the Rhondda & Swansea Bay Railway’s 3443yard Rhondda Tunnel which runs between Blaencwm in the Rhondda Valley and Blaengwynfi in the Afan Valley. The inspection was carried out over three days in April, and found that the inside of the tunnel was no worse than 40 years ago. Stephen Mackey, chairman of the Rhondda Tunnel Society, and who was the first person to be lowered into the tunnel from an inspection chamber in Blaencwm in four decades, welcomed the report. The society wants to use it as an illuminated cyclepath to boost tourism. The tunnel, which opened in 1890 and closed in 1969, was covered over in 1979. It is the second longest railway tunnel in Wales, and the 17th longest in the UK. Heritage Railway 27

NEWS

Summer of rail-inspired drama at NRM A 1000-seat purpose-built theatre is being erected at the National Railway Museum. in York. The temporary structure will accommodate the York Theatre Royal’s summer programme productions of In Fog And Falling Snow and The Railway Children, while its own £4.1 million renovations take place. In Fog And Falling Snow, a community play which will run after hours from June 26 to July 11, highlights the story of York’s railway history from the 1840s, with actor George Costigan taking the role of Railway King George Hudson. Costigan has recently appeared in ITV’s Vera and in BBC drama Happy Valley. The play follows Hudson as he sets out to build part of the East Coast Main Line at any cost. The production features the audience being taken on a tour of the museum’s collections. Written by York playwrights Bridget Foreman and Mike Kenny, it will be performed by a cast of 200, under the direction of Theatre Royal artistic director Damian Cruden, associate director Juliet Forster and Pilot Theatre’s Katie Posner. The Railway Children will return from July 31 to September 5. Tickets are on sale on 01904 623568 or at yorktheatreroyal.co.uk The Theatre Royal may stage its annual pantomime, Dick Whittington (And His Meerkat), at the NRM if the building work is not completed in time.

Bulleid ‘Spam Cans’ are the stars at big Cotswold steam gala By Robin Jones

THE star attraction at this year’s Heritage Railway-sponsored Gloucestershire Warwickshire Railway’s Cotswold Festival of Steam will be two unrebuilt Bulleid Pacifics doubleheading. The star guests for the Speed to the West-theme event on May 23-25 will be West Country No. 34007 Wadebridge from the Mid Hants Railway and newlyoverhauled sister No. 34092 City of Wells, currently running in its as-new name of simply Wells. It is the first time that both these unrebuilt Bulleid Pacifics have been seen together in preservation.

Successful steam test

The locomotives which spent many summers speeding holidaymakers to the holiday resorts of Dorset, Devon and Cornwall, were one-time residents of Salisbury shed (72B) as was under-restoration Merchant Navy class Pacific 35006 Peninsular & Oriental SN Co which, following a successful steam test at the end of April, is expected to be in light steam and displayed at Winchcombe for

footplate visits. Assembly of the valve gear is not yet complete so the locomotive will not be operating but this will be the first time the engine has been seen in steam in public, since withdrawal from Salisbury shed in August 1964. It’s hoped that all three Bulleid pacifics can be lined up for photographs at one stage during the event, reuniting three former Salisbury locomotives for the first time since BR days. Operating from the home fleet will be GWR 4-6-0 No. 7820 Dinmore Manor, representing a class forever associated with the ‘Cambrian Coast Express’ which took holidaymakers to the west coast of Wales, and GWR prairie No. 5542, a type long associated with the branch lines of Devon and Cornwall, over which many holidaymakers will have completed their journeys to their resort of choice. Completing the line-up will be GWR 2-8-0 No. 2807 and 2-8-0T No. 4270, which made its debut at last year’s Cotswold Festival of Steam. As we closed for press, the railway was expecting to sign an agreement for another visitor.

Footplate rides are once again are on offer on either Nos. 7820, 4270 or 2807, and could be on a passenger or freight train. However, only 18 are available on a first-come first-served basis. Visit www.gwsr.com for details of how to book, and also for fuller details of the event. Visitors can take a trip on a freight train brakevan – to ticket holders, only an additional fiver for a return trip to Laverton, or £10 for the return trip to Cheltenham – both from Toddington station.

New signalbox

The 2ft gauge line North Gloucestershire Narrow Gauge Railway at Toddington will have at least two locomotives in steam, and several traction engines will also be taking part. Visitors can inspect the progress being made on building the new signalbox at Broadway. The platforms at Broadway are constructed from recovered railway bricks – and will include Brunellian bricks from the former broad-gauge turntable uncovered by Crossrail contractors last year at Paddington.

WSR Association trustees face EGM after quit call

PROTESTING members of the West Somerset Railway Association have arranged an extraordinary general meeting in a bid to oust three officers who they say were most responsible for mounting a bid to buy the freehold of the line. Last year, the association mounted its own bid to buy the freehold from Somerset County Council in direct competition with West Somerset Railway plc. The EGM, to be held in Bishops Lydeard village hall on May 23, was demanded by more than 1000 association members after the three, chairman David Williams, vice chairman Peter Chidzey and trustee Nick Nicholls declined to stop down of their own accord.

Lack of understanding

Under the banner of the WSRA Reform Group, the members claim that trustees have lost the backing of railway staff and supporters. However, David Williams wrote to members saying: “I have a responsibility to protect the interests of the association as does your board of trustees. “Some members of this group propose that all of the association’s commercial activities be transferred to the plc. We consider that this demonstrates a lack of understanding of the charity’s financial structure, and we do not believe that this is in the charity’s best interests. “Most members join the association because of their interest in and fondness for the West Somerset Railway; they do not join to become involved with internal politics and the ambition of factions and individuals. “There is a bottom line – we wish the association to continue supporting the whole railway.”

28 Heritagerailway.co.uk

Visiting Ivatt 2MT mogul No. 46521 at North Thoresby during the Lincolnshire Wolds Railway Easter steam gala on April 4. JULIA HOLLIDAY Find us on www.facebook.com/heritagerailway

LNERsteambackinEppingForest:Y70-4-0TNo.985headsaworkstrain.SIMON WEBB.

150 years of trains to Ongar

Present at the ceremonial unveiling of the commemorative plaque at Ongar station on April 24 were, left to right, David Campbell Bannerman MEP, Coun Tony Boyce, Eric Pickles MP, Roger Wright and his partner Wendy Fisher. DEAN WALTON/EOR

By Robin Jones

THE Epping Ongar Railway – a line which has been run by steam, electric and diesel traction in its much-varied history, has celebrated its 150th anniversary. The line held a special event from April 24-26 to celebrate the Great Eastern Railway opening the line from Loughton to Chipping Ongar. On April 24, 150 years to the day, the line welcomed guests from the Epping Ongar Railway Volunteer Society, children from the Chipping Ongar Primary School, local MP Eric Pickles, Secretary of State for Communities and Local Government in the Coalition government, and Tony Boyce chairman of Epping Forest District Council among others.

Commemorative plaque

At 10.40am a packed train arrived at Ongar from North Weald to be greeted by children waving flags and cheers from the crowd to the accompaniment of brass band music. After speeches were made, a commemorative plaque was unveiled at Ongar Station. The official ceremony was followed by a threeday Eastern steam gala celebrating the steam locomotives that would have run over lines operated by the GER and its successors. The event featured guests J72 No. 69023 Joem, Y7 0-4-0T No. 985 and N2 0-6-2T No. 1744, which will stay on the line

Visitors J72 No. 69023 and N2 No. 1744 face each other at Ongar. NEVILLE WELLINGS until late August. Eric Pickles said: “I would like to expresses my support for the hard work and dedication of the volunteers that have supported the Epping Ongar Railway and enabled this event to happen. “I look forward to seeing the railway establish a direct link with the Underground at Epping.” Six days earlier, the railway extended its running line by 900 yards from its previous western stopping point to within 100 yards of its boundary with London Underground at Epping. The extension was used extensively during the gala and has renamed the new stopping point as Epping Forest in its 2015 timetable. This section of the line was the subject of a substantial amount of engineering work last year in preparation for the End of Tube event which saw the restored Underground train that had operated on the line

until the withdrawal of Central Line services on the branch brought in by rail from Epping. Since January, much work has been done, including sleeper renewal, cutting back vegetation and dropping ballast.

Very exciting

EOR managing director Roger Wright said: “When we resumed train operations in May 2012, the western boundary of our railway was Coopersale Common. This has since been extended to our current stop board at Stonards Hill and it is now very exciting to be taking our passengers this close to Epping station. “Everyone has worked very hard to restore the line to its present condition over the past few years. However today, when I see the tremendous support there is for the railway, especially after we have nudged that much closer to Epping station, I look

forward to the next 150 years with pride and to the day when we have a connection with the Underground at Epping.” EOR business development manager Dean Walton said: “The railway has seen an increase in passenger numbers every year since 2012. However the establishment of a direct link with London Underground at Epping would be expected to deliver far more passengers and therefore business for the local tourist economy. We would become the only heritage railway directly accessible from the Tube network and that prospect is very exciting.” The next big steam event at the Epping Ongar Railway will be the June 5-7 Western-themed gala featuring GWR 4-6-0 No. 7820 Dinmore Manor, GWR 0-6-0PT No. 6430 and a third guest which will be confirmed closer to the time.

Artwork exhibition to choose new Tube poster LONDON Transport Museum is the venue for a new artwork exhibition which will create a new classic poster for the Underground. The Prize for Illustration 2015: London Places and Spaces features 100 works by illustrators depicting snapshots of London life. All 100 works were chosen from over

1000 entries by an expert panel of judges from the art and design world for the prestigious annual Prize for Illustration organised by the Covent Garden museum in partnership with the Association of Illustrators. This year’s theme is London Places and Spaces. The winning design will be announced in May and reproduced as a

poster for display on London Underground. The exhibition opens to the public on Friday, May 15. A special evening launch evening session will be held that day as part of Museums at Night. ➜ For more details telephone 0207 379 6344 or visit www.ltmuseum.co.uk

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SRBulleidBattleofBritainPacificNo.34070 ManstoncrossesCorfeCommonduringtheSwanage RailwaysteamgalaonApril18.BRIAN SHARPE

The complete steam railway magazine & Britain’s most popular news title

NEWS LMS ‘Black Five’ 4-6-0 No. 44871 departs from Whitby on April 26. BRIAN SHARPE

NYMR gala successful despite disruption By Roger Melton THE North Yorkshire Moors Railway spring steam gala proved successful, despite arrangements being disrupted in the preceding fortnight by Network Rail’s track suspension served on West Coast Railways and a cracked wheel spoke discovered on B1 No. 61264. The planned star attraction, GWR 4-6-0 No. 4936 Kinlet Hall was ruled out late in the day, because of gauging

issues on the Esk Valley line, and would not have been able to move there because of the West Coast issue.

Trapped at Tyseley

However, by way of compensation Ian Riley’s two ‘Black Fives’ Nos. 45407 and 44871 found themselves trapped on the NYMR by the suspension, and so were available both weekends instead of just the first. NELPG’s K1 No. 62005 had been due to be present for the first

weekend of April 18-19 but was trapped at Tyseley, where it had been undergoing tyre turning. NELPG arranged for its movement to Pickering by road so it could make an appearance, but on arrival at Grosmont a broken spring was discovered, which meant that it did not appear until late on the first Sunday. The line-up was completed by the late addition of K4 No. 61994 The Great

Marquess which had been stranded at York but was towed to Grosmont by a Devon & Cornwall Railways Class 31.

Slightly down

As part of the gala has run over the early May bank holiday weekend in previous years, the early date may have had an influence on takings, which are thought to have been slightly down on 2014. That was not helped by the fact that the NYMR

LNER K12 2-6-0 No. 62005 crosses the River Esk at Ruswarp with a train from Whitby on April 21. MICHAEL ANDERSON

32 Heritagerailway.co.uk

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Anniversary train ‘tight’ for Bulleid Pacific TawValley

No.61994The Great Marquess headsa goodstrainpast GreenEndonApril24. MICHAEL ANDERSON management decided to apply normal fares rather than the usual gala ones, although this was greatly appreciated by visitors. Apart from Nos. 44806 and 63395, and of course 61264, the normal home fleet of Nos. 45428, 76079, 75029 and 60007 all ran. Having been one of the highest mileage engines on the railway since it returned from major overhaul, B1 4-6-0 No. 61264 missed the gala and is yet to return to traffic following the discovery of the wheel problems. Repairs are likely to entail the removal of the wheelset and sending it to a specialist contractor for welding repairs, but it seems likely that the locomotive may miss much of the 2015 peak season. The NYMR has secured a partial replacement in the form of The Great Marquess which is likely to remain on the line until sometime in July, and possibly a little longer.

Autumn diesel gala

Following disappointing attendances in recent years, the NYMR has decided to combine its annual autumn diesel gala with its 1970s music event on June 26-28. There will be three visiting engines in the form of Class 45 No. 45060 Sherwood Forester, Class 37 D6757 and Class 31 No. 31271 Stratford TMD, supported by the home-based fleet of Class 25 D7628, Class 37 No. 37264, Class 101 No. 101685, Class 08 No. 08850 and Class 08 No. 08556. Class 37 D6757 will be staying on the NYMR after the event for the summer season to provide extra diesel cover, as it is Network Rail registered and can work to Whitby if required – at present the NYMR has only D7628 available for Whitby services. The music event at Levisham will feature The Glamned, Tamla Motown duo Afrodizzyac and a model railway show at Pickering.

WITH just two weeks to go before Bulleid Country light Pacific No. 34027 Taw Valley was scheduled to haul the ‘Golden Anniversary Pullman’ on its last leg along the SVR from London Waterloo on May 16, it still had not moved under its own power. With full time staff at the SVR’s Bridgnorth depot putting in the hours to complete what is thought to be the most expensive overhaul carried out on a Bulleid ‘West Country’, work on the middle cylinder valve setting was all that remained to be done before the locomotive could be properly tested. The SVR’s locomotive works manager Ian Walker hoped this would be on either April 28 or 29, little more than two weeks before the special train – which is part of the railway’s 50th anniversary celebrations – runs from London to the SVR behind Deltic D9009 Alycidon and for which an airbraked steam locomotive is required to take it onward to Bridgnorth. One option will be to leave the Deltic on the front for the last 16 miles, although it would be more fitting if No. 34027 can keep its appointment. Elsewhere in the works at Bridgnorth, new valve

Both cylinders now fitted to the chassis of No. 82045. PAUL APPLETON liners have been fitted to the cylinders of BR Standard 4MT 4-6-0 No. 75069. The boiler for ex-GWR and NCB 0-6-0PT No. 7714 is back in the boilershop now that Taw Valley’s boiler is finished, and the new foundation ring has been fitted to No. 7802 Bradley Manor’s firebox, and a full set of small tubes for the boiler have been delivered. The completed chassis for Bradley Manor is expected back from Tyseley in June whereupon all efforts will be focussed on reassembling the 1938, Swindonbuilt locomotive.

Outside, the 82045 Steam Locomotive Trust, which is building new Standard 3MT 2-6-2T No. 82045, has reached a significant milestone with the fitting of both cylinders to the locomotive’s frames. The first cylinder was fitted in time for the SVR’s spring gala and the second by the middle of April. With the newly made bunker in place, No. 82045 is really starting to look like a locomotive, with efforts now focused on getting the axleboxes and springs finished with a view to getting the loco onto its driving wheels to create a rolling 0-6-0 chassis during the summer.

Deltic returns for second season on SVR By Paul Appleton CLASS 55 Deltic No. 55019 Royal Highland Fusilier has returned to the Severn Valley Railway for the 2015 season following a successful visit to the railway last year. It will again be used on timetabled service trains as well as being available for driver experience courses. No. 55019 arrived on SVR metals in company with sister locomotive D9009 Alycidon on Tuesday, April 21, after both locomotives had made working appearances at the Bluebell Railway (see pages 22-23). D9009’s stay on the railway was only to be brief as it was due to haul the SVR ‘Golden Anniversary Pullman’ between London Victoria and Bewdley and return on May 16 (see separate story), before moving away for other commitments.

No. 55019 is ostensibly covering for the absence of Class 42 Warship D821 Greyhound, which is away at Old Oak Common for a bogie overhaul and not expected back at the SVR until 2016.

Driver experience

The Deltic will be in action on public trains on May 5-8 and Bank Holiday Monday May 25, Saturdays July 18 and 25, Bank Holiday Monday August 31 and September 21-25. Driver experience sessions are planned for June 8, 15, July 13, Aug 3, 15 and 17, although more dates are likely to be added (see www.svr.co.uk). The locomotive is also expected to feature in the railway’s annual diesel gala scheduled over three days from October 1-3. In other SVR diesel news, Hymek D7029 has recently seen activity with a working week on the locomotive

during April, although it is some way off returning to operational condition and should see an improved rate of progress once the new diesel maintenance facility is completed at Kidderminster later this year. Class 09 0-6-0DE No. 09012 Dick Hardy is now operational and has received a repaint in BR green. Class 50 No. 50035 Ark Royal is due to arrive back at the SVR in late May having had a full repaint into original BR blue livery at RVEL Ltd’s workshops in Derby. It too has a number of timetabled turns on the SVR during the season and will feature on driver experience operations. ➜ Meanwhile the steelwork for the new diesel maintenance depot was erected week commencing April 20 and is on schedule for completion in the autumn – see feature, pages 84-88.

Two 15in gauge engines for Fairbourne Railway gala THE Fairbourne Railway is set to have two visiting 15in gauge steam locomotives running on its demonstration line for the first time since this facility was reintroduced, when it holds its annual Little & Large Gala on May 24-25. The two visitors are Americanbuilt Cagney 4-4-0 from the Lakeside Miniature Railway, and exBushmills Railway, and more recently Cleethorpes Coast Light Railway, 0-4-0 Mountaineer, which

is now based at the Windmill Farm Railway, having been purchased to replace Guest 2-4-2 Katie, which proved to be just a little too big for everyday service there (see separate story). Work is also proceeding with extending the 15in gauge line out of the station limits as far as the first road crossing, although the extent of the extension will depend on time and materials being available. The visiting engines will be

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supported by the three operational 121⁄4in gauge steam locomotives Sherpa, Yeo and Russell, together with diesels Gwyril and Ton, the latter making its first appearances following rebuilding with a new engine. This season is Yeo’s final one before it is withdrawn for firebox replacement. The fund for this work is still open and donations are still being sought to ensure a speedy return to service. Heritage Railway 33

News

Bulgarian steam giant set for summer return By Geoff Courtney

THINK of restoring a steam tank locomotive, and an image of a humble works shunter, a former colliery 0-6-0 or, further up the size scale, an ex-GWR 2-8-0 or a Standard 4MT, may spring to mind. Spare a thought, then, for restorers who are bringing back to life a tank locomotive that last steamed four decades ago, before its withdrawal from freight operations for the Bulgarian state railway BDZ. Their task is a challenging one, for the object of their labour, No. 46.03, was a member of Europe’s largest and most powerful class of tank engines, and indeed possibly the continent’s most powerful steam locomotives of any type.

Twice as powerful

The statistics of No. 46.03 are breathtaking. It is a 2-12-4 – remember, this is a tank engine – weighs nearly 150 tons, and has a tractive effort of 85,652 lb ft, well over double that of a King, Merchant Navy, Princess Coronation or an A4. An equally telling comparison is that it is also more than twice as powerful as the mammoth GER ‘decapod’ A55 class 0-10-0T No. 20, built at Stratford in 1902. No. 46.03 was built by H Cegielski of Poznan, Poland, in 1931, and was one of 12 to enter traffic that year for working heavy coal trains on mountainous lines with gradients of up to 1-in-36. Although they coped with such demands, railwaymen nicknamed them ‘mother bear’ because of their fat and clumsy look.

Beast of burden: Mighty Bulgarian 2-12-4T No. 46.03, which is currently in the final stages of a restoration that will see it operate railtours, at Sofia Podenue shed on May 4, 1964. GERALD ROBINSON A further eight were built by the German manufacturer Berliner Maschinenbau in 1943, these having a slightly different specification and lower power output but placed in the same 46 class. In the early 1970s all 20 were taken out of service to be replaced by diesels, and in August 1975 most were scrapped, with two being preserved – No. 46.03 from the first batch and No. 46.13 from the second. After storage at Sofia and the nearby depot of Pernik, they were moved to Asenovo depot in the north of the country in the 1990s, and tourist operators pressed BDZ to restore No. 46.03 for railtour duties. In 2013 the state railway agreed to carry out an

examination of the locomotive, and this revealed that the 2-12-4T was in good condition, a state of affairs perhaps helped by the fact that it had worked for only six months after repairs before being withdrawn.

Giant locomotive

As a result of this encouraging assessment, in March last year the engine was taken by rail – top and tailed by electric and diesel locomotives – on the 120-mile journey from Asenovo to the BDZ depot at Sofia for restoration. UK-based New Europe Railway Heritage Trust, which supports railway preservation in eastern Europe, reports that the overhaul of the giant

locomotive has included work on the boiler, pipes, measuring instruments, braking, lubrication, electrical and supplementary systems. Much of the restoration has already been completed, reports the trust, and it is expected that No. 46.03 will be running this summer, a little over a year after the overhaul started. Stephen Wiggs, chairman of the trust, said: “The 2-12-4T is a legend of Bulgarian steam. For a time we weren’t sure if any of them had survived, so this restoration project is fantastic news. The loco is absolutely certain to be a hit with enthusiasts and others, and will show everyone how heritage trains bring tourists and help with economic growth.”

Monster move: Preserved Bulgarian 2-12-4T No. 46.03 is top and tailed by diesel and electric locomotives as it is moved from Asenovo to Sofia in March last year for a restoration project that is already close to completion. The giant engine was a member of the largest and most powerful class of tanks – and possibly the most powerful of any steam locomotives – in Europe. NERHT/RAILWAY MODELLING BULGARIA

34 Heritagerailway.co.uk

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Top link, top train: Gresley A4 No. 60008 DwightD.Eisenhower at Potters Bar with a Down ‘Tees-Tyne Pullman’ in 1961. John Harrington fired the Pacific on a number of occasions during a BR career he remembers with great affection. NORMAN PREEDY ARCHIVE

A4 memories of a young fireman By Geoff Courtney MEMORIES of firing Gresley A4 No. 60008 Dwight D. Eisenhower during the locomotive’s glory days in the 1950s have come flooding back to former railwayman John Harrington following recent articles in Heritage Railway about the Pacific’s miscast smokebox numberplate. John, who is 76 and lives in Croxley Green, Hertfordshire, joined BR in 1954 and left in 1961, spending all seven years at King’s Cross (34A), where he rose through the ranks from cleaner to an ECML fireman. The railway industry ran in the family’s blood, for an uncle was head shunter at Ferme Park Up yard near Hornsey shed, and another uncle was stationmaster at Wood Green Underground station – and by coincidence, John was born six days after the world-breaking run on July 3, 1938, by No. 4468 Mallard. “I joined the railway just before my 16th birthday, cleaned engines for two weeks, received a week’s instruction on how to fire a locomotive, and on a Friday afternoon crowded into the cab of an N2 0-6-2T with several others for a trial run to Hatfield. All enginemen will remember how the first few shovelfuls of coal miss the firehole, which was when we realised firing an engine on the move was an art that required practice. “Back in London we were all told we had become passed cleaners, and the next step was to get in the required number of firing turns so that I could become a regular fireman. I thoroughly enjoyed my first week of nights, spent on a J52 0-6-0ST on shed pilot duties.”

‘I felt proud’

John’s first firing turn outside the Top Shed area was shunting King’s Cross goods yard, also on a J52, which he believes was No. 68855. “I must admit I felt proud that day,” he said. Other duties included firing a J50 0-6-0T on a freight to the Southern Region, relieving a fireman on a J6 0-6-0

shunting New Southgate yard, and tending engines on Hitchin shed (34D), where on one occasion he turned the now preserved GER E4 2-4-0 No. 62785. “When I had done enough firing turns I was made a fireman on the Met link at Top Shed, where the drivers were a mixed bunch, many of them in their fifties. There was Charlie Brown, who wore a cloth cap and liked a bet on the horses, who let me do some of the driving, and Harry Gutteridge, who was also happy to do a bit of firing. N2 No. 69575 was our loco.”

Could be tricky

Packed commuter trains out of King’s Cross could present both driver and fireman with problems. “The start from platform 16 could be tricky, but sand might help if the engine was slipping badly. The 5.20pm was often doubledheaded by a pair of N2s, with the leading one being taken off at Finsbury Park.” Other problems, too, were often just around the corner. “I recall letting the fire get too low after leaving King’s Cross and having to stand at Finsbury Park for more than five minutes for a ‘blow-up’. Fortunately it was a Saturday so probably no other trains were delayed – I shudder to think of the same thing happening during the evening peak.” Then there was the time he wanted to top up with water at Hertford North. “I got the chain on the wrong side of the bag that went into the tank, and when the water was turned on it was forced out, drenching my driver. Now, I can see the funny side of it, but for an hour or more after it was no laughing matter.” From the footplate of an N2 on the intensive King’s Cross suburban services, John progressed to the outer suburban link, working to Peterborough and Cambridge with such locomotives as B1 4-6-0s and L1 2-6-4Ts. “I also saw many Sandringham 4-6-0s in London, but the only one I fired was No. 61644 Earlham Hall, a

Atthecrossroads:AquartetoffinemotivepowerrestsatKing’sCross(34A)shed, whereJohnHarringtonworkedthroughouthisrailwaycareer.ThedateisFebruary22, 1962,andfromleftareV2c2-6-2No.60841,A1PacificNo.60128Bongrace–minusits shedplate–V2No.60862,andA4No.60017SilverFox. NORMAN PREEDY ARCHIVE rebuild to B2, on a parcels train from Welwyn Garden City to King’s Cross.” Even better than that, he once fired No. 60022 Mallard, which was being run-in, on a Sunday morning Cambridge service, and he believes he was the first Top Shed fireman to fire a 9F 2-10-0, No. 92035. Other classes on which he worked included an LMS ‘Black Five’ on an excursion, V2 2-6-2s and WD 2-8-0s, but never, he says wistfully, the lone W1 4-6-4, No. 60700.

Only fireman available

“Among all the engines I fired, some stand out in my memory, and one was Dwight D. Eisenhower, which became part of my life. I remember that once I had worked a goods train to Peterborough on a 9F and was at New England shed preparing for the return trip when the foreman asked me if I would fire No. 60008 to Newcastle with a Gateshead driver, as I was the only fireman available, who also as a number three link fireman knew the road to Doncaster. “Beyond there the Geordie driver helped me as much as possible, particularly with where to lower and raise the water scoop, and by telling me where the stations and the like were, as it was dark.” Another time he fired No. 60008 was

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when he and his regular driver had worked to Doncaster with an A1 Pacific, but on the way back had to change locomotives at Grantham. “We were given No. 60008 for the rest of the trip to King’s Cross, and an American visitor who was interested in the engine had a footplate pass, so we also had an inspector in the cab. It was a good run back to the Cross and the American thoroughly enjoyed his footplate ride.” John’s final firing turn was in October 1961 with A1 Pacific No. 60144 King’s Courier, following which he left BR to become a postman. That career move, however, didn’t end his contact with No. 60008, for he saw the Pacific in September 1991 when he visited the US National Railroad Museum in Green Bay, Wisconsin, home to the preserved A4, and again last year during its return to the UK for the NRM’s Great Gathering of six A4s. “My years on the footplate provided me with many varied experiences and a lot of happy memories,” said John, who is a member of a number of railway organisations, including the Gresley, GNR, LNER and Pullman societies and is a Friend of the NRM and the Guild of Railway Artists. “I am pleased and proud that my service was on the GN section of BR.” Heritage Railway 35

NEWS

Steam back inside Hunslet works! By Robin Jones

STEAM is set to return to the Hunslet works in Leeds at a one-off gala being organised to celebrate the 150th anniversary of the world-famous locomotive builder. One of the star guests at the Hunslet gala being organised by the Middleton Railway on July 18-19 will be the last steam locomotive built in the UK during the steam era for use in the British market. Completed on February 19, 1964, Hunslet No. 3890 was the 484th Austerity 0-6-0ST to be built. It was scheduled to run in public for the first time in preservation at its

Buckinghamshire Railway Centre home on May 3-4. The gala will see steam in action both at the Middleton Railway’s base in Moor Road and also – subject to final confirmation – at the nearby Hunslet works in Jack Lane. In conjunction with Schneider Electric which now owns the site, two Hunslets will return to their birthplace to operate on parallel demonstration lines behind the only original works building still standing. The first of these locomotives is 0-4-0ST No. 823 of 1903 2ft Irish Mail from the West Lancashire Railway and the second was still to be announced. At Moor Road, confirmed guest

locomotives include 16in Hunslet No. 2704 of 1945 Beatrice courtesy of John Beesley and Embsay & Bolton Abbey Steam Railway, and No. 3890, which became No. 66 in the South Yorkshire NCB fleet and was sent to Cadeby Main Colliery, Conisborough, on March 27, 1964. No. 66 was stored out of use at Cadeby Main Colliery from 1970, and several years later bought by a Quainton Railway Society member, but has not run in the heritage era until now. A third guest engine may be brought in, and the three will work alongside the Middleton’s own Hunslet diesels John Alcock and Courage/Sweet Pea. There will be an exhibition of models

and organisers hope to have 150 Hunslets on display over the weekend An original flatbed wagon used by Hunslet on site from 1951 until around 1990 is being restored to its former glory in a dark green livery with yellow signwriting and red bufferbeams and should form part of the freight train over the weekend. Four different vintage buses over the weekend will provide a free link with Leeds city station, the bus station and Armley Mills Museum. The organisers would like to hear from anyone who used to work for the Hunslet Engine Company in Jack Lane and have invited them to get in touch at [email protected]

Woodhead train finds new home at Apedale ONE of the last locomotives to run through the Woodhead Tunnel has been donated to the Moseley Railway Trust. However, it is not one of the Class 76/77s which ran on the Manchester to Sheffield route following its electrification in 1955, but a 1993-built Alan Keef diesel, works number 46. The electrification of the route saw the original Victorian tunnels superseded, and high-voltage cables were laid through them to avoid spoiling the Pennine scenery with pylons. A 2ft gauge system was laid to

service them. National Grid has now donated the locomotive to the trust, operator of the Apedale Valley Light Railway, along with a manrider and seven wagons. It will be unveiled at Apedale’s Locos from Leeds gala on May 16-17. The trust aims to display the complete train to visitors and run it as it was in use on industrial train days at Apedale. There are now a total of four exWoodhead tunnel locomotives at Apedale, the others being a Hudson diesel and a pair of Clayton battery locomotives.

Ex-Woodhead Keef diesel No. 46 of 1993 in use within minutes of arrival on site at Apedale. MRT

Trustees needed for new Wolds charitable trust THE Lincolnshire Wolds Railway has formed a charitable trust as the next stage of its programme for growth and development. The LWR has operated heritage steam trains from its Ludborough base since 1998 and has reinstated 1¾ miles of track to North Thoresby. Its long-term objective is to take the railway back to Louth but a project of this scale requires huge amounts of funding. A charitable trust has now been formed which will improve the railway’s chance of success when

applying for grant funding for future projects such as extending the line. A strategy group was set up last year under an independent chairman to oversee the process. One of the group’s key tasks was to draw up a five-year plan to take the business forward with a clear development path. Until now the Lincolnshire Wolds Railway has been a not-for-profit company supported by a society, which now has charitable status and is the main fundraising arm of the organisation.

In the new structure, the trust will be the overall body of governance with responsibility for strategic planning, development and finance. The subsidiary operating company will run the railway. The independent status of the society remains unchanged. The new body is now actively seeking to appoint suitably experienced persons for the following positions to serve on the board of trustees. The positions of engineering, permanent way, signalling and telecommunications, heritage, events,

visitor experience, publicity and media, finance, workforce and buildings and maintenance trustees are on offer, as is the post of trust secretary. Anyone wishing to apply for these positions is invited to contact Martyn Ashworth by email at [email protected] or by post 2 Russell Court, Cleethorpes, North East Lincolnshire DN35 0NT. Details are also available online at www.lincolnshirewoldsrailway.co.uk and www.lwrs.uk. The closing date for applications is June 15.

‘Black Five’ hits tree on line

Bulleid West Country Pacific No. 34092 Wells crosses Mytholmes viaduct on the Keighley & Worth Valley Railway on April 5. DUNCAN LANGTREE

36 Heritagerailway.co.uk

STRONG winds on March 31 brought a tree down on to the North Yorkshire Moors Railway, north of Levisham. The tree was run into by the railway’s LMS ‘Black Five’ 4-6-0 No. 45428 Eric Treacy, which was unable to stop in time, but which was undamaged in the incident. Services on the railway were disrupted for up to two hours while the remains of the tree were cleared, but were back to normal by the following day. Find us on www.facebook.com/heritagerailway

ADVERTORIAL

NEW BUILD G5 MOVES INTO OWN UNIT,

GRAND OPENING EVENT PLANNED

THE Class G5 Locomotive Company moved into its own premises on February 1. “This is a great opportunity, giving us much more space so we can assemble all the manufactured components into the finished locomotive,” says chairman, Mike Wood. “To celebrate this move we are planning to have a grand opening event on Saturday, June 13. The unit will be open all day with an official opening ceremony at 11am together with the launch of the Crank Axle Degree Fund.” “As part of the move the frames have been turned over into their

correct alignment and they have been mounted on the bogie. “The Class G5 0-4-4 T No. 1759 is one of the most advanced new-build projects. The boiler, the most expensive component, is completed. The frames are fully assembled with the cylinder blocks, horn guides, drag box and bogie support unit fitted. The bogie is finished to uprated standards, the driving wheels are all cast and we have the tyres, front axle and many smaller components. The front wheels, tyres and axle are being assembled into a complete unit and should be back at Shildon by August. “The only major component we

now require to complete the rolling chassis is the crank axle. To this end we are launching the Crank Axle Degree Fund, selling 360 degrees for £100 a degree to raise the £36,000 needed.” There are several ways in which to

become part of the project at this exciting stage of the construction as the Class G5 locomotive nears completion by becoming a Friend of the G5; a Super-Friend; a Component Sponsor or a Shareholder.

Doors open at 10am, with the official opening ceremony at 11am Unit 8S, Hackworth Industrial Estate, Shildon, Co Durham DL4 1HF

Write to us: Heritage Railway, Mortons Media Ltd, PO Box 43, Horncastle, Lincs LN9 6LZ.

Any question: either ring Richard 07764 304210 or email [email protected]

Heritage Railway 37

News

Railway setback as firm goes into administration By Robin Jones

THE East Lancashire Railway is bracing itself for a major setback in its plans to install a £100,000 Victorian-style canopy over platform 2 at Bolton Street station – after handing over £18,000 to a glass supplier which went into administration the next day. Volunteers have been trying to raise the money for the centrepiece canopy for the past three years, and it was due to be completed by July. However, they were horrified to find that a day after handing over a fifth of the money to paper giant Robert Horne Group subsidiary Paperlinx, an answering machine message at the company’s base said that administrator Deloitte was now handling its affairs.

Absolutely devastated

Indications were that it was uncertain whether the heritage line would see the glazing delivered or get a refund. ELR general manager Andy Morris said: “We have used this company twice previously and trusted it. “We did the bank transfer one afternoon at 1.30pm. When I rang the next day to check everything was fine, the line rang out. When I tried again, I got an answering machine message saying the firm was in administration. “We’re absolutely devastated by what’s happened and we’re still struggling to come to terms with what this will ultimately mean for the future

of the canopy project. The sum of money involved is very substantial for a charity such as ours and it is particularly upsetting bearing in mind the funds were raised through donations and other benefaction. “We shall be taking legal advice about what rights we have in circumstances such as this but at the moment it doesn’t look very encouraging. We also need to see what options are open to us in terms of keeping the project on-track and for completion by mid-July, as raising a similar amount of cash to that we’ve already paid out is going to be a tall order. “However, one thing is for sure, our volunteer workforce will do everything within their power to ensure the job gets done.” Platform 2 has been without a roof since the 1970s. The railway has appealed for further donations to the scheme which was set to be completed in time for the third annual Raise the Roof music festival at Bolton Street station on July 17-18. A Deloitte spokesman said: “The joint administrators are seeking to continue to trade the businesses on a limited basis to secure the best value available from current stockholdings and other assets.

Right:Where’sourglass?EastLancashire Railwayvolunteerswhohaveboth workedonthenewcanopyatBolton Streetandraisedfundstopayforit.ELR

New carriage for Snowdon railway

A NEW £150,000 carriage has been delivered to Snowdon Mountain Railway. The arrival of the new Snowdon Mountain Goat carriage on April 15 follows the success of the first Snowdon Lily coach which was launched in 2013 as part of the heritage steam service. General manager Alan Kendall

said: “The steam service has been such a hit with visitors that the Snowdon Lily carriage is often sold out weeks in advance.” The new carriage will have a bright new livery that reflects the heritage of SLM 0-4-2T No. 5 Moel Siabod that is being refurbished to push the carriage just as it did in 1896 onwards.

The new Snowdon MountainGoat is craned into place on April 15. SMR

38 Heritagerailway.co.uk

Four new vice-presidents for Severn Valley jubilee THE man who is believed to be the longest-serving railway society magazine editor is among four new vice-presidents appointed by the Severn Valley Railway to mark its golden jubilee year. Severn Valley Railway Holdings Plc (SVR) has today announced that four vice-presidents will be joining the five currently in post. David Williams from Lichfield joined the Severn Valley Railway Society in 1966 and edited the Severn Valley Railway News for more than 48 years, as well as having written books in his own right. He is also chairman of the line’s guarantee company and a director of the holdings plc. Long-time supporter Phil Swallow, the majority shareholder in Bulleid West Country light Pacific No. 34027 Taw Valley, has also joined. A company spokesman said: “Phil’s support through the flood damage repair of 2007 was invaluable and his business knowledge and contacts have proved extremely helpful.” David Owen OBE joined the holdings board in 1984 and also chaired the plc

Mick York (LEFT) and David Williams, SLR from 1989-93. His family business supported the complete refurbishment of bridges to ensure the reopening of the railway. Mick York joined the railway in 1966 and was elected chairman of the holdings company in 1993 and 1999, holding this position for over 15 years. He has been chief organiser of the 2015 50th anniversary celebrations. The new recruits join the existing vice-presidents: the Earl of Lindsay, John Cameron, David Hallam, Sir Peter Luff MP and David Morgan.

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Guest Engineering 2-4-2 Katie soon to make its debut on the Kirklees Light Railway. KLR

Fairbourne Katie moves to Kirklees ONE-time Fairbourne Railway flagship Katie has a new home after being bought by the Kirklees Light Railway a few months before its 60th birthday. A firm favourite with holidaymakers for two decades, 2-4-2 Katie was designed by engineer Ernest W Twining, a contemporary model maker for W J Bassett-Lowke. It was built in 1954 by Guest Engineering for the Dudley Zoo Railway. It was subsequently acquired by Captain Vivian Hewitt of Anglesey who planned to take the locomotive to work on his plantation in the Bahamas. When the captain died in 1965, the locomotive was acquired for the Fairbourne Railway where it worked until 1984. The owners of the beach-

Wensleydale bid to develop Aysgarth station THE Wensleydale Railway is awaiting approval from the Yorkshire Dales National Park Authority for its planned development at Aysgarth station – part of its long-term strategy of extending the line from Redmire to Garsdale. The current development seeks to convert a coach into a cafe and the goods shed into a visitor centre, create a parking area for coaches and 42 car spaces and lay track to provide a short ride by diesel train within the station area. These facilities will then be open for 100 days per year. The plan has been given provisional approval but was passed to the Yorkshire Dales National Park Authority for final approval. The site at Aysgarth will become one of the ‘islands’ that the WR is creating between Redmire and Garsdale to both generate an income and encourage interest in the extension of the railway. It intends to connect it in stages as time and funds permit until the full length between Redmire and Garsdale is restored.

side 15in gauge line subsequently 1 decided to convert it to 12 ⁄4in and brought in new locomotives and rolling stock. In 1985 it moved to the new railway at Haigh Hall in Wigan and was renamed Haigh Hall, and in 1994 it moved to the Cleethorpes Coast Light Railway. New owner Austin Moss moved it to the Windmill Farm Railway in 2011. While there, a brand new boiler was built to modern standards plus restoration of many detailed features that had been lost for years. Katie is a near sister of privately owned fellow former Fairbourne engine Sian and the Bure Valley Railway’s Wroxham Broad.

Kirklees general manager Stuart Ross said: “We had realised we had a need at the KLR for another steam locomotive and having been impressed by the performance of Katie’s sister locomotives at our gala weekends, we realised that the opportunity to acquire Katie was one not to be missed.” Before Katie can enter Kirklees service, several small jobs need to be undertaken to make it compatible with the line’s coaches and ensure that drivers are trained to handle it. The Kirklees Light Railway is a 3.25 mile long 15in gauge railway constructed on the former Lancashire & Yorkshire Railways Clayton West branch and opened in 1991.

Sixteen railways in eight days in summer steam tours marathon RAILTRAIL Tours has expanded its steam programme for 2015 with several unique brand new tours and even a touch of the hard stuff! At the forefront is a one-off heritage holiday in September, Rotterdam to the Bavaria Steam Festival, which begins, like many continental railtours, with Eurostar and high speed rail. However, after a night in Rotterdam, the tour gains its uniqueness, with first class booked from Rotterdam to Mönchengladbach hauled by express Pacific No. 01 1075, before travelling down the scenic Rhine Gorge with a heritage diesel locomotive.

Finest steam festival

The tour picks up steam again at Würzburg, where Pacific No. 01 150 makes the final leg to Neuenmarkt-Wirsberg, climaxing with three days of steam excursions at one of Germany’s finest steam festivals. Regulars at steam festivals will testify that the best place to share the excitement of the day is over a tipple or two in the trackside pub, and so Railtrail has launched a clutch of steam rail and ale trails. The first takes place in September in Belgium, with two days of

steam at the Three Valleys Festival, vintage trams, a private charter of ‘The Little Train of Happiness’, plus visits to a distillery and three Belgian breweries. Subsequent tours in October combine the Keighley & Worth Valley autumn gala with Yorkshire breweries and the Bo’ness & Kinneil gala with malt whisky distilleries.

Most steam-packed itinerary

Almost every Railtrail itinerary includes a heritage railway, but some of its tours delve deeper into our industrial heritage. The Isle of Man Explorer features myriad steam railways, electric trams, horse trams and a mountain railway, whereas Canals, Steam & Historic Chester combines the waterways and railways of the golden industrial age. However, this year’s Railtrail programme also features quite possibly the most steam-packed itinerary to be found anywhere, with the Welsh Mega Steam 6 setting off on August 29 which boasts no less than 16 heritage and scenic railways in eight days, plus a steam gala! ➜ For more details telephone 01538 382323.

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Heritage Railway 39

news in brief ➜ A NEW community group has been formed with the aim of restoring part of the LSWR Barnstaple to Ilfracombe line which closed in 1970 and was the subject of a failed reopening attempt before being lifted in 1975. Combe Rail, which first met on March 22 and is seeking charity status,wants to focus on establishing the railway on a fourmile stretch between Willingcott and Knowle. ➜ VANDALS brought the Swanley New Barn Railway in Swanley to a halt after damaging 30 yards of new track laid by volunteers during the winter. Full services on the 7¼in gauge line were temporarily suspended following the vandalism around 7pm on April 7, which was being investigated by police. ➜ CLASS 37s Nos. 37407/24, which have been in long-term storage at Cheddleton on the Churnet Valley Railway, have been bought by Direct Rail Services and were transferred to the Derby base of Railway Vehicle Engineering Ltd at the beginning of April for restoration to operating condition. One reported consequence is that Class 37/5 No. 37682 will no longer receive an F exam at RVEL, although one was authorised, but become a spares donor for the restoration of the latest arrivals. ➜ THE 159-year-old Belfast & County Down Railway station at Saintfield, which closed in 1950 but which has been restored into a country house with original features preserved, has gone on the market for £750,000 through Ballynahinch estate agent Quinn Property Sales.

Telford opens new northern extension By Robin Jones

THE Telford Steam Railway opened its new northern extension to Lawley Village station on Easter Saturday. The line’s GWR-liveried DMU ran members-only trips along the 500yard extension through Heath Hill Tunnel on April 4, with public steam rides being offered on Easter Sunday and Monday. The railway has moved 50,000 tons of mud to make the extension from Spring Village possible. At present, the new station, a few hundred yards from the original one at Lawley, comprises just a basic platform, but two members are building a replica GWR pagoda in kit form and hope to have it erected for an official opening in the summer at a date to be arranged.

Huge mountain of mud

The 500-yard northern extension leaves the railway with a Y-shaped running line, from Spring Village to Lawley and back to Horsehay & Dawley, each of the arms of the ‘Y’ being just under a mile, and giving a total passenger journey of 3½ miles. The heritage line is on the section of the GWR branch from Wellington to Craven Arms via Ironbridge, from Wellington to Horsehay, which was opened in 1859, and lost its last passenger trains in 1962. The original course of the railway continued, through Lawley and

Peckett 0-4-0ST No. 1722 of 1926 Rocket, which spent its working life at the Courtaulds Co. Ltd at Coventry, is seen at the new Lawley station on Easter Monday, April 6. ALISTAIR GRIEVE eventually to Wellington, but was dissected by open-cast coal mining during the 1970s. When the mining ended, the trackbed was backfilled to a height 20-30ft above the earlier level, leaving revivalists facing a huge mountain of clay-based mud as they exited the tunnel. Planning permission was sought and obtained in 2000, for a small northern terminus. Part of the requirement was to move the mud bank… by rail! Volunteers moved

➜ CLASS 50 No. 50035 Ark Royal has been moved from the Arlington Fleet Services base at Eastleigh to the Derby base of Rail Vehicles Engineering Ltd for repainting as the AFS workload meant that it could not guarantee completion in time for the locomotive to attend the May 8-10 Swanage Railway diesel gala. ➜ A REPLICA North Eastern Railway footbridge manufactured by Mick Fairnington, has been erected at the northern end of the platforms at the Aln Valley Railway’s Lionheart base.

40 Heritagerailway.co.uk

Larger terminus

At a later date, the requirement for more housing and amenities in the Lawley area led to wide-scale changes to the area being needed. Through negotiations with the local council, landowners and developers, the railway obtained further planning approval for a larger terminus, integrated into this development. Hardcore is being laid to provide a path from the new station to the Lawley Village housing development. The railway hopes to eventually extend services to Lightmoor Junction and on to Ironbridge power station, which is earmarked for closure. Spoil from the Lawley extension has been used for the next stage of expansion, south from Horsehay & Dawley Station towards Doseley Halt. Some of the waste material has been disposed of just before Doseley, making an embankment less steep. Now that Lawley is complete, volunteers will lay the last few hundred yards into Doseley Halt itself. Passengers can once again ride through Heath Hill Tunnel. The Telford Steam Railway’s DMU is seen exiting the tunnel on April 4. ALISTAIR GRIEVE

Oak tree smashes miniature track THE Bracknell Miniature Railway might have settled for cancelling services because of leaves lying on the line. However, the line based at Jock’s Lane Recreation Ground in Priestwood was closed on Good Friday after a century-old oak fell on to a section of track and smashed it. Four sections of the

more than 10,000 tons of spoil by rail, some with Army assistance.

track were destroyed only a day after Bracknell Forest Council had earmarked two trees for removal after considering them at risk of collapsing. However, the two trees fell and the society was forced to cancel its Easter running, having to spend £600 on new track. Officials were aiming for a May 4 reopening.

Amerton celebrates 25 years STAFFORDSHIRE’S Amerton Railway is to hold a celebration on May 23 to mark its 25th anniversary. Bagnall 0-4-0ST Isabel and Hunslet Wren class 0-4-0ST Jennie will be operating passenger and freight services, while visitors will be able to visit the workshop and running shed where a Feldbahn 0-8-0T, Kerr Stuart Wren class 0-4-0ST Lorna Doone and Trentham Gardens Baguley petrol

engine Golspie are under restoration. Allan Baker and Mike Fell will sign copies of their new history of the Staffordshire & Uttoxeter Railway. The Stafford & Uttoxeter waiting room from Chartley & Stowe station located at Amerton will have a display of S&U relics and an exhibition about the development of the 2ft gauge heritage line, which runs alongside a garden centre.

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Triple steam rarity delights Easter crowd By Geoff Courtney THEy may have been a rarity in the days of BR, but tripleheaders never fail to please the crowds at steam galas. So it was over the Easter weekend, when Mangapps Railway Museum put on a show that included a trio of former National Coal Board locomotives joining forces in a display that had visitors’ cameras working overtime. The locomotives comprised former Cadley Hill Colliery, Derbyshire, 0-6-0ST Empress, ex-Kinneil Colliery, Falkirk, 0-4-0ST No. 8 Fambridge, and No. 72, another 0-6-0ST once of South Hetton Colliery in County Durham. Built respectively in 1954 by W G Bagnall, 1943 by Andrew Barclay, and 1945 by Vulcan Foundry, they delighted visitors over the museum’s ¾-mile line. Mangapps had put on triple-headed trains just once before, back in 1999, just nine years after the Essex museum had run its first passenger trains, and for the ensuing 16 years founder John Jolly had dreamed of repeating the exercise. And on April 6, that dream became reality.

Sight, sound and smell

“It was a great seeing three quite different former NCB steam locos working together,” he enthused, revelling in the combination of sight, sound and smell that is like nectar to steam enthusiasts the world over. “It was a real Mangapps’ rarity.” Another rarity came in the large shape of a former Canadian Pacific Railway caboose, which joined the idiosyncratic Mangapps’ fleet in 2011. Built at the CPR workshops in Montreal in 1981, the caboose is a representative of an iconic North American railroad vehicle that is instantly recognisable to enthusiasts on both sides of the Atlantic, although its presence in deepest Essex must raise a few non-enthusiast eyebrows. To add to the unreality of the scene, the caboose joined a train of wagons at the gala hauled by diminutive Class 03 diesel No. 03089, formerly D2089. Little and large it certainly was, much

Threefold joy: Barclay 0-4-0ST No. 8 Fambridge(leading), Bagnall 0-6-0ST Empress, and Vulcan Foundry 0-6-0ST No. 72, triplehead a passenger train at the Mangapps Railway Museum Easter gala on April 6. The trio is passing some London Underground 1938 District Line stock. JAMES JOLLY Little and large: Mangapps’ former Canadian Pacific Railway caboose overshadows other rolling stock and Class 03 No. 03089 at the museum’s gala over the Easter weekend. The formation also includes an ex-Royal Navy flat wagon converted to match wagon for the caboose, SR 15-ton brake van No. DS455, and an ex-BR L-type container flat formerly used as a Class 03 match wagon at Ipswich. JUNE JOLLY to the amusement – and delight – of the visiting public. “This was our first Easter gala and the weather was unreliable, just like our first weekend of passenger services exactly 25 years ago,” said John. “But having said that, Easter Sunday was positively balmy!” The steam trains on Easter Sunday and Monday were preceded on Good Friday and the following day by diesels

at work, including Class 03 No. 03197 (D2197) in addition to No. 03089, Class 04 D2325, Class 31 No. 31430 (D5695) Sister Dora, and Class 47 No. 47579 (D1778) James Nightall G.C. “We like to throw something in that’s unusual, so included the Class 47 hauling an airbraked fitted demo freight train, just like the 1980s,” said John. “The event was excellent,” he said. “Plenty of visitors and action, and very

good feedback, which is always important to us and a boost for everyone. A lot of new visitors expressed surprise at how much there was to see and do, and how there always seemed to be something happening, which I suppose is one advantage of having a short line.” Having strutted its stuff at the Easter gala, Empress will spend the summer season on the Lavender Line in Sussex.

No more porn to be filmed at Epping as railway is forced to apologise THE Epping Ongar Railway has apologised for allowing a hardcore pornographic movie to be filmed on the line – and has promised that it will never happen again. The revelation that the heritage line had been used by North American film company Brazzers as the background setting for the movie featuring an actress dressed as a schoolgirl having sex on a train made national headlines in early May. It was said that Brazzers broke its promise to keep the railway unrecognisable in the film because

a North Weald station sign appeared in it. The film was said to have appeared on an internet pornography site and had been viewed 240,000 times before being taken down. Local parents hit out at the railway for allowing the film to be made there, especially as the line is advertised as a family attraction. The railway has previously provided the backdrop for Halifax, NatWest, Barclays, BBC iPlayer and Flybe advertisements, and the setting for music videos for Boy

George, Kim Wilde and Liberty X. However, EOR business development manager, Dean Walton, said: “We take on a whole range of commercial filming contracts throughout the year to supplement the income we get from our events. We have no editorial control over the final content of the films that are shot on the railway. “The company complies with UK legislation relevant to their industry and since it would not be possible to identify Epping Ongar railway as part of the film we

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decided to let filming go ahead. “The filming took place on a weekday earlier this year when the railway was closed to the public. “This was an error of judgment. We are clear that in a case where content could be unsuitable for a family-friendly attraction, we would turn down the booking. “We did not know what the theme was and only found out when the film was posted online. It is deeply upsetting. On behalf of the railway I am really sorry and we are deeply upset that we have caused offence.” Heritage Railway 41

News

Iconic 611 returns to US main line By Brian Sharpe ICONIC Norfolk & Western Railroad J class 4-8-4 No. 611 is set to return to steam with a programme of excursions announced, starting in late May. The streamlined locomotive is coming back after its second restoration to headline Norfolk Southern’s 21st Century Steam excursions.

Sixty-five years after No. 611 was built at the Norfolk & Western Railroad’s workshops in Roanoke, Virginia, entering service on May 29, 1950, the locomotive is scheduled to work its first train on May 30, fulfilling the dreams of its Virginia Museum of Transportation owners and steam enthusiasts worldwide. VMT is a new sponsor with Norfolk Southern, joining the Tennessee Valley Railroad Museum

P2 PrinceofWales makes progress

RAPID progress continues to be made on building the new £5 million Gresley P2 No. 2007 Prince of Wales. The proof machining of the eight coupled wheels has been completed and quotes are being sought for finish machining these ready for pressing onto axles, while the Timken roller bearings for the intermediate and trailing wheelsets which use cannon boxes have been delivered. William Cook Cast Products is making progress with casting the coupled wheel and trailing carrying wheel (Cartazzi) cannon and axle boxes. Machining of the frame stay castings continues at North View Engineering Solutions at Darlington for the smaller components and at Multi Tech Engineering UK Ltd at Ferrybridge for the larger items. Work continues with the redesign of major frame stays to convert them to welded fabrications and to accommodate air brake equipment instead of the vacuum brakes on the original P2 design. William Cook Cast Products at Sheffield is nearing completion of the castings for the pony truck top frame stay, front boiler support stay and double spring buffer cases for the front buffer beam, while Hawk Fasteners at Middlesbrough has manufactured

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more than 1000 driven and fitted bolts for assembling the frames and has supplied a corresponding number of Philidas self-locking nuts too. Work is continuing on design of the monobloc cylinder block and Lentz valve gear modified with Franklin improvements. One of the more difficult manufacturing challenges facing the project is the smokebox. In particular the smokebox door and its door frame being D-shaped with a straight top and both the door and frame sloping backwards are difficult to make. The original drawing of the door fitted to No. 2001 shows that the shape was not new to the LNER in 1934. The same shaped door had already been used in connection with smoke lifting trials on two Gresley A3 Pacifics. No. 2747 Coronach was first altered in 1931 and No. 2751 Humorist in 1932. The door may be made as a hot pressing or by hand forging over a cast iron former, or possibly by machining out of solid 8in thick plate using a large CNC vertical milling machine. The door ring frame will also be machined from a D-shaped flame cut profile by CNC milling. The machine will be programmed directly from the Solidworks 3D models. Pledges to the project have passed the £1.7m mark including Gift Aid.

and the Fort Wayne Railroad Historical Society to operate excursion trips between June 6 and October 11. Chairman Wick Moorman, who launched plans for 21st Century Steam in 2010, and president Jim Squires will be aboard the train from Spencer, North Carolina, where No. 611 has been undergoing restoration at the North Carolina Transportation Museum since last June.

Also booked to take part in the summer programme are Southern Railway No. 4501 and Nickel Plate Road Berkshire No. 765. No. 4501 was the pioneer locomotive in Norfolk Southern’s initial steam excursion programme that operated from 1964 to 1994, when it was abandoned by the railroad. It returned to excursion service in 2014 after being rebuilt at the Tennessee Valley Railroad Museum’s Chattanooga shops. However, it is the bullet-nosed No. 611 which will be the undoubted star. Norfolk Southern’s announcement in 2010 of plans to operate 21st Century Steam prompted hope that the 611 might return to service after a few years as a static exhibit. In 2013, VMT launched a study and then a fundraising campaign, Fire Up 611!. Norfolk Southern itself donated $1.5 million from proceeds of sale of a painting. On May 30, No. 611 will arrive in Roanoke from the North Carolina Transportation Museum in Spencer under its own power and will stop near the old N&W station, for a homecoming celebration. While the highlight for many will be the return of the 611, No. 765 will be spending much of late summer in Pennsylvania and upstate New York and may once again be seen at the famous Steamtown museum as it powers excursions out of Scranton.

Will project see steam at Waterloo International? NETWORK Rail has announced a multimillion pound improvement project for the former Southern Region area which includes the reopening of Waterloo International terminal platforms to commuter traffic. The announcement is seen as a boost for railtour promoters to whom access to Waterloo has hitherto been restricted by the high intensity of South West Trains’ public service timetable. In addition to reopening the former Eurostar platforms, the project will

provide improved track access and signalling to boost peak-time capacity by 30%. The increased capacity will help railtour promoters to run trains out of Waterloo during weekdays between the favoured 8.30-10am period instead of, in the main, being restricted to weekend departures or being forced to use Victoria. When completed, the improvements could also allow longer trains-than the present restriction of 10 coaches-to be accommodated in longer platforms.

The 75th birthday weekend for GWR diesel railcar No 22 on April 18-19 brought rare meetings with more modern multiple units. First Great Western sent a Class 150 on the Saturday, and a Class 166 on the Sunday. Bought out of storage at Swindon by the Midland Group of the Great Western Society for preservation in 1967, No. 22 initially worked on the Severn Valley Railway before coming to Didcot in 1978. FRANK DUMBLETON Find us on www.facebook.com/heritagerailway

Letting off steam: Australian Class C38 No. 3801 at Mt Colah, in the suburbs of northern Sydney, on a ‘last tour’ special to Newcastle shortly before its withdrawal in 1962 after 19 years’ service with NSW Government Railways. The preserved Pacific is currently undergoing a troubled and controversial overhaul that was expected to be completed by 2011 but is still ongoing four years later. THE LATE RON PRESTON

Steam locomotive icon in Facebook April fool joke By Geoff Courtney OFFICIALS overseeing the crisis-hit restoration of one of the world’s flagship preserved express locomotives have been hit by an April fool’s joke that held them up to ridicule among the railway preservation movement. The April 1 send-up appeared on a Facebook site purporting to be the official page of Transport Heritage New South Wales, one of the state government bodies involved with the £1¼ million restoration of Class C38 No. 3801, a streamlined icon that is revered down under as Australia’s equivalent to our own Flying Scotsman. Started in 2007, the overhaul of the 1943-built former NSW Government Railways’ Pacific was expected to be completed within four years but is still dragging on today, due to problems with a new boiler built for the locomotive by DB Meiningen of Germany, which manufactured the boiler for Peppercorn A1 No. 60163 Tornado.

The new boiler for No. 3801 was delivered to Sydney in October 2010, but was returned to Meiningen for rectification 13 months later after being declared “not fit for purpose”. The £600,000 boiler is now back in Australia, but neither DB nor Australian officials have disclosed what rectifications, if any, were carried out in Germany.

Possible future use

However, in a new twist to the drawnout saga reported exclusively in Heritage Railway, Transport Heritage NSW revealed in January that the old boiler previously fitted to No. 3801 but discarded at the start of the restoration was being assessed for possible future use. This apparent Uturn prompted many within the world’s preservation movement to speculate that the Pacific would return to steam fitted with its former boiler and not the new one. Scott Warren, a spokesman for Transport for NSW – another state government organisation involved with the restoration – said at the time

that the old boiler was being assessed to determine whether it may be suitable as a spare but refused to elaborate further. The April 1 spoof Facebook site, which carried a Transport Heritage NSW logo, stated: “THNSW is pleased to announce that after minor rectification works to its last serviceable boiler, 3801 has passed its hydrostatic testing yesterday evening. Thanks to the concerted efforts of the team over the past few months, work may now commence on final reassembly of the locomotive with the anticipation that it should be commencing trials by December 2015. “The boiler ordered from DB Meiningen will be sectioned and form the centre of a new interactive exhibit at Trainworks outlining how a steam locomotive works. We look forward to sharing further progress in the 3801 project with you over the coming months. Photos will be posted shortly.” Reaction posted on the site by the preservation fraternity ranged from “fantastic news team, great to hear” to “yeah right, pull the other one! Must be

Write to us: Heritage Railway, Mortons Media Ltd, PO Box 43, Horncastle, Lincs LN9 6LZ.

April 1”, to which was added another alleged THNSW statement saying: “We are sorry for any confusion, but this is no April fool’s. Further news to come tomorrow.”

Site was ‘fake’

However, Transport for NSW spokesman Katherine Danks poured cold water on any thoughts that the site was genuine. “It’s a fake Facebook site. Transport Heritage NSW has not made these comments and they do not reflect the position of the company.” She did not respond to further questions on whether THNSW had corrected any misunderstanding on its official site, nor whether efforts were being made to track down the person responsible. Asked what the latest situation was with the old and new boilers for No. 3801, she referred simply to an outdated press release which stated that the new boiler would be returning to Australia on January 26, as reported in Heritage Railway issue 200. ➜ Inside Meiningen works – feature, pages 78-81.

Heritage Railway 43

RAILWAYANA

BY GEOFF COURTNEY

The long and short of it at Stoneleigh COLLECTORS will get the long and the short of it at Great Central’s sale at Stoneleigh on June 6, when one of the longest names will share the spotlight with one the shortest. The former is The Snapper, The East Yorkshire Regiment, the Duke of York’s Own, a veritable mouthful carried by Gresley V2 2-6-2 No. 60809, built at Darlington in August 1937 and withdrawn from there in July 1964, and one of only eight members of the 184strong class to be named.

LNER quartet

For the short there is Topi from LNER Thompson B1 No. 61013. Other LNER nameplates going under Mike Soden’s hammer comprise Thoresby Park, carried by B17 No. 2830 (BR No. 61630) from new in April 1931 until January 1938 – when it was renamed Tottenham Hotspur – Zeebrugge (Class D11 No. 62666) and The Puckeridge with fox (D49 No. 62770). The LMS provides Prestatyn (Patriot No. 45522) and Jubilee duo United Provinces and Minotaur (Nos. 45578 and 45695). SR representatives are Sir

Meliot de Logres (King Arthur No. 30801) and Ryde (IoW Class E1 No. W3); and the GWR weighs in with four – Abergavenny Castle, Faendre Hall, Brockington Grange and Tylney Hall (Nos. 5013, 5954, 6804 and 6919). The

cabside numberplate from the last loco will also be on offer, separate from its nameplate. Heritage modern traction enthusiasts will have Western Challenger (Class 52 diesel-hydraulic D1019) and Norman Tunna, G.C. (Class 47 D1598/47471). The latter was named after a GWR shunter who was awarded the George Cross after preventing a bomb wagon explosion during an air raid at Morpeth dock, Birkenhead, in September 1940. He died in 1970 at the age of 62. The smokebox numberplate category includes 5535 from LNWR Experiment class Cheshire, numbered 1418 when built in 1909 and withdrawn by the LMS in 1931, which is believed to be the first smokebox from a named LNWR locomotive to ever come up for auction. Others include 5007 from Rougemont Castle, 6814 from Enborne Grange, 30747 from Elaine and 53804 from an S&D 7F 2-8-0. Among the worksplates are LNER

Doncaster 1744 from 1930-built A3 No. 60088 Book Law, Dubs & Co 3689 from Highland Railway No. 5/LMS No. 14401/BR No. 54401 ‘Small Ben’ 4-4-0 Ben Vrackie built in 1899, and a 1903 Gibb & Hogg believed to be from an 0-4-0ST supplied to Meyer of Widnes. Gibb & Hogg was established in 1866 in Airdrie as founders and engineers and closed in 1912, having built just 20 standard gauge locomotives around the turn of the century. The totem selection includes Bassenthwaite Lake from a Cockermouth Keswick & Penrith Railway station opened in 1865 and closed in 1966; and Rose Grove, a name seared in the memory of trainspotters as the location in Burnley of one of the final three steam sheds to close (10F) in August 1968. Auctioneer Mike Soden will start proceedings at 10am.

A4 wins – but it’s no steam walkover

STEAM emerged triumphant at GW Railwayana’s April 11 sale at Pershore, but modern heritage traction put up a good fight and was far from humiliated. Top price was £20,100 for nameplate Andrew K. McCosh from LNER A4 No. 60003, with Fringford Manor (GWR No. 7814) following at £12,200. But then came a pair of diesels, showing that the non-steam fraternity could hold its own. First of these was Conquest, from diesel-hydraulic Warship Class 41 D603 – one of only five in its class –

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which went under Simon Turner’s hammer for £10,500, with able support from Temeraire, carried by Class 50 D403/50003 (£8000). This latter locomotive was named in 1978, 10 years after being built by Vulcan Foundry, and withdrawn in 1991.

Gone by half-time

Then it’s back to steam, in the form of four ex-GWR nameplates. These were Packwood Hall (No. 4949) at £7100, Flamingo (Bulldog No. 3445 £7000), Mytton Hall (No. 5996) at £5000, and Calcot Grange (No. 6833), which didn’t sell under the hammer but had gone for £6250 by half-time. A non-seller was Balmoral, from LNER-designed, BRbuilt A1 Pacific No. 60140. Smokebox numberplates were

headed by 60095 from LNER A3 Flamingo (£4000), worksplates by a Metropolitan-Vickers 1958-built Class 28 in the short-lived D5700 series (£3000), totem station signs by Barry Dock (£1900) and SR target signs by Norwood Junc (£1000). The star cabside numberplate, from GWR No. 6022 King Edward III, failed to sell, but those from No. 2918 Saint Catherine and ‘Dean Goods’ No. 2572 did find new homes, for £2400 each. A diesel made its mark here too, with D1012 from Class 52 Western Firebrand realising £2250. A trio of 3½in gauge live steam models, comprising No. 6200 The Princess Royal, No. 775 Sir

Agravaine, and No. 931 King’s Wimbledon, also shone, at £3000, £2700 and £2300 respectively. Top poster at £1450 was LNER ‘East Coast it’s quicker by rail’ by Dorothea Sharp (£1450), and leading shedplate 83A Newton Abbot (£500).

A good turnout

Of the day, Simon Turner said: “A good turnout, run-of-the-mill nameplates did fine, posters are still going well and BR enamels seem to be the trend.” The prices exclude buyer’s premium of 10% (+ VAT).

Find us on www.facebook.com/heritagerailway

BY GEOFF COURTNEY

Internet auction goes westward

RAILWAYANA.net’s internet auction on May 17-24, its fourth since becoming part of Great Central Railwayana, has a distinct west country feel. One of the star items is nameplate Sir Cador of Cornwall, from SR King Arthur No. 30804 built at Eastleigh in December 1926 and withdrawn in February 1962, and the totem selection includes Dawlish Warren and Highbridge & Burnham-on-Sea. Dawlish Warren, on the ExeterPlymouth line, opened in 1905 as Warren Halt, while Highbridge & Burnham-on-Sea, on the BristolTaunton route, had a link with the Somerset & Dorset Joint line until 1966. Both these former GWR stations are still open today, the latter now named Highbridge & Burnham. The west of England theme continues with a BR poster promoting Woolacombe & Mortehoe in north Devon – its broad vista supporting the claim that the resort boasts ‘Britain’s best sands’ – and there is also a Western Region enamel sign from Dawlish Warren station directing passengers to trains for Starcross, Exeter, Torquay and Plymouth, and a West Country Class scroll from SR Pacific No. 34038 Lynton. Crossing from the south-west to the

Victorian era – and earlier – hit the heights THREE 7¼in gauge live steam models of 19th century locomotives hit the heights in a Dreweatts & Bloomsbury transport sale that followed the Pete Waterman collection auction (see page 34) in central London on April 16. The highest realisation of £7500 was achieved by Talyllyn Railway No. 2 Dolgoch, while LSWR Beattie 2-4-0WT No. 314 made £5000 and a Rainhill Trials 0-2-2 £2000. The Talyllyn model is of an 0-4-0WT built by Fletcher Jennings & Co in 1866 which remains at the 2ft 3in gauge railway today, making it one of the world’s oldest locomotives still in active service. No. 314 was built by Beyer Peacock in 1874 to the design of LSWR chief mechanical engineer Joseph Beattie and operated for an astonishing 88 years before being withdrawn by BR as No. 30585 in 1962. It is now preserved at the Buckinghamshire Railway Centre. The Rainhill Trials were held by the then nearly completed Liverpool & Manchester Railway in October 1829 and won by Stephenson’s Rocket, an 0-2-2 that beat four rivals. Five other engines were also expected to take part but failed to do so. The prices quoted exclude buyer’s premium of 24% (+ VAT).

south-east, a second nameplate in the auction is King’s Canterbury from SR Schools 4-4-0 No. 30933, built at Eastleigh in March 1935 and withdrawn from Nine Elms (70A) in November 1961. Camperdown (LMS Jubilee No. 45680), and a combined name, works and numberplate from GWR Bulldog 4-4-0 No. 3358 Tremayne, built as No. 3370 in December 1900, renumbered in 1912 and withdrawn in November 1945, complete the nameplate line-up. From the LMS comes the regulator handle from LMS Jubilee No. 5552 Silver Jubilee, a locomotive that had a split personality. The first engine to carry that number was built at Crewe in June 1934 as the class pioneer and not initially named, but in April 1935 it swapped its identity with classmate No. 5642 Silver Jubilee and was named Boscawen. No. 5642, the original No. 5552, was withdrawn as No. 45642 in January 1965, and

➜ A leAther-clAd travelling writing case owned by robert Stephenson went under the hammer for £1700 at a fine art sale held by Anderson & Garland of Newcastle on March 24. Inscribed with the name and london address of the pioneering railway engineer and dubbed the laptop of its day, it included fitted interior, hinged lower section, cut-glass inkwell and silver mount dated 1844. the case had a strong local connection for the auctioneers, as Stephenson was born at Willington Quay, north tyneside, in October 1803 and attended school in Newcastle. the designer of the 1829 rainhill trials-winning Rocket, he died in 1859 at the age of 55 and is buried in Westminster Abbey. the price excluded buyer’s premium of 19½% (+ VAt).

No. 5552 – the original No. 5642 – in September 1964 as No. 45552. Another totem sign is Corrour, from Scotland’s West Highland line station that lays claim to be the UK’s highest (1339ft above sea level) and most remote (10 miles from the nearest road) main line station.

GWR to come to the fore at Templecombe auction THE GWR will come to the fore at Talisman’s May 23 auction, thanks to a pair of 4-6-0s that emerged from Swindon works in the 1930s. Nameplate Elton Hall, from No. 4997, will headline the auction, and 6843 from Poulton Grange will lead the smokebox numberplate category. No. 4997, named after a baronial hall not in GWR territory but in Cambridgeshire, was built in March 1931 and withdrawn from Oxley (84B) in October 1961, while the Grange entered traffic in October 1937 and was taken out of service from Llanelly (87F) in February 1964. Another smokebox expected to catch the eye is 80041 from a 1952 Brighton-built Standard 4MT 2-6-4T that was shedded at Templecombe (83G) when withdrawn in March 1966 after hauling the last service train over the S&D. Other S&D items include a Midford station running-in board and a Stalbridge tail lamp. The Lynton & Barnstaple Railway also has its devotees, so there’s bound to be interest in an

RAILWAYANA

1897 locomotive headlamp that was reputed to have been carried by Yeo on the line’s inaugural train in May 1898. Other items set to go under the hammer are the signalbox nameboard from Torrington – the North Devon Railway-built/LSWRoperated terminus of the line from Barnstaple opened in July 1872 and closed to passengers in October 1965 – and a large collection of Southern Region station doorplates including police, cycles, cartage and assistant works manager. Also worthy of mention is a Chilsworthy running-in board from the Plymouth Devonport & South Western Junction Railway branch that ran from Bere Alston to Callington. Cabside numberplates include a brass example from GWR 2-8-0T No. 4267, and there is a Robert Stephenson & Hawthorns worksplate from GWR-designed 1952-built 0-6-0PT No. 9480. The sale of 580 lots, at the Gartell Light Railway, Templecombe, starts at 10am.

➜ A Br poster promoting huntingdonshire sold for £280 at a dee Atkinson & harrison memorabilia and toy sale in driffield, Yorkshire, on March 20. the poster, one of a selection gifted to a charity, was by edward Wesson (1910-83), a noted watercolour artist and inspirational teacher whose courses attracted a waiting list of three years. the auction included railway models, the leading price of which was £350 for an O-gauge Bassett-lowke version of No. 4472 FlyingScotsman.the prices exclude buyer’s premium of 15% (+ VAt). ➜three Br enamel ‘excess luggage’ cap badges topped a railwayana sale held by ryedale auctioneers in Kirkbymoorside, North Yorkshire, on March 22. A Western region example went for £560 and two North eastern region examples for £520 and £480. the prices exclude buyer’s premium of 15% (+ VAt). ➜ tOP honours at a Vectis train and toy sale at rugby on March 28 went to a kit-built O-gauge model of Sr Merchant Navy No. 35021 NewZealandLinein Br blue that sold for £950, pipping a prewar hO-gauge Marklin lMS 0-4-0 (complete with smoke deflectors) which went for £900. three further kit-built Ogauge models followed – Sr lord Nelson No. 30854 Howard of Effingham (£850), Sr West country class Nos. 34013 Okehampton and 34014 Budleigh Salterton, each at £800. Prices exclude buyer’s premium of 20% (+ VAt). ➜ A 1937 hornby O-gauge clockwork model of Sr Schools class Eton was top railway model at a halls of Shrewsbury toy auction on March 25, fetching £500 (excluding buyer’s premium of 19½% + VAt). Heritage Railway 45

FAMOUS BRITISH LOCOMOTIVE ENGINEERS

SIRHENRY

FOWLER LONDON MIDLAND & SCOTTISH RAILWAY

In our series on Britain’s ‘Big Four’ locomotive designers, Brian Sharpe looks at the contribution to steam locomotive development made by Sir Henry Fowler, whose products were distinctive and varied, and in many cases long-lived.

A

t the beginning of the 20th century, British steam locomotive design was starting to split into two distinct styles. Traditionally, locomotives, especially express types, were designed with their appearance being almost as important as their performance. The style and grace of their designs, and their liveries, were seen as making a significant contribution to the company’s public relations. Some engineers, though, did not have quite the same artistic flair and a move towards functionalism and economy gathered pace. REL Maunsell, for example, on the South Eastern & Chatham Railway, reversed his predecessor, Harry Wainwright’s policy, of considering the livery more important than the performance, and even rebuilt many of Wainwright’s graceful 4-4-0s into very

functional looking engines. Maunsell had assembled a team at Ashford, which brought influences from the Great Western Railway and the Midland Railway, and these philosophies were already poles apart. Churchward on the GWR-built engines were among the best in Britain at the time, yet they also looked as good as anything anyone else could produce. The Midland Railway, by contrast, was going down the same road of standardisation, but with less style, and most of its engines were not considered in the top league for performance and economy either. Maunsell’s most significant pre-Grouping designs were the series of moguls and 2-6-4T versions, which were mechanically pure GWR in concept and performed well, yet had nothing of Swindon’s style in their appearance. Their looks clearly

Regarded as the classic Fowler locomotive; the LMS 4F 0-6-0 was originally designed by Fowler as the 3835 class for the Midland Railway. The last surviving MR-built 4F, No. 43924 is seen at Mytholmes viaduct on the Keighley & Worth Valley Railway.

owed far more to Derby’s design thinking. The Midland Railway always had engines, not locomotives, and was noted for its small engine policy; thinking that people wanted shorter but more frequent trains. It simply added another engine to heavier trains if necessary. Samuel Johnson had started the move from stylish locomotive design to functionality on the MR and was succeeded by Richard Deeley in 1904, but Deeley did not agree with his employer’s small engine policy and resigned in 1909.

Succeeded George Hughes

AlthoughbuiltatDerbyduringFowler’stermofoffice,theS&D2-8-0waslargelydesignedbyJamesClayton,Derby’s chiefdraughtsman.No.13809climbspastHopeduringitsperiodofmainlinerunninginOctober1981. BRIAN SHARPE

46 Heritagerailway.co.uk

Henry Fowler, born in Evesham in 1870, served an apprenticeship under John Aspinall at the Lancashire and Yorkshire Railway’s Horwich works from 1887-1891, and succeeded George Hughes as head of the testing department after four years. On June 18, 1900 he joined the MR and by 1909 had succeeded Richard Deeley as CME. Between 1915 and 1919 Fowler was employed on war work and JE Anderson became acting CME. In 1919, Fowler was awarded a KBE for his contributions to the war effort, and made a contribution to MR locomotive design which lasted well into LMS days.

Fowler designed surprisingly little in the way of new locomotives for the MR as most of his designs were clearly developments of older types, and little changed in appearance. MR engines had a very distinctive style, not unattractive, but often not at all graceful. Johnson introduced the 2441 class of 0-6-0T in 1899 with round-topped fireboxes. One of Fowler’s early projects for the MR was the rebuilding of these engines with Belpaire fireboxes and improved cabs, becoming the familiar design of MR 0-6-0T, popularly known as ‘Jinties’, but officially as 3Fs. The design was perpetuated by the LMS after 1924, with a further 422 being built by 1931, some at Horwich, but most by outside contractors. Fowler was an early enthusiast of the Belpaire firebox invented by a Belgian, Alfred Belpaire, in 1864. Until then, the top of a locomotive’s boiler was traditionally cylindrical above the firebox. The Belpaire firebox is square at the top and the boiler above the firebox is also square. This rectangular shape makes attaching the firebox to the boiler by means of stays more difficult, but the firebox itself is easier to construct and has a greater surface area at the top of the firebox,

TheLMS3F0-6-0TwasadevelopmentofanMRdesign,originallyattributabletoJohnson,butenhancedbyFowler withthefittingofaBelpairefirebox.No.47383climbspastHayBridgeontheSevernValleyRailway. BRIAN SHARPE Heritage Railway 47

Although of classic Fowler design, the 4P Compound 4-4-0 was originally designed by Johnson for the MR, substantially updated by Deeley, and Fowler’s input was confined mainly to fitting superheaters. The LMS ordered substantial numbers, but actually during Hughes’ short tenure as CME, just before Fowler took over. Preserved as part of the National Collection on withdrawal by BR in 1951, No. 1000 returned to steam for a second time in preservation in 1975. BRIAN SHARPE

enhancing steam production. The square-topped Belpaire firebox is a distinctive feature of all Fowler designs, the outer cladding being very box-shaped. The GWR also adopted the design, but in a more stylish way with a narrower bottom to the firebox and matched with a taper boiler. Fowler’s 3835 class 0-6-0 was to become one of Britain’s best-known steam designs, which lasted until well after its sell-by date on freight work. Fowler built the first two in 1911, but the class eventually totalled 197 engines, five built by Armstrong Whitworth for the Somerset and Dorset Joint Railway, with only a few modifications. MR locomotives were notorious for their short axlebox bearings, which were prone to overheating. Why this poor design feature was perpetuated is a complete mystery but, unfortunately, the LMS 4F inherited it. The LMS immediately ordered further engines of the class on formation in 1923, and 530 more were built; little changed apart from the adoption of left-hand drive in favour of right-hand drive. The Somerset & Dorset Joint Railway was jointly owned by the MR and the LSWR, the MR taking charge of motive power, and the LSWR the infrastructure and rolling stock. It remained jointly owned after the 1923 Grouping, by the LMS and the Southern Railway. It was known as a steeply-graded and scenic line, carrying heavy holiday traffic on summer Saturdays, and required something more substantial than the MR’s typical small engines. James Clayton, Fowler’s draughtsman at Derby, produced something very different to the standard Derby-designed engines, using a 2-8-0

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wheel arrangement, a 4P Compound boiler and Walschaerts valve gear. Two batches were built in 1914 and 1925, still with the troublesome small Derby axleboxes, though. The 1914-built batch was right-hand drive, while the 1925-built ones were left-hand drive. The first six were built at Derby and numbered 80–85, but the later batch were ordered by the LMS from Robert Stephenson and Co in Darlington and built with larger boilers, although these too received small boilers between the 1930s and 1950s. Although successful working over the Mendip hills, when they were tried on MR coal trains they were found to be unsuitable, encouraging the MR to stick with its small engines. The earlier engines were withdrawn first, but the later ones lasted until 1963/64, just before closure of the S&D route, and became synonymous to enthusiasts with this popular route, seeing increased use on passenger trains, particularly on summer Saturdays in BR days.

‘Big Bertha’

The MR built a single 0-10-0 in 1919, No 2290, later LMS No. 22290, and eventually BR No. 58100, designed by James Anderson for banking duties on the Lickey Incline, and which became known as ‘Big Bertha’. ‘Big Bertha’ had four cylinders, but only two sets of piston valves because there was insufficient space under the smokebox to fit piston valves for the inside cylinders. Weighing 107 tons, the engine had a tractive effort of 43,300lb. It was withdrawn in by BR in 1956 and scrapped. When the London Midland & Scottish Railway

came into existence on January 1, 1923, the two main English constituents were the MR and the London & North Western Railway, which had recently merged with the Lancashire & Yorkshire Railway. Unlike the LNER, where the two principal constituents – the Great Northern and North Eastern – worked together, the MR and LNWR were fierce rivals, and the management and design philosophies of the two companies proved very difficult to reconcile for many years. The LNWR and L&Y had fairly cordial relations and their merger in advance of Grouping was an attempt to exert more influence in the LMS over Midland thinking than might otherwise be the case. In respect of the CME appointment, this seemed to work. George Hughes had been the last chief mechanical engineer of the L&Y, assuming the role on the LNWR briefly following the 1922 merger and then becoming CME of the LMS in 1923 with Henry Fowler as his deputy. Born in Benwick, Cambridgeshire in 1865, Hughes had worked under Webb on the LNWR at Crewe. The LMS was the biggest of the ‘Big Four’ company’s and something of a nightmare to manage. It had an American style of management; even having a president. Uniquely, it had a motive power superintendent, which from 1923-32 was a JE Anderson, an ex-MR man with deeply-held MR views. He held considerable power in his position and can be seen to have prevented both Hughes and Fowler progressing with their ideas for the motive power policy of the new company. Hughes had been responsible for the L&Y’s

The ‘Crab’ 2-6-0 was a Hughes LMS design, but Fowler gave them a Midland tender and took charge of bringing the class into service after Hughes’ retirement. In original LMS maroon livery, No. 13065 heads past Burrs in January 2015. ANDREW SOUTHWELL

The MR was known for its small engines, but it had one very big one. ‘Big Bertha’, BR No. 58100 was a one-off design for use as a banking engine on the Lickey Incline. The engine is ex-works at Derby in lined-out mixed traffic livery in 1951. E OLDHAM / COLOUR-RAIL.COM BRM350

Class 8 four-cylinder express 4-6-0, which was not a successful design as built, and acquired the nickname ‘Dreadnoughts’ through their sheer size. However, after drastic rebuilding and the fitting of superheating they became very capable engines, if a bit heavy on coal, and were briefly Britain’s most powerful express engines until Gresley unveiled his A1 Pacific on the GNR. On the LMS, Hughes continued to advocate larger and more powerful engines as he had on the L&Y, and wanted to build an express Pacific and a heavy freight 2-8-2. All the LMS would let him build though was a powerful mixed traffic 2-6-0, which soon became known as ‘Crabs’. Despite its looks, it was quite an advanced design for the time, but Hughes retired in 1925 at the age of 60 before they actually entered service and was succeeded by his deputy Henry Fowler. Fowler appears not to have had much influence even as Hughes’ deputy but managed to add one or two Derby touches to the 2-6-0’s design.

Hybrid design

It was a totally new design, including both boiler and tender, and if Hughes had not been battling with the LMS civil engineer’s stipulations it would have been introduced and running before Hughes retired, with little Fowler or Midland influence. Although the design was too advanced by the time of Hughes’ retirement for Fowler to have as much influence as he would have liked, such as a smaller MR-style boiler, after Fowler took charge in 1925 he was able to insist on a Midland-style tender which weighed two tons more and did not match the cab. The hybrid design proved instantly successful

TheRoyalScotwasprobablyFowler’sgreatestsuccessbutwasbasicallycopiedfrom Maunsell’sSRLordNelson4-6-0,andadvancesinexpresslocomotivedesignquickly madetheenginesratherdatedinappearanceandperformance.No.6149TheMiddlesex Regiment isseenatCreweinApril1937. J P MULLETT / COLOUR-RAIL.COM LM46

though, and held its own for many years, even against Stanier’s later products. Three are preserved. Fowler had a more prolific record of locomotive design for the LMS than he had while serving the MR. He had added superheating to the MR Compound 4-4-0s, which were a Johnson design, developed by Deeley, so although regarded as Deeley Compounds, their final appearance was of a classic Fowler engine. The original five 4-4-0s were built in 1902 by Johnson as three-cylinder compounds, with one high-pressure cylinder inside the frames, and two low-pressure cylinders outside, utilising the Smith’s starting arrangement. Deeley built an enlarged and simplified version, using his own starting arrangement, making the engines simpler to drive. These locomotives were originally numbered 1000-1029, but in the 1907 renumbering scheme the five Smith/Johnson locomotives became 1000-1004 and the Deeley compounds 1005-1034, 10 more of these being added in 1908/1909. The original Johnson locomotives were all subsequently rebuilt as Deeley compounds, including the now-preserved No. 1000, which was No. 2631 until 1907, when the original 1000 became No. 1005. It was rebuilt with a superheater in 1914. Fowler clearly had major influence while deputy to Hughes, as in 1924 the LMS introduced its version of the MR Compound 4P 4-4-0, and no less than 195 were built by the LMS, adding to the 45 MR ones. The main difference was the reduction in driving wheel diameter from 7ft to 6ft 9in. Although originally

of MR design, the new engines were extensively used on WCML services. The original MR engines were all withdrawn by early BR days, the original one, despite being significantly rebuilt, was withdrawn in 1951 from Derby shed, but retained at Derby for preservation, eventually being restored to MR livery in 1914 condition as No. 1000. Fowler is often regarded as one of those responsible for the adoption by the LMS of the MR’s famous small engine policy, and the LMS continued the production of various MR standard designs, with some modifications. As well as the Compound 4P 4-4-0, there were the 2P 4-4-0, 4F 0-6-0, and 3F 0-6-0T.

Small engine policy

The early LMS was initially dominated by MR thinking, in particular the small engine policy, but this was largely as a result of Anderson, the motive power superintendent being a Midland man. Hughes and Fowler actually saw eye-to-eye and both were keen on the Pacific and 2-8-2 designs but Anderson seemed to manage to overrule them. Even the MR locomotive and coach livery prevailed on the LMS, much to the disgust and disappointment of ex-LNWR staff. The MR predilection for doubleheading was even imposed on former LNWR routes where it had never been needed before. Although initially the LMS persisted with the small engine policy inherited from the Midland, Fowler was still thinking seriously about a compound Pacific in 1926; however for various reasons, the LMS management decided to hire four-cylindered 4-6-0 No. 5000 Launceston Castle from the GWR, tried it out for a month Heritage Railway 49

between Euston and Carlisle, and suitably impressed, asked Swindon if it could have the drawings. The GWR declined, but in view of its obvious success, the LMS encouraged Fowler to curb his ambitions slightly and think about a three-cylinder simple 4-6-0 and the result was the Royal Scot. These engines were needed urgently and 50 were ordered from North British, which could deliver them within a year. The engines were designed jointly by North British and Derby works, partly following a set of drawings of the Southern Railway’s four-cylindered Lord Nelson 4-6-0. Although Fowler took little part in the design, it inevitably followed Derby traditions and is recognisable as a typical Fowler engine, with a big parallel boiler, and a disproportionately small tender. They went straight into service in 1927 on West Coast Main Line expresses and Derby built a further 20. Fortunately, despite the haste in which they were designed and built, they proved successful from the start, although with such an increase in power over their predecessors, this was perhaps inevitable. They were initially named after British Army regiments or historic LNWR locomotives, although the latter were fairly quickly replaced by regimental names. There was also the experimental high-pressure version, numbered 6171 and named Fury. Although the classic George Stephenson design of steam locomotive remained virtually unaltered other than in size and power for 150 years, there were several experiments in the heyday of steam to try to improve on Stephenson’s basic blueprint. The idea in the case of Fury, was to save fuel by using high-pressure steam, which is more efficient than low-pressure steam.

Built in 1929 by North British, using a standard Royal Scot chassis, and a three-stage high pressure boiler, specially constructed by the Superheater Company, the project was supervised by Fowler, and was a three-cylinder semi-compound. Fury made two short test runs but on a third, longer run, near Carstairs, one of the ultra-highpressure tubes burst and the escaping steam blew the fire out of the firehole door and killed a member of the Superheater Company’s team. Little effort was made to rectify the engine’s faults and it was rebuilt into more conventional form in 1935, though always remaining very different to the other class members.

Brief reign on top expresses

From late 1931, the Royal Scots were fitted with smoke deflectors, but their reign on the top expresses was brief as Fowler’s successor William Stanier was to replace them with Pacifics in less than 10 years. Stanier also decided to replace their parallel boilers with his taper boiler, and with the replacement of the Fowler tenders with Stanier ones, the ‘converted’ Royal Scots appeared to owe more to Stanier’s design thinking than Fowler’s. The mechanical dimensions and design were unchanged, but none of the class has survived in their original Fowler-designed form. Conversion started in 1943, but was not completed until 1955, and the Royal Scots started to be phased out from around 1960; the last one, No. 46115 Scots Guardsman being withdrawn in December 1965 from Carlisle Kingmoor. The LMS 2P 4-4-0 was introduced by Fowler in 1928 and was a post-Grouping development of Johnson’s MR 483 class with modified dimensions and reduced boiler mountings.

A total of 138 were built. The MR’s small engine policy, which continued into LMS days, resulted in the steady procession of coal trains from Toton to Brent in north London still being handled by a pair of 0-6-0s. In quite a major departure from LMS policy, the company accepted this was uneconomical and Hughes took the radical step of ordering something bigger from Beyer Peacocks in Manchester. This company’s Garratt-articulated locomotives were proving popular ,particularly in Africa, and a 2-6-0+0-6-2 design was felt to be the solution for this particular job on the LMS. The design office at Derby interfered somewhat in the design and stipulated the use of their standard small MR axleboxes, which was to prove to be a major weakness of the design. Three locomotives were built in April 1927, by which time Fowler was in control, and 30 more were built by the end of 1930. All but two were fitted with revolving coal bunkers from 1931, which were a recognisable feature of their design. These bunkers were revolved and oscillated by a two-cylinder steam engine, which made them self-trimming and helped reduce the amount of coal dust in the cab. As well as the Toton to Brent trains, the Garratts also worked across the Hope Valley and as far north as Rowsley on the Peak Forest line. They had the power to haul heavy trains on these steeply graded routes in the Peak District, but such trains were too heavy to be worked safely on steep downhill sections, so shorter trains with smaller engines remained the norm. The Garratts were unique on Britain’s main line railways with the exception of the solitary and much larger LNER U1 2-8-2+2-8-2. The

The 2P was a very basic inside cylinder 4-4-0, built in some quantity by the LMS after 1928, but having none of the style and grace associated with the majority of pre-Grouping 4-4-0s. No. 40595 stands at Kilmarnock on August 20 1960. K FAIREY / COLOUR-RAIL.COM 305998

The LMS Garratt was ordered by Hughes, in an early departure from the ‘small engine policy’, but again brought into service by Fowler. No. 47987 is on shed at Toton on June 23, 1956. T OWEN / COLOUR-RAIL.COM BRM 2710

Fowler’s LMS 7F 0-8-0, known as the ‘Austin 7s’ never found as much favour as the much older but more numerous LNWR 0-8-0s. No. 49508 is seen at Horwich in June 1959. P HUGHES / COLOUR-RAIL.COM BRM 442

Fowler’s last locomotive design for the LMS was the Patriot 4-6-0. Regarded as a successful passenger engine, although technically a rebuild, Stanier again later updated it with a taper boiler and most were fitted with this, but the remaining ‘unconverted’ engines lasted nearly as long in service as their more modern counterparts. No. 45503 TheRoyalLeicestershireRegimentis on railtour duty at Ravenglass on June 3, 1960. COLOUR-RAIL.COM 301642

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LMS ones were always heavy on coal and maintenance and were all withdrawn by BR between 1955 and 1958, with sadly none surviving into preservation. Fowler built 125 4P 2-6-4Ts, mainly for outer suburban services, although some found employment as banking engines on Shap and some on long-distance cross-country routes such as the Central Wales line. The design was later developed by Stanier with the fitting of taper boilers, but the basic design was little changed and the Fowler engines lasted in service well into the 1960s, as did the smaller but similar 3MT 2-6-2Ts, introduced in 1930. The LMS inherited a large number of 0-8-0 heavy goods engines from the LNWR, which had been built to a Francis Webb design, dating back to 1893, many having originally been compounds. The design had been developed and improved, and older engines rebuilt, but there was little standardisation between the various types. In 1929, Fowler introduced an 0-8-0 of the same size and power but to a more modern and obviously MR-influenced design. All the usual Derby features were there: Belpaire boiler, MR cab and tender, and of course the standard Derby axleboxes – these were inadequate for a 4F 0-6-0, as they would never withstand nearly twice the weight and power of a Class 7 0-8-0. A total of 175 were built, acquiring the nickname ‘Austin Sevens’, but they remained outnumbered by the LNWR engines, which were to outlast them in service by several years.

Nominally rebuilds

Towards the end of Sir Henry Fowler’s reign as CME, he introduced another class of three-cylindered 4-6-0s, which were built between 1930 and 1934. These were nominally rebuilds of Bowen-Cooke’s large-boilered LNWR Claughton 4-6-0 and the first two were produced from the remains of two Claughtons badly damaged in accidents. Little of these engines was actually reused, basically just driving wheels, bogies and a few standard fittings; Nicknamed ‘Baby Scots’, but officially known as Patriots after 1937, they were a small boilered version of Fowler’s Royal Scot, with a similar chassis, combined with a Derby-designed boiler, as used on the rebuilt Claughtons. The next 40 were also nominally rebuilds of Claughtons, retaining the same numbers; the rebuilding generally considered to be more of an accounting exercise, They were all renumbered 5500-41 in 1934, but the last 10 were classified as new builds and numbered 5542-51. Another five were ordered, but William Stanier ordered his taper boiler to be fitted and they became the first five Jubilees, numbered from 5552, and initially not the equal of a Patriot. Most were rebuilt by Stanier with taper boilers, but some remained in original Fowler form. These remaining parallel-boilered Patriots survived into the 1960s, long enough to become favourites with enthusiasts, and despite being heavily outnumbered by Stanier products. However, all the Patriots were withdrawn between 1960 and 1965, and none survived into preservation. In 2007 a proposal to build a new Fowler Patriot, using the surviving drawings, was announced, leading to the formation of a limited company with charitable status. The scrapping of the last unrebuilt Patriots undoubtedly left a big gap in the story of LMS express power. The intention is to create a new Royal British Legion-endorsed national memorial engine, and

The Fowler 4MT suburban 2-6-4T was later developed by Stanier with the fitting of taper boilers, but the two types ran side-by-side until the mid-1960s and must be considered one of Fowler’s most successful designs. No. 42414 was used on Shap banking duties and is seen on shed at Tebay in 1964. COLOUR-RAIL.COM 301960

No. 45551 will be named The Unknown Warrior, hopefully completed in time for the 100th anniversary of the Armistice in 2018. The Unknown Warrior is taking shape quickly at Llangollen and will be a unique contribution to the 2018 Armistice Day Centenary commemorations, and a permanent memorial to all fallen servicemen. Sir Henry retired in 1931 and died in 1938; he had not built an effective team during his time with the LMS and did little to unite the disparate factions within the organisation. His locomotive designs will always be compared with those of his contemporaries. Dean, Churchward and Collett all brought the GWR to the forefront of locomotive design and kept it there for a long time. Fowler meanwhile had some influence on SR locomotive design as his one-time deputy, Clayton, became Maunsell’s right-hand man,

“Sir Henry Fowler left a legacy, not only of a useful and varied fleet of locomotives, which although dated by comparison with later products, lasted almost as long in service, virtually to the end of BR steam.” but there were GWR influences on Maunsell’s designs as well. Gresley on the LNER largely went his own way but learnt a lot from the GWR and applied these lessons to his Pacifics, and the LMS only started to really challenge the LNER’s supremacy once Stanier took over from Fowler and brought the Swindon influence fully to bear on Crewe, Derby and Horwich. Fowler’s Midland designs have fared well in preservation, but his later LMS designs have not. Many 3F 0-6-0Ts and three 4F 0-6-0s, mostly of LMS construction, but basically MR design, found their way to Barry scrapyard, and being of very basic design have proved popular with restoration groups, partly as the type of use they experience on heritage lines does not stretch the inadequate design features to the extent that main line service used to. Sir Henry Fowler left a legacy, not only of a

useful and varied fleet of locomotives, which although dated by comparison with later products, lasted almost as long in service, virtually to the end of BR steam, but he also introduced or developed numbering systems and power classifications on the MR which were adopted by the LMS and later by BR. Even the MR’s crimson lake livery was adopted by the LMS, and many years later became standard for BR’s coaches and lasted right up to the mid-1960s. The MR painted its engines green but this was changed to crimson lake in 1883. This colour was adopted by the LMS for its passenger locomotives and coaches, and after Nationalisation, coaches from 1957 on most regions used LMS maroon, derived from the Midland’s colour. Even a few LMS Pacifics appeared in maroon after 1957. Fowler had other influences on Britain’s wider railway system, which lasted until long after his death. Like the other Big Four companies, the LMS inherited several different haphazard numbering systems from its constituents, with inevitably a considerable amount of duplication. The new company was heavily influenced in many ways by MR policy and the MR had introduced one of the more logical numbering systems in 1907 so this was adopted by the LMS, with MR locomotives retaining their old numbers. MR locomotives were renumbered in a systematic way, each class in a consecutive sequence, classes being ordered by type (passenger/tank/goods), power and age. The least powerful and oldest classes took the lowest numbers. The LMS quickly developed its new numbering scheme which in cases other than the MR meant that the new number bore no relation to the old one; former MR engines retaining the numbers 1-4999.

Logical system

The LMS devised a logical system of power classification for its locomotives, based on tractive effort, also following earlier MR practice, therefore undoubtedly influenced by Fowler. A single number from 0 to 9 without a suffix letter was used until 1928 but the suffix P or F began to be used after which a number alone, indicated a mixed traffic locomotive. The LMS system was perpetuated by BR with slight adjustments, although it was not adopted particularly enthusiastically by regions other than the London Midland. Heritage Railway 51

BR Standard Pacific No. 70000 Britannia departs from Corfe Castle southbound on April 19. BRIAN SHARPE

Bulleid Battle of Britain Pacific No. 34070 Manston approaches Corfe Castle from Norden with a goods train on April 18. BRIAN SHARPE

SR Schools 4-4-0 No. 925 Cheltenham heads the two SR Bulleid coaches away from Corfe Castle on April 19. BRIAN SHARPE

SUNNYSOUTHSWANAGE

What could be better than glorious spring sunshine over the Isle of Purbeck for a Swanage Railway steam gala? Answer – the presence of BR Standard 7P Pacific No. 70000 Britannia and Southern Railway Schools 4-4-0 No. 925 Cheltenham, writes Robin Jones.

L

andmark visits by Southern Railway Schools 4-4-0 No. 925 Cheltenham and BR Standard 7P Pacific No. 70000 Britannia attracted more than 3000 visitors to the Swanage Railway for its April 17-19 spring steam gala. Five-coach trains ran between Swanage and Norden Park & Ride, with an additional nonstop Norden to Swanage service formed of the line’s two 1940s Southern Railway Bulleid coaches. The Schools class was regarded by many footplate crews as the finest constructed by the Southern Railway up to 1930. Indeed, the

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fastest recorded speed for a class member was 95mph which was achieved in 1938 near Wool station in Dorset by No. 928 Stowe hauling a four-coach train from Dorchester to Wareham, the future western terminus for the soon-to-beextended Purbeck Line’s services. Britannia appeared after making a circuitous journey from the West Somerset Railway, as highlighted in Main Line News, pages 60-61. Four locomotives from the home fleet took part – LSWR M7 0-4-4T No. 30053 of 1905, SR U class 2-6-0 No. 31806, Bulleid Battle of Britain Pacific No. 34070 Manston and BR Standard 4MT 2-6-4T No. 80104.

The award-winning Purbeck Mineral and Mining Museum next to Norden station was also open to the public during the three days of the gala with a special appearance by Quarry Hunslet 0-4-0ST No. 542 Cloister which was named after a horse that won the Grand National during the 1890s and worked at the Dinorwic slate quarry – once the largest in the world – at Llanberis. Swanage Railway interim general manager Matt Green said: “Everyone is delighted that 3101 passengers were carried on 102 trains during what was only our second ever spring steam gala.

NEWS FOCUS SPECIAL

“It was an extremely successful event enjoyed by thousands of enthusiasts and visitors who were delighted to welcome Britannia to the Purbeck line – on its first visit operating scheduled services – and also Cheltenham which was on its first-ever visit to the Swanage Railway. “The weather was fantastic for the many photographers who have come to visit from as far away as Northampton. “It was a real treat to see Britannia and Manston running side-by-side. They are crack express engines and a nice connection to the local area. “We had a couple who travelled in two Bulleid carriages hauled by the M7, who said it was exactly what they remembered from the Swanage branch in the 1960s. “I would like to thank everyone who made the spring steam gala such a success, for their meticulous planning and very hard work across three very busy but highly enjoyable days. There was a very real buzz across the Swanage Railway,” he added. Right: SR U class 2-6-0 No. 31806 heads a northbound freight through Harmans Cross on April 19. DON BENN Heritage Railway 53

BR Standard 2-6-4T No. 80104 departs from Corfe Castle with a goods train on April 19 during the Swanage Railway steam gala as visiting SR Schools class 4-4-0 No. 925 Cheltenham takes empty stock for Norden out of the yard. BRIAN SHARPE

MAIN LINE NEWS

COMPILED BY CEDRIC JOHNS

Main line crisis: how the story unfolded RUMOURS, counter rumours and speculation about the future of main line steam have been rife since Bulleid 4-6-2 No. 34067 Tangmere became involved in a signal passed at danger at Royal Wootton Bassett junction while working a ‘Cathedrals Express’ on March 7. In what has been widely described as the biggest crisis to impact on the main line scene since the British Rail steam ban was broken in 1971, so serious was the incident that, two days after our last issue closed for press, Network Rail took the unprecedented step of suspending Train Operating Company West Coast Railways’ track access. Basically, it is alleged that the SPAD occurred after the footplate crew disconnected safety equipment which would have applied the brakes. It was said that as a result the train came to a halt only a minute after a High Speed Train had passed the junction, invoking the scenario of having narrowly avoided a rail disaster of colossal proportions. On March 27 the Rail Accident Investigation Branch released a preliminary report which stated: “Examination has shown that around 17.24 hours train 1Z67 (‘Cathedrals Express’) was approaching signal SN43 (yellow) at 59mph when it passed over a temporary magnet associated with a train speed restriction (of 85mph)”. “This created both an audible and visual warning in the locomotive’s cab. “However as the driver did not acknowledge the warning within (the mandatory) 2.7 seconds the Automatic Warning System on the locomotive automatically applied the train’s brakes. “This brake application should have resulted in the train being brought to a stand. In these circumstances, the rule book requires the driver to immediately contact the signaller. “The RAIB has found evidence that the driver of 1Z67 did not bring the train to a stand and contact the signaller after experiencing this brake application. “Evidence shows that the driver and fireman instead took an action which cancelled the effect of the AWS braking demand after a short period and a reduction in train speed of only around 8mph. The action taken also had the effect of making subsequent AWS or Train Protection Warning System brake demands ineffective. “As the train approached signal SN45 the driver saw that it was at danger (red) and fully applied the train’s brakes. However by this point there was insufficient distance remaining to bring the train to a stand before it reached the junction beyond SN4. “The train subsequently stopped standing on both the crossovers and the Up and Down Badminton lines at round 17.26 hours.

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BR Standard Pacific No. 70000 Britanniawaits to leave Victoria with the Railway Touring Company’s ‘Great Britain VIII’ on April 28. JOHN TITLOW “The signalling system had already set the points at the junction (minutes after the Swansea-Paddington High Speed Train had emerged from the Badminton line and joined the main line in front of 1Z67) in anticipation of the later movement of 1Z67 across it. This meant no damage was sustained to either the train or the infrastructure.” In response to a request for more information regarding RAIB’s progress with its investigation, Heritage Railway was told that as the procedure was ongoing; no more details could be divulged until definitive findings were completed. The RAIB is responsible for investigating rail incidents in the UK which it undertakes independently of the railway industry and other statutory bodies. Its sole purpose is to improve safety by establishing the causes of accidents and making recommendations to reduce the likelihood of similar occurrences in the future. However, the RAIB does not apportion blame or liability, nor does it enforce the law or carry out prosecutions.

Track access suspended

On April, 1 Network Rail sent West Coast Railways written notice of suspension following a ‘Train Operator Default’, the suspension talking effect on Friday, April 3. The notice said: “Network Rail is entitled to issue a Suspension Notice on West Coast Railways Company Limited for various grounds including: Any breach by the Train Operator of this contract, its Safety Obligations or any of Collateral Agreements; or any event or circumstance which is reasonably likely to result in any such breach, event or circumstance Network Rail reasonably considers

constitutes a threat to the safe operation of any part of the network. “Network Rail believes that an event of default has occurred because a breach of the safety obligations has already taken place or, in the alternative, is reasonably likely to take place. “You are aware that Network Rail has had concerns about WCR’s performance of its safety obligations for some time and recent events lead Network Rail to believe that the operations of WCR are a threat to the safe operation of the railway; specifically WCR’s senior management response to the recent SPAD at SN45. “This ranked as the most serious SPAD that has taken place this year when the industry risk ranking methodology was applied. “The response by the senior management of WCR to the issues raised at the meeting of March 30 where WCR demonstrated that its controls, communication and commitment following the recent SPAD were inadequate.” The notice than spelled out a list of steps Network Rail required WCR to take to remedy the event of default and to receive WCR’s reply by May 15. “Should these actions be achieved within the time scale to the reasonable satisfaction of Network Rail, the Suspension Notice will be withdrawn,” it said. The Suspension Notice was signed by Paul McMahon, director, Freight, London. A Network Rail spokesman later said: “This decision has not been taken lightly. “We have set out a number of actions to address the safety concerns raised and will continue to work with WCR to ensure their services can run safely in the future.”

Shortly afterwards the newly constituted Office of Rail & Road Regulation began an investigation into whether a criminal act had been committed, with regard to health and safety legislation. It issued the following notice: “The Office of Rail and Road (previously the Office of Rail Regulation) has confirmed that it has commenced the start of a process to consider revoking the Safety Certificate of the West Coast Railway Company following concerns over safety. “The ORR has written to industry stakeholders to advise of its concerns and that it has activated its formal procedures to consider the revocation of the West Coast Railway Company Safety Certificate as from April 17. As with the granting of a licence, the revocation procedure requires a 28day consultation process with the industry before a final decision is reached. Meanwhile, Network Rail confirmed that WCR had submitted paperwork in relation to the suspension notice on April 2 and that the submission was being reviewed. However, since the ORR has publically stated its concern over safety at WCR, there remains the possibility that in the event of Network Rail lifting its suspension, the ORR could take steps to prevent the company from resuming operations pending the outcome of the consultation. An ORR spokesman expanded: “Our initial investigation has found significant weaknesses in the company’s safety management systems. “ORR is carrying out further assessments to determine whether health and safety laws were breached, and the enforcement action required.”

The impact of the suspension

The ramifications of the Network Rail suspension hit railtour promoters hard. The last (two) trains operated by West Coast ran on April 1. Thereafter 16 advertised were either cancelled or postponed during the remainder of the month. These included tours advertised by Railway Touring Company, Vintage Trains, Steam Dreams, PMR Tours, and Compass by West Coast. Of the railtours, the biggest immediate doubt was cast over RTC’s nine day, multi-engine ‘Great Britain VIII’ tour scheduled to depart London Victoria on Tuesday, April 28. The suspension meant that many of the engines were out of position, even if the suspension was lifted in time for the tour to proceed, including Ian Riley’s ‘Black Fives’, No. 61306 Mayflower and LMS 4-6-2 No. 46233 Duchess of Sutherland.

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West Coast Railways’ LMS Jubilee 4-6-0 No. 45699 Galatea departs from Hellifield with Compass by West Coast’s ‘Pendle Dalesman’ to Carlisle on April 1. JOHN WHITELEY

The ‘last day’ of steam ON WEDNESDAY, April 1, the day that Network Rail mailed written notice of suspension to West Coast Railways, two steam locomotives shared the honour of being the last to haul WCR trains on the main line before the track access ban came into force. The engines involved were David Buck’s B1 4-6-0 No. 61306 Mayflower, and David Smith’s Jubilee 4-6-0 No. 45699 Galatea. The B1 worked a ‘Cathedrals Express’ to Kingswear while the Jubilee headed ‘The Pendle Dalesman’, diesel hauled from Rugby, steam on at Preston. Routed via Didcot and Reading West Junction, No. 61306 joined the Berks & Hants Line stopping at Newbury for water.

Clinkered fire

Held by pathing stops at Westbury (17 minutes) and Frome (16 minutes) ,the B1 ran down the West of England Main Line calling at Taunton, Exeter St David’s and Paignton finishing the trip over Dartmouth Steam Railway metals to Kingswear. Apparently the B1 ‘coughed’ while tackling Wellington bank approaching Whiteball, with speed down to 8mph. This was down to poor coal and a clinkered fire. Fresh supplies loaded during the 4-6-0’s servicing break at Churston turned things around

(including the fire) resulting in a trouble free, good run home. Later, when asked about his feelings regarding the West Coast situation, David Buck replied “disappointing”. In contrast the ‘Pendle Dalesman’, a Compass by West Coast trip, ran without incident on the outward journey apart from the fact that the train departed Rugby at a passenger unfriendly time of 6.24am. The Jubilee arrived at Carlisle one minute early, after running from Preston via Settle.

19 minutes adrift

Having been serviced at Upperby, Galatea worked the train back to Carnforth via Shap where steam was exchanged for diesel power for the reminder of the journey back to Rugby. Unfortunately it didn’t quite work out like that. After departing Carlisle, the ‘Dalesman’ was reported on minute early at Penrith North but then obviously lost time and by Tebay the train was reported 19 minutes adrift. By Carnforth the deficit had risen to 71 minutes, the loss of time being attributed to lineside fires. By Preston, the arrears had risen to 80 minutes but after Stafford time was recovered to the extent that on arrival at Rugby, the final deficit had come down to 66 minutes.

The tender of LNER A1 Pacific No. 60163 Tornado is now resplendent in a new coat of lined-out apple green in the A1 Trust’s Hopetown workshops at Darlington where the engine was originally built. A1 TRUST

Tornado comeback: tender delayed in return from Germany WITH the clock ticking towards its first main line trip on May 30, numerous jobs have been completed to ensure that The A1 Steam Locomotive Trust’s 4-6-2 Tornado is advancing towards its Vehicle Acceptance Board examination. Before that stage is reached however, the A1’s boiler has to be reunited with the frames and steamed. Delayed by DB Meiningen which apparently had been hit by staff illness, Tornado’s modified boiler was originally due back in this country late February, early March but it arrived on April 22. When work on the locomotive is completed and given the nod by the VAB inspector and insurance company, the 4-6-2 will require a loaded test run. Since the engine’s first booking is with Pathfinder Tours on Saturday May 30, it might make sense to use

the positioning move from Darlington to Crewe for proving purposes if time is short. The Pathfinder trip starts from Bristol and is diesel hauled to Crewe where Tornado is due to take over for a run over Shap, taking the Carlisle avoiding line, to return to Crewe via Settle. The 4-6-2’s second run is the A1 Trust’s King’s Cross-York ‘White Rose’ on Tuesday June 2. The train heads up the East Coast Main Line behind Deltic D9009 Alycidon and returns south with the A1. On Thursday June 4, Tornado works a Railway Children special out of Waterloo hauling VSOE Pullman stock for a spin around the Surrey Hills route. The A1’s next duty will be its first on the regular ‘Belmond British Pullman’ since overhaul, departing Victoria on July 10. All of these trains will be operated by DB Schenker. Heritage Railway 57

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COMPILED BY CEDRIC JOHNS

Abellio may seek new steam operator By Robin Jones & Hugh Dougherty SCOTRAIL Dutch franchise holder Abellio may look for an alternative operator for its proposed steam services placed in Scotland following Network Rail’s decision to suspend preferred bidder West Coast Railways’ track access agreement. Abellio reiterated its plans for an extensive programme of steam services as part of its ScotRail franchise at a press conference at Stirling station on April 1. Jeff Hoogesteger, Abellio Group chief executive officer, told media representatives on the day that, as part of a scheduled programme of service improvements, promoting and operating steam trains with the company’s partners, West Coast Railways (as Train Operating Company), Steam Dreams (which will handle bookings) and the Scottish Railway Preservation Society (providers of rolling stock), was a cornerstone of Abellio’s drive to promote the railway and tourism. The press conference was preceded by a video presentation which opened with footage of West Coast’s ‘Jacobite’ service between Fort William and Mallaig. However, by coincidence, the media event was held the same day that Network Rail announced that West Coast’s track access agreement would be suspended from April 3 following the Wootton Bassett SPAD on March 7 (see separate story, page 56). Abellio’s head of communications Cameron Jones later said: “Safety is Abellio’s highest priority and we are currently exploring other options for the summer programme of steam services. “ At the press conference, Jeff Hoogesteger directed steam fans to the new ScotRail website which has a direct link to steam trips, including

Voyager for Steam Dreams TO ENSURE that tourists catch the ferry at Holyhead in time to reach Dublin at the start of Stream Dreams’ forthcoming nine-day ‘Emerald Isle Explorer’ they will travel by Virgin Trains. Explaining his decision to charter a Voyager five-car unit, Steam Dreams chairman Marcus Robertson said: “With the present West Coast situation in mind I decided to pre-empt any problems from that direction by chartering a Voyager from Virgin Trains.” Richard Branson’s operation has a link with the ferry company operating across the Irish sea which guarantees a rail-sea connection for passengers arriving at Holyhead by Virgin Trains. So, departing London Victoria on Wednesday June 17, tourists seeking vintage Irish steam will begin their journey with modern traction. Should the need arise a similar arrangement will be into place for the return journey on Thursday, June 25.

58 Heritagerailway.co.uk

A full head of steam: Abellio’s CEO, Jeff Hoogesteger, shows off the special steam page in the company’s magazine as proof positive of the new ScotRail franchise holder’s commitment to steam. ABELLIO online booking, operating from June to September. He also revealed that steam trains are planned to operate every Monday, Thursday and Sunday between Edinburgh and Tweedbank for the first six weeks of the new Borders line. Further steam services are envisaged after that. Holding up a page dedicated to steam in a special edition of the company’s Abellio Way magazine, Jeff said: “We regard steam trains as vital to the growth of tourism on the railway and we are pleased to include steam trains on several of the routes we have identified as scenic tourism lines and are delighted to launch these services alongside the new trains and ticket products that we are introducing as part of the franchise.” Promoted by ScotRail which are inviting the public to ‘relive the golden age of travel (in Scotland) with steam train journeys’, five trips have been publicised to date. As we closed for press, it remained unclear whether

Abellio had made revised arrangements for the summer steam services. In the meantime, the steam tour dates given by Abellio were: StirlingInverness on June 20, Inverness-Brora -Inverness on June 21, InvernessStirling on June 22 and a Carlisle-Glasgow-Carlisle circular tour on June 27. Motive power for the first three trains was given as Stanier 8F 2-8-0 No. 48151 and 4-6-0 No. 45690 Leander for the circular tour. A fifth train is dated for September 5, running from Polmont to Fort William and return. A diesel will take the train on its outward journey and steam-possibly a ‘Black Five’ will work the return leg to Polmont. Abellio has not ruled out other routes for steam in the future, including the Glasgow to Stranraer line, which it has included in its scenic railways listing. A spokesman said: “We were keen to start steam this summer and have gone for routes on which we know,

both in infrastructure and uptake terms, it is immediately practicable. We did look at the Stranraer line, but, given some infrastructure issues at present, decided to put it back on to our forward planning list, along with other possible routes for future development. We are not at all ruling it out at all.” Derek Mackay Scottish Government Minister for Transport, said: “I applaud Abellio for developing steam in this way. At one end of the spectrum, the company is committed to modernisation, so it fitting that, at the other end, it is developing railway heritage in a way which will boost tourism and the railway at the same time. As the father of two young children, I am looking forward to travelling behind steam on scenic routes and I’ll definitely be on board for the opening of the Borders line in September.” Abellio also brought along its longest-serving employee, who currently works at Kirriemuir Station, billing him as having started in the days of steam. Seventy-year-old William Nicol, said: “I started at Milnathort station as a boy porter in the early 1960s and have worked with the railway ever since. It’s great to hear about steam playing a big part the new company’s plans as I remember regular steam trains well.” Meeting Bill was traffic apprentice Ashleigh Smart, 21, currently working as a conductor at Glasgow’s Queen Street Station as part of her apprenticeship. Jeff also revealed that heritage traction fans will have to wait until 2018 to travel on HST sets introduced on inter-city routes They will not be released by First Great Western until after the delayed Great Western route electrification is completed. “I do not envisage any further delays as we have signed a contract with Angel Trains for the High Speed Trains,” he said.

Southern steam to be remembered at Weymouth LOOKING ahead to midsummer, two trains have been arranged to mark the end of steam on the Southern Region which effectively took place, when Merchant Navy 4-6-2 No. 35030 Elder Dempster Lines worked the 2.07 WeymouthWaterloo semi-fast on Sunday, July 9, 1967. This year Steam Dreams and Railway Touring Company have planned to run trains out of London in the reverse direction by running down the South West Main Line to Weymouth on Thursday, July 9. Bulleid 4-6-2s Interestingly and appropriately, both railtour promoters have posted motive power in the shape of Bulleid 4-6-2s 48 years after main line steam was axed in favour of a mix of third rail and diesel traction. Nowadays of course the entire Waterloo-Weymouth route is

operated by pick up shoes. As it stands, the ‘Cathedrals Express’ departs from Waterloo and makes a stop at Woking, turns off the Bournemouth line at Worthing Junction for Salisbury and Yeovil. On arrival at the junction, the Bulleid, probably West Country No, 34046 Braunton, backs into the Yeovil Railway Centre’s yard for turning, coal and water, the ‘Express’ being taken forward to Weymouth by diesel. For the return journey, Braunton runs light, tender first to Weymouth in readiness to head the ‘Express’ back to London via the direct Bournemouth-Southampton route. By way of contrast, Railway Touring Company’s ‘End of Southern Steam’ trip takes the direct route from Victoria and Clapham behind Bullied 4-6-2 No. 34067 Tangmere calling at Winchfield for water, Woking,

Basingstoke and Bournemouth. It is not clear at this stage if the train will return with a diesel on the front as far as say Redbridge and then with the 4-6-2 heading, take the Romsey-LaverstockBasingstoke route back to Victoria. Great Western Weymouth is an appropriate destination for both trains as the former Great Western shed was the focus of attention, its yard being packed with engines with cold fireboxes, all of them waiting to be disposed of to the likes of the late Dai Woodham, Cashmores or whoever. Reverting to Elder Dempster Lines arriving at Waterloo it is not so well known that on that same day, West Country No. 34021 Dartmoor also arrived-with the last steam hauled boat train from Southampton Docks.

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At the seventh steam festival in the former East German city of Dresden, on April 19, two specials ran from Dresden to Decin in the Czech Republic. On the outward journey one train was hauled by Pacific No. 01 509 and another by 4-6-0 No. 35 1097, featuring parallel running between Dresden Hbf and Pirna. The two trains are seen 1km east of Dresden Strehlen station. On the return journey both trains were combined – a mammoth load! ROGER BASTIN

Blue Peter inside Crewe workshop

SINCE its arrival from Barrow Hill, Jeremy Hosking’s latest acquisition, Peppercorn A2 4-6-2 No. 60532 Blue Peter, accompanied by Bulleid 4-6-2 No. 34046 Braunton, have been moved inside the nearly completed, rebuilt diesel depot at Crewe. Work on the West Country’s boiler continues as a priority with a target date of June for its return to traffic. Parallel to that, preparation of LMS 4-6-0 No. 46100 Royal Scot for steaming will pave the way for attention being switched to Blue Peter with long term view of returning it to main line traffic in about three years. Estimated to cost £1 million, the A2’s restoration is to be launched at a small gathering of invited guests, employees and families what is to be treated as a family day on May 9. Originally planned as an open day, continuing construction work around the site prevented the launch being opened to a wider audience. Spokesman Peter Greenwood said: “It is hoped to host an open day at

some later date.” In addition to locomotives, work has commenced on a collection of time expired BR Mk.1 passenger rolling stock which it is understood will eventually form a rake of coaches certified for main line use and hauled by a Locomotive Services Limited engine. Composed of Mk.1 TSOs, FOs and possible the odd BSK, the coaches will refurbished to the highest of standards and because of the amount of work involved their return to the main line is being treated as a undated long term project. As an insight to the detailed thinking behind the various projects involving Jeremy Hosking’s Locomotive Services Limited, Royal Scot Locomotive & General Trust, LNWR and Locomotive Storage Limited, a former DRS Class 47 has joined the fleet which amongst other duties will provide a ‘Thunderbird’ rescue capability making the future operation of steam-hauled trains self-sufficient.

Scots Grey heads ‘Royal Scotsman’

IN WHAT was a memorable moment for diesel enthusiast Martin Walker, his Deltic was rostered to work an overnight leg of the Belmond ‘Royal Scotsman’ luxury train on Tuesday, April 20. Usually the province of a GBRf locomotive, Class 55 No. 55022 Royal Scots Grey was drafted in by the train’s operator to head the Inverness-Kyle of Lochalsh-Inverness section of the ‘Royal Scotsman’s’ three-day tour. Comprising nine coaches, the luxury train holds a maximum of 36

passengers travelling in former BR Mk2 coaches refurbished to VSOE Pullman standards. The set includes an observation car complete with rear facing balcony. On hire to GBRf, Royal Scots Grey is usually employed moving electric stock around the Glasgow area, so the locomotives sudden ‘elevation’ to luxury standards sent Martin hurrying northwards to join the Deltic. He reported that the first leg-from Edinburgh to Keith for a night stop. would be in the hands of a Class 66.

K1 moved to Moors line by road

THE North Eastern Locomotive Preservation Society’s K1 2-6-0 No. 62005, which had spent time on the North Yorkshire Moors Railway and worked the ‘Wensleydale’ tour with K4 No. 61994 The Great Marquess, for the Railway Touring Company on March 21, moved south two days later. Departing light engine and coach ,the 2-6-0 travelled to Tyseley for wheel turning prior to its anticipated move to Fort William and the ‘Jacobite’ season. However, with the wheel turning completed, the engine was trapped at Tyseley by the suspension of West Coast Railways’ track access. Yet with NELPG keen to see its engine gainfully earning its keep,

the 2-6-0 was taken back to Grosmont by road on April 11, its tender following the next day. Until the matter of West Coast’s suspension is resolved, the K1 will remain on the NYMR where it will be a useful addition to the line’s timetable. Another engine due to arrive at Grosmont, Great Western 4-6-0 No. 4936 Kinlet Hall, was due to travel off West Somerset metals for the NYMR’s April gala, However, gauging issues on the Esk Valley branch meant it never left Bishops Lydeard, as the choice of moving the 4-6-0 by road was rejected by the Hall’s owning group. The Great Marquess, which had arrived at York with the K1, made its way back to Grosmont behind a diesel on April 16.

Tornado trip marks project anniversary TO MARK the 25th anniversary of launching its Tornado project, The A1 Steam Locomotive Trust has planned to run a special train to Darlington Locomotive works. The train, the ‘Silver Jubilee Talisman’ departs King’s Cross, calling at Potters Bar and Peterborough on Saturday, September 26. Passengers are offered the choice of alighting at York, Darlington or Newcastle. Those travelling to Darlington will be given a tour of the works where Tornado was completed and where the first stage of new build P2 2-8-2

No. 2007 Prince of Wales. From Darlington, the ‘Talisman’ runs on to Newcastle and a two-and a-half hour break. Returning south, the 4-6-2 works the train as far as York, steam giving way to modern traction for the remainder of the homeward journey to London. Trust chairman, Mark Allatt said, “We are delighted to be able to celebrate our 25th anniversary in style. Tornado will still be fresh from overhaul and running in its new coat of apple green…” Tornado will be operated by DB Schenker, which has worked with the trust since 2008. Heritage Railway 59

MAIN LINE NEWS

COMPILED BY CEDRIC JOHNS

Irish steam up and running! DESPITE the uncertainty of main line steam in the UK brought about by Network Rail’s suspension of West Coast Railway’s track access, heritage steam is up and running on Irish lines. The Railway Preservation Society of Ireland is holding a steam weekend, which kicks off on Thursday, May 7, with the Whitehead-Belfast-Dublin ‘South Munster’, a one-way trip behind GNR(I) compound V class 4-4-0 No. 85 Merlin. The following day (Friday, May 8), ‘The Strand’ runs diesel hauled from Dublin via M3 Parkway to Rosslare Strand and from there back to Dublin. On the Saturday, the ‘South Munster’

departs Dublin for Cork and MidletonCork with Great Southern Railways’ inside-cylinder K class 2-6-0 No. 461 and 4-4-0 No. 85 Merlin sharing the honours. On Sunday, May 10, a third ‘South Munster’ excursion departs Cork for Cobh, Mallow, Killarney and Mallow, returning to Cork. Monday, May 11 is the last day as the ‘South Munster’ makes its way from Cork to Dublin, where No. 85 heads the train back to Belfast and its home shed at Whitehead. The following Sunday (May 17) the ‘Bangor 150’ runs three trips from Belfast to Bangor with No. 85 in

charge of the proceedings. Dublin-based 2-6-0 No. 461 is back in action on Sunday, May 31, working a festival special to Balbriggan and return, plus two trips to Drogheda during the day. On Sunday, June 7, Merlin heads the ‘Steam Enterprise’ from Belfast to Dublin and return. For the remainder of the month, the popular ‘Steam and Jazz Specials’ depart Belfast on Fridays, June 12, 19 and 26, heading for mystery destinations, before returning to Belfast behind No. 85. Wednesday, June 17, sees the arrival of passengers – by sea from

Holyhead – starting the first day of Steam Dreams’ nine-day ‘Emerald Isle Explorer’. From July onwards, the RPSI has listed monthly trips, including day trippers’ favourite, the ‘Portrush Flyer’, running from Belfast to the coast, but says that bookings are not being accepted until next month. On a more sombre note, society members were shocked by news of the sudden loss of founder member Sullivan Boomer who died at his home on Monday, April 13. A past chairman, he was more recently the RPSI’s health and safety officer.

considered to be the world’s most famous steam locomotive has sailed past the £5 million mark. The museum has signed a contract with Ian Riley for the completion of the overhaul of the A3 in return for him being allowed to run it on the national network for two years, while undertaking a programme of

ongoing maintenance and helping to resolve any issues that may arise. The repainting of the locomotive into historically appropriate BR green, and top of the ‘wish list’ for many enthusiasts, was part of the contract . After that time, the NRM will again take full control of the locomotive.

Flying Scotsman set for rewheeling THE rewheeling of LNER A3 Pacific No. 60103 Flying Scotsman is set to take place imminently. Staff at Ian Riley’s Bury workshops have been painting the wheelsets and completing the axleboxes in readiness. Final work is also being carried out on the frames, including the middle slide bar to the middle cylinder, in readiness for the locomotive to be reboilered in a few weeks’ time. Components of the locomotive are being worked on at both Bury and the National Railway Museum at York, where engineering staff at York have been supporting the heavy engineering work underway in Ian’s workshop. At York, visitors have been able to see the front of the A3 taking shape, including its British Railways numberplate 60103, now fixed to the smokebox door.

Right: Flying Scotsman’s refurbished wheelsets all set to go back under the frames imminently. NRM Left: The face of Flying Scotsman in the works at the National Railway Museum in York. NRM As previously reported in Heritage Railway (issue 199), the locomotive will reappear in its latter-day BR guise with double chimney and German smoke deflectors. It is still intended to have Flying Scotsman running again on the main line later this year. The purchase overhaul of what is

SEE CLASSIC TRACTION ON THE NATIONAL NETWORK By Fred Kerr

AS A direct result of two separate situations, the use of heritage traction on the main line changed over Easter. The first, and major, situation, was that of Network Rail suspending track access for West Coast Railways. The decision has had the consequence of removing 34 heritage locomotives of classes 33 (two), 37 (seven), 47 (12) and 57 (seven) plus six steam locomotives from the national network. Also holed up were privately owned locomotives operating under West Coast’s track access agreements. The move immediately impacted on a large number of railtours, with both DB Schenker and Direct Rail Services assisting where possible with the result that unusual, but not necessarily heritage, traction is appearing on passenger work. GBRf has stepped in to provide diesel traction for the ‘Royal Scotsman’ touring train while the track access suspension remains in place.

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The second situation is the imposition of taxes on the use of ‘fossil fuels’ such as coal, which is a staple traffic of the Freight Operating Companies. The tax begins from April 6, the start of the current tax year; the consequences are still being worked through in terms of train operation.

Locomotives to spare

Most power stations began to stockpile their coal supplies to beat the tax and the result is that they have sufficient supplies to last for six months hence the FOCs are beginning to store wagonsets and have locomotives to spare. There was a revision of haulage arrangements between FOCs in March, and some FOCs still have some coal-haulage contracts in the current tax year, but the downturn in overall traffic has resulted in the availability of extra locomotives. This situation has already seen Colas Rail Freight place a pair of Class 37s and some Class 56s into temporary store, but the consequences for other FOCs is not yet certain. While GB Railfreight has

spare locomotives, its use of Class 20s on the Bombardier stock transfer for London Underground is expected to continue due to axle-weight restrictions on the LUL lines as is its continued use of Class 47 and 55 locomotives on dedicated services. GB Railfreight is also hiring heritage electric traction for empty stock workings of sleeper services at Euston but, as expected, locomotives may appear on the actual service. Such a case appeared on April 14 when interface problems between the diagrammed Class 92 and the coaching stock saw Class 87 No. 87002 working the service forward to Edinburgh, returning the following night with the southbound sleeper working. Although four DBS Class 90s – Nos. 90018/19/21/28 – are on ‘standby’ and operating some sleeper services until GBRf has its full complement of six Class 92s available, the use of No. 87002 was still unexpected, but confirms that it might be used as ‘back-up’ traction in future.

The use of DBS Class 90 traction is also becoming more common on freight services, but as the affected West Coast Main Line services operate overnight they are less frequently noted or photographed. Perhaps somewhere to go on the balmy summer nights that the weather forecasters are predicting for the coming months ?

New timetable begins

Another summer option this year will be the locomotive haulage of trains between Carlisle and Barrow for which two diagrams are currently being prepared. The expectation is that the trainsets will be formed of Class 37 + 4 coaches, including a Driving Brake Second Open (DBSO) (once used on the Edinburgh-Glasgow push-pull service then later East Anglia services between London and Norwich), but a test run on April 9 was hauled by Class 57/3 57305 without a DBSO in the consist. Interest now lies in seeing what locomotive and stock will appear on May 11 when the new timetable begins.

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Hastings diesel crosses the border FREE of operating problems, Hastings Diesel’s well-maintained DEMU six-car set is destined to make at least four main line trips this year starting with a visit over the border to Wales. On Saturday, April 18, the ‘Green Dragon’ was booked to depart Hastings for Cardiff travelling via Severn Tunnel. Re-routed because of engineering work at Reading the DEMU ran via Tonbridge, Redhill, Guildford, Basingstoke and Salisbury, thence Westbury, Bath and Newport. The train comprised motorcoach

No. 60118 Tunbridge Wells (leading), club class trailer No. 60501, standard class BIG buffet No. 69337, standard class CEP No. 70262, standard class trailer No. 60529, and motor coach No. 60118 Mountfield. Other trips planned in outline for this year are: Stratford-upon Avon, Saturday, July 11; Great Central Railway, Saturday, September 19; and Salisbury, Saturday, December 5. Hastings Diesel Group emphasises that the three trips mentioned above are provisional and subject to confirmation.

Hastings DEMU No. 1001 passes Newton St Loe, west of Bath, returning from Cardiff on April 18. SAM BILNER

Busy Britannia’s booked for six ‘Torbay Expresses’ AS WE went to press, it was confirmed that BR Standard Pacific No. 70000 Britannia had been booked to head six out of seven of Pathfinder Tours’ planned ‘Torbay Express’ from Temple Meads to Kingswear this summer. The tours are operated by DB Schenker and are unaffected by the West Coast track access suspension. The trains will be running via Bath and Westbury and/or Weston-superMare, depending on scheduled engineering work, and Taunton. Currently, the only working main line engine in the Locomotive Services Ltd fleet, Britannia has had an extensive light-engine tour of the south of England in recent weeks. On March 20, the ‘Brit’ had set out

from Southall to take part in the West Somerset Railway’s March 26-29 Steam in South Wales gala, running light engine. No. 70000 Britannia departed Bishops Lydeard on March 31 just in time to beat West Coast Railways’ Network Rail-imposed suspension, bound for Dorset and the Swanage Railway. Joining the main line at Norton Fitzwarren, the ‘Brit’ proceeded by running to Bristol from where it followed the main line to Paddington as far as Batheaston and turning right, made its way through the Avon Valley to Bradford Junction via Bradford-on-Avon. Taking the right hand curve the 4-6-2 headed on through Trowbridge to Westbury, travelling south via Upton

Scudamore bank, Warminster and Wilton to Salisbury. Retiring to the station’s east yard for refreshments, No. 70000 continued its journey taking the Romsey line via Tunnel Junction to Eastleigh, where the 4-6-2 joined the WaterlooWeymouth third rail route. Passing through Southampton, Brockenhurst, New Milton and Christchurch, Britannia reached Bournemouth five minutes early. From there it was just a question of rolling down Parkstone bank, running over Poole’s two level crossings and taking the Weymouth line as far as Wareham, entering Swanage territory via Worgret Junctio. Asked about the performance of the engine, now equipped with a new

front driving axle, the reply from LSL was ‘fine’. No. 70000 moved again with its support coach to Stewart’s Lane on April 27 to take its place at the head of the Railway Touring Company’s ‘Great Britain VIII’, booked to depart from Victoria at 8.44am on April 28. If the West Coast suspension is lifted, the engine has a booking for RTC’s ‘Dartmouth Express’ from Westbury to Kingswear on May 15. It is booked to head the ‘Torbay’ on June 14, July 22 and 26, August 2 and 23 and September 13. An earlier run on May 24 was cancelled through lack of bookings. The September 20 ‘Torbay’ is likely to be worked by another locomoive because Britannia has a prior booking.

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MAIN LINE NEWS

WITH FULL REGULATOR

LOCOMOTIVE PERFORMANCE THEN AND NOW By Don Benn

I AM writing this at a time when West Coast Railways has been suspended from operating any trains by Network Rail with the future of most main line steam uncertain. Hopefully matters will be resolved in due course. Meanwhile as promised, this time I am looking at a very different area from my last few columns, notably one section of the South West main line, that from Basingstoke to Salisbury. This has long been one of my favourite stretches of main line, over which I have timed many runs with steam, mostly behind Bulleid Pacifics, since 1962.

Great performances

It was over this super piece of railway that the Bulleid Pacifics turned in some great performances on the ‘Atlantic Coast Express’ right to the end in 1964, daily keeping the tight timing of just 30 minutes for the 33.4 miles from Worting Junction to Salisbury in the down direction and the very challenging 34 minute booking in the Up direction; in my view one of the tightest steam times ever anywhere in the UK. In this direction it involved a slow start out of Salisbury and then a continuous climb of 10 miles to just short of Grateley with gradients as steep as 1-in-140 past Porton. After dropping down to Andover there followed another long stretch against

the collar until before Oakley. Therefore to keep that 34 minute timing to pass Worting Junction required enginemanship of the highest order and a fireman on top form. If the engine had been winded by the initial climb, then steam could be recovered down to Andover but the next climb would often take its toll. Many drivers would take the view that a couple of minutes lost to Worting could be regained on the race in from Basingstoke and therefore not push things too hard in order to even out the overall effort. My column in Heritage Railway 197 showed one such run with an unrebuilt Bulleid Light Pacific. However, it is the Down direction that I am going to concentrate on this time as I had a run in December as well as some recent runs to which I have added a couple from the 1960s. From Basingstoke the line climbs at 1-in-249 for just over three miles to Battledown and then is basically downhill until the viaduct over the Bourne valley at Hurstbourne, where there is a mile-and-a-half at 1-in-275 to the top of Enham bank. Then follows a lovely downhill section at 1-in-178 until just short of Andover. I always looked forward to this

section with great anticipation as the dash through Andover with whistle blasting was one of the highlights of any down run. A 90 here wasn’t that usual though as more often than not the enginemen on the ‘ACE’ would be running with speed just into the 80s and the long climb to Grateley ahead in mind. At first there is two miles of 1-in-220 to Red Post Junction and then just under a mile of 1-in-330 down before the four-and-a-half mile climb at 1-in-264, steepening to 1-in-165 to just beyond Grateley. After that the fireman can take it easy as it’s all downhill to Salisbury, first at 1-in-735, then at 1-in-245 and finally 1-in-140/1-in-169 for four miles past Porton to Tunnel Junction, where speed is restricted to 50mph. The stopping pattern of steamhauled trains in recent years has been determined by that of service trains and has therefore generally included a Basingstoke or Overton stop and I have chosen four such runs to describe here. There were very few trains which made the run fast from Basingstoke to Salisbury in the 1960s as most, except the ‘ACE’, stopped at Andover, but for comparison I have found one from 1964 together with a very good run on

“I was a little surprised, in view of Tangmere’s past misdemeanors to see that we had a 12 coach train”

the 4pm semi-fast Sunday train from Waterloo also in 1964. The first of my recent runs, shown in table one, was on the Railway Touring Company’s trip from Victoria to Sherborne on December 16 last and the organisers kindly allowed me to travel on the section from Basingstoke to Salisbury in the morning on payment of a modest amount to the ontrain staff. As I waited at Basingstoke, keeping a close watch on Real Time Trains, it was evident that the signallers were going to be kept on their toes with train pathing as the RTC trip was running slightly late and would need careful platforming to avoid delays to service trains.

Slick piece of operating

The steam special was timed to call at Basingstoke from 10.51 until 10.53 and had to be kept clear of the 10.05 Waterloo to Weymouth due to call from 10.47 to 10.49 and the 10.54 stopping service to London due from platform one at 10.54. It wasn’t until 10.52 that the stopper was brought into the platform and duly cleared on time followed by Tangmere arriving at 10.57, a very slick piece of operating. I had checked before leaving home that no diesel was involved so I was a little surprised, in view of Tangmere’s past misdemeanors, to see that we had a 12 coach train weighing 441 tons tare and fully 470 tons gross (equal to 13 coaches in old stock) and was pleased to find a window seat on the milepost

TABLEONE:BASINGSTOKETOSALISBURYWITHLIGHTPACIFICS Date Train Loco Load

December 16, 2014 0844 Victoria to Yeovil Junction BB class 4-6-2 No. 34067 Tangmere 12 coaches, 441 tons tare, 470 tons gross Driver Dave Hewson Fireman John Gibbons Recorder/Position/GPS Don Benn, 11 of 12, yes Weather Damp and foggy Basingstoke Worting Junction MP 51 Oakley MP 53½ Overton MP 57 Whitchurch Hurstbourne MP 62½ MP 64 Andover Red Post Jct MP 68¾ MP 71 Grateley MP 73¼ Allington Porton MP 79 Tunnel Junction Salisbury

miles 0.00 2.49 3.25 4.60 5.75 7.74 9.25 11.36 13.25 14.75 16.25 18.51 19.82 21.00 23.25 24.86 25.50 27.75 30.25 31.25 34.65 35.79

sched 0.00 4.30

10.30 14.30

22.30

29.00

39.00 42.00

mins 00 06 07 09 11 13 14 16 17 18 20 21 23 24 26 27 28 30 32 33 38 42

net time 39 minutes *brakes or speed restriction

62 Heritagerailway.co.uk

secs 00 39 54 35 01 02 23 07 39 48 03 55 10 13 18 57 38 52 59 44 03 09

June 27, 1964 835 am Waterloo to Plymouth WC class 4-6-2 No. 34095 Brentor 12 coaches, 403 tons tare, 435 tons gross Unknown Nine Elms No. 2 link Unknown Nine Elms No. 2 link Don Benn, 3 of 12 Cloudy and cool

speed

sched mins secs 0.00 00 00 sigs *31/34 5.30 05 49 39½ 06 56 51 08 44 52½ 10 09 65 12 13 70½ 13 38 75½ 15 42 79 17 26 71 18 46 72 20 08 68 22.00 21 52 64½ 23 04 68 24 04 61 26 07 55 27 45 54½ 28 26 67 30 45 77½ 33 00 75/sigs *36/38 33 45 31/sigs *12/18 37.00 37 00 40.00 39 50 *brakes or speed restriction

speed 38 42½ 51 53 62 64 66 72½ 67 79 77½ 70½ 73 63 56 54½ 66 74 76½ *52 SR Battle of Britain Pacific No. 34067 Tangmere enters Basingstoke on the Victoria to Yeovil Jct on December 16, 2014. DON BENN Find us on www.facebook.com/heritagerailway

side in the last-but-one coach on a dreary, foggy and damp day. Up front was Dave Hewson aided by fireman John Gibbons and they got No. 34067 away well six minutes late up the 1-in-249 to Worting. We were up to 32mph at milepost 49 when the brakes came on briefly and I thought that my worst fears were going to be realised in that the 10.09 Waterloo to Portsmouth was going to be given priority and crossed over in front of us to gain the Bournemouth line. But no, the gods of steam were looking kindly on us that day and more to the point the signallers apparently changed their minds and we were given priority! So Dave Hewson took full advantage and gave Tangmere its head, resulting in an exhilarating sprint down to Hurstbourne at 79mph after which we took it easier past Andover, no doubt in preparation for the climb to Grateley, topped at 54½mph; a good effort with that big load. Clearly not winded, Tangmere then ran nicely along the easy grades past Allington at 67mph and down Porton bank at 77½mph before signal checks intervened before the Salisbury stop after a most satisfactory run where time had been keep and a creditable net time of 39 minutes for the 35.79 miles achieved. Even the sun came out here as if to applaud the effort.

Tight 40 minute schedule

For comparison alongside this run is one from 1964, with rebuilt light Pacific No. 34095 Brentor also taking 12 coaches on the summer Saturday only 8.35am Waterloo to Plymouth and Ilfracombe. We had an unknown Nine Elms number two link driver who did well with the 435 ton load on a very tight 40 minute schedule, just keeping it after a six minute late start from Basingstoke. The running was good without being anything special for that time and speeds were very close to those of Tangmere, with 79 down through Andover and exactly the same minimum of 54½mph over Grateley, followed by 76½ down Porton bank and a clear run into Salisbury. Bearing in mind the heavier load, No. 34067 takes the honours no less than 50 years later. It is though the two recent runs with No. 35028 Clan Line which top the charts in this set of comparisons and with heavy loads that superb Stewart’s Lane Pacific compared favourably with anything done in the days of steam, even coming close to keeping the old 30 minute ‘ACE’ booking from Worting to Salisbury on the second run in table two, despite passing Worting at a much lower speed that would normally have been the case on the ‘ACE’ and also the now normal very slow finish. It says something for his skills that DBS Eastleigh driver Wayne Thompson showed such consistency between the two runs both made in dreadful wet conditions with similar heavy loads. I know that he just loves that engine and would dearly like to let it have its head downhill. On both runs Clan Line was being held back as evidenced by the drop in speed after Whitchurch where my notebook states ‘eased’. Once again I must enter my plea for some leniency in the application of the 75mph steam speed

SR Battle of Britain Pacific No. 34067 Tangmere storms the climb to Wyke from Hurstbourne with the Waterloo to Salisbury ‘Cathedrals Express’ on December 15, 2009. DON BENN limit for engines such as No. 35028 in the right circumstances. The first run in Table Two on May 10 2010 was the UK Railtours ‘Somerset and Dorset’ trip to Yeovil and Weymouth. In charge of Clan Line were Wayne Thompson, fireman Brock and Inspector Hart and the load was 12 plus class 66 No. 66.015, giving a total train weight of 492 tons tare or about 520 tons full; a big load even for a Merchant Navy. As far as I could tell the 66 on the back gave no help at all at least as far as Yeovil. We had the early 7.17am path out of Waterloo and so were seven minutes behind the preceding service train to Salisbury, but as we were booked to stop at Woking and Basingstoke would not catch it. We left three minutes late and ran very well to Woking in 28 minutes 47 seconds, net 26½ minutes after a slow start from platform 19 and with a temporary speed restriction ensuring we took over nine minutes to pass Clapham Junction. However ,speed rose to 76½ at Hersham before Clan Line was eased back to keep speed down to the 75mph limit. The section on to Basingstoke was taken steadily with checks but we departed there just one minute down to give the fine run to Salisbury shown in table two.Starting from Basingstoke, Clan Line had the edge over the second run but the latter gradually caught up and was the faster to Salisbury by a minute and a half.

Next to a window

The second run was also very nostalgic for me as I hadn’t been to Exeter behind steam via the Southern route since April 1966, and since a number of my railway enthusiast friends had become convinced that I was now a Swindon man, I decided that the Steam Dreams trip on May 3, 2012 would be a good chance to redress the balance and assert once again my

TABLETWO:BASINGSTOKETOSALISBURYWITHCLANLINE Date Train Loco Load

May 8, 2010 0717 Waterloo to Yeovil Junction MN Class 4-6-2 35028 Clan Line 11 cars plus dead 66015. 492 tons tare, 520 tons gross Driver Wayne Thompson Fireman Brock Inspector Hart Recorder/Position/GPS Don Benn, 11 of 12, yes Weather Rain, cold

Basingstoke MP 49 Worting Junction MP 51 Oakley MP 53½ Overton MP 57 MP 58 Whitchurch Hurstbourne MP 62½ MP 64 Andover Red Post Jct MP 68¾ MP 71 Grateley MP 73¼ Allington Porton MP 79 Tunnel Junction Salisbury

miles 0.00 1.25 2.49 3.25 4.60 5.75 7.74 9.25 10.25 11.36 13.25 14.75 16.25 18.51 19.82 21.00 23.25 24.86 25.50 27.75 30.25 31.25 34.65 35.79

sched 0.00 5.00

25.00

40.00 43.00

mins 00 03 05 06 08 09 11 13 14 14 16 17 18 20 21 22 24 26 26 28 30 31 35 38

secs 00 52 54 58 36 59 57 14 04 57 29 43 57 42 50 50 43 11 50 50 54 47 35 43

speed 33 39½ 43 54 55½ 67 72½ 74 76/74 76½ 71 75/76½ 74 71 73½ 68 63 61½ 71½ 72 *67 *41

Just 500 gallons of water left at Salisbury *brakes or speed restriction

Southern credentials. I hadn’t booked in advance but negotiated a one way fare from Woking to Exeter a few days before the special train ran and after No. 35028 had been confirmed as motive power and when the pretty decent timings had been published. After travelling up the Pompey

May 3, 2012 0844 Victoria to Exeter MN class 4-6-2 35028 Clan Line 13 coaches, 459 tons tare, 500 tons gross Wayne Thompson Paul Majors Geoff Ewans Don Benn, 2 of 13, yes Wet with fresh east wind

sched mins secs 0.00 00 00 04 20 3.00 06 24 07 21 08 49 10 03 11 50 13 02 13 48 14 41 16 10 17 21 18 35 21.00 20 15 21 15 22 16 24 03 25 25 26 02 28 00 29 58 30 46 38.00 33 56 41.00 37 09

speed 31 44 47½ 58 62½ 73½ 76½/78 76½ 77½/75½ 79 73 79 78 73½ 77½ 72 67 65½ 73 79 *72 *48

direct line from home I found myself waiting in the rain at Woking with a fellow enthusiast friend of many years, who informed me that standard class would be at the front of the train. Clan Line duly rolled in a couple of minutes early and I managed to secure a place next to a window on the correct side Heritage Railway 63

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COMPILED BY CEDRIC JOHNS

TABLETHREE:OVERTONTOSALISBURY

Merchant Navy Pacific No. 35028 ClanLine at Yeovil Junction on May 8, 2010. DON BENN for the mileposts where I set up shop. The load was 13 coaches for 459 tons tare or just 500 tons full and I wondered how Clan Line would get on in the appalling conditions with heavy rain and a nasty east wind, plus the tight times for much of the route. I need not have worried for ‘No. 28’ was clearly in superb nick and driver Andy Fleet took the train along to Basingstoke in fine style, with a maximum speed of 76mph after Hook, but getting a signal check onto the slow line for the Basingstoke stop reached a couple of minutes late. At this point I was very concerned that we would be held for the Salisbury stopper to get ahead as it was right behind us, but it appears that our unscheduled move was simply to avoid delaying or replatforming the Salisbury train. After changing drivers Wayne Thompson took the regulator, with the same fireman, Paul Majors providing the steam. It’s well known that Wayne is a big fan of Clan Line and I was looking forward to the dash to Salisbury timed in only 41 minutes for the 35.79 miles. Wayne knows exactly how to get the best out of Clan Line and so despite the heavy rain we got away cautiously with no slipping, from the slow line back to the fast up the 1-in-249 to pass Worting Junction at 44mph and from there until the climb to Grateley it was just a question of staying within the current speed limit for steam. Exciting stuff though to dash down past Andover with the whistle blasting and then a bit more steam taken for the climb to Grateley summit with a minimum speed of just over 65½ mph, great going with this heavy train, equivalent to 14 coaches in old stock. After a steady run down Porton bank and a slow finish we stopped in platform 4 at Salisbury in just 37 minutes and 9 seconds for the 35.97 miles from Basingstoke, a minute early.

Splash and a dash

Table three shows another recent run behind Tangmere, this time on a train booked to take water at an Overton stop, on the 10.12am Waterloo to Sherborne ‘Cathedrals Express’. This train was given a fast 32 minute timing for the 28.11 miles on to the Salisbury stop and No. 34067 was in the very capable hands of Bill Warriner. The load of 11 for just over 400 tons was ideal for the light Pacific and the train had run well as far as Basingstoke with a top speed of 76mph after Hook. We were running on time from Woking but delays from various out of course checks put us just over five late into Overton. Here the seven minutes allowed even for a splash and a dash proved insufficient and so we left just over eight minutes

64 Heritagerailway.co.uk

Date Train Loco Load Driver Fireman Weather

December 17, 2009 1012 am Waterloo to Sherborne BB Class 4-6-2 No 34067 Tangmere 11 cars, 367 tons tare, 405 tons gross Bill Warriner Unknown Sunny periods, moderate NE wind. Very cold

Overton MP 57 MP 58 Whitchurch Hurstbourne MP 62½ MP 64 Andover Red Post Jct MP 68¾ MP 70 MP 71 Grateley MP 73¼ Allington Box Porton MP 79 Tunnel Junction Salisbury

miles 0.00 1.50 2.50 3.55 5.59 7.00 8.50 10.80 12.10 13.25 14.50 15.50 17.15 17.75 20.05 22.74 23.50 27.01 28.11

sched 0.00

14.00

28.00 32.00

mins 00 03 04 05 07 08 09 11 12 13 14 15 16 17 19 21 22 26 29

secs 00 35 42 46 24 37 49 32 32 34 34 23 47 20 11 15 04 09 04

speed 48½ 57 65½ 76 71½ 76/79 76 73½ 77½ 74 71 68½ 67½ 76½ 73 71 40*

TABLEFOUR:BASINGSTOKETOSALISBURYSEMIFAST Date Train Loco Load Driver Fireman Recorder/Position Weather

A filthy West Country Pacific No. 34096 Trevone pauses at Basingstoke with the 4 pm Waterloo to Exeter on June 28, 1964. DON BENN late. Bill wasted no time in getting Tangmere up to speed, and while the lovely sprint down past Andover at 79mph had me once again thinking I was on the ‘ACE’, it was the superb climb to Grateley that made this run special. Speed was still in the 70s at milepost 71 and we topped the 1-in-165 at 67½ mph, a very fine piece of work. The time of 29 minutes 4 seconds for the 28.11 miles hasn’t often been bettered and we had snatched back three minutes of the late start. The accompanying photograph shows No. 34067 storming along after Hurstbourne on another ‘Cathedrals Express’ a few days before my run. Finally in table four I have tabulated a very good run on the Sunday 4pm Waterloo to Exeter in July 1964. I sometimes caught this train at that time and this was my best run. It was taken as far as Salisbury by Nine Elms men, on this occasion driver Turner being in charge of rebuilt light Pacific No. 34096 Trevone on the usual eight coaches for 290 tons. We had some delays getting to Woking but had made up a couple of minutes on to Basingstoke. Despite that we were still six late away on a fine, hot afternoon. No. 34096 slipped at the start and so the time to pass Worting wasn’t brilliant but then we got going well with 83mph in the Hurstbourne dip and a good time of under 20 minutes to stop at Andover. Not my fastest as a certain Nine Elms driver known as ‘The Mad Monk’ had covered this stretch in 18 minutes 28 seconds even with a temporary speed restriction to 19mph at Milepost 64, with 34013 Okehampton in December 1965, giving me my only ‘ton’ with a rebuilt light Pacific in so doing. Back to 1964 and Trevone was delayed by a temporary speed restriction soon after the Andover

Basingstoke Worting Junction MP 51 Oakley MP 53½ Overton MP 57 Whitchurch Hurstbourne MP 62½ MP 64 Andover Red Post Jct MP 68¾ MP 71 Grateley Allington Porton MP 80 Tunnel Junction Salisbury net time 18½ minutes

Sunday, July 5, 1964 4pm Waterloo to Exeter West Country Class 4-6-2 No. 34096 Trevone Eight coaches, 269 tons tare, 290 tons gross Turner, Nine Elms Unknown Don Benn, 1 of 8 Sunny and calm

miles 0.00 2.49 3.25 4.60 5.75 7.74 9.25 11.36 13.25 14.75 16.25 18.51 0.00 1.31 2.49 4.74 6.35 9.24 11.74 13.74 16.14 17.28

sched 0.00 5.30

21.00 0.00

20.00

mins 00 05 06 07 09 10 12 13 15 16 17 19 00 03 05 08 09 12 14 16 17 20

secs speed 00 11 42 10 46½ 49 55 01 58 58 70 14 73 58 76½ 28 83 38 78 45 82 53 00 55 34/tsr*24 31 52 02 56½ 46 55 38 70½ 39 83 02 90 52 *54 24

*brakes or speed restriction

start but was then taken well up to Grateley at a minimum of 55mph before an exhilarating and unusual 90mph down Porton bank and a good run into Salisbury, with a net time of just 18½ minutes from Andover. The photograph shows No. 34096 on the same train at Basingstoke one week before my trip. I hope that this look at a very interesting piece of railway with Southern Bulleid Pacifics at their best will lighten the gloom which pervades the current main line steam scene. Next time, all being well I am going to look at the Britannia Pacifics, including hopefully a very recent run. Find us on www.facebook.com/heritagerailway

Heritage Railway 65

TOURS

LNER B14-6-0No.61306MayfloweronarrivalatPaddingtonfromKingswearwithSteamDreams’‘CathedralsExpress’onApril1.ALEX LOIDL

May SAT 9: ‘East Yorkshireman’

Manchester, Sheffield, Goole, Scarborough and return via York. Steam hauled throughout. Loco: No. 45690 Leander, 45699 Galatea or 46115 Scots Guardsman. RTC

SUN 10: ‘Peak Forester’

King’s Cross, Stamford, Rowsley and return. Steam hauled throughout. Loco: No. 61306 Mayflower. RTC

WED 13: ‘British Pullman’

Victoria, Salisbury, Bristol and return. Steam hauled throughout. Loco: No. 35028 Clan Line. BEL

THUR 14: ‘Cathedrals Express’

Preston Park, East Croydon, Sherborne and return. Steam hauled throughout. Loco: No. 70013 Oliver Cromwell. SD

SAT 16: ‘Dartmouth Express’

Woking, Westbury, Kingswear and return. Steam hauled: Westbury, Kingswear and return. Loco: No. 70000 Britannia. RTC

SAT 16: ‘Hadrian’

York, Durham, Carlisle, Settle, York, Newcastle. Steam hauled throughout. Loco: No. 60009 Union of South Africa. RTC

SAT 16: ‘Jurassic Steamer’

Solihull, Basingstoke, Poole and return. Steam hauled throughout. Loco: No. 5043 Earl of Mount Edgcumbe. VT

SAT 16: ‘Golden Arrow Statesman’

Weymouth, Hanwell, Tonbridge, Canterbury and return via Dover. Steam hauled: Hanwell, Canterbury and return. Loco: No. 34067 Tangmere. SMR

SAT 16: ‘Cathedrals Express’

Euston, Shap, Carlisle and return via Settle. Steam hauled: Carnforth, Carlisle, Blackburn. Loco: No. 45690 Leander, 45699 Galatea or 46115 Scots Guardsman. SD

TUES 19: ‘Cathedrals Express’ Victoria, Swanage and return. Steam hauled: Victoria, Swanage and

66 www.heritagerailway.co.uk

Regular steam

Southampton, Victoria. Loco: No. 70013 Oliver Cromwell. SD

Steam hauled throughout. Loco: No. 70000 Britannia. TEL

King’s Cross, Scarborough and return. Steam hauled: Scarborough, King’s Cross. Loco: No. 60007 Sir Nigel Gresley. SD

Victoria, Minehead and return. Steam hauled throughout. Loco: No. 60007 Sir Nigel Gresley (to Bishops Lydeard), WSR steam (to Minehead). SD

THUR 21: ‘Cathedrals Express’ THUR 21: ‘Swanage Belle’

Victoria, Swanage and return. Steam hauled: Victoria, Staines, Swanage and Southampton, Andover, Victoria. Loco: No. 61306 Mayflower. RTC

FRI 22: ‘Surrey Hills Luncheon’ Victoria, Guildford, Redhill, Victoria. Steam hauled throughout. Loco: No. 35028 Clan Line. BEL

SAT 23: ‘Golden Arrow Statesman’

Bristol, Hanwell, Tonbridge, Canterbury and return via Dover. Steam hauled: Hanwell, Canterbury and return. Loco: No. 34067 Tangmere. SMR

SAT 23: ‘Cumbrian Coast Express’

Euston, Whitehaven, Carlisle and return via Shap. Steam hauled: Carnforth, Carlisle and return. Loco: No. 46115 Scots Guardsman. RTC

SAT 23: ‘Oxfordshire Express’ Manchester, Derby, Didcot and return. Steam hauled: Derby, Didcot and return. Loco: No. 46233 Duchess of Sutherland PMRT

SAT 23:

Glenrothes, Fort William, Mallaig and return. Steam hauled: Fort William, Mallaig and return. Locos: No. 44871 or 45407. SRPS

SAT 23: ‘Seaside Flyer’

Tyseley, Nuneaton, Llandudno and return. Steam hauled: Nuneaton, Chester and return. Loco: No. 5043 Earl of Mount Edgcumbe. VT

SUN 24: ‘Torbay Express’ Bristol, Bath, Kingswear and return.

THUR 28: ‘Cathedrals Express’

SAT 23: ‘Golden Arrow Statesman’

Exeter, Hanwell, Tonbridge, Canterbury and return via Dover. Steam hauled: Hanwell, Canterbury and return. Loco: No. 34067 Tangmere. SMR

SAT 30: ‘East Yorkshireman’

Manchester, Sheffield, Goole, Scarborough and return via York. Steam hauled throughout. Loco: No. 45690 Leander, 45699 Galatea or 46115 Scots Guardsman. RTC

SAT 30: ‘Cumbrian Coast Express’

Euston, Whitehaven, Carlisle and return via Shap. Steam hauled: Carnforth, Carlisle and return. Loco: No. 46115 Scots Guardsman. RTC

SAT 30: ‘Cumbrian Fells Express’

Bristol, Shap, Carlisle and return via Settle. Steam hauled: Crewe, Carlisle and return. Loco: No. 60163 Tornado. PTH

TUES, THUR May 5-August 27: ‘Dalesman’ York, Carlisle and return. Steam hauled: Hellifield, Carlisle and return. Loco: No. 45690 Leander, 45699 Galatea or 46115 Scots Guardsman. WCR

MON-FRI May 11-Oct 23: ‘Jacobite’

Fort William, Mallaig and return. Steam hauled throughout. Loco: No. 45407, 44871 or 62005. WCR

WED May 27-Aug 26: ‘Fellsman’

Lancaster, Preston, Carlisle and return. Steam hauled throughout. Loco: No. 45690 Leander, 45699 Galatea or 46115 Scots Guardsman. SMR

A1T: BEL PTH PMRT RTC

June TUES 2: ‘Cathedrals Express’

Paddington, Oxford, Nuneaton, Chester and return. Steam hauled throughout. Loco: No. 70013 Oliver Cromwell. SD

TUES 2: ‘White Rose’

King’s Cross, York and return. Steam hauled: York, King’s Cross. Loco: No. 60163 Tornado. (D9009 Alycidon outward) A1T

SD SMR SRPS TEL: VT

The information in this list was correct at the time of going to press. We strongly advise that you confirm details of a particular trip with the promoter concerned.

WCR

A1 Trust Bookings through UK Railtours Belmond British Pullman 0845 077 2222 Pathfinder Tours 01453 835414 Princess Margaret Rose Tours 01773 743986 Railway Touring Company 01553 661500 Steam Dreams 01483 209888, 0845 310458 Statesman Rail 0845 310 2458 SRPS Railtours 0131 202 1033 Torbay Express Ltd Bookings through Pathfinder Vintage Trains 0121 708 4960 West Coast Railways 0845 850 4685

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Heritage Railway 67

NEWS FOCUS SPECIAL

What a

performance! Does the money made out of filming sessions on heritage lines justify the enormous upheaval? Peter Brown examines how the preservationists cope when camera crews and star names take over, sometimes for long periods.

A

sk almost anyone what they know about filming on heritage railways and they will instantly mention James Bond and the Nene Valley Railway. It’s not surprising really because this line that runs between Peterborough and Wansford through a delightful leisure park in Cambridgeshire has a substantial amount of foreign rolling stock and locomotives, thus giving film and television companies the chance to make overseas scenes look authentic without having to leave the British Isles. It was in 1982 that Roger Moore as James Bond filmed Octopussy there for EON Productions, with 007 returning in the guise of Pierce Brosnan for Goldeneye in 1995. Other productions with obvious foreign connections include Russian Night 1941 for BBC Television in 1981, Q.E.D. 4.10 to Zurich for American CBS TV in 1982, the film Dirty Dozen – Next Mission in 1984, Minder on the Orient Express for Euston Films in 1985, a drama for Psychology News in 1997 called Solo Shuttle where a Wagons Lits salon was disguised as a Eurostar carriage, and in 2009

68 Heritagerailway.co.uk

Murder on the Orient Express featuring David Suchet as Hercule Poirot. Commercials have also been shot on the NVR and include Diet Coke in 1987, Rolo in 1991, B & Q Paint and Dutch Bank in 1992, Phillip Morris Camera Club and Halifax Building Society in 1993, Midland Bank and West cigarettes in 1994, Everest double glazing in 1996 and Benson & Hedges in 1999.

Star names

Numerous television programmes have used the NVR. These include Multi-Coloured Swap Shop, London’s Burning, Middlemarch, Blind Date, The Bill, Band of Brothers and Silent Witness. Pop videos have also been shot here featuring such star names as Big Country, Haircut 100, Queen, Bomb the Bass and Odyssey. This all came to light when Heritage Railway decided to do a survey into finding out how the preservationists cope with camera crews and star names taking over. Is the money raised from such transactions really worth the upheaval? We set out to discover the negatives and positives of allowing them in. Staying with the NVR, general manager Hannah Forman, while

agreeing its continental stock is a major attraction for film and television programme makers, also feels the location is a leading factor. “One of the attractive things about us has been our proximity to London and the fact that we can provide both urban and rural scenery,” she says. “This has put us at a disadvantage with the BBC now that a lot of its series are filmed in Bristol. Another thing for several filmings has been the tunnel for Silent Witness and Casualty episodes. Plus we are, of course, the only railway with continental stock. “I have seen an increase in the use of computer generated things such as scenery over the years. According to the Poirot filming, we have mountains and a viaduct along the line!” She adds: “What does happen is that we do get visits generated by past films. For instance, people come to see where the Bond movies were filmed or Queen fans to see where Breakthrough was filmed. “It does seem to be that films or TV and their settings are of great interest to people and I think perhaps we don’t do enough to capture that market for visitors.”

Above: David Niven’s second filming on the Severn Valley Railway; Candleshoe in 1977. EXPRESS & STAR ARCHIVE COLLECTION Left: One of the most high-profile filming jobs was the James Bond film Octopussy on the Nene Valley Railway. Swedish B class 4-6-0 No. 1697 collides head on with a rail-mounted Mercedes saloon at Wansford on September 18, 1982. BRIAN SHARPE Right: John Thaw and Nick Robinson filming Goodnight Mr Tom on the Severn Valley Railway in 1998. EXPRESS & STAR ARCHIVE COLLECTION

The Gloucestershire Warwickshire Railway also has a very credible list of film credits, mainly for television. For the BBC the line has been the location for Land Girls, Casualty, Dr Who, Countryfile and two series of Father Brown. Other productions include Rory Bremner’s Great British Views plus Jeeves and Wooster. Frequent BBC and ITV news items and documentaries have been made here including a feature about David Shepherd. There have also been various TVP productions which include one marking the 175th anniversary of the Great Western Railway and a documentary on semaphore signalling.

Even the weather forecast

Other visits from production crews include a programme for the Discovery Channel about freight locomotives called Unsung Heroes. A Place in the Country has also featured the railway. Various short films have been made on the Gloucestershire Warwickshire, often for students. Some of the productions have achieved success in a rather different way such as a short murder mystery for Flat Broke Films – which went on to win an award. Other material made here includes Nativity 3, a film starring Martin Clunes. The introduction to the Rugby World Cup for Sky Sports was shot on the railway. There have also been documentaries for Russian, Chinese and Japanese television stations. The line itself has made numerous television news bulletins and even the weather forecast has been broadcast live from the footplate at Toddington. “Railways have such a lot to offer film-makers,” Ian Crowder, spokesman for the Gloucestershire Warwickshire Railway tells us. “Like almost everything else, the landscape of heritage railways is usually faithful to periods going back to Victorian days, providing an opportunity to

recreate very authentic railway and railway environment scenes. “Secondly, Britain’s heritage railways offer a wide range of landscapes from the wide open views of the Gloucestershire Warwickshire Railway for instance, which also offers a tunnel, soaring viaduct and delightful period stations. Other heritage railways run through urban landscapes or through forests, alongside rivers, or a main double track line. You name it, film directors can find it.” Fortunately there is a good market for heritage

“Most people will give their right arm for the opportunity to have film crews around, for not only do they bring valuable income but they can also provide an opportunity for promotional activity...” railways, but Crowder does warn others that have not gone down that track yet that there can be considerable disruption. “For documentaries there is usually minimal disruption and often the film-makers want to interact with passengers, staff including footplate crews and so on. But their wishes often do conflict with our key job of running a timetabled train service. They want a few shots of the guard waving the train off or want the train to start out of the platform and reverse back in again so they can take the same shot from a different angle. Sometimes that’s possible if there is a break

between departures. Sometimes we just have to be firm and ensure we get on with running the services. We can’t delay services, with trains crossing each other delays can soon escalate. “A booked party may be seriously inconvenienced by keeping a connecting coach waiting and so on. “For television serials or movies a whole village descends on the railway and it’s impossible to accommodate such an undertaking while normal services are running. “Most people will give their right arm for the opportunity to have film crews around, for not only do they bring valuable income but they can also provide an opportunity for promotional activity. I would emphasise the publicity such filming gives us – but we often have to make the most of this ourselves.” However, this spokesman for the GWSR warned that film companies rarely give the railway a mention on the credits, and with locations often receiving a fictitious name, nobody apart from those who reside in the area knows it is your railway.

Historical accuracy

“Filming needs one heck of a lot of patience,” he reveals. “For a TV drama series there are several site visits as directors establish the shots they want for the scenes they have in mind. What they get doesn’t always match up with their vision and for historical accuracy sometimes it’s necessary to gently point out that ‘trains don’t travel at speed with the engine pushing the carriages’, and ‘no, you can’t make steam escape from there’. “The big problem is that filming has to fit in with normal train services. Sometimes a proposal has to be turned down because they want to film over six days in the middle of summer when your trains would be packed with paying passengers. Heritage Railway 69

Robert Powell during the filming of The 39 Steps on the Severn Valley Railway in 1978. EXPRESS & STAR ARCHIVE COLLECTION Danish 2-6-4T No. 740 heads the Octopussy circus train at Orton Mere on September 19, 1982, during filming of a swordfight on the roof of the moving train performed by a Roger Moore lookalike stuntman. BRIAN SHARPE

“But the GWSR is fortunate that it does have some midweek days when it is possible for a crew to take the line over and that is appreciated by them, as we can accommodate their practical requirements with no particular time constraints.” Crowder continues: “Safety is, of course, important. The film crews are insured to take reasonable precautions but the railway also has a responsibility to its visitors – no matter how madcap their schemes might be. But in the end it is amazing how much can be achieved with time lapse images, close up shots and perfect timing to create the drama of the scenario. It is essential to have railway staff available all day to ensure no one does anything daft, which certainly can and does happen. “Filming can be a double-edged sword. On the one hand it is great for the railway’s pride and often very useful income and certainly is a step outside the usual routine of running the train service. On the other, it can be tedious and tries the patience of a saint, never mind a stationmaster.” The demands of directors for locational filming shots have also given a few headaches at Didcot Railway Centre on occasions, but despite any disputes or confrontations, everything usually turns out all right in the end, according to manager Roger Orchard.

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“DRC has seen many a famous face grace its doors since the 1970s with a wide variety of TV productions, TV adverts, documentary productions and the more famous cinema releases, which often provide more challenges,” he observes. “The single day photo shoots are obviously the easiest but the five-week Hollywood encampments are the ones that require more of an involvement and a challenge, especially as we try and continue our normal visitor openings.

Time consuming

“At the end of the day they are a welcome income boost during the year and do provide a different twist on our normal day-to-day activities. However, there is no such thing as a free lunch – although the film company does provide some nice food during a filming day. There is a great deal of involvement from DRC paid and volunteer staff. From the initial recess to the final set ups the demands can be very time consuming.” The Didcot centre he believes is unique in not having any road access, and that means lots of discussions have to take place on how to get the film companies’ requirements on site. This ranges from hired help hand-carrying items through the subway to organised container trains. “But I think in conjunction with DB Schenker we have all situations covered,”

Orchard confidently states. “As our running lines have a maximum of half-a-mile we cannot offer the long train journey productions but because of our varied stations and our main locomotive shed various modifications have produced Paris, Paddington, Waterloo, Moscow and Copenhagen as an example. “While the aim of DRC is to recreate the great days of the GWR, historical accuracy often goes out of the window. While some productions want to be as near as possible as original, which are the ones we enjoy more, others do bend the rules often to an embarrassing extent. “It is during these changes to infrastructure and, more so, locos and rolling stock where many of the concerns arise. “The TV/film companies often feel they have the right as they have paid us money, to alter interiors and exteriors as they see fit and sometimes don’t care what damage they may cause to historical items.” He expands: “A great deal of minding is needed to ensure any damage is minimised, eliminated or noted for future rectification. Sometimes the special effects that have been agreed do cause us problems that were not seen at the time, as seen in the Anna Karenina film production which required locos and coaches to be completely snowed up. It all looked magnificent until they came to peel off the snow. The barrier between

the snow and the paintwork had not worked and we are still not completely recovered from this situation. “That is the down side, but on the positive we make some good friends and many of the celebrities revisit us and enjoy their time at Didcot. Publicity is the key and while secrecy is tight during filming, the chance for glory comes at the film launch and afterwards. “There does appear to be a growing market in visiting filming locations which we hope to maximise on.” Overall, he says it is worth it from a financial and marketing point of view although from a manpower standpoint it is challenging with long hours... “but we enjoy it”.

Record year

Massively busy with filming and photo shoots is the Bluebell Railway, where film facilities manager Tim Parkin refers to be having a “record year” with such television productions as Downton Abbey, Escape to the Country, Inside Out and Granchester – to name just a few. The railway has also provided locations for photo shoots and commercials. Popularity of the line for filming is due to its diversity with stations depicting different eras and the uniqueness of its tunnel, according to Parkin.

“One of the reasons for its popularity for filming is the rolling stock and engine shed,” he points out. “We also have the longest tunnel on any preserved railway – Sharpthorne Tunnel – and a second at Ardingly, which is Lywood Tunnel.” Although the Bluebell is aware of the income potential from such sources, Parkin emphasises that the railway will not allow these activities to interfere with the daily schedule of passenger services. “We have a policy that we won’t let filming be disruptive commercially,” he says. “I have just had a company on wanting to film on a Saturday, but we’ve had to turn it down because we can’t get it in around our commercial services. “We never quite know what is going to happen from year to year but the budget can be significantly affected by the resources from filming and photo shoots. The money from that is used to improve the infrastructure, repairs to rolling stock and locomotive stock.” These filming activities over the whole of the heritage railway movement have become like a who’s who of showbusiness. Take for example, the Severn Valley Railway. In terms of films one usually thinks immediately of the iconic scene of Robert Powell hanging from Victoria Bridge in the 1978 remake of The Thirty-Nine Steps, with the late Sir John Mills. The list includes The

Seven-Per-Cent Solution with Lawrence Olivier and Vanessa Redgrave made in 1976 as was The Signalman starring Denholm Elliott and Bernard Lloyd. Jodie Foster and David Niven filmed Candleshoe in 1977, the same year as Christopher Plummer made Silver Blaze. In 1983 Joanna Lumley and Michael York shot The Weather in the Streets and The Fasting Girl was also made in that year starring Ian Cuthbertson. Joan Hickson in 1987 starred in 4.50 from Paddington.

Oh Doctor Beeching

Anthony Hopkins and Vanessa Redgrave worked on Howards End which was shot in 1992. In 1995 the railway saw comedy actors Paul Shane, Su Pollard and Jeffrey Holland making Oh Doctor Beeching! One of the most memorable was the late John Thaw’s performance in Goodnight Mr Tom with Nick Robinson in 1998. The Chronicles of Narnia was filmed here in 2005 with stars Tilda Swinton and George Henley. Some television programmes that have used the SVR include God’s Wonderful Railway in 1980, Game for a Laugh with Joe Brown and Matthew Kelly in 1981, Surprise Surprise with Cilla Black in 1984 as was The Box of Delights. Two years later saw Michael Gambon making The Singing Detective. In 2005 Fred Dibnah filmed Made in Heritage Railway 71

Britain – Engines at Work and former politician Michael Portillo filmed for Great British Railway Journeys in 2013. “The railway often plays host to film and television companies looking for a suitable backdrop for scenes in their productions,” SVR’s marketing and communications manager Clare Gibbard points out. “Over the past 50 years our platforms have been graced by many a wellknown name from the world of film and television.” While the Keighley & Worth Valley Railway has become synonymous with the 1970s film The Railway Children starring Dinah Sheridan and Jenny Agutter, it has featured on-screen since 1966 playing host to many other television dramas and feature productions. Perhaps the best known film to be shot on the KWVR other than The Railway Children is the 1979 Universal production Yanks. Others include Fairy Tale: A True Story (1997), Brideshead Revisited (2007) and Selfish Giant (2013). The latest is the cinematic adaptation of Vera Brittain’s iconic and powerful First World War memoir Testament of Youth, starring Alicia Vikander and Kit Harington.

No. 45212 was wallpapered

Putting its mark on television audiences the KWVR has played host to many television programmes including The Great Train Robbery (2013), The League of Gentlemen, Last of the Summer Wine, A Touch of Frost, The Royal, Some Mothers Do ’Ave ’Em and more recently BBC’s Peaky Blinders. Commercials have included Budweiser for the US market, Hovis biscuits and the famous Solvite advert when LMS ‘Black Five’ No. 45212 was wallpapered in the yard at Haworth. Popularity of the railway is due to many factors including being compact and having features that span a century, according to film liaison officer Roger France. “The compact five mile line offers productions a range of authentic and unusual features and can be used as a location for any period between 1860 and 1960,” he says.

“As a railwayman and a dedicated enthusiast, the only thing I wish for is that, given all the effort that goes into productions involving heritage railways, the details were more accurate...” “Original features offered include six stations, three signalboxes, two tunnels, two level crossings, a turntable, several bridges and a viaduct. The stone built stations also offer authentic period features such as coal fires, gas lighting and period posters and signs. “The locomotives and carriages, which includes the Vintage Carriage Trust collection at Ingrow, are appropriate for the late Victorian and Edwardian period right through to the late 1960s. Added to that, the K&WVR boasts film-friendly staff with extensive first-hand knowledge of the particular requirements of both large and small scale productions.” He continues: “The importance of film and TV productions in economic terms is reflected in the establishment of Screen Yorkshire with which the KWVR works closely. Screen Yorkshire invests in film and TV production through the innovative £15m Yorkshire Content Fund, which is the largest fund of its kind in the UK. “The Yorkshire Content Fund comprises £7,500,000 of investment from the European Regional Development Fund which will be matched by private investment on a project-byproject basis. “Investments using the KWVR as locations include Peaky Blinders, The Great Train Robbery and Testament of Youth. In this context the KWVR is especially proud that the railway is a significant attraction as a location for film makers and contributes to the local economy.” France explains that while the railway can earn

Transformation of Loughborough (GCR) for the film Cemetery Junction as seen on Saturday, June 27, 2009. PETER BROWN

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useful income from film and television work, this has to be balanced against the disruption that can be caused. He feels the greatest benefit is derived from raising the profile of the railway. “Film productions catch the attention of the national and local media and the publicity derived assists with marketing the KWVR to the tourist industry,” he feels. Fred Landery, deputy head of business development at the Bo’ness & Kinneil Railway reckons there are few negatives with allowing film makers to use heritage lines – and he should know. In the past two years the Bo’ness has been used for the films Cloud Atlas, The Railway Man and The Angel’s Share.

Few negatives

Some programmes have been made here for the BBC children’s television channel CBeebies. They are Wooly and Tig and Mr Bloom. The railway has twice featured on BBC’s The One Show, while BBC Scotland has used the railway for Case Histories and Once Upon a Time in Fife. Cut, the six part Channel 4 drama, was also shot on location here. Two programmes that were filmed for television but not yet released are Quintinshill and Stonemouth. The line was also the location for the T K Maxx advertisement at Christmas, plus there have been numerous photo shoots for magazines. “There are few negatives in filming at the railway,” declares Landery. “We have to be flexible as the producer can change his or her mind about the order scenes are to be filmed. There is a lot of work for a small number of volunteers to manage the contract and we need to ensure that any changes made to our buildings are put back the way they were. “On the positive side, filming work generates good income. It brings worldwide recognition to the railway and is rewarding and a source of pride for our volunteers when they see the railway on TV or especially at the cinema.” Expectancy of good publicity and increased recognition appears to be an accepted price to pay for letting in film crews to the Great Central Railway. It was in 2001 that the unlikely figure of Rolling Stones lead singer Mick Jagger was seen outside the sheds at Loughborough in his role as co-director of the movie Enigma, which featured actress Kate Winslet in the story about Second World War Bletchley Park codebreaker Alan Turing. Nine years later in 2010 it was the turn of Ricky Gervais as writer and director to rename Loughborough station as Cemetery Junction, the title of his film, which gave one Sunday newspaper to claim it was the best thing he had done since The Office. Referring to more recent productions, GCR’s marketing manager Kate Tilley reckons the double track route is an attraction for film and programme makers. “Children in Need raised over £1m for the BBC appeal here last November. Saturday Kitchen, Ripper Street and Casualty have all been produced in the last 12 months,” she points out.” We put the popularity of our line down to the unique twin track and the mainline feel of our railway. “Key issues are safety. As an example, during the Casualty shoot carriages were tilted on to their sides and a special crane was required. Also, time constraints can be challenging. Quite often the crew are working to tight deadlines and this means we have to be as flexible as possible – not always straightforward with other operational commitments. The benefits are exposure, marketing, public awareness and of course the

Above: Two of the Severn Valley’s Ivatt 2MT moguls were disguised as Austrian engines for filming The Seven-Per-Cent Solution. They even worked trains during a gala weekend on September 29, 1975, when German 2-6-2T No. 64.305 was briefly seen on the line. BRIAN SHARPE

extra much needed revenue.” Although most of the heritage railways that have responded to our questioning have expressed that despite possible disruption, the revenue at the end of it makes it worthwhile. However, that is not the case on the Dartmouth Steam Railway where general manager Andrew Pooley reveals for them it is done as good public relations. “We are always being asked for filming, generally unpaid, and we deem this as PR not necessarily a revenue stream,” he insists. “On that basis we ask them to work around our timetable and as such it doesn’t seem to impede on us too much.” Mid Norfolk Railway growth has been quietly under way for some time and that includes the use of the line for filming. Director James Steward feels that the advantage over many others is that it can offer more flexibility than the ones that operate every day. He admits that they haven’t done any specific filming recently, although they have received enquiries and have a lot to offer such as a range of rolling stock from the Sixties to the Nineties. It has been featured on Michael Portillo’s Great Railway Journeys and the MNR has been working closely with a film studio in London to film a horror on the line. “The Mid Norfolk Railway has featured in a number of programmes over the years from small local projects, special interest TV and mainstream dramas,” he says. “Unlike some railways that operate every day of the week we have a bit more flexibility to do things when people want. “We tend to say yes to enquiries and work out the details later. Flexibility is the key when it comes to this kind of thing because budgets and timescales are a lot tougher than they used to be.”

Worldwide exposure

The popular television series Heartbeat, set in the 1960s and still being shown around the world and in the UK on ITV3, was filmed on the North Yorkshire Moors Railway between 1992 and 2010, particularly around the village of Goathland and the railway station which became Aidensfield for the production. The station Hogsmeade in the film Harry Potter and the Philosopher’s Stone was also shot at Goathland on Thursday, October 5, 2000. There is a very long list of productions made on the NYMR including Freddie Flintoff: Lord of the Fries; Restoration Man; the feature film of Dad’s Army; The Royal; All Creatures Great and

Small; Downton Abbey 2014 Christmas special; Brideshead Revisited and many more, including the shooting of the Ted Baker autumn/winter 2013 campaign and Simply Red making their music video for Holding Back the Years. “Filming and photography is extremely important to the North Yorkshire Moors Railway,” marketing manager Danielle Ramsey says. “As a charity it puts us on a stage and opens us up to new audiences, often giving us worldwide exposure that money couldn’t buy. “We notice the instant impact filming has when television shows are broadcast, even re-runs with people flocking to our website for more information. We have been very lucky to provide the backdrop and key focus to many iconic films and television programmes and I think that comes down to being able to offer production

“Publicity is the key and while secrecy is tight during filming, the chance for glory comes at the film launch and afterwards. “ companies a warm Yorkshire welcome.” Cheerfully welcoming the film and television crews to the railway, managing director Philip Benham is rather critical of some of the inaccuracies that appear in the completed productions – a feeling shared by many enthusiasts. “As a railwayman and a dedicated enthusiast, the only thing I wish for is that, given all the effort that goes into productions involving heritage railways, the details were more accurate, but that’s just me. I have been lucky in my almost 11-year history to witness many film projects and hope that after my retirement in 2015 the railway carries on being a focus in many feature films and television productions.” Probably very few heritage railways can boast of hosting locations for The Beatles, but that’s exactly what the West Somerset Railway is able to do, although spokesman John Simms does admit that it took place in BR days. The ‘Fab Four’ as they were known are no longer, but filming on the WSR continues. “The West Somerset Railway appeared on film when it was still part of the national BR network

and a special train was hired to run between Bishops Lydeard and Minehead for the filming of The Beatles’ first feature film A Hard Day’s Night,” he confides. “All the railway sequences, apart from the Fab Four running into Marylebone station, were filmed on what became the WSR. “In the early days of the preservation era, Southern TV used the line for filming two series of the children’s programme The Flockton Flyer. Subsequent television programme making has included an episode of Miss Marple, The House of Eliott – with a Manor apparently working a boat train into Victoria – and The Lion, the Witch and the Wardrobe, with Minehead station representing Ealing Broadway. Most recently an episode of Casualty was filmed at Seaward Way level crossing, Minehead. Feature films have included The Belstone Fox and The Land Girls. Simms continues: “Television and film companies bring valuable revenue to the West Somerset Railway and also to local hoteliers and accommodation providers and as filming has to take place outside of normal operating days and by definition, outside of the main season the extra money is of course very welcome.” The Epping & Ongar Railway hit the headlines on Wednesday April 1 – yes, April Fool’s Day – when it was claimed in several sections of the media including the Daily Telegraph, BBC Essex News Website and the Brentwood Gazette that shooting for a pornographic film had taken place. However, despite the date, our investigations have proved this was no joke as irate parents expressed horror that lewd scenes had possibly taken place in the carriages that they would be travelling in with their offspring during the Easter Egg Hunt. The railway’s business development manager has publicly apologised, saying that allowing the American film company in for such a production was an “error of judgment”. Caught in a trap, the heritage railways want and need extra revenue. Residents such as those living in Goathland, North Yorkshire, are glad of the recognition of what is now popularly marketed as Heartbeat Country, but realise it comes as a price by being descended upon with coachloads of tourists. This survey has shown that the preserved railway movement has an excellent way of boosting income, just as long as it is prepared to endure the disruption, which our investigation has shown that filming and photo shoots can work if properly managed. Heritage Railway 73

REVIEWS

L&B Journey: Barnstaple to Lynton and back By Tony Nicholson (softback, Lynton & Barnstaple Railway Trust, Woody Bay station, Martinhoe Cross, Parracombe, Devon EX31 4RA, www.lynton-rail.co.uk 64pp, £9.95 plus £2.50 postage and packing). THE Lynton & Barnstaple is one of those lines where history meets the land of legend. Eric Leslie’s superb cover painting says it all: for narrow gauge aficionados, this idyllic late Victorian line has become something of a dreamscape, with Manning Wardle tank engines twisting and turning through the fringes of Exmoor in all weathers on their way to the ‘Little Switzerland’ resort on the Bristol Channel. It is a railway accessible primarily through archive photographs and of which the mile-long revived section can as yet give but a taster of what once was. Much has been published about the L&B, so it is remarkable that the author has managed to find yet more pictures which have never been seen in print. In doing so, this volume in itself adds both to our knowledge of the line and to our railway heritage. The volume takes the reader on a journey both

Sojourns of a Railway Signalman By Anthony John Cook (softback, Sojourn Publishing, available from [email protected] 550pp, £18 including post and packaging) ISBN 978 0 9931504 0 1). THIS self-published book is a career autobiography of a man who worked on Britain’s railways from just after the end of the Second World War until 1994, primarily as a signalman. In doing so, he witnessed the great decades of change, from steam to diesel and electric, the Beeching era and the pruning of the system and modernisation. The hefty volume is brimming with anecdotes about life in the many signalboxes he worked in, many on the West Coast Main Line around Widnes and also Edge Hill, and the occasions when everything did not go exactly according to plan. It is an entertaining, informative and often funny record of a way of life that is now rapidly vanishing with the automation and demolition of so many signalboxes. There is much about the modus operandum of signalling and telegraph equipment, and there are signalling diagrams of almost every box refered to in the text. One of the many memorable stories relates to the time he visited the next box down the line, pretending to be the local superintendent, and taking advantage of the fact that while signallers communicated with each other on a regular basis, in some cases they never met in person. The fellow signaller fell for it and became the butt of jokes for years afterwards. The volume is lavishly illustrated with a wide-ranging selection of black and white pictures, including several taken by the author. Having eluded the attention of the

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through history and geography from Barnstaple to Lynton, using archive pictures and Ordnance Survey large scale plans from 1905, with extended captions. The A4 size format is used to maximum effect, allowing the pictures to be enlarged for impact. The centre spread is a George Heiron painting of Taw steaming into Woody Bay in 1934. All proceeds from this splendid offering will go towards rebuilding the L&B. As highlighted in our News section, £16 million is needed for the phases, a push to Blackmoor Gate and Wistlandpound reservoir. However, buoyed by very impressive passengers numbers, with 46,000 riding in 2014 despite the fact that the current line is just a mile long, there are many who want to enter that landscape and share the dream. This book is for them. NARROW GAUGE CLASSIC

major publishers, such volumes are classics in their own right, giving a unique and personal insight from the inside, writing it down before it has all gone. Such accounts are of paramount historical value. The author has generously offered to give the proceeds from the sales of his book to the St James Deeping Signal Box Group, based near Stamford where he was born in 1930, and which, as reported in News, page 24, is campaigning to raise money to rebuild the local box that Network Rail dismantled last October. INFORMATIVE, ENTERTAINING, LIVELY

Along the Route of the ‘ACE’ By Laurie Golden (hardback, Ian Allan, 96pp, £22.50, ISBN 978 0 7110 3698 7). LIKE the L&B, the ‘Atlantic Coast Express’ is the stuff of West Country legend, as was the winding LSWR system known as the ‘Withered Arm’. Here is a fresh collection of colour photographs of the route west of Salisbury, covering the last few years of the system in the early Sixties. Bulleid Pacifics of course dominate, and there are also Ns, the preserved T9, BR Standards tanks and GWR interlopers such as panniers and auto tanks which had been allocated to former Southern lines. A superb reminder of summers long past. SUPERB ARCHIVE COLOUR

Rail Atlas Europe

(hardback, Ian Allan, 160pp, 978 0m 7110 3808 0). THE latest large-size atlas from Ian Allan is one of the best. Basically, not only does it cover the entire railway

map of Europe from the UK right up to the borders of Russia, Ukraine and Belorussia, but it is written in English too. Each line is clearly shown at a scale of 1:2,000,000 along with significant stations. In addition, there are largerscale diagrammatic maps of the routes in major cities. Single, double and electric lines are marked as such, and heritage and tourist lines are also shown. Basically, this atlas makes a major contribution to the sector, filling a sizable gap in railway publishing at a very keen price. The traveller, enthusiast or railway professional will find much of importance here. DEFINITIVE REFERENCE WORK

EDITOR’S CHOICE Heritage DMUs: The Final Years By Roger Marks (softback, Amberley Publishing, 96pp, £14.99, ISBN 978 1 4456 4020 4). THE Eighties saw the mass withdrawal of first-generation DMUs in the wake of the introduction of Sprinters, but several operators retained what became known as heritage units. Some were taken into departmental service. Indeed, many of them made it on to heritage lines. This handy little book covers those units which bridged the old and new era, looking at units run by Scotrail, First North Western, Silverlink, Arriva Trains Wales, Chiltern Railways and First North Eastern. Not only do the colour pictures do the subject justice but it has become somewhat of a reference work. HERITAGE IN THE MAKING

The English Railway Station By Stephen Parissien (hardback, 164pp, £25, English Heritage, ISBN978 1 84802 236 2) THIS impressive book explores the evolving role, dramatic history and changing architecture of England’s past and present railway stations in all their infinite variety. Using black-and-white pictures from the English Heritage archive, the book tells the story from the world’s first railway station, a house in Stockton-onTees, to the transformation of St Pancras into its role as the Eurostar terminus. The author tells how stations evolved into a recognisable architectural type and became the commercial centres of the towns and cities they served; but many suffered unnecessary destruction after the Second World War.

Station hotels, stationmasters and their dogs are not overlooked. Many of us take our local station for granted but we can all learn far more about these and other such buildings from this volume. HERITAGE ON OUR DOORSTEPS

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Heritage Railway 77

WORKSHOP PROFILE

DampflokwErk

mEiningEn EuropE’sprEmiErstEam locomotivEworks

In the former East Germany, steam locomotive overhauls and new builds are flourishing at a site that can manufacture every component needed for a steam locomotive, including a new boiler. In March Dave Collier visited the works to find not only the boiler of new-build A1 Pacific No. 60163 Tornado but also more than 30 other locomotives in various stages of overhaul.

T

he locomotive works at Meiningen is owned and operated by Deutsche Bahn and celebrated its centenary in 2014... and it is the last original major steam locomotive repair works still operating in western Europe. The works has been manufacturing steam locomotives for more than 80 years and now specialises in the repair, overhaul and construction of steam locomotives in addition to repairing historic diesel and electric locomotives. Meiningen originally started as a local railway workshop for the Werra-Bahn dating from 1863 and in 1902 became the main workshop for the railway. In 1910 a new site in Meiningen was used to construct a larger workshop and this was formally opened on March 2, 1914. Facilities included a new boiler shop, mechanical workshop, erecting shop, storage, the old foundry, wagon shop, indoor pool, canteen and office building. By this time

Meiningen locomotive works.

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the works employed 800 people but with the impact of the First World War this had risen to 1600 by 1918. The works overhauled heavy locomotives of the Royal Prussian State Railway in the Erfurt area. Further change came in 1920 when the independent state railways were amalgamated to form Deutsche Reichsbahn and the works was renamed Reichsbahn Works. Further expansion of the works took place and during 1924-26 the present locomotive erection hall was built, with cranes of 80 tons capacity. A new foundry and part of the roundhouse were also constructed. The old erecting shop became a boiler shop. Heavy overhauls continued and by 1927 the works employed 2000 people. The site survived the Second World War intact and became an important facility for DR in East Germany. The works employed 3000 people by 1946. Overhauls of steam locomotives continued until the late 1970s. However, between 1984

Inside Meiningen locomotive works on March 21, 2015.

and 1988 a production line was set up for the construction of new fireless locomotives and 202 were built for industrial use. During the 1990s the works undertook the manufacture of bogies for electric railcars and of snowploughs. However, in 1998 Meiningen Works commenced the repair and overhaul of steam locomotives again, this time for preservation

The frames of 1000mm gauge Harz 2-10-2T No. 99.7239, built in 1956, in the erecting shop.

bodies and including narrow gauge as well as standard gauge locomotives. Today Meiningen employs around 120 people. It specialises in the overhaul and construction of steam locomotives as well as undertaking maintenance work on snowploughs, carriages and wagons and also on heritage diesel and electric locomotives. It has developed an international reputation. The boiler for new-build LNER A1Pacific No. 60163 Tornado was constructed at Meiningen in 2006, its intermediate overhaul having recently been completed at Meiningen. This was an important milestone for Meiningen as it led to further work from outside Germany. In 2010 it manufactured a new tapered boiler and Belpaire firebox for Australian Pacific No. 3801 but this project has been dogged with controversy following the non-acceptance of the new boiler by the Rail Corporation New South Wales and its subsequent return to Meiningen for modification. In 2009 a new locomotive was built for Molli Bahn Bad Doberan, No. 99.324. This was the first new steam locomotive to be built at the works for nearly 50 years. A further new steam locomotive, IK No. 54, was subsequently built for the Preßnitztalbahn, Saxony. Currently in

The large size of 2-10-0 No. 52.4867 is apparent in this view of the loco in the erecting shop at Meiningen. Heritage Railway 79

In the erecting shop, 2-8-2T No. 86.333, built in 1939 by Lokomotivfabrik Floridsdorf, Austria, and owned by Wutachtalbahn (WTB), Futzen, left; and 2-10-0 class 52 2-10-0 No. 52.4867, built in 1943 by Orenstein & Koppel and owned by Historische Eisenbahn Frankfurt (HEF), right.

the works at Meiningen is a new welded boiler which has just been finished for the German group LDC (Lausitzer Dampflok Club) based at Cottbus. This is for main line performer Borsig Pacific No. 03.204, built in 1936, which is having a full overhaul at a cost of €1,294,494 (approximately £952,300). When visited during a steam railtour to the works on March 21, 2015, there were upwards of 30 steam locomotives in various states of overhaul. These included six belonging to Harzer Schmalspurbahnen (HSB), three for Wutachtalbahn (WTB), two for the DB Railway Museum and one for the Austrian railway club OGEG.

Meiningen is set up to provide a wide range of overhaul services for steam locomotives. These include the manufacture of new welded boilers and fireboxes, fabrication of new cylinders, production of new frames, cabs, tanks and ashpans and manufacture of other components such as connecting rods, axles and wheels. In short the team there can build a new steam locomotive as well as repair or partially replace locomotive components. Meiningen also operates its own main line steam locomotive, 2-10-0 No. 50.3501-9, which is hired out to tour groups. The works has a support group, Meininger Dampflok Verein, which has sales stands when

the works is open to the public, operates occasional main line steam tours and publishes a regular magazine with news about the works. Meiningen works is open for guided tours of the factory on the first and third Saturday each month at 10am and it also hosts a steam festival during the first weekend in September when visiting locomotives usually attend. It is also occasionally open for visiting railtours. Dampflokwerk Meiningen is an amazing place. Full of atmosphere reminiscent of Swindon or Crewe in the early 1960s and clearly a place of great activity, it now provides an important service to preservation groups across Europe and beyond.

Stripped down replica locomotive Adler, built in 1935. The original 2-2-2 was built by Robert Stephenson & Co, Newcastle in 1835. This replica is normally based at the DB Museum in Nuremberg. Following a disastrous fire at the museum in 2005, Adler was badly damaged but completely rebuilt to working order at Meiningen in 2007. This is its second overhaul since that fire. Left: 1935 replica Adlerin steam at its home base in Nuremberg at an open day on August 21, 2010.

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Above: HSB Mallet No 99.5902 stripped down at Meiningen locomotive works. Left: HSB Mallet No. 99.5902 before overhaul, at work climbing the Brocken with a charter train on March 4, 2014. Below: At Meiningen for an intermediate overhaul, the boiler from LNER A1 Pacific No. 60163 Tornado is seen on its side in the boiler shop, showing inside the firebox. The locomotive is scheduled to return to the main line in the UK in June.

Under repair in the main erecting hall at Meiningen, Salzburger Lokalbahn (SLB) 1902-built steam tram No. 11 Hellbrunn.

A department for every need. The pistons shop at Meiningen.

A brand new boiler in 2015; a large welded boiler for the Lausitzer Dampflokclub (LDC) in Cottbus for Pacific No. 03.204 which was built by Borsig in 1936. Right: Boilers everywhere! General view of part of the boiler shop at Meiningen. Heritage Railway 81

PLATFORM

READERS’ LETTERS AT THE HEART OF THE HERITAGE RAILWAY SCENE

No duck please I COMPLETELY agree with Sir Nigel Gresley’s grandsons – the suggested Mallard is not appropriate for the proposed statue. I well remember an Any Questions? programme, broadcast during the age of steam when Sir Gerald Nabarro MP famously told a fellow panellist, ‘We are discussing Gresley Pacific locomotives, not grizzly Pacifics’. With this degree of ignorance then, how about now when the majority of the population was not born during the age of steam. The duck would become more anomalous by the year but the greatness of Sir Nigel will endure. Keith Adamson, Amersham, Buckinghamshire

TRACK TALK ➜ A circular tour to Whitby MauRICE Burns’ article in Heritage Railway issue 199 brought back memories of travel on the North Yorkshire Moors and WhitbyScarborough lines while on holiday with my parents at the Royal Hotel in 1960 and 1961. My father had found that BR offered a circular day trip from Scarborough to Whitby: we took the trip and enjoyed it so much that we repeated it the following year. The trip, using a DMu, ran on the main line to York as far as Rillington, where it reversed and took the line to Pickering, where it stopped for a lunch break. after lunch it ran over the NMYR route to Grosmont and then on to Whitby Town, where it stopped for tea. after tea it ran up to join the coast line: Whitby West Cliff had closed, and the train reversed at the junction. It crossed the LarpooI Viaduct (then known as Ruswarp Viaduct) and took the coast line back to Scarborough. use of a DMu made the reversals easier, and also gave the passengers a better view of the spectacular scenery. One of the attractions of the upmarket Royal was black tie dinner dances: when I told one of my dance partners that we had been on this trip she replied incredulously, “You mean you went on a train!” RAMHarvey,email ➜ Director at Keighley mystery I WONDER if any of your readers could possibly solve a mystery which has puzzled me for almost 50 years. I used to spend most of my childhood weekends and holidays trainspotting on Keighley station. On one occasion; I cannot recall the exact date or year, I observed GCR D11 4-4-0 No. 62663 Zeebrugge passing through light engine towards Leeds. I think it was possibly a summer’s day around 1957. Never having seen a Director before, it was a magnificent ‘cop’! I have often wondered why such an engine was a long way from home, perhaps some readers may know the answer. Alan Rhodes, Tiverton

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STAR LETTER

Gresley Society should hand back donations if the duck gets dropped AS AN admirer of Sir Nigel Gresley, along with many others I decided to contribute towards the statue to honour him at King’s Cross. A significant factor in prompting my contribution was the clever and witty inclusion of a mallard duck; which worked on so many levels and lifted the statue out of the ordinary. I was therefore dismayed to learn that the Gresley Society had decided to remove the duck from the statue as a result of objections from his grandsons and “many others”. Frankly, the statue as now proposed is a shadow of its former self; being little more than a nondescript statue giving the impression of a man in a crumpled suit. The Gresley Society, however, ploughs on regardless, asserting that the change is only ‘minor’ in nature. Sadly, that is not how the artistic changes are interpreted. The change may be small, but the impact is highly significant. The impact is so significant in fact, that the three-man team, all highly respected individuals in their own rights, who spent many months putting together this carefully formulated scheme; resigned en masse when the society rode rough-shod over their plans. So how strong or widespread are the objections to the inclusion of the duck? Well, Tim Godfrey, Gresley’s grandson is on record as stating he thinks the duck’s inclusion “ridiculous”. He is, of course, entitled to his opinion; but he is only one of many hundreds of people who have an interest in this project. Mr Godfrey is also reported as saying “many other people think so

How the statue as originally designed, complete with Mallard duck, might have looked at King’s Cross. GRESLEY SOCIETY too”. These are presumably the “many others” referred to, in justifying the change; and one can only surmise that these “many others” are his acquaintances and relatively few in number. Other evidence gleaned from social media sources by one of the deposed team suggests 95% of people are in favour of the duck’s inclusion. In 2015 it would be nice to think that the days of a privileged minority having the final say on projects which affect us all are long over... sadly that seems not to be the

case in this instance. So, where does that leave those of us who have contributed thus far, to a statue it now seems we’re not going to get? The amount of money I contributed was modest, but frankly I feel let down; and the statue as now proposed is not something I wish to support. My suggestion is that the society should seriously reconsider its decision and, having done so... if they decide to reflect the overwhelming support the original proposal enjoys, then clearly someone will have to inform Mr Godfrey and his brother, as kindly and gently as possible; that their views are important, but that the vast majority of contributors to the scheme want it to go ahead as originally proposed. If, however, they decide to drive this change through, despite the wishes of the overwhelming majority; then before they proceed further, they should contact all those who have already contributed to the scheme and ask them whether they wish their donations to remain within the scheme as now amended, or whether they would like their money refunded. I hope they choose wisely, for as the well-known saying has it, “The needs of the many, outweigh the needs of the few”. Mike Pinder, email ➜ An online petition urging the Gresley Society to reinstate the mallard on Sir Nigel Gresley’s statue has been launched, along with a website giving background information, at www.gresleyduck.org

‘Withered Arm’ went before its time IN THE 1960s, many of us, of the then Southern Region of British Rail protested vigorously against the proposed closure of so much of our then beloved railway infrastructure. To shut down and destroy so much of what was to become known as our ‘Withered Arm’ was an absolute disgrace. Myself, and so many others, who were then only in our early 30s, challenged those in government, and those in authority, by suggesting ‘mothballing’ all the routes proposed for closure, rather than destroy and totally abolish them. Nobody put any value on the opinions of us junior novices. Nobody would listen. Ernest Marples as transport minister had his private interests in roads, highways, and motorways, with his

main ambitions to minimise railways and develop the motor infrastructure. The priorities of the nation were obviously not his main objective. Beeching: I guess he did as he was told. What a disgrace. I now look back with hindsight and realise right we were. Subsequent to the Dawlish problems of last year, much has been said about reinstating the Southern Railway Exeter to Plymouth line, but, now some politicians are also advocating replacement of much of the other abandoned infrastructure. At what cost? Only recently a Devon MP remarked that commuters of Bude, now had a 57-mile journey by road to access a major railway station, where previously they were connected to the network. I am now 83 years old.

I was born at Salmon Pool Crossing, just beyond Crediton station. My dad was the crossing keeper there from 1929 to 1959 and after Royal Navy service, I eventually became a manager in the signal and telecommunications department of British Rail Southern Region in the London Area, and later in Kent. My own past means I have a very biased view of the developments of Southern Railway history, but, I can’t help feeling, how much better things would have been if a greater common sense approach had been pursued by all. I also wonder what my father might have thought of what became of his lifetime efforts to be an obedient servant, and the betrayal of his devotion to his beloved railway. B Cox, Bridport, Dorset

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TRACK TALK

Class 55 Deltic No. 55012 Crepello heads south on the Leamside line with a Plymouth-bound train. Both are now history: Deltics were withdrawn by BR at the end of 1981, and the Leamside line has now been lifted. ALAN LEWIS

Forget HS2 – rebuild the Leamside line A LOT of the lines that are now lifted were either not financially viable or were not being used owing to the stations’ distance from the communities they were supposed to serve, so I must say that most of them will have to remain a fond memory to those of us that were fortunate to have travelled on them. In the case of the Waverley line I must congratulate the Scottish authorities for their foresight in the work undertaken to the present moment, but I fear that major problems such as a main road encroaching on the track bed at Melrose will probably not be cost effective. So the hope of seeing a steam special traversing the line I fear will never happen, though I wish this was not so. But reality must take over from fantasy. I must draw the attention of readers to the plight of the original mainline from Pelaw junction to Tursdale junction, just south of Durham, used as a diversionary route when engineering work on the mainline is necessary, an economically viable route to take some of the strain from the East Coast Main Line, reconnecting Washington to the National network once more (with the giant Nissan plant in very close proximity). Also it has been put forward to extend the Tyne & Wear Metro through Washington linking up with an extended metro line from South Hylton using the former Sunderland to Durham line

Just a year before closure in October 1953, racing pigeon owners are seen preparing to load their birds on to a pigeon van at Leamside station for conveyance to London. Leamside at one time had been a busy interchange station, with the line to Durham and Bishop Auckland plus a short branch to Durham’s Gilesgate station running from Leamside (originally Auckland) Junction. After closure it was completely demolished. BEAMISH MUSEUM forming a circular route. But the whole route must be retained to not only serve the area but to relieve the strain on the already overstretched main line. At this moment in time the line has been lifted on it entire length due as we are told to avoid metal theft – a statement that smacks of closure by stealth? I have lobbied local MPs, requesting that it be retained for what

it was meant to do when it was laid down more than a century ago and have been encouraged by their concern. So I hope there are like-minded readers out there, who also think that HS2 is a total waste of money. This historical and vital link in the main line network could be saved for future generations at a fraction of that cost. Eric Plumridge, email

The origin of the Southern’s Maunsell U class moguls CONGRATULATIONS on 200 issues – is it really 16 years? I have every issue of HR from the beginning. However, on page 53 in issue 200, regarding Richard Edward Maunsell of the Southern Railway, Cedric Johns writes: “At that stage the River tanks were rebuilt as U class 2-6-0s, but contrary to popular opinion the rebuilds did not create the U class as a new type.” Since when has locomotive history been a matter of popular opinion? If the U class 2-6-0 didn’t originate in the rebuilding of the

2-6-4Ts ,I don’t know what did. The facts are these: the prototype 2-6-4T No. 790 was Class K and built, at about the same time as the first N class, in 1917. The remaining 20 members of K class were authorised in 1922 and appeared in the early Grouping years; the last one, No. 890, was built in 1925 as a three-cylinder 2-6-4T – the prototype of the later U1 class 2-6-0s. Both classes U and U1 date from 1928 and were therefore developed from the rebuilt 2-6-4Ts. On page 73, Dan Quine makes the extraordinary statement that

Dolgoch had cast iron frames! The side frame plates were of course wrought iron – cast iron wouldn’t have lasted 10 minutes in traffic. In British steam locomotive frames, cast iron, later cast steel, was used only for items not subject to bending and racking stresses such as transverse stretchers and motion brackets. If the cracked item was a frame stretcher, why not say so? Sorry about the little quibbles; Heritage Railway will always be the best magazine in its field. Peter Davis, Fishponds, Bristol

Write to us: Heritage Railway, Mortons Media Ltd, PO Box 43, Horncastle, Lincs LN9 6LZ.

➜ Deplorable state of Maunsell’s grave I SEt out to find the grave of Southern Railway chief mechanical engineer Richard Maunsell at Bybrook Cemetery in Ashford, and after some searching managed to find it. It is in a poor condition. there should be a headstone, I am told, but I could not see one. the kerbstones have sunk but appear intact. I have spoken to the council, and was told that there is no living grave owner. I think it is only right that the man’s grave should bear witness to his achievements. the council has said that I can tidy the grave, but any technical work should be done by someone with the correct skill and ability. I hope that the headstone might be found under the soil, if any mason or similarly qualified person would volunteer to raise the kerbstones to the correct position. I am more than happy to tend the grave every two to three weeks. I am sure steam train fans (and there are lots of them about) would like to visit and pay their respects to a great man. Wouldn’t it be nice if his grave was in decent state? StephenWalsh,email ➜ London & Birmingham engine on Arctic seabed tHE letter in Platform, issue 199, by Harry Gow, of Saint-Antoine-surRichelieu, Quebec, Canada, refers to locomotives acquired by the Admiralty to provide auxiliary power for Sir John Franklin’s expedition to find a North West Passage. References, especially D L Bradley, agree that the former London & Greenwich Railway No. 4 Twells was installed aboard HMS Erebus; Twellswas built by William Marshall and Sons in 1830 as a Planettype 2-2-0 but, because of serious pitching problems, it was rebuilt as a 2-2-2 around 1842 before being sold to the Admiralty in March 1845. Bradley also hypothesised that HMS Terror, the second ship in Franklin’s illfated expedition, received components from London & Birmingham Railway No. 27, an Edward Bury-designed 2-2-0 built by Peter Rothwell of Bolton in 1838 but, Harry Jack, the L&B’s recognized historian, disagrees. Accepting that the second locomotive acquired by the Admiralty at the time did come from the London & Birmingham, he considers it more likely that it was one of a number of Planet-type 0-4-0 ballast engines bought around 1836 for construction work and sold as being surplus to requirements in February 1844. With no records to confirm subsequent history, it seems that the second British denizen of the Arctic deep could have carried the name Osiris, Phoenix, Avon, Ashton or Watford. RobAdamson,York

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MODERN TRACTION

SEVERNVALLEY’SNEW

DEDICATED

DIESEL MAINTENANCE DEPOT For so long the Cinderellas of railway preservation, heritage diesels at the Severn Valley Railway are set to receive a major boost, with work on a new £600,000 facility now well under way as Paul Appleton explains.

L

ike many frustrated railway enthusiasts of my generation, I was born too late to have the pleasure of witnessing steam in all its finery. As a child of the 1960s I have vague memories of steam in its final years; the run down, grimy LMS 8F 2-8-0s in particular, that huffed and wheezed their heavy loads up the gradient past my junior school on the western

Plan of the site of the proposed diesel maintenance depot adjacent to the carriage shed and turntable at the Severn Valley Railway Kidderminster station.

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approach to the bridge over the Manchester Ship Canal in my native Warrington. The Garston to Stockport line was by then goods only, so the appearance of modern diesel multiple units had somehow bypassed me, but one day, there in front of me was a representative of the ‘new order’. I think – for I cannot be sure – that it was a shiny green Sulzer ‘Peak’ class locomotive, and because this futuristic-looking machine could be seen from my classroom, the teacher quite excitedly rounded us all up into the playground

D1062 WesternCourier made the Severn Valley Railway its home in 1978. Now its owners, the Western Locomotive Association, are helping to fund the new Diesel Locomotive Maintenance Depot facility at Kidderminster. Built at Crewe in 1963, WesternCourier is a regular on the SVR’s timetabled diesel trains. Here, it stands in Bridgnorth’s platform 2 with a Kidderminster train. PAUL APPLETON

whereupon she – quite enlightened really – explained what was taking place; that steam locomotives were soon to be phased out and these new diesels would soon be pulling all of the trains on the national network. At that age, perhaps just six or so, I wasn’t a member of any sort of club and word hadn’t reached me that this seismic change was about to take place. I knew I liked steam locomotives – we would spend many lunch breaks in the playground ‘talking’ to footplate crews over the playground fence – but I was also fascinated by these futuristic looking objects called diesels. Over the remaining months I got my dad to

take me to as many steam vantage points as his patience would allow, and this included the West Coast Main Line through Warrington Bank Quay, where diesel traction already had a firm foothold. As soon as I was old enough to be allowed to go train spotting to these lineside locations on the other side of town, it immediately became apparent; I was too late. The steam locomotives had all now gone. So, just like hundreds of other boys my age, I busied myself writing down the numbers of diesel locomotives in my notepad, which at home I would carefully underline in my ABC pocket book. English Electric ‘Whistlers’ and Sulzer Type 2s dominated the freight scene, while prior to electrification, pairs of English Electric Type 4s powered expresses non-stop through Bank Quay in the shadows of the Persil soap factory that always scented the air and left the cars in the station car park with a patina of white dust.

The Modernisation Plan

There were no steam locomotives, but somehow the diesels held our interest and the railway infrastructure was still largely intact at the end of the 1960s and early 70s. The radical stripping out of sidings and goods yards, and the replacement of country station buildings with bus shelters, hadn’t really got into its stride. The Modernisation Plan it seemed, had a way of sneaking up on you! By now many of the preserved railways that we are all so familiar with today had started to show green shoots of real progress and as a 10-yearold boy in 1971, I was buying copies of Railway World or The Railway Magazine with my carefully saved up pocket money, and was aware

The SVR has a fleet of no less than seven 350hp 0-6-0 diesel electric shunters, all of which have hitherto had to be maintained in the open air. JONATHAN DUNSTER

of lines like the Bluebell, Keighley & Worth Valley and Severn Valley railways. At these places and many others, a lucky few steam locomotives would get a second chance – no-one even considered that diesels might one day be preserved. That was certainly a long way off then, and all efforts were being put into saving sections of rural branch lines and repairing locomotives that had been bought straight out of service from BR. Facilities for repairing and overhauling locomotives and rolling stock were Spartan to

say the least. At best this might consist of an old goods shed and some sidings. Steam men, newly retired, or surplus to requirements on the new modern railway, were largely responsible for keeping the steam engines running and had the know-how and contacts to do this, if not quite the facilities they had once been used to. Then, as the 1970s unfolded and we rolled into the 1980s, the Barry phenomenon was very much with us. With the need for more locomotives to pull trains on the growing number of private railways, there weren’t Heritage Railway 85

enough locomotives to go around, and so Barry scrapyard became a haven for those wanting to buy more steam engines. The first ones out were largely intact, but gradually, as the sea air took its toll over the years and parts were stripped to keep other engines going, the remaining hulks looked like real basket cases. But credit to the preservation movement; all but a few were saved and a great number of them have returned to active service. Inevitably the resources at heritage lines the length and breadth of the country have been stretched to breaking point over time, with worn out railway lines and buildings having to be repaired, along with locomotives and carriages. Volunteer resources too have become over-stretched and some individual projects have taken more than a decade to reach fruition. On the big railway, diesels locomotives were replaced by bigger, newer and more powerful ones, and then by electric locomotives. The amount of freight lost to the roads also contributed to the early retirement of many diesel types, especially some of the smaller classes and those non-standard types, for example those with hydraulic transmission. Suddenly, there was a great interest in saving some of these machines, which after all were in many cases as historically important as the steam locomotives that they replaced!

Cinderellas

Gradually, former main line diesel types started to appear in sidings along preserved railways; the new ‘Cinderellas’ of the preservation movement, which if truth be known, were not really wanted, especially by the steam die-hards who saw their railways as the exclusive domain of their beloved steam locomotives. Of course, with an ageing population, those 1970s spotters in short trousers are now in their fifties, and the locomotives that were the object of their attention are in some cases getting on for 60 years old. Perhaps inevitably there has been a growing interest in preserving some of these early diesels, and now some of those – like the Class 56 – that even I have always thought of as being modern machines! This growth in interest has seen an explosion in the number of diesel galas being staged at even the most-established ‘steam railways’ and for some, diesels now have an important role to play on timetabled trains. The Severn Valley Railway has long since had an open door policy when it comes to ex-main line diesel locomotives, with Western D1013 & D1062 making the SVR their home in 1978. Since then its fleet of diesel locomotives has grown to more than 20, yet like most other preserved railways, maintaining and overhauling them has not been a priority. Work on diesels has been largely left to their owning groups, often in open sidings, without any protection from the elements. At best, some railways have accommodated diesels alongside steam locomotives in their

Celebrating 35 years of the Class 50, No. 50035 ArkRoyal, wearing large logo BR livery, heads a special train through Hampton Loade in 2003. JONATHAN DUNSTER

restoration and maintenance sheds, while some groups have been given permission by their host railway to erect basic steel structures, or tents, to carry out essential maintenance. Diesels require things doing to them like engine changes, which means opening up the roof hatches and craning out the defective unit. This can involve expensive crane hire fees and also the cooperation of other groups whose vehicles are standing on adjacent pieces of track. Not ideal. At Kidderminster, the Severn Valley Railway has for some time had a dedicated diesel ‘yard’, next to the railway’s one-fifth-of-a-mile-long carriage shed, but this has very much been open plan with groups having to work on their locomotives in all kinds of weather. There has long been the recognition that some kind of permanent facility was required, but with the excessive demands made on stretched financial resources, a new diesel locomotive maintenance depot has never reached the top of the priority list – until now. For many years the SVR has included a diesel turn in some of its timetables, especially Timetable ‘C’, which operates on Saturdays and Timetable ‘A’ during mid-week running. Today, around 10% of the SVR’s trains are scheduled to be hauled by heritage diesel locomotives or utilising diesel railcars (DMUs). The growing interest in diesel driver

Front, rear and side elevations of the new diesel maintenance depot.

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experience days has also created another revenue-earning opportunity, and for the 2014 season the SVR hired ‘Deltic’ No. 55019 Royal Highland Fusilier to help provide motive power for this growing sector. With the increasing pressure for reliable diesels as well as steam locomotives, the need for better facilities has never been more apparent, and in December 2014, contracts were at long last signed for work to start on building the new facility in the yard at Kidderminster.

Site had been levelled

The principal contractor is Welsh company C21 Construction Ltd and by February the site had been levelled and prepared ready for the structure’s footings to be sunk. The entire area has had to be cleared with locomotives and supporting vehicles shunted into all available siding space, with access to the turntable maintained along the side of the construction site, so that locomotives and coaches can still be turned while the work takes place. The new building is a three-road shed, the centre road having an inspection pit, and will occupy a footprint of around 1000sq m. It will have an overhead travelling crane with a 10-tonne lifting capability, and there will also be a set of 25 tonne synchronised lifting jacks to allow bogies to be released from

The site for the new diesel maintenance and repair facilities at Kidderminster can be seen to the right as SR Battle of Britain Pacific No. 34053 SirKeithParkarrives on March 22. BRIAN SHARPE

underneath locomotives. Jonathan Dunster is a director of the railway’s holdings company and also chairman of the diesel committee at the SVR. He says: “After many years of planning and fundraising, the project to provide a purpose-built maintenance facility for the SVR’s fleet of heritage diesel locomotives finally reached the construction stage at the beginning of February 2015. “After having maintained the entire fleet in the open air, this facility will represent a quantum leap both in terms of the engineering capabilities of the SVR in relation to diesel traction and in terms of the conditions our volunteer staff have to work in. No longer will complex technical work have to be undertaken totally at the mercy of the elements. “Diesel traction has a broad range of uses, as well as on service trains and driver experience turns they are also used on ad-hoc traffic such as engineering trains. Diesel shunting locomotives are in almost daily use and are critical to the operation of the SVR. Without provision of dedicated maintenance facilities for diesel locomotives now, it would be impossible to continue to provide locomotives reliably for the railway. “The new depot will extend over three tracks in the area located between the existing carriage shed and turntable within Kidderminster Yard and will be capable of accommodating up to six main line diesel locomotives at any one time. “In my opinion this will be the most well equipped diesel maintenance facility yet provided anywhere within the UK heritage railway movement and will significantly improve the condition of our resident fleet of heritage diesel locomotives, the majority of which are already well over 50 years old at least.” In terms of the commercial opportunities the new facility offers the railway, Jonathan says the railway has a clear vision: “In the medium term

Above: Plan of the new diesel maintenance depot at Kidderminster.

Right: The almost complete steel framework for the diesel maintenance depot on Saturday, April 25. PAUL APPLETON

we are hopeful the facility may attract commercial work from other heritage railways which may enable us to consider staffing it more regularly and potentially even creating apprenticeships in diesel maintenance skills that are also far less common in the wider rail industry following the reduction in the use of locomotives on the national network.” As far as public access is concerned, Jonathan also has some encouraging words: “Once the depot is completed it is our intention to make it

available on selected days each year for guided tours as is the case with some of the other SVR facilities that are normally ‘off limits’ to our visitors.” SVR infrastructure manager Chris Bond is understandably reluctant to put an exact date on completion: “The build is scheduled to take seven months, with the building being handed over to the SVR at the end of August 2015. Further work to rail connect the depot will then take place so it is likely that the building will Heritage Railway 87

No. 50049 Defiance gainfully employed on ballast train duties at Kidderminster. JONATHAN DUNSTER

become operational at the end of 2015.” Initial works have so far included excavating the footprint of the building to a depth of 400mm and the construction of a gabion retaining wall along an adjacent embankment. Once this has been completed work will then start on the foundations and floor slab of the building and Chris says that so far the work is proceeding “on time”. It is estimated that the total cost of the building, crane and fit-out will be more than £600k, but as Chris says, the planning and the efforts will have all been worthwhile. “The requirement for a covered maintenance facility has existed for some time as the diesel fleet has grown, but the final design and funding options have been the result of many years’ work which have culminated in a facility that will meet all existing and future needs.” The Diesel Traction Group, Class 50 Alliance and the Western Locomotive Association have all made significant financial contributions towards the depot, while fundraising for this landmark project is on-going, led by the Severn Valley Railway Charitable Trust (SVRCT), which was set up in 2012.

Diverse range of diesels

Its stated objectives include “financing the acquisition, restoration, preservation and operation of heritage locomotives, carriages, wagons, buildings, track and other associated infrastructure”, and “establishing buildings for the rolling stock collections of the Charitable Trust and others on the Railway”, criteria the new Diesel Locomotive Maintenance Depot would certainly appear to meet. The SVR has a diverse range of diesel locomotives, including seven of the 350hp 0-6-0DE shunters that provide vital support along the length of the railway to Bridgnorth, as yard shunters, station pilots and on engineering trains. These include Classes 08, 09 and 11, some dating back to the 1950s. There are two English Electric Type 1s (later BR Class 20), D8059 and D8188, both restored to authentic early BR green livery. As well as D1013 Western Ranger and D1062 Western Courier, owned by the Western Locomotive Association, three other diesel hydraulics are based on the line; maroon-liveried Warship D821 Greyhound is currently away from the railway at Old Oak Common undergoing overhaul, while Hymek (class 35) D7029 is undergoing restoration at Kidderminster – both machines are owned by the Diesel Traction Group – and recently acquired 650hp 0-6-0DH (Class 14) D9551 Angus, owned by the SVR Class 14 Co Ltd, is being gradually restored to

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English Electric Type 1 D8059 is 54 years old this year, older than many steam locomotives when they entered preservation in the 1970s. It finds regular use at the SVR on engineers’ and ballast trains, and pauses between duties at Highley in February 2015. PAUL APPLETON

operational condition at Bridgnorth. The Class 50 Alliance has four of the big English Electric Type 4s (Class 50) on the SVR, some of which have been recently used on the main line. I have no doubt that I will have ‘spotted’ these when they were brand new in the late 1960s. Nos. 50044 Exeter and 50049 Defiance are currently receiving repairs at Kidderminster, while the other two – Nos. 50031 Hood and 50035 Ark Royal – are off the railway receiving attention at Eastleigh in Hampshire and will return to the SVR later this year. D5410, a BRC&W-built Type 2 (Class 26) dating from 1961, is currently stored at Kidderminster. Owned by Sandwell Council, it has been out of use for many years now and awaits funding so that work can begin. Also based on the railway is a fully operational Class 108 DMU, with five cars operating in various permutations – currently as a four-car set while one car undergoes maintenance – owned by the DMU Group (West Midlands), it is normally based at Bewdley. Three former industrial 0-4-0DMs built by Ruston & Hornsby are all in full working order and can be found along the line used on lighter shunting duties, such as the carriage works at Kidderminster and for shunting the boiler works at Bridgnorth. That four of the railway’s ‘resident’ diesels are

currently away from the railway undergoing vital repair work serves to underline how the completion of the new maintenance depot can’t come a moment too soon, making the SVR ever closer to becoming totally self-sufficient in terms of its locomotive fleet maintenance and repairs.

Part of their past

Although there is little doubt that the majority of visitors at preserved railways expect their train to be pulled by a steam locomotive, there is increasing evidence that a growing number are perfectly happy to be pulled by a diesel, or a mixture of the two. Certainly the role of preserved diesels on our heritage railways is a growing one, and to an increasing percentage of railway enthusiasts they are an important part of their past. They are after all what we children of the 1960s can most clearly remember from our trainspotting days! ➜ For more information on how you can support the Diesel Loco Maintenance Depot project and the Severn Valley Railway Charitable Trust, visit www.svrtrust.org.uk and click the ‘Donate Now’ button to make an online donation through JustGiving or call 01562 757940.

SCALE HERITAGE RAILWAY

GNR Stirling single in OO

No.1 with the Sturrock tender. LOCOMOTION

No.1 with the Stirling tender. LOCOMOTION

STATE-of-the-art 3D scanning equipment is being used to produce the basis of a proprietary model of GNR Stirling single 4-2-2 No. 1. Rapido trains has joined forces with the Locomotion museum at Shildon and its locomotionmodels.com arm to produce a super-detailed version of the East Coast Main Line legend in OO gauge, as the latest in the exclusive range of models under the National Collection in Miniature banner. The scanning for the model took place at the museum on April 8 in front of an invited audience. The first of GNR Locomotive Superintendent Patrick Stirling’s singles, it appeared from Doncaster Works in 1870 followed by another 52. Designed especially for high-speed express trains from King’s Cross, and noted for their very distinctive 8ft 1in driving wheels, they cemented the GNR’s reputation for speed. They could haul 275-ton trains at an average speed of 50mph, and lighter

with an average speed of 62.7mph. An engine change saw No. 775 take over and complete the 82 miles to York in one hour 16 minutes, an average speed of 64.7mph. The overall 393-mile trip was covered in six hours 19 minutes at a speed of 63.5mph, while the extended run to Aberdeen, making a total of 523 miles, took eight hours 40 minutes, with an average speed of 60.4mph. No.1 was set aside for preservation in the early 20th century, and was paired with a smaller but nonappropriate Sturrock tender for display. Much later, a correct Stirling single tender was located derelict near Peterborough, used as a water and sludge carrier. Following restoration, it was paired with No. 1 in 2014. Initially, there will be two model variants of the GNR Stirling single No.1, both being also available with sound. The first model will feature the

Biggest-ever N gauge layout booked for Midlands show MORE than 30 layouts will feature at this year’s International N Gauge Show. The event at Warwickshire Exhibition Centre near Leamington will be attended by over 40 specialist suppliers. A special German layout will be probably the largest N gauge exhibition layout ever seen in the UK. More than 40ft long by 30ft wide, it takes a team of 17 from Germany to operate it. Its scenes include parts of the Swiss Alps, Austrian flat landscape and south-west Germany. The West Midlands N Gauge Club will also celebrate its 20th anniversary during the show and will present Waterstock, a 20ft long layout based on an amalgam of Hatton Junction and Yeovil Pen Mill. ➜ For more information and to book tickets see www.ngaugeshow.co.uk

90 Heritagerailway.co.uk

trains at 85mph. One of them, No. 775, covered the 82 miles to York in one hour 16 minutes, at an average of 64.7mph. For many years the Stirling singles were as an overall class the fastest locomotives in England, and indeed the world. Their designer became a living legend among engineers and enthusiasts alike, and the GNR became one of the most popular routes in the country through his efforts. The Stirling singles took a starring role in the two escapades in late Victorian times which came to be known as the Races to the North. Taking place in the summers of 1888 and 1895, the races saw companies on the East and West Coast main lines compete to see who could get from London to Kinnaber Junction in the shortest time. On August 20, Stirling Single 4-2-2 No. 668 took the East Coast express 105½ miles from King’s Cross to Grantham in one hour 41 minutes

Sturrock tender, while the second model will be paired with the locomotive’s original and current tender. The models will only be offered exclusively through locomotionmodels.com when they become available in autumn 2016.

NC001

No.1 with Sturrock tender DCC Ready

£199

NC001S

No. 1 with Sturrock tender DCC Sound

£289

NC002

No.1 with original/current tender DCC Ready £199

NC002S

No.1 with original/current tender (DCC Sound) £289

Hornby model expert joins Locomotion THE man credited with the success of Hornby in recent decades has now taken over as models manager at the Locomotion museum in Shildon. Simon Kohler, who was formerly the marketing manager at the Margate firm, had already worked with the locomotionmodels.com team for several months in a consultancy capacity. He worked for Hornby Hobbies Ltd for 35 years and not only has an indepth knowledge of the models and hobbies market but also a wealth of experience of new product development, sales and marketing, and aims to lead Locomotion’s growing models business into a new phase. The locomotionmodels.com arm of the museum produces the exclusive National Collection in Miniature series of limited and exclusive edition models. There have been eight models in the series so far, the latest being the GNR Stirling single. Profits from locomotionmodels.com are reinvested into continuing the work that Locomotion undertakes to conserve, expand and display items from the National Collection. Brian Greenwood, chairman of the Locomotion management board, said:

Brian Greenwood (left), chairman of locomotionmodels.com, welcomes Simon Kohler on board. LOCOMOTION “Simon brings a unique combination of experience and enthusiasm to the locomotionmodels.com project. We have the highest regard for each other and we intend to work together to take the business on to another level.” Simon said: “I’m absolutely delighted and honoured to be joining

the successful locomotionmodels.com team, and certainly looking forward to working with Brian and the rest of the team in growing the business further. However, this will not absorb all my time as I intend to continue to develop and operate my existing consultancy business for some considerable time to come.”

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SCALE HERITAGE RAILWAY

Ivatt C1 Atlantic No. 3251 in GNR green livery.

Four C1 Atlantics from Locomotion IN THE history of the evolution of speed on the East Coast Main Line, Henry A Ivatt’s C1 Atlantics fill the gap between the Stirling singles and the Gresley Pacifics. The Locomotion museum at Shildon has just brought out four OO gauge versions of the National Collection’s 4-4-2 No. 251, the sole surviving member of the class. Manufactured for locomotionmodels.com by Bachmann Europe, it is an exclusive edition for the National Collection in Miniature series. The model features a heavy boiler weight and has a 21 PIN decoder socket fitted. It also has provision for fitting a sound decoder. Two tender versions are being

produced in the form of an original Great Northern Railway and later LNER types. Ivatt set out to produce a powerful, free-steaming engine to haul the fastest and heaviest express trains on the GNR, and the C1s marked the start of the East Coast Main Line ‘Big Engine’ policy. The first, No. 251, appeared in 1902, with a further 80 being built, all at Doncaster Works. They were eventually superseded on the heaviest trains by Gresley A1 Pacifics in the early 1920s, but continued to haul lighter expresses up until 1950, Brian Greenwood, chairman of the Locomotion management board, said: “On production these

Ivatt C1 Atlantic No. 62822 in BR weathered black livery.

Ivatt C1 Atlantic No. 251 in GNR green livery. locomotives were well known for working the principal express trains for the GNR between King’s Cross and York and would have been familiar to early 20th century travellers taking this route. “They later became a familiar sight on the lightweight Pullmans of the LNER and they were very prominent and recognisable locomotives in the first half of the 20th century.”

BACHMANN/NRM Ivatt C1 Atlantic No. 251 GNR green Ivatt C1 Atlantic No. 62822 BR black Ivatt C1 Atlantic No. 62822 BR black weathered Ivatt C1 Atlantic No. 3251 in LNER green

£179 £179 £179 £179

Heritage Railway 91

UP & RUNNING

Avonside 0-6-0STPortburyworks a Beamish museum passenger train alongside Newcastle Corporation tramcar No. 114. MATT DITCH

Brian Sharpe’S full liSting of operational lineS and muSeum venueS SOUTH EAST Amberley Museum & Heritage Centre

Narrow gauge, ¼ mile, Arundel, West Sussex. Tel: 01798 831370. Running: Wed-Sun + May 25, 26.

Lavender Line

Standard gauge, one mile, footplate experience, wine and dine, Isfield, East Sussex. Tel: 01825 750515. Running: Suns + B/H.

Mid Hants Railway

Bentley Miniature Railway

Standard gauge, 10 miles, footplate experience, wine and dine, Alresford, Hants SO24 9JG. Tel: 01962 733810. Engines: 34007, 850, 925, 45379, 92212. Running: W/Es, Tues-Thurs + May 25, 29.

Bluebell Railway

Romney, Hythe & Dymchurch Railway

Narrow gauge, one mile, Bentley Wildfowl & Motor Museum, East Sussex. Running: Suns. Standard gauge, 11 miles, footplate experience, wine and dine, Sheffield Park, East Sussex TN22 2QL. Tel: 01825 720800. Engines: 263, 1638, 178, B473, 323, 592, 30541. Running: Daily.

East Kent Railway

Standard gauge, two miles, Shepherdswell, Dover. Tel: 01304 832042. Running: Suns + May 23

Eastleigh Lakeside Railway Narrow gauge, 1¼ miles, footplate experience. Running: W/Es + Sch Hols.

Hastings Miniature Railway

Narrow gauge, 600 yards, Rock-a-Nore Road, Hastings, East Sussex. Running: W/Es + Sch Hols.

Hayling Seaside Railway Narrow gauge, one mile, Hayling Island, Hants. Running: W/Es + Weds.

Isle of Wight Steam Railway

Standard gauge, five miles, Havenstreet, Isle of Wight. Tel: 01983 882204. Engines: 8, 11, 24, 41298. Running: Suns, Tues-Thurs + May 23 - Jun 1.

Kent & East Sussex Railway

Standard gauge, 10½ miles, footplate experience, wine and dine, Tenterden, Kent. Tel: 01580 765155. Engines: 65, 3,32678, 1638. Running: W/Es, Wed, Thur + May 25, 26.

92 Heritage Railway

Narrow gauge, 13½ miles, footplate experience, New Romney. Tel: 01797 362353. Running: Daily.

Royal Victoria Railway

Narrow gauge, one mile, Netley, Southampton. Tel: 02380 456246. Running: W/Es + Sch Hols.

Sittingbourne & Kemsley Railway

Narrow gauge, 1¾ miles, Sittingbourne, Kent. Tel: 01795 424899. Running: Suns + May 25.

Spa Valley Railway

Standard gauge, five miles, footplate experience, Tunbridge Wells, Kent. Tel: 01892 537715. Running: W/Es + May 25, 28, 29.

SOUTH WEST Avon Valley Railway

Standard gauge, three miles, footplate experience, wine and dine, Bitton, Bristol. Tel: 0117 932 7296. Running: May 17, 23-28, 30, 31, Jun 3.

Bodmin & Wenford Railway

Standard gauge, 6½ miles, footplate experience, wine and dine, Bodmin, Cornwall. Tel: 01208 73666. Engines: 6435, 4247, 4612, 30587, 30120. Running: Daily.

Dartmoor Railway

Standard gauge, seven miles, Okehampton, Devon.

Tel: 01837 55164. Running: W/Es + B/H.

Dartmouth Steam Railway

Standard gauge, seven miles, wine and dine, Paignton, Devon. Tel: 01803 555872. Engines: 7827, 5239, 4277. Running: Daily.

Devon Railway Centre

Narrow gauge, ½ mile, Bickleigh, Devon. Tel: 01884 855671. Running: Wed-Sun + May 25, 26.

East Somerset Railway

Standard gauge, two miles, Cranmore, Somerset. Tel: 01749 880417. Engine: 46447. Running: W/Es + B/H.

Helston Railway

Standard gauge, Helston, Cornwall. Tel: 07875 481380. Running: Thurs, Sun + B/H.

Lynton & Barnstaple Railway Narrow gauge, one mile, Woody Bay, north Devon. Tel: 01598 763487. Running: W/Es, Tues-Thurs. Daily from May 23.

Moors Valley Railway

Narrow gauge, one mile, Ringwood, Hants. Tel: 01425 471415. Running: Suns.

Swindon & Cricklade Railway Standard gauge, three miles, footplate experience, Blunsdon, Wiltshire. Tel: 01793 771615. Running: W/Es + B/H.

West Somerset Railway

Standard gauge, 20 miles, footplate experience, wine and dine, Minehead, Somerset TA24 5BG. Tel: 01643 704996. Engines: 3850, 4160, 7828, 6960, 5541. Running: Daily except May 8, 11, 15.

EAST ANGLIA Bressingham Steam Museum Narrow gauge, one mile, Diss, Norfolk. Tel: 01379 686900. Running: Daily.

Bure Valley Railway

Narrow gauge, nine miles, footplate experience, Aylsham, Norfolk. Tel: 01263 733858. Running: Daily.

Colne Valley Railway

Seaton Tramway

Standard gauge, one mile, footplate experience, wine & dine, Castle Hedingham, Essex. Tel: 01787 461174. Running: Suns + May 23, 25, 27, 28.

South Devon Railway

Standard gauge, ¼ mile, Wakes Colne, Essex. Tel: 01206 242524. Open: W/Es. Running: May 24, 25.

Plym Valley Railway

Standard gauge, 1½ miles, Marsh Mills, Plymouth. Running: May 10, 23, 24. Narrow gauge, three miles, Harbour Road, Seaton, Devon. 01297 20375. Running: Daily. Standard gauge, seven miles, footplate experience, wine and dine, Buckfastleigh, Devon. Engines: L92, 3205, 5542, 6412. Running: Daily.

Swanage Railway

Standard gauge, six miles, footplate experience, wine and dine, Swanage, Dorset. Tel: 01929 425800. Engines: 30053, 31806, 34070. Running: Daily.

East Anglian Railway Museum

Mangapps Railway

Standard gauge, one mile, near Burnham-on-Crouch, Essex. Tel: 01621 784898. Running: W/Es + B/H.

Mid-Norfolk Railway

Standard gauge, 11½ miles, footplate experience, Dereham, Norfolk. Tel: 01362 690633. Running: W/Es, Weds + May 25, 28.

For more details when planning your day out, visit the HRA website: http://heritagerailways.com Find us on www.facebook.com/heritagerailway

EVENTS

Heritage Railway 93

UP & RUNNING

GWR 2-8-0 No. 3802 heads inland from Washford during the West Somerset Railway gala weekend. BARRY LEWIS

Mid-Suffolk Light Railway Standard gauge, 1⁄4 mile, Brockford, Suffolk. Running: May 24.

Nene Valley Railway

Standard gauge, 7½ miles, footplate experience, Wansford, Peterborough, Cambs. Tel: 01780 784444. Running: W/Es, Weds + May 25, 26, 28, Jun 4.

North Norfolk Railway

Standard gauge, 5½ miles, footplate experience, Sheringham, Norfolk NR26 8RA. Tel: 01263 820800. Engines: 564, 8572, 92203, 76084. Running: Daily.

Wells & Walsingham Railway Narrow gauge, four miles, Wells-next-the-Sea, Norfolk. Tel: 01328 711630 Running: Daily.

Whitwell & Reepham Railway Standard gauge, ¼ mile, Reepham, Norfolk. Tel: 01603 871694. Running: W/Es + B/H, steam first Sun + May 25.

HOME COUNTIES Buckinghamshire Railway Centre

Standard gauge, ¼ mile, footplate experience, Quainton Road, Bucks. Tel: 01296 655720. Engines: 30585, Met 1. Open: Sun, TuesThurs. Running: Suns + May 25, 27, 30.

Chinnor & Princes Risborough Railway

Standard gauge, 3½ miles, Chinnor, Oxon. Tel: 01844 353535. Engine: 1369. Running: W/Es + B/H except May 23.

94 Heritage Railway

Cholsey & Wallingford Railway

Standard gauge, 2½ miles, Wallingford, Oxon. Tel: 01491 835067. Running: May 24, 25.

Didcot Railway Centre

Standard gauge, footplate experience, Didcot, Oxon. Tel: 01235 817200. Engines: 93, 3650, 5322, 6023, 4144. Open: W/Es, daily from May 23. Running: W/Es + May 25, 27.

Epping Ongar Railway

Standard gauge, five miles, Ongar, Essex. Tel: 01277 365200. Engines: 4141. Running: W/Es + May 25, 27.

Leighton Buzzard Railway Narrow gauge, 2¾ miles, Leighton Buzzard, Beds. Tel: 01525 373888. Running: Suns + May 25, 27, Jun 2.

MIDLANDS Amerton Railway

Narrow gauge, one mile, Stowe-by-Chartley, Staffs. Tel: 01785 850965. Running: W/Es + May 25-29.

Apedale Valley Railway

Narrow gauge, ½ mile, Apedale, Newcastle-under-Lyme, Staffs. Tel: 0845 094 1953. Running: Sats + May 17, 24, 25, 31.

Barrow Hill Roundhouse

Standard gauge, ¼ mile, Chesterfield, Derbyshire. Tel: 01246 472450. Open: W/Es.

Battlefield Line Railway Standard gauge, five miles, Shackerstone, Leics. Tel: 01827 880754. Engine: 3803. Running: W/Es + May 25-27.

Chasewater Railway

Standard gauge, two miles, Walsall, West Midlands. Tel: 01543 452623. Running: W/Es + May 25, 28.

Churnet Valley Railway

Standard gauge, 5¼ miles, footplate experience, wine and dine, Cheddleton, Staffs. Tel: 01538 750755. Running: W/Es + May 25, 27, Jun 3.

Dean Forest Railway

Standard gauge, 4¼ miles, footplate experience, wine and dine, Norchard, Lydney, Glos. Tel: 01594 845840. Engine: 5541. Running: Suns, Weds + May 23, 25, 27, 30.

Midland Railway-Butterley Standard gauge, 3½ miles, footplate experience, wine and dine, Ripley, Derbyshire. Tel: 01773 570140. Engines: 23, 73129. Running: W/Es + May 25-29

Northampton & Lamport Railway

Standard gauge, two miles, Pitsford, Northants. Tel: 01604 820327. Running: Suns + B/H.

Nottingham Transport Heritage Centre

Standard gauge, four miles, Ruddington, Notts. Tel: 0115 940 570. Engine: 8274 Running: Suns + May 23, 25, 30.

Ecclesbourne Valley Railway

Peak Rail

Evesham Vale Railway

Perrygrove Railway

Standard gauge, eight miles, Wirksworth, Derbyshire. 01629 823076. Running: W/Es, B/H + Tues, Thurs. Narrow gauge, 1¼ mile, A46 north of Evesham, Worcs. Tel: 01386 422282. Running: W/Es + B/H.

Narrow gauge, B4228, Coleford, Glos. Tel: 01594 834991. Running: W/Es + Tues + May 25-29.

Rocks By Rail

Foxfield Railway

Standard gauge, 5½ miles, Blythe Bridge, Staffs. Running: Suns + B/H.

Gloucestershire Warwickshire Railway

Standard gauge, 12 miles, footplate experience, wine and dine, Toddington, Glos. Tel: 01242 621405. Engines: 2807, 7820, 4270, 34007, 34092. Running: W/Es, Tues, Weds + May 25, 28, Jun 4.

Great Central Railway

Standard gauge, four miles, Matlock, Derbyshire. Tel: 01629 580381. Running: W/Es + B/H + Tues, Weds.

Standard gauge, eight miles, Loughborough, Leics LE11 1RW. Tel: 01509 632323. Engines: 48624, 47406, 46521, 777, 78019, 92214, 45305. Running: W/Es + May 25-28, Jun Weds.

Standard gauge, ¼ mile, Cottesmore, Rutland. Open: Tues, Thur, Sun. Running: Third Sun.

Rudyard Lake Railway

Narrow gauge, 1½ miles, Leek, Staffs. Tel: 01995 672280. Running: W/Es + May 25-29, Jun Weds.

Rushden Transport Museum Standard gauge, ¼ mile, Rushden, Northants. Open: Weekends.

Severn Valley Railway

Standard gauge, 16 miles, footplate experience, Bewdley, Worcs DY12 1BG. 01299 403816. Engines: 1501, 4566, 7812, 2857, 43106, 1450, 34053. Running: Daily.

Steeple Grange Light Railway

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EVENTS

Heritage Railway 95

UP & RUNNING

Visiting Peckett 0-4-0ST Kilmersdon is seen in action on the Bristol Harbour Railway. HENRY THOMAS Narrow gauge, ½ mile, footplate experience, Wirksworth, Derbyshire. Running: Suns + B/H.

Standard gauge, ½ mile, Kirkby Stephen East Station, Kirkby Stephen, Cumbria CA17 4LA. Open: W/Es. Running: May 24 (steam).

Standard gauge, one mile, footplate experience, Telford, Shropshire. Email [email protected] Tel: 01952 503880. Running: Suns + B/H Mon.

West Lancashire Light Railway

Telford Steam Railway

NORTH WEST East Lancashire Railway

Standard gauge, 12 miles, footplate experience, Bury, Lancs. Tel: 01617 647790. Engines: 80080, 13065, 12322. Running: Wed-Sun + May 25, 26.

Eden Valley Railway

Standard gauge, two miles, Warcop, off A66 Cumbria CA16 6PR 017683 42309. www.evr-cumbria.org.uk Running: Suns + May 25-27.

Heaton Park Tramway

Standard gauge, half mile, Manchester. Running: Suns pm.

Isle Of Man Steam Railway Narrow gauge, 15½ miles, Douglas, Isle of Man. Tel: 01624 662525. Running: Daily.

Lakeside & Haverthwaite Railway Standard gauge, 3½ miles, near Ulverston, Cumbria. Tel: 01539 531594. Engines: 42073, 42085. Running: Daily.

Ravenglass & Eskdale Railway Narrow gauge, seven miles, Ravenglass, Cumbria. Tel: 01229 717171. Running: Daily.

Ribble Steam Railway

Standard gauge, one mile, Preston, Lancs. Tel: 01772 728800. Engine: 5643 Running: W/Es + B/H.

Stainmore Railway

96 Heritage Railway

Narrow gauge, Hesketh Bank, Lancs. Tel: 01772 815881. Running: Suns + B/H.

NORTH EAST Aln Valley Railway

Standard gauge, half miles Running: W/Es + B/H.

Appleby Frodingham Railway Preservation Society Standard gauge, 15 miles, Tata Steelworks, Scunthorpe. Tel: 01652 657053. Running: May 23.

Bowes Railway

Standard gauge, one mile, Springwell, Tyne & Wear. Tel: 01914 161847. Running: TBA.

Cleethorpes Coast Light Railway

Narrow gauge, two miles, Cleethorpes, North East Lincolnshire. Tel: 01472 604657. Running: Daily.

Derwent Valley Railway

Standard gauge, ½ mile, Murton Park, Layerthorpe, York. Tel: 01904 489966. Running: Suns + B/H.

Elsecar Railway

Standard gauge, one mile, Elsecar, South Yorks. Footplate experience. Tel: 01226 746746. Open: Daily. Running: Suns + B/H Mon.

Embsay & Bolton Abbey Steam Railway

Tel: 01535 645214. Engines: 43924, 90733, 1054, 5820, 34092, 75078. Running: W/E + May 15. Daily from May 23.

Kirklees Light Railway Narrow gauge, four miles, Huddersfield, West Yorks. Tel: 01484 865727. Running: W/Es + May 25-29 + Jun Wed-Fri.

Lincolnshire Wolds Railway Standard gauge, 1½ miles, Ludborough, Lincolnshire.

Standard gauge, three miles, near Gateshead, Tyne and Wear. Tel: 01913 887545. Running: Suns + May 23, 25.

Wensleydale Railway

Standard gauge, 22 miles, Leeming Bar, North Yorkshire. Tel: 0845 450 5474. Engine: 69023. Running: W/Es, Weds + May 25, 29, 30.

WALES Bala Lake Railway

Tel: 01507 363881. Running: May 24, 25.

Middleton Railway Standard gauge, 1½ miles, Hunslet, Leeds. Tel: 0113 271 0320.

Narrow gauge, 4½ miles, Llanuwchllyn, Gwynedd. Tel: 01678 540666. Running: W/Es, Tues-Thurs + May 25, 29.

Brecon Mountain Railway

Engine: 1310. Running: W/Es + B/H.

North Tyneside Railway Standard gauge, two miles. North Shields. Tel: 0191 200 7146.

Narrow gauge, 3½ miles, Merthyr Tydfil, Glamorgan. Tel: 01685 722988. Running: W/Es, Tues-Thurs + May 25, 29.

Cambrian Heritage Railways

Standard gauge, ¾ mile, Llynclys station & Oswestry station. Tel: 07527 107592. Running: (Llynclys) W/Es. (Oswestry) May 16, 24, 25, 31.

Open: W/Es, B/H + sch hols. Running: Suns + B/H.

North Yorkshire Moors Railway

Corris Railway

Standard gauge, 18 miles, wine and dine, Grosmont, North Yorks. Tel: 01751 472508. Engines: 60007, 45428, 75029, 76079, 44871, 45407, 62005. Running: Daily.

South Tynedale Railway

Standard gauge, five miles, Embsay, Yorks.. Running: W/Es, Tues + B/H.

Narrow gauge, 3½ miles, Alston, Cumbria.

Keighley & Worth Valley Railway

+ Tues, Thurs + May 25-29.

Standard gauge, five miles, footplate experience, wine and dine, Keighley, West Yorks BD22 8NJ.

Tanfield Railway

Tel: 01434 382828/381696. Running: W/Es

Narrow gauge, ¾ mile, Corris, Machynlleth. Tel: 01654 761303. Running: Suns + May 23, 25.

Fairbourne Railway

Narrow gauge, two miles, Fairbourne, Gwynedd. Tel: 01341 250362. Running: W/Es, Tues-Thurs + May 25, 29.

Ffestiniog Railway

Narrow gauge, 15 miles, Porthmadog, Gwynedd. Tel: 01766 516000. Running: Daily.

For more details when planning your day out, visit the HRA website: http://heritagerailways.com Find us on www.facebook.com/heritagerailway

EVENTS

Heritage Railway 97

UP & RUNNING Gwili Railway

Standard gauge, two miles, Bronwydd Arms, Carmarthenshire. Tel: 01267 238213. Running: Suns, Weds, Thur + May 16, 23 - Jun 4.

Llanberis Lake Railway

Narrow gauge, three miles, Llanberis, Gwynedd. Tel: 01286 870549. Running: Daily except May 9, 16.

Llangollen Railway

Standard gauge, 10 miles, footplate experience, wine and dine, Llangollen, Denbighshire. Tel: 01978 860979. Engines: 3802, 45337, 5199, 6430. Running: Daily.

Pontypool & Blaenavon Railway

Standard gauge, two miles, Blaenavon, Torfaen. Tel: 01495 792263. Running: W/Es + B/H.

Rhyl Miniature Railway

Having been out of traffic for several months after failing last year, the Easter weekend saw the return to traffic of GWR 2-6-2T L150 on the Avon Valley Railway, seen leaving Bitton. HENRY THOMAS

Snowdon Mountain Railway

Welshpool & Llanfair Light Railway

Narrow gauge, Rhyl, North Wales. Running: W/Es + B/H. Narrow gauge, 4½ miles, Llanberis, Gwynedd. Tel: 01286 870223. Running: Daily.

Talyllyn Railway

Narrow gauge, 7½ miles, footplate experience, Tywyn, Gwynedd. Tel: 01654 710472. Running: Daily.

Vale Of Rheidol Railway Narrow gauge, 11¾ miles, Aberystwyth, Ceredigion. Tel: 01970 625819. Engines, 8, 9. Running: Daily.

Welsh Highland Heritage Railway

Narrow gauge, one mile, Porthmadog, Gwynedd. Tel: 01766 513402. Running: Daily.

Welsh Highland Railway Narrow gauge, 26 miles, Caernarfon, Gwynedd. Tel: 01766 516000. Running: Daily except May 8.

Narrow gauge, eight miles, Llanfair Caereinion, mid-Wales. Tel: 01938 810441. Engines: 822, 823. Running: W/Es + May 19-21, 25-29, Jun 2-4.

SCOTLAND Almond Valley Railway

Narrow gauge, ¼ mile, Livingston, West Lothian. Tel: 01506 414957.

Bo’ness & Kinneil Railway Standard gauge, five miles, Bo’ness, West Lothian. Tel: 01506 822298. Engine: 62712. Running: W/Es + May 12, 19.

Caledonian Railway

Standard gauge, four miles, Brechin, Angus. Tel: 01356 622992. Running: May 31.

Keith & Dufftown Railway Standard gauge, 11 miles, Dufftown, Banffshire. Running: W/Es.

Leadhills & Wanlockhead Railway

IRELAND

Narrow gauge, one mile, Leadhills, South Lanarkshire. Tel: 0141 556 1061. Running: W/Es.

Royal Deeside Railway Standard gauge, one mile, Milton of Crathes.

Cavan & Leitrim Railway Narrow gauge, ½ mile, Dromod, County Leitrim. Tel: 00353 71 9638599. Running: TBA.

Downpatrick & County Down Railway Standard gauge, four miles, Downpatrick, County Down. Running: TBA.

Kincardineshire. Running: W/Es except May 30.

Scottish Industrial Railway Centre Standard gauge, 1⁄3 mile, Dunaskin, Dalmellington Road (A713), Waterside, Ayrshire.

Giant’s Causeway & Bushmills Railway Narrow gauge, two miles, Bushmills, County Antrim. Tel: 0282 073 2844. Running: W/Es + B/H.

Waterford & Suir Valley Railway

Running: May 24, 25.

Strathspey Railway

Narrow gauge, two miles, Kilmeadan, County Waterford. Running: Daily.

Standard gauge, 10 miles, Aviemore, Inverness-shire. Tel: 01479 810725.

West Clare Railway

Engines: 46512, 828. Running: W/Es, Wed, Thur + Jun 2.

Narrow gauge, Moyasta Junction, Co Clare. Running: Daily.

Railway Museums Beamish

County Durham. The Living Museum of the North. Open: Daily.

Cambrian Railways Museum Oswestry station. Open: Tues-Suns. Tel: 01691 688763.

Col Stephens Railway Museum Tenterden Station, Kent. Open: W/Es. Tel: 01580 765155.

Conwy Valley Railway Museum Betws-y-coed, Conwy. Open: Daily. Tel: 01690 710568.

Crewe Heritage Centre Vernon Way, Crewe. Open: W/Es + B/H. Tel: 01270 212130.

Head of Steam

North Road Station, Darlington. Open: Wed-Sun. Tel: 01325 460532.

98 Heritage Railway

Museum Of Scottish Railways Bo’ness. Open: Daily. Tel: 01506 825855.

Irchester Narrow Gauge Railway Museum Near Wellingborough, Northants. Open: Suns. Tel: 01604 675368.

Kidderminster Railway Museum Kidderminster, Worcestershire. Open: SVR operating days. Tel: 01562 825316.

Locomotion: The National Railway Museum at Shildon Co Durham. Open: Daily. Tel: 01388 777999.

London Transport Museum Covent Garden Piazza. Open: Sun-Thurs. Tel: 0207 379 6344.

Manchester Museum of Science & Industry

Somerset & Dorset Railway Trust

Midsomer Norton

STEAM – Museum of the GWR

Monkwearmouth Station Museum

St Albans South Signalbox & Museum

National Railway Museum

Ulster Folk & Transport Museum

Washford, Somerset. Open: Weekends. Tel: 01984 640869.

Castlefield, Manchester. Open: Daily. Tel: 0161 832 2244.

Swindon, Wilts. Open: Daily. Tel: 01793 466646.

Silver Street, Midsomer Norton. Open: Suns/Mons. Tel: 01761 411221.

Sunderland, County Durham. Open: Daily. Tel: 01915 677075.

Leeman Road, York. Open: Daily. Tel: 01904 621261.

Penrhyn Castle Industrial Railway Museum Bangor, Gwynedd. Open: Daily except Tues.

Shillingstone Station Shillingstone, Dorset. Open: Sat, Sun and Wed. Tel: 01258 860696.

St Albans City station. Tel: 01727 863131.

Cultra, Co Down. Open: Tues-Sun.

Vintage Carriage Museum Ingrow, West Yorks. Open: Daily. Tel: 01535 680425.

Yeovil Railway Centre

Yeovil Junction, Somerset. Open: Certain Sundays and special events.

Find us on www.facebook.com/heritagerailway

WEB WATCH

Heritage Railway 101

STAY A WHILE

Tavistock Railway Station Cottages Colin and Jenny Rogers purchased Tavistock Railway Station as a shell in 2007 and have been breathing life back into it ever since.

The building has been converted into two luxurious self-catering holiday homes, each sleeping four people. “We fell in love with the station on first sight; the building had an air of romance and mysticism but was just crying out to be used once again,” said Colin. The two houses within the station are called the Ticketing Office and the Porter’s Office – each named after its former use. They are each furnished in a different style with a mix of high end contemporary and

antique furnishings, and decorated with unique artwork. The station is Grade II listed so the Rogers have retained as much of the former structure as possible. Some of the original features include the wooden ticket panel, where passengers purchased their tickets, and the fireplace from the ladies’ waiting room – now restored and taking pride of place in the lounge of the Ticketing Hall. The station exterior is painted in the 1949 British Rail Southern Railway Company colours of green

01822 610136 or 07791 531162

and stone, the chimney pots are back in place, the huge lanterns are lighting the entrance porch and the beautiful Devon blue slate roof tiles have been repaired. Inside the houses the vaulted ceilings and reinstated dormer windows create a sense of space and cast beams of light into the rooms below. Guests have the use of their own section of the platform, a perfect place to enjoy an al fresco meal whilst admiring the restored ornate iron pillars and glass canopy.

www.oldtavistockrailwaystation.co.uk

CUMBRIA

DEVON

GREAT CENTRAL

CORNWALL

CARMARTHENSHIRE

FFESTINIOG/WHR B&B Trawsfynydd, Snowdonia 17th Century farmhouse. En-suite converted farm buildings, excellent garden railway. Central for the narrow-gauge railways. Llamas.

Tel: 01766 540397 www.oldmillfarmhouse.co.uk

102 Heritagerailway.co.uk

The owners’ dedication and passion for the building have been recognised by the National Railway Heritage Awards 2011 when they won the Modern Railways Restoration Award.

LYNTON & BARNSTAPLE

LLANGOLLEN

MID SUFFOLK

STAY A WHILE

Coalport Station Holiday Your ticket to a unique experience!

Coalport Station Holidays offers exceptional self-catering accommodation in the heart of Shropshire’s stunning Ironbridge Gorge. The tracks at Coalport Station are home to beautifully renovated rolling stock. Traditional GWR livery on the outside belies the ultimate in modern luxury accommodation inside. Choose one of two comfortable carriages with provision for four and six guests respectively. This peaceful setting is also a UNESCO World Heritage site and within walking distance of excellent quality food and traditional ales. Once served by the line running from Shrewsbury to Bridgnorth, Coalport Station aka Coalport West (GWR/SVR) is one of the few old village stations remaining on the Severn Valley Line. The main buildings include the original platforms, waiting room, ticket office and a bridge dating from 1861.

This is an excellent base for visiting the start of the Severn Valley Railway at Bridgnorth which is also home to England’s oldest, steepest inland funicular railway. Telford’s Steam Railway is also nearby. The picturesque surroundings of the river Severn provide many activities suitable for a wide range of interests. Explore the industrial heritage of the Gorge with 10 museums to choose from including the award winning Blists Hill Victorian Town. Whether it’s a short break or a full week, you are assured a warm welcome.

Words from guests... “One of T’s first jobs on British Rail was designing parts of the Royal Train. This coach is actually better!” Mr and Mrs G, Derbyshire.

“Perfect peace and oasis of peace. Perfect place for letting off steam to get you back on the right track.” Girls Weekend

+44 (0)1952 885 674 MID NORFOLK

NORTH NORFOLK

www.coalportstation.com

NORTH YORK MOORS

SCOTLAND

SOUTH WEST

SHROPSHIRE

WORTH VALLEY

Bronte Hotel Haworth

YTB ★★★

Short walk to K&WVR line, ample free parking. Comfortable lounges and restaurant.

Double rooms from £45, Singles from £25, En-suite available.

Tel: 01535 644112

email [email protected] www.bronte-hotel.co.uk

WEST SOMERSET

BRIDGE COTTAGES

SU N FIEL D

• Very comfortable cottages • Beside NNR • Quiet rural location • Holt Station 5 mins • Short breaks • Open all year

www.bridge-cottage-holidays.co.uk

Tel: 01263 577847

M in eh ea d

Sm a ll f a m ily run GuestHouse close to W SR Sta tion . A ll en -suite room sf rom £ 30.00 f orB&B

NORTH NORFOLK

WEST SOMERSET

Tel: 01 64 3 703565 w w w .su n field m in ehea d .c o .u k

Heritage Railway 103

CLASSIFIED EXPRESS GOODS

Contact Helen Martin on 01507 529310 • [email protected]

BOOKS

EVENTS

BARRY JONES

Specialist in the sale and purchase of secondhand railway and steam road transport literature.

Railway timetables, posters, maps, publicity photographs and official items. Model railway and railway collectables always sought.

28 Marine Crescent, Worthing BN12 4JF

Tel: 01903 244655 Email: [email protected]

FOR SALE

DVD

MODELS

RAILWAYANA

To advertise on this page please call Helen on 01507 529310 104 Heritagerailway.co.uk

RAILWAY BENCHES

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THE MONTH AHEAD

GWR 4-6-0 No. 7820 DinmoreManor departs from Winchcombe with the 2.45pm from Toddington on April 7. KEN WOOLLEY

Spring gala season drawing to a close

The peak summer season is rapidly approaching, but there is still one major gala in the enthusiasts’ calendar in the shape of the well-established Cotswold Festival of Steam on the Gloucestershire Warwickshire Railway. This year’s event is on the theme of ‘speeding to the west’ and will star two unrebuilt Bulleid Pacifics, Nos. 34007 Wadebridge and 34092 City of Wells.

SPECIAL EVENTS May

8-10: Swanage Railway: Diesel Gala ■ 9, 10: Bluebell Railway: 1940s Weekend 9, 10: Bodmin & Wenford Railway: VE Day 9, 10: Lynton & Barnstaple Railway: Spring Vintage Weekend 9, 10: Romney, Hythe & Dymchurch Railway: Steam and Diesel Gala 9, 10: Severn Valley Railway: Peppa Pig ■

Issue 203 is out on June 4

Catch up with the latest news, views and great features every four weeks. 106 Heritagerailway.co.uk

15-17: Keighley & Worth Valley Railway: Haworth 1940s 16, 17: Apedale Valley Railway: Railway Gala ■ 16, 17: Bo’ness & Kinneil Railway: Days Out with Thomas ■ 16, 17: Foxfield Railway: Military Weekend 16, 17: Kirklees Light Railway: Day Out With Thomas ■ 16, 17: Ribble Steam Railway: Anything Goes 22-25: South Devon Railway: Mixed Traction Weekend 23-25: Bure Valley Railway: Everything Goes 23-25: Dean Forest Railway: Steam Gala 23-25: Didcot Railway Centre: Diesel Gala ■ 23-25: East Lancashire Railway: 1940s Weekend 23-25: Ecclesbourne Valley Railway: Wirksworth Carnival 23-25: Embsay & Bolton Abbey Steam Railway: Branch Line Weekend KEY ■ Major or featured galas

23-25: Gloucestershire Warwickshire Railway: Cotswold Festival of Steam ■

‘Speed to the West’ is the theme of this year’s event which will see three visiting locomotives as well as the railway’s home fleet. Two will be SR Bulleid unrebuilt West Country Pacifics; Nos. 34092 City of Wells, by courtesy of the 34092 Partnership and the Keighley & Worth Valley Railway; and 34007 Wadebridge courtesy of the Wadebridge 34007 Society and the Mid Hants Railway. It will be the first time the two locomotives will have been together since the end of steam on the Southern Region in the 1960s. There will be the unique opportunity to enjoy footplate rides on home fleet locomotives as well as brakevan rides with the GWR’s freight train. There will also be opportunities to visit parts of the railway which are normally off limits to the public.

23-25: Mid-Norfolk Railway: 1980s Weekend 23-25: Mid-Suffolk Light Railway: Middy in the War Years 23-25: Wensleydale Railway: Wensleydale RA 25th Anniversary

■ Diesel and/or electric galas

24, 25: East Anglian Railway Museum: Transport Day 24, 25: Eastleigh Lakeside Railway: Day Out With Thomas ■ 24, 25: Fairbourne Railway: Little to Large Gala 24, 25: North Norfolk Railway: Dad’s Army Live 27: Seaton Tramway: 24 Hour Tramathon 30: Chinnor & Princes Risborough Railway: Open Day 30: Dean Forest Railway: Peppa Pig ■ 30, 31: Bo’ness & Kinneil Railway: Mixed Traffic Gala 30, 31: Llangollen Railway: 150th Anniversary Gala ■

RAILWAYANA May

17-24: RAILWAYANA.NET internet auction 23: TALISMAN RAILWAYANA, Templecombe

■ Thomas and family events Find us on www.facebook.com/heritagerailway