Heritage Railway 203 2015-06

lottery backs £15m great central /nrm museum at leicester north

Issue 203 June 4 – July 1, 2015

Back ck in Business! iness!

West Coast‘on Coast ‘on probation’after probation’ after SPAD

TaW valley heads british pullman on severn valley

Tornado booked for scottish main line tours runaway quorn diesel crash: handbrake left off

OPINION

EDITORIAL

Editor Robin Jones 01507 529305 [email protected] Deputy editor Brian Sharpe [email protected] Publisher Tim Hartley Senior contributing writers Geoff Courtney, Cedric Johns Contributors Fred Kerr, Roger Melton Designer Tim Pipes Reprographics Paul Fincham and Jonathan Schofield Production editors Dan Sharp and Sarah Palmer Editorial address Heritage Railway magazine, Mortons Media Ltd, PO Box 99, Horncastle, Lincs LN9 6LZ Website www.heritagerailway.co.uk

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ISSN No 1466-3560

Published Every four weeks on a Thursday Advert deadline June 18, 2015 Next issue on sale July 2, 2015

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GWR 4-6-0 No. 5043EarlofMountEdgcumbeaccelerates away from Llandudno with Vintage Trains’ ‘Seaside Flyer’ returning to Tyseley on May 23. MARK FIELDING

A new museum for all Britain

A

t long last, the Great Central Railway will be home to a new outreach station of the National Railway Museum, after the Heritage Lottery Fund replenished its finances and indicated that it would give nearly £10 million towards the project at Leicester North provided that conditions are met. Heritage Railway has been calling for such a project for many years. The GCR is the world’s only full-size double-track heritage line, admirably replicating a section of a trunk route, and will soon double its length when the biggest obstacle in the sector, the missing bridge at Loughborough, is replaced. Meanwhile, the NRM is forever short of space in which to display its collection, and a new satellite station next to an operating heritage railway opens up an amazing array of possibilities. Classic locomotives and stock which would never be certified for running on today’s national network would be able to operate in an authentic main line setting, and classic items relating to the history of the pre-Grouping Great Central will be displayed under cover in a historically appropriate location. Leicester North is a perfect location for the museum, lying next to Leicester’s outer ring road, and therefore fairly easily accessible from the motorway network. The Great Central will become exactly that: a heritage line of international appeal, and unlike the NRM in York and its Locomotion counterpart at Shildon, right in the heart of the country. Boom times lie ahead for both the railway and Leicester itself. Elsewhere, we must praise both the Office of Road and Rail and Network Rail for the constructive manner in which they have seen fit to tackle the crisis which has left the principal operator of main line steam suspended and a catalogue of railtours cancelled.

Nobody, least of all West Coast, can, or has tried to, excuse the circumstances of the Signal Passed at Danger incident at Wootton Bassett Junction on March 7 which could have lead to a disaster of monumental proportions and which sparked off the suspension of the train operator in the interests of public safety. In the weeks that followed, ORR made scathing criticisms of the Carnforth-based operator and its safety management systems. However, in carrying out its in-depth scrutiny of West Coast, the ORR also came to the crucial conclusion that rather than exercising its powers to revoke its operating licence, there is clearly much within the company on which an improved regime can be built, and that process is now well under way, with many of the scheduled trains running again. Whatever action is taken must place public safety first and foremost. The contribution made by main line steam both to the nation’s tourist economy and as an ambassador for rail travel can, against that principle, never be allowed to come more than a poor second, but it is one which all parties appear to agree is worth fighting for. Again, while it is impossible to dilute the seriousness of the SPAD incident, steam on the main line has enjoyed an impeccable safety record since it returned 44 years ago. It seems that rapid progress is now being made on bringing West Coast back up to scratch in the eyes of the statutory bodies. The whole incident has served as a resounding wake-up call to the whole movement, for if main line steam is lost or diminished, the heart of the heritage sector will be ripped out. Those who run main line steam have a huge responsibility to bear on several fronts, and must ensure that such incidents never happen again. Robin Jones Editor Heritage Railway 3

CONTENTS ISSUE 203 June 4 – July 1

News

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headline neWS

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Heritage Lottery Fund indicates £10 million support for new Great Central museum at Leicester North; West Coast Railways back in business but “on probation”; new London Underground steam September dates; Abellio books Tornado for Scottish tours in June and British-built steam locomotive to be scrapped in South Africa.

10 News

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Taw Valley returns to steam heading Pullman over Severn Valley; Doubleheaded West Country ‘Spam Cans’ bring in the crowds at big Gloucestershire Warwickshire gala; official report into GCR runaway diesel crash said that handbrake was left off; Princess Royal lays wreath to remember Britain’s worst rail disaster a century on; Pete Waterman locomotives to Peak Rail; last standard gauge engine of steam era runs again at Quainton Road; Barber resteams at South Tynedale; carriage saved as Ballater station museum burns down; Heritage Railway joins buy-a-brick campaign to rebuild historic signalbox and how steam is helping Sierra Leone recover from Ebola.

CONTENTS: O2 0-4-4T No. 24Calbourne running as scrapped sister No. 33 Bembridge departs from Smallbrook Junction with a Don Bishop photo charter on May 9. KARL HEATH COVER: SR Bulleid West Country Pacific No. 34027TawValley departs from Arley with the Golden Jubilee Pullman from Victoria to the Severn Valley Railway on May 16. PHIL WATERFIELD

Regulars Railwayana

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Centre

54

Main line tours

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Platform

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up & Running

92

Features

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Geoff Courtney’s roundup of the latest prices and items coming up for auction.

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Main line neWS

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Tours cancelled by several companies in wake of the now-lifted West Coast Railways track access ban; concern for future of main line steam over monopoly situation; Clan Line taken off Statesman trip at last minute and a tribute to engine owner Bert Hitchen.

With Full RegulatoR 62

Don Benn summarises the best of Britannia Pacific performances past and present.

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Clan Line departing from Bath with the Belmond British Pullman by Derek Phillips.

Brian Sharpe’s guide to steam and heritage diesel railtours. The pages where your views matter most. Guide to railways and heritage venues open in June.

the Month ahead

Upcoming galas and events.

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52F South Blyth all change for Wadebridge

For three decades, the Bodmin & Wenford Railway has dreamed of extending into the historic market town of Wadebridge, recreating the route of Cornwall’s first steam line back in 1834. Now a fresh impetus with backing from Cornwall Council may see that dream finally become a reality, writes Robin Jones.

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South Blyth was a North Eastern Railway shed which continued to use NER engines right up to the end of steam. Trevor Gregg takes a nostalgic look back at his local engine shed.

the Southwold Railway project

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Three-foot gauge railways were a rarity on the British mainland. Mark Smithers reports on progress in the project to revive one long-lost line.

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The land of the midnight sun

Finland’s national collection of preserved steam locomotives is out of proportion to its small population. John Titlow reports from the country’s national railway museum.

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Terry Turner, former general manager of the Welshpool & Llanfair Light Railway and a member of the Heritage Railway Association’s operating and safety committee, explains how he came across a cost-effective development in level crossing technology which has now been successfully installed at Castle Caereinion.

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Heritage Railway 5

HEADLINE NEws

West Coast back in business – but ‘on probation’ by ORR By Robin Jones FOLLOWING two months of uncertainty, the Office of Rail and Road has decided not to revoke the operating licence of West Coast Railways at this time. However, an Improvement Notice has been issued – and the revocation decision could be reviewed in three months’ time. The future of the Carnforth-based operator, which runs the majority of steam trips over the national network and indeed is one of only two Train Operating Companies licensed to run steam passenger trains, had been placed in doubt following the decision by Network Rail to suspend its track access as from April 3. That decision was taken more than three weeks after a Category A SPAD (Signal Passed at Danger) incident involving a ‘Cathedrals Express’ trip hauled by Bulleid Pacific No. 34067 Tangmere at Wootton Bassett Junction on March 7. The train came to a halt at a point which had been passed by a High Speed Train only a minute before. It was later said that the TPWS apparatus had been disconnected by a member of the footplate crew. On April 17, the ORR formally announced that it was considering revocation of West Coast’s safety certificate and began a consultation period with other operators which lasted until May 15. However, as highlighted in Main Line News, pages 56-61, Network Rail lifted its track access suspension on May 7 after West Coast complied with remedial action that had been demanded.

That decision enabled the company’s ‘Jacobite’ season to start as planned on May 11, after fears were widely expressed for the West Highland tourist economy if it did not. Despite earlier expressing criticism about West Coast’s safety management, and having carried out a full and detailed inspection of the company’s modus operandi, the ORR has now opted for a constructive approach in which it will work alongside the company in improving procedures, rather than withdrawing the safety certificate. However, West Coast has been warned that such a ban could be imposed at a future date if satisfactory progress is not made within a set timescale. A review is likely within three months. On May 21, the ORR’s director of railway safety, Ian Prosser, said in an official statement: “Safety on the railways is ORR’s absolute priority, and we will not allow services to run where we see safety risks. Following the serious incident where a West Coast Railway Company train passed a signal warning at danger near Wootton Bassett Junction on March 7, ORR inspectors have carried out an extensive investigation into the standards of safety on their passenger services. “The regulator’s initial investigation found shortfalls in the WCRC’s safety management system and in response the company has introduced enhanced safety procedures and appropriate staff competence regimes. “ORR inspectors have been on site examining the new safety

arrangements and inspecting WCRC passenger services to ensure that the necessary changes are being fully implemented by the company.

Improvement Notice issued

“ORR has issued an Improvement Notice to ensure WCRC delivers further improvements. This will ensure workers are provided with suitable training and effective systems to control safety risks and have clearly defined performance indicators in place. “ORR will closely monitor the company and will not hesitate to step in if any non-compliance with the Improvement Notice is found.” In effect, West Coast must now give the ORR notice each time that it intends to operate a train. The ORR will then stipulate whether an inspector should be included on the train. In a letter to West Coast managing director, Pat Marshall, dated May 19, Ian said: “During the notice period, WCRC attended meetings on April 22 and May 15 at our offices, during which oral representations were made. At the latter meeting we reiterated to you the seriousness of the incident at Wootton Bassett and our concerns which have led us to consider revoking WCRC’s safety certificate. “We provided you with an opportunity to explain what steps you had already taken during the 28-day notice period. You informed us that you have recruited a non-executive director, general manager and additional staff to supplement your safety management team. “We concluded the meeting by stating that we require you to

demonstrate that WCRC is committed to making the necessary changes from board level down to secure a Safety Management System which is fit for the scale of your operations. “During the notice period we have also inspected driver management systems, train movements and maintenance facilities in England and Scotland. “As part of our consideration whether or not to revoke WCRC’s safety certificate, we have fully considered the representations made by you during the two meetings and during our visits to your premises. We have also fully taken into consideration the representations received, and not withdrawn, from affected parties.

“No significant risk”

“Owing to the steps you have already taken to improve your Safety Management System and our satisfactory site visits, we are satisfied that there is no significant risk requiring the revocation of WCRC’s safety certificate. “However, we still have concerns that the proposed changes to WCRC’s Safety Management System have not been fully embedded and that there are still some outstanding matters requiring attention. We therefore consider it necessary to serve an Improvement Notice, setting out: (a) the changes we believe are necessary to ensure there is no repeat occurrence of the incident in question, (b) the way in which you should evidence that these changes are being made or have been made and (c) the timescales for compliance.

Footplate ride for actors THE cast of community play In Fog and Falling Snow, which tells the story of the rise and fall of George Hudson, the Railway King, took a ride on the footplate of Britain’s

6 Heritagerailway.co.uk

oldest operational standard gauge locomotive, the 1863-built Furness Railway Sharp Stewart 0-4-0 No.20, at the National Railway Museum. They included Olivia Ledden and Charlotte Wood, who both got a taste of being footplate crew ahead of playing the role of George Jenkins, a train driver’s daughter, who is the only one who foresees danger ahead. Director, Damian Cruden, said: “I wanted to give our cast the experience of riding on a real-live steam engine, especially the feel of heat, the noise, the movement and the limited visibility the drivers would have, which is particularly important to this story.” The show opens on Friday, June 26, and runs until Saturday, July 11, in the purpose-built Signal Box Theatre at the York museum. For tickets contact 01904 623568 or visit www.yorktheatreroyal.co.uk

New WWI loco for Leighton THE latest arrival at the Leighton Buzzard Railway is a Krauss 0-8-0T Brigadelok locomotive, built in 1918 in Munich for service with the German army. Later seeing industrial service in France, it was retired in 1965 and preserved in 1970. It has been acquired with the help of the Froissy Dompierre Light Railway in France and is an important addition to the Bedfordshire line’s First World War collection. STEVE DOUGHTY/LBR

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It’s back! LMS ‘Black Five’ 4-6-0 No. 45407 crosses Lochy viaduct on the first day of the summer season, May 11, as scheduled. JAMES SHUTTLEWORTH

“ORR will also require WCRC to demonstrate periodically that it is meeting all of the conditions of the revised Safety Management System and Improvement Notice. “If we find any non-compliance, then we could consider you to be in breach of the Improvement Notice and could also look again to the revocation of your Safety Certificate. “Your continued full compliance with the Safety Management System and Improvement Notice will also be considered when WCRC is required to renew its Safety Certificate. “We will now need to agree with you the scope of your proposed future operations and a plan for ORR’s supervision of your management

systems over the next few months.” The announcement by the ORR has lifted much of the uncertainty over steam charters pencilled in by West Coast customers such as Steam Dreams, Vintage Trains and the Railway Touring Company over the key summer months. The footplate crew from the March 7 incident remains suspended, and it was thought unlikely that they will return to duties with West Coast.

The new “A Team”

After Network Rail imposed its track access suspension, West Coast hired experts from First Class Partnerships to advise and implement changes to the Carnforth operator’s Safety

Management System. Alex McGregor, a principal consultant with Lloyd’s Register Rail Ltd, has been appointed as interim head of safety, pending a permanent appointment. He has 30 years’ experience in UK railway operations and safety, including 25 years in management, and was a manager with British Rail, Railtrack and TOCs including ScotRail, Great North Eastern Railway and Midland Mainline. He had also been engaged as a specialist by the Rail Safety and Standards Board. His skills include independent safety assessment, safety and assurance projects, general train and station operations, traction and rolling stock operations and incident management

and reporting. Peter Babbage, formerly of British Gas, has been appointed as a new nonexecutive director. In a letter to West Coast chairman, David Smith, Network Rail freight director Paul McMahon said: “We welcome the commitment West Coast Railways has made to improving safety management, the changes to your Safety Management System (SMS); and the three new roles (director/general manager, head of safety and non-executive director) being introduced to strengthen safety leadership and corporate governance.” As we closed for press, the name of the new general manager had yet to be disclosed.

Abellio books Tornado for Scotland trips By Cedric Johns THE A1 Trust’s 4-6-2 No. 60163 Tornado will shortly be heading for Scotland to work a series of excursions for new ScotRail franchise holder Dutch company Abellio during June. A DB Schenker-registered engine, the A1 will be based at Thornton Junction courtesy of A4 No. 60009 and K4 No. 61994 owner John Cameron during its short stay north of the border. This arrangement presupposes that Tornado passes its important main line proving run, after overhaul, provisionally dated for June 8 – over a route yet to be decided as this issue closed for press. Assuming all goes to plan the 4-6-2 – now back in apple-green livery – has been booked to head four trips operated by DB Schenker,

which stepped in when West Coast Railways lost out because its track access was suspended in April by Network Rail. The Abellio programme starts on June 20 with the ‘Highlander Rambler’ making a one-way trip from Stirling (1.45pm) to Inverness (7.15pm) via Perth, Blair Atholl and Aviemore. Passengers return to Inverness by ScotRail service train. On June 21, the ‘Seaforth Highlander’ departs Inverness at 10am, making a circular tour which takes in Dingwall, Invergordon, Culrain and Dunrobin Castle before returning to Inverness at 8.15pm. The next day, June 22, the ‘Highland Caledonian’ departs from Inverness at 11.30am for Stirling travelling by way of Kingussie and Perth for another one-way trip arriving in Stirling at 5.15. As on June 20, passengers make

the return journey by ScotRail services. Before June 27, Tornado heads south to Carlisle from where the 4-6-2 will work the ‘Borders Reivers’ circular tour visiting Scotland’s west coast. Departing Carlisle at 10am, the train heads up the West Coast Main Line to Paisley then heads northwest to Troon, continuing via Auchinleck, Dumfries and Annan, returning south through Gretna to Carlisle arriving at 5.10pm. These trips plus the ‘Torbay Express’ bookings and the ‘White Rose’ King’s Cross-York two trips are the result of a reshuffle by VSOE of its steam-hauled ‘Belmond British Pullman’ dates. These do not restart until August 8 when the 4-6-2 takes its first Pullman train out of Victoria. So, compared with last year when Tornado made rather less than a

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handful of main trips, the next 12 months should see the 4-6-2 chalk up around 30 appearances-maybe more-on the national network. The trips in Scotland will utilise coaches supplied by the Scottish Railway Preservation Society, bookings and ticketing via www.scotrail.co.uk.steam-trains or booking agent Steam Dreams on 01483 209888. These four trips – a fifth has yet to be announced – will increase focus on preparations for the launch of the Borders Railway on September 4, and the first passenger services starting September 6, between Edinburgh and Tweedbank. A steam-hauled service will operate three times a week on Wednesdays, Thursdays and Sundays during the first six weeks of operations to assess the public’s reaction to trains hauled by a steam locomotive. Heritage Railway 7

HEADLINE NEws

Lottery £10 million boost for new GCR museum By Robin Jones

THE Heritage Lottery Fund is backing plans by the Great Central Railway to develop a new £15 million national museum at its Leicester North terminus which could be opened by 2019. The Lottery has earmarked £9.5 million towards the museum titled Main Line which is being developed in partnership with the National Railway Museum in York and Leicester City Council. It will house rolling stock from the National Collection including LNER V2 No. 4771 Green Arrow, GCR O4 No. 63601 and GCR Director 4-4-0 No. 506 Butler-Henderson, it was announced on May 20. It is intended that as a second ‘outreach’ station of the NRM after Locomotion at Shildon, and indeed, an ‘operating arm’ of the York museum, it will become a major destination for international visitors, lying at the end of an 18-mile unique ‘steam highway’ once the missing bridge over the Midland Main Line at Loughborough is replaced and the GCR is connected to its northern counterpart the GCR (Nottingham). As the GCR(N) already has a main line connection, the new museum will become a destination for charter trains from elsewhere in the country. The building will sit alongside Leicester North station and will be designed with floor to ceiling glass windows, facilitating close-up views of trains arriving. The series of halls and galleries would have direct access to the GCR’s track, allowing engines and rolling stock to move in and out of the museum – while permitting visitors to get close to the exhibits and experience the day-to-day workings of a heritage railway. A key element will be to demonstrate how the tremendous feats of Victorian engineering can still inspire the engineers of the future, said a GCR spokesman. Helen Ashby, the popular former head of knowledge and collections at the NRM, is working with the project

Announcing the Lottery Stage 1 Pass in front of BR Standard 9F No. 92214 (as 92220 EveningStar) at Leicester North on May 20 are, left to right, Bill Woolley from the NRM, GCR managing director Bill Ford, Atul Patel from the Lottery, Leicestershire County Council leader Nicholas Rushton and Sir Peter Soulsby, the Lord Mayor of Leicester. ROBIN JONES team. The museum scheme was first announced in December 2012, but the initial bid for £10 million of grant aid was turned down in the spring of 2014, not because there was anything wrong the project, but because the Lottery had run out of money. However, the GCR was invited to apply again, and did so last November. However, at this time, the partnership’s application has reached only the Stage 1 Pass level. The Lottery has awarded development funding of just under £500,000 to help the partnership progress their plans to apply for the full grant. Lottery grants normally cover two thirds of the overall cost, so the GCR will have to raise the rest by itself. It is estimated that 300 short-term construction jobs will be created while the museum is built and nine full-time posts once it is open. An economic impact study indicated that the museum and railway will be worth £39 for the local economy over five years, while

A night view of the Leicester North museum. PURCELL

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additional spending could create more than local 700 jobs. NRM director, Paul Kirkman, said: “We’re delighted that the plans for this exciting project are firmly on track. Leicester had one of the world’s earliest railways. “When the GCR opened in 1899 it was a calling point on the high speed railway of the time. The new museum will ensure that key parts of the National Collection are accessible at the heart of the country for the first time, but just as important we hope to inspire a new generation to get involved in our nation’s railway story. This is a project with strong local connections but with benefits that will be felt nationally.” GCR managing director, Bill Ford, said: “Main Line will combine our awardwinning double-track main line railway with a unique collection of priceless locomotives and objects, preserving them for future generations. “Now the hard work really starts! We have a great partnership in place and will now look to secure match funding to develop the project to the point where we are ready to build it.”

Leicester Lord Mayor Peter Soulsby said: “We’re a step closer to creating an exciting new visitor attraction that will preserve and showcase the city’s rich railway heritage, while creating important new jobs. Main Line will house items, which are of both national importance and local interest, complementing the nearby National Space Centre and Abbey Pumping Station and helping to enhance Leicester’s reputation as a visitor destination. “The museum will not only tell railway stories, but will aim to engage people with their own history, so they are inspired to be heritage champions in future.” HLF trustee, Atul Patel, said: “The Great Central has had a lasting impact on industrial and cultural life in this area and this investment will continue the railway’s important role. Thanks to National Lottery players, a world-class museum will now be created providing a new home to some of our most significant objects and archives, which together tell the story of the British railways.”

Artist’s impression of LNER V2 2-6-2 No. 4771 GreenArrow on display inside the new Main Line museum. EVENT COMMUNICATION LTD Find us on www.facebook.com/heritagerailway

British steam loco to be scrapped in South Africa

Visiting LSWR M7 0-4-4T No. 30053 heads a goods train towards Tenterden during the Kent & East Sussex Railway Southern Steam Swansong gala on May 23. PHIL BARNES

New September date for Met Steam LONDON Transport Museum is planning to run its next series of public steam trips over the Underground system over the weekend of September 12-13. The trips are pencilled in to run between Watford and Chesham. It had been planned to run similar trips using Metropolitan Railway E class 0-4-4T No. 1 backed up by Bill Parker’s GWR Prairie No. L150 (5521), and also tours between Ealing Broadway and High Street Kensington on the District Line. However, those trips were cancelled when London Underground imposed a temporary ban on the movement of any heritage vehicles over the system. The problem had nothing to do with steam traction, but emanated from the movement of the preserved Cravens unit from the Epping Ongar Railway last September. While the unit was being returned to base on Underground metals after its appearance on its former ‘home’ line, it was understood that part of the subframe came loose. London Underground ordered an immediate investigation before further movements of heritage stock would be permitted. The ban, somewhat echoing the track access suspension imposed on West Coast Railways at the start of

April, has now been lifted, but that did not give the Covent Garden museum sufficient time to arrange the July trips. As we closed for press, talks were underway not only about confirming the dates and arrangements for the September runs, but possible tours on the District and Circles lines next year. London Underground and the museum won the Heritage Railway Association’s top accolade, the Peter Manisty Award for Excellence, in 2013, for its first series of trips through the tube tunnels in January that year. The event, which celebrated the 150th anniversary of the Met, the world’s first subway system, generated international headlines and greatly boosted the profile of London’s transport network. *The latest new heritage-style poster for London Underground will feature Greenwich Observatory as its main subject. The poster by Brighton-based illustrator, Eleanor Taylor, scooped the gold prize in the Prize for Illustration 2015 competition, run by the Association of Illustrators and London Transport Museum on the theme of London Places and Spaces. The top prize was £2000 with the artwork being used on an Underground poster. The silver prize went to Carly Allen-Fletcher for Compound City, and the bronze prize

The Royal Observatory by Eleanor Taylor. LTM to Elizza Southwood for Parkour at the South Bank, making it an all-women top line-up. Museum director, Sam Mullins, said: “Our latest exhibition treats visitors to 100 snapshots of London life. These wonderful illustrations capture the many different aspects of our vibrant city.”

Top national honour for L’al Ratty THE Ravenglass & Eskdale Railway has topped the new Heritage Railway category of the National Coach Tourism Awards 2015, at a ceremony staged at the West Midland Safari Park The judges were looking to reward a heritage railway operator that could demonstrate a clear welcome and commitment to coaches and their groups. The line Left: Ravenglass & Eskdale Railway driver Phil Brown with the National Coach Tourism Award. RER

has shown a continued investment in, and development of, its coach offer, adding excellent new facilities, offering free wifi, creating on-site bakeries and opening picnic and play areas, in recent years. All group passengers are welcomed by Meet and Greet visitor service staff and given a complimentary line guide, detailing points of interest along the line. This year, the railway is celebrating its centenary as a 15in gauge line and is also opening a new museum at Ravenglass.

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SOUTH Africa’s Sandstone Heritage Trust has announced that it is to scrap a century-old British-built steam locomotive. Class 14R 4-8-2 No. 1745 was one of 45 Hendrie locomotives supplied by Robert Stephenson & Company between 1913-15. The 3ft 6in gauge locomotive ended its days in service at Natal Cambrian Collieries from where it was acquired by Sandstone several years ago, minus its middle two driving wheel sets, which had their flanges removed and thus prevents the use of the locomotive on Transnet lines. It is currently stored at Reefsteamers in Germiston, badly rusted, devoid of its nonferrous fittings and needing a new tender and extensive boiler work. To restore it to running order would cost at least £270,000, Sandstone estimates. “SHT is of the view that the funds that would be required to rebuild No. 1745 would be far better spent preserving and rebuilding other more important locomotives,” said a statement from Dave Richardson, Sandstone’s director of operations. “In light of this Sandstone intends to scrap the locomotive and use the funds obtained for other preservation projects. The decision was taken only after exhaustive consultation with fellow preservationists and experts. “The reasons for this decision are both economic and preservation based and also took into account that two examples of this class are already in private preservation in KwaZulu-Natal.”

Rushden museum hit by arson

POLICE are hunting arsonists who attacked the Rushden Transport Museum just after midnight on Bank Holiday Monday, May 25. Class 121 Pressed Steel ‘Bubblecar’ No. 55029 was damaged in the fire, which gutted Bristol Coach No. 250 and was parked nearby. A spokesman for Northants Fire and Rescue Service said that arson was believed to have been the cause. Nobody was injured by the fire, which occurred in the storage compound of the museum.

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NEWS

Taw Valley back in style on Golden Jubilee Pullman By Robin Jones

IT HAD been out of action for nearly a decade. However, Bulleid West Country light Pacific No. 34027 Taw Valley – a much-loved performer on the main line and the original ‘Hogwarts Castle’ maroon locomotive – made its comeback when it hauled the luxury Belmond British Pullman along the Severn Valley Railway as the latest in a series of high profile celebrations to mark the line’s 50th anniversary year. Staff at Bridgnorth works pulled out all the stops to ensure that No. 34027 would be able to carry out a series of test runs beforehand in readiness for its big day, the last task remaining being the setting of the middle cylinder.

The one-off visit, organised by UK Railtours, saw the luxury Pullman train, formerly the Venice-Simplon-OrientExpress, travel from London Victoria behind Class 55 Deltic D9009 Alycidon to the SVR at Bewdley.

First revenue-earning trip

There, it handed over its duties to Taw Valley, resplendent in its new coat of paint and carrying the ‘Golden Arrow’ headboard, all ready for its first revenue-earning trip since its comeback. The Pullman departed from Bewdley at 12.49pm, arriving in Bridgnorth just after 1.30pm. It left Bridgnorth empty at 2.20pm, arriving back at Kidderminster at 3.20pm, where it was berthed until 4.42pm before heading to Bewdley to

pick up its passengers. From there, it departed back to London just before 6pm. It was nearly 30 years ago, in August 1985 that the Severn Valley took delivery of partially restored Taw Valley, a 1946-built veteran of the ‘Atlantic Coast Express’ and ‘Devon Belle’. In 1957, after being rebuilt, with its air-smoothed casing removed, Taw Valley worked commuter services from Victoria based at Bricklayers Arms depot in London and then Brighton. Taw Valley was withdrawn by British Railways in August 1964 and in December moved to Barry scrapyard. In April 1980, No. 34027 became the 112th locomotive to leave Barry scrapyard, first being taken to the North Yorkshire Moors Railway and then in November 1982 to the East Lancashire Railway.

Its restoration by then-owner the late Bert Hitchen was completed in the autumn of 1987. In September 1992, No. 34027 made preservation history when it worked the first steam train for 25 years out of Waterloo.

Nationwide tour train

In 2000, Taw Valley was painted in distinctive non-authentic red livery, becoming the first locomotive to masquerade as the fictional Hogwarts Castle from JK Rowling’s Harry Potter books. That July, it hauled a nationwide tour train for the promotion of the fourth book, Harry Potter and the Goblet of Fire. However, it was not used for Warner Bros Harry Potter films because director Chris Columbus decided it

SR West Country Pacific No. 34027TawValley tackles the 1-in-50 of Eardington bank with 12 Pullmans and a dead Class 67 diesel in tow. BRIAN SHARPE

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was too ‘modern’ in appearance and a classic British steam locomotive was needed. He instead chose West Coast Railways’ GWR 4-6-0 No. 5972 Olton Hall. Afterwards, Taw Valley assumed the guise of long-since scrapped sister engine No. 34045 Ottery St Mary, a favourite of No. 34027’s subsequent majority shareholder Phil Swallow. It became a regular performer on VSOE excursions. Its main line career ended in June, 2005, when after completing a ‘Cathedrals Express’ run to Weymouth, the left-hand cylinder was found to be cracked. No. 34027 returned light engine from the Mid Hants Railway to Bridgnorth patched up by John Robinson’s engineering team, and starred in the SVR’s September 24-25 autumn gala that year, under the identity of another scrapped class member, No. 34036 Westward Ho! After being given a three-month extension to its boiler ticket, No. 34027 was withdrawn in January 2006 for a heavy overhaul, which has taken until now to complete.

TawValleyaccelerates away from Bewdley alongside Northwood Lane. JED BENNETT

Deltic D9009 Alycidon departs from Kidderminster with the 4.42pm Pullman to Bewdley. BRIAN SHARPE

TawValley departs light engine from Bewdley on May 16 after hauling its first public passenger service since restoration. LEWIS MADDOX Write to us: Heritage Railway, Mortons Media Ltd, PO Box 43, Horncastle, Lincs LN9 6LZ.

Heritage Railway 11

News SR Bulleid West Country Pacifics Nos. 34007 Wadebridgeand 34092 Wellsdepart from Toddington during the Gloucestershire Warwickshire Railway Speeding to the West gala on May 23. JOHN LEWIS

Double Spam Cans bring the By Robin Jones

SR Bulleid West Country Pacific No. 34092Wells runs through Dixton cutting on May 23. MALCOLM RANIERI

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WHAT the Gloucestershire Warwickshire Railway believes may have been a heritage-era first – two unrebuilt Bulleid West Country light Pacifics double heading on services – formed the highlight of the line’s Speed to The West-themed May 2325 Cotswold Festival of Steam. Nos. 34007 Wadebridge from the Mid Hants Railway and No. 34092 Wells from the Keighley & Worth Valley Railway helped push the passenger numbers for the Heritage Railway-sponsored gala up to 4000. In the bay at Winchcombe, Bulleid Merchant Navy Pacific No. 35006 Peninsula & Oriental SNCo was on display, but not in light steam. Minor adjustments still need to be made following its recent light steam test, but it is expected to make its heritage-era debut shortly. No. 35006 carried a ‘Canberra’ Find us on www.facebook.com/heritagerailway

SR Bulleid West Country Pacific No. 34092 Wells rounds Chicken curve as it departs from Winchcombe on May 23. JOHN LEWIS

crowds headboard, recalling the occasion – 55 years to the day on May 23, 1961 – when it hauled the Pullman train for the maiden voyage of the ship of the same name. Also fitting the theme were old friends, Jeremy Hosking’s GWR 4-6-0 No. 6960 Raveningham Hall, a former Toddington resident now based on the West Somerset Railway, and No. 7820. The timetable went to plan and there were no breakdowns during the gala. One minor hiccup, however, came at 7am on bank holiday Monday when a flock of sheep was found to have occupied Toddington station’s car park and had to be ushered by G/WR staff back into the fields. “There was standing room only on trains which were double headed by the double Span Cans,” said G/WR spokesman, Ian Crowder. The pair stayed on the line to run service trains the following weekend.

Pristine GWR designed, BR built Manor 4-6-0 No. 7820 DinmoreManor rounds the newly ballasted curve at Didbrook with the 10.10am freight working from Toddington on May 25. GRAHAM NUTTALL

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Heritage Railway 13

News

Princess lays wreath to remember Britain’s worst rail disaster By Robin Jones PRINCESS Anne made it a hat-trick of railway visits – but the saddest by far – when she was joined Scottish Nationalist Party leader Nicola Sturgeon at a ceremony to mark the centenary of Britain’s worst rail disaster. Just before 7am on May 22, 1915, a train carrying 500 troops from the Leith Battalion of the Royal Scots collided with a local passenger service at Quintinshill, near Gretna, which had been mistakenly parked on the southbound main line. Moments later, an express train bound for Glasgow ploughed into the wreckage, causing the military train’s wooden carriages to burst into flame, fuelled by gas from the interior lighting, The fire engulfed the three passenger trains and also two freight trains standing on nearby passing loops, killing at least 214 soldiers and 12 civilians, and leaving another 246 injured. The precise death toll was never established as the roll list of the regiment was destroyed in the fire. It has been suggested that some of the injured underwent on-the-spot amputations to free them, while others were so badly injured that they were shot to end their misery as a mercy killing. Among the dead were four young boys, whose identities have never been established and who are speculated to have been runways. The military train had been heading to Liverpool, from where the soldiers were due to sail to the front line in Gallipoli. Remarkably, around 60 of the survivors carried on to Liverpool and

Wissington for big Foxfield gala THE Foxfield Railway’s July 1819 summer steam gala – one of the biggest events of the industrial sector’s calendar, will feature the Midland & Great Northern Joint Railway Society’s Hudswell Clarke 0-6-0ST No. 1700 of 1938 Wissington as a star guest. Returning to action will be Bagnall 0-4-0ST No. 2842 of 1946. They will run alongside Bagnall 0-6-0ST No. 3059 of 1954 Florence No. 2, Beyer Peacock 0-4-0ST No. 1827 of 1879, Haydock Foundry 0-6-0WT Bellerophon, built in 1874 and Dubs 0-4-0 crane tank No. 4101 of 1901.

went to Gallipoli. Susan Hughes, the granddaughter of a survivor of the Quintinshill rail disaster, said: “He went straight on to fight but said it was worse than anything he saw in battle.” In Leith, a single street, Albert Street, lost 15 of its residents in the disaster. The cause of the accident was neglect of the rules by two signalmen, George Meakin and James Tinsley, who were convicted of manslaughter in England and then the similar charge of culpable homicide in Scotland. Released from a Scottish jail in 1916, they were re-employed by the Caledonian Railway, but not as signalmen. A century to the day after the crash, the tragedy was remembered by a march to Quintinshill rail siding, the unveiling of a roll of honour at Gretna Old Parish Church, a commemorative tree planting at Gretna Green war memorial, a reading of a poem about the crash at Stormont Village Hall and a wreath laying at Quintinshill Bridge. The Princess Royal laid a wreath after the ecumenical service, with a second one being laid on behalf of the Royal Scots. She told one local man: “I’m really astonished at how little is known about Quintinshill.” The day before, a memorial service was held in Larbert, Stirlingshire, when a procession walked from the town’s parish church to the railway station, from where the troop train had departed. The Princess and First Minister of Scotland also attended a service at Rosebank Cemetery in Edinburgh on March 23, attended by 100 people. Several of the relatives of those

The Princess Ro lays a wreath at Gretna Green Old Parish Church during a special service to commemorate the 100th anniversary of the Quintinshill rail crash, Britain’s worst rail disaster. PRESS ASSOCIATION who died had travelled from overseas to attend the service at the cemetery where many of the soldiers are now buried. In April, the Princess visited the

Barclay fireless places Devil’s Porridge on the map A FIRELESS locomotive, Andrew Barclay No. 1550 of 1917, built as Sir James for the Gretna Ordnance Factory in 1917, has taken pride of place outside the Devil’s Porridge Museum in Eastriggs, and helped place the

museum’s new building firmly on the map. Acquired from the Lakeside & Haverthwaite Railway, and cosmetically restored at a cost of £30,000, the camouflage-liveried 0-6-0

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Severn Valley Railway as part of its 50th anniversary celebrations, and days later rode on the Lynton & Lynmouth Cliff Railway to mark its 125th anniversary.

Barclay 0-6-0F No. 1550 of 1917 outside the Devil’s Porridge Museum in Eastriggs. HUGH DOUGHERTY

has returned to the site of its original home after a career which included working at several English power stations before preservation. The standard gauge locomotive is literally stopping potential museum visitors in their tracks as they pass the building, which records the life and time of cordite production during the First World War, the thousands who worked in the factory and lived in the new towns round the factory, its own, internal, narrow gauge railway system and the part the factory played in the war. An exhibit also recalls the Quintinshill railway disaster which took place just outside nearby Gretna in 1915. A spokesman for the museum, which is marking its first, full season in its new home, opened thanks to £160,000 from the Coastal Communities Fund, said: “We were delighted to be able to bring the fireless locomotive back to where it began its working life. It is very eye-catching outside the museum and certainly helps to attract visitors. “The story of the railways and the part they played in the life and times of the ordnance factory are well recalled in our exhibits and the fireless locomotive is very much part of that story.”

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Over the weekend of May 9-10, the Romney Hythe & Dymchurch Railway held its steam and diesel gala and one of the highlights was parallel running between New Romney and Hythe. On the Sunday the two trains are seen approaching Hythe with Nos. 3 SouthernMaid and 9 WinstonChurchillon the 9.35am from New Romney , while on the right is No.10, which had worked the 8.45am from New Romney, but going via Dungeness as part ofDrSyn’s 100plus miles of nonstop end-to-end workings. PHIL BARNES

‘First’ pannier to haul Tanfield passenger trains THE Tanfield Railway’s ninth Legends of Industry gala on June 20-21 will feature Austerity 0-6-0ST No. 71515 returning to the North East for the first time in 40 years, and Consett Iron Company Kitson 0-6-0 pannier tank No. 2509 of 1883 A No. 5 from the North Tyneside Railway. The Consett Iron Co ordered its first 0-6-0PT, a type automatically associated with the GWR, from Kitson in 1883, the first in a long line of pannier tanks to be built for the firm. Consett’s Class A comprised sixwheeled tank locomotives and it was the fifth of these that pioneered the pannier tank look. Built to the Stephenson long-boiler principle with all wheels forward of the firebox, it was a sizeable machine for the time, weighing 42 tons. The first pannier tank to appear on the GWR was a 4-4-0PT in 1898. Ironically that locomotive ended its days working for the Cramlington Coal Company in Northumberland. As No. 41, A No. 5 was withdrawn by the National Coal Board in 1968, and passed into the ownership of what became Beamish Museum. It arrived at Marley Hill for storage in 1972, and was

later transferred to Monkwearmouth Station Museum where restoration was started. The work was finished at the North Tyneside Steam Railway and it now carries its Consett Iron Company identity again. Tanfield Railway operations manager, David Allinson, said: “A No. 5 is special on so many levels; in terms of both its design and its history it means so much to the North East, and industrial locomotive evolution. We’re literally overjoyed that it’ll be starring in this gala.” Austerity 0-6-0ST No. 71515 was built in 1944 by Robert Stephenson & Hawthorns Ltd at its Newcastle works, and is based on the Pontypool & Blaenavon Railway, where it carries the Mechanical Navvies Ltd maroon livery from its days at the Swalwell opencast disposal point in County Durham. An intensive timetable will include demonstration coal trains and shunting demonstrations at Marley Hill, while the 2ft gauge demonstration railway will also be in action. Sunderland and District Classic Vehicle Society will have vehicles on display at East Tanfield.

Global honour for Forth Bridge? THE Forth Bridge could become Scotland’s sixth World Heritage Site when Unesco delegates meet in Germany at the end of June. The application said the bridge represented “the pinnacle of 19th century iron and steel bridge

construction,” adding “a world wonder of its age, this Victorian engineering marvel that was made possible by new steel production processes, is arguably the world’s greatest and most famous cantilever bridge.”

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News

Restoration boost as Waterman locos move home By Geoff Courtney PEAK Rail joint managing director Jackie Statham has spoken of her and her volunteers’ delight after striking a deal with Pete Waterman that has seen three of his ex-GWR mainline locomotives, including No. 7027 Thornbury Castle, relocate to the Derbyshire railway. The 68-year-old pop impresario has moved the out-of-ticket trio from Crewe Heritage Centre to Peak Rail, where he plans to use the proceeds of his recent £475,000 railway model collection sale towards the restoration of two of the engines, 2-8-0T No. 5224 and 2-6-2T No. 5553. The three locomotives, with a Class 08 diesel shunter, were due to leave Crewe on May 27 and arrive at Peak Rail the following day, leaving just one of Pete’s locomotives at Crewe, Class 46 No. 46035 (formerly D172) Ixion, which is expected to be transferred at a later date. All are owned through the Waterman Railway Heritage Trust, as are two other engines, former GWR 0-6-2T No. 6634, currently at the Severn Valley Railway, and ex-South African Railways 2ft gauge G16 class Beyer-Garratt 2-6-2+2-6-2 No. 109, which is in storage on the Welsh Highland Railway. “Our volunteers were quite shocked when they learned that Pete’s locos were being transferred to us at Peak Rail,” Jackie told Heritage Railway. “They’re obviously all delighted and enthusiastic, as I am.” She said she had known Pete for

Davenport makes first outing THE Amerton Railway’s June 2021 summer steam gala will see resident locomotives WG Bagnall Isabel and Hunslet Jennie joined by Kerr Stuart Peter Pan and, from the Statfold Barn Railway, newly restored Davenport Ryam Sugar No. 1, making its first appearance at another venue. Visitors will be able to view progress on the building of the new industrial railway. This project will see the old the old Stump Siding rail, together with more of the rails that originally served on the Middlesbrough transporter bridge, laid on recovered sleepers to create a spur line extending to Mason’s Folly drift mine, together with a turning Y and additional sidings.

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many years, and approached him when she learned he was looking for a new home for his locomotives. “It all happened very quickly,” she said, adding that the restoration work would be carried out at the railway’s Rowsley depot. Pete said: “I have long been an admirer of Peak Rail, and they were a natural choice for me when I decided to relocate from Crewe.” He said that he intended to work with the heritage line to continue his tradition of giving young people the opportunity to learn engineering skills through apprenticeships. A Peak Rail statement said that in the coming months, Pete would announce his plans to overhaul the Waterman locos and return them to steam. These plans, said Peak Rail, would include training opportunities for young people interested in a railway industry career. Pete, who has spoken of his desire to leave a “legacy” to the world of railway preservation by training engineering apprentices, has not revealed any plans for the future of Thornbury Castle, although he has said he would be prepared to listen to offers for the 4-6-0. “It would have to be a very big cheque,” he said. Facing the challenge: No. 5224 climbs the daunting 1-in-49 gradient at Darnholm on the North Yorkshire Moors Railway in 2005 en route to Goathland and Pickering. The 2-8-0T is one of Pete Waterman’s former GWR locomotives that is set to be restored at Peak Rail. BRIAN SHARPE

Heritage Railway supports signalbox rebuild BACKING for a ground-breaking scheme to rebuild a historic signalbox yards from where it was taken down by Network Rail are being supported by Heritage Railway. The St James Deeping Signal Box Group in south Lincolnshire is inviting readers to buy a brick for £10 to help rebuild the 1876-built ’box at the level crossing in Station Road, Deeping St James. Now Heritage Railway has given its backing to the appeal, after the appeal was featured in our last issue and also on our www.facebook.com/heritagerailway page, which now has more than 70,000 followers worldwide. We have bought 10 bricks for £100. Anyone who buys a brick will have their name inscribed on an appreciation list displayed inside the re-erected ’box. 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 Joint line between Doncaster and Peterborough, but it was dismantled on October 23.

HeritageRailway editor Robin Jones (left) buys 10 bricks from campaigners Lynda and Stuart Hall to rebuild the St James Deeping signalbox as close to its original site as possible. ROSS JONES However, pressure from local MP 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 rebuild it on a nearby site. The Nene Valley Railway has offered to help reinstall the metal frame. Heritage Railway editor, Robin Jones, said: “The importance of this scheme is that it shows that local residents who do not want to lose their historic signalboxes as a result of Network Rail modernisation can act to save their heritage. “What is happening in Deeping St James will pave the way for others to follow, and should be supported by all. The structure is considered of paramount historical importance to the village because it carried the only remaining sign with its original name, St James Deeping. ➜ 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]

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First continuous welded rail for NYMR THIS winter’s work at the North Yorkshire Moors Railway has included the first section of continuous welded rail mounted on steel sleepers, on Beckhole straight, as the railway strives to reduce maintenance costs. Steel sleepers have been used at this location in an effort to reduce the weight

James Evans with Velinheli and the original receipt for the sale from the quarry. JONATHAN MANN/LSR

Quarry Hunslet: 50 years in the same ownership A SPECIAL celebration was held on Monday, May 11, at the Launceston Steam Railway when James Evans’s Quarry Hunslet 0-4-0ST No. 409 of 1886 Velinheli marked 50 years of his ownership to the day. Velinheli spent its working life in the Welsh slate quarries at Dinorwic, before being purchased for preservation in 1965, moving to Cornwall’s now-closed private Inny Valley Railway four years later.

By coincidence, the LSR’s first locomotive, Quarry Hunslet No. 317 of 1883 Lilian was also bought 50 years ago by the railway’s managing director, Nigel Bowman, so the locomotives represent 100 years of ownership. To celebrate this occasion, Velinheli and Lilian doubleheaded a special train to Newmills and back after the invited guests had been treated – in true railway fashion – to tea and a cake made for the event by James.

‘First’ Merry-Go-Round wagons rake arrives at Chasewater Railway THE Chasewater Railway has taken delivery of the first three MerryGo-Round wagons which will become half of an intended rake telling the final part of the story of the movement of coal from the Staffordshire coalfields. The Merry-Go-Round trains, considered one of the big successes of BR chairman Dr Richard Beeching, revolutionised the way coal was delivered to power stations in the Sixties. The MGR wagon fleet once numbered around 10,000, of which just 20 or so are believed to survive. Several of the line’s industrial locomotives will now once again be able to be seen hauling the stock that was typical of the duties

that kept them employed. Their first run in public will be on the coal train day on June 21.The line’s carpenters are also busy refurbishing the first of the wooden four-plank local coal wagons that will form the initial part of the story. The railway has also taken delivery of the Midland Railway footbridge formerly located at Bagworth and Ellistown station on the Leicester to Burton line. It was donated by Network Rail following six years of negotiations. It is believed to be the oldest surviving Midland footbridge, dating back to 1847. It will be restored and erected on periodstyle brick pillar supports at Chasewater Heath station.

of the track at this slip-prone location. Although a somewhat controversial decision, it is planned to retain traditional chaired bullhead rails on wooden sleepers in the stations for appearance’s sake, but elsewhere there will be more use of heavier flatbottomed rail on concrete sleepers, welded where appropriate.

Quayside train may return

THE Kingsbridge & District Light Railway Company has submitted a planning application to South Hams District Council to bring back the South Devon town’s former quayside train, which ran

along the side of the estuary between 1969 and 1991. Steve Mammatt of ActionWest, gained support from the local town council after making a presentation of his plans.

Three generations of Stanier family visit the Duchess THE National Railway Museum welcomed some extra-special visitors onboard streamlined LMS Princess Coronation Pacific No. 6229 Duchess of Hamilton in the Great Hall. Sarah Garratt, the granddaughter of the preservation icon’s designer Sir William Stanier, visited the display of the locomotive and matching carriage. Joining her were daughter, Becky Walker, and her two grandchildren, sixyear-old Finlay and three-year-old Isla. The family live in Berkshire and the youngsters were keen to follow in their famous forebear’s footsteps and try their hand at building a steam locomotive; part of the family activities on offer during the May half term. Sarah said: “It’s been a really moving

experience seeing the locomotives designed by my grandfather and explaining to my own grandchildren the important part he played in railway history. The museum has shown us an array of items connected with him and it’s helped me bring back some fond memories.” Head curator, Andrew McLean, said: “Stanier played an instrumental part in the development of high-speed travel in the Thirties and it’s been a privilege to show his descendants his legacy on display here. Our museum is all about different generations coming together to have a great day out and learn about the impact of the railways through our vast collection that spans nearly 300 years of railway history.”

A ‘Fiver’ for the Duke TREVOR Tuckley, chairman of 71000 Steam Locomotive Limited, owner of BR 8P 4-6-2 No. 71000 Duke of Gloucester, said that he and fellow directors are actively seeking to enrol more members. “Steam enthusiasts – especially readers of Heritage Railway – can play an important role in helping to restore our unique 4-6-2 to the main line for just a ‘fiver’ a month. “Trust membership will enable those people to enjoy a range of benefits once the Duke is operational,” he said. “It provides access to information

about the locomotive and other opportunities not readily available to the public,” he added. Work on the Duke has already begun at Crewe but additional funds are required now to enable the locomotive to be moved inside so that a full overhaul can get under way as soon as is possible; and that depends very much on the interest shown in seeing the 8P back on the network… Full details of membership can be obtained by email at [email protected] or by visiting www.theduke.uk.com

Three generations of the descendants of Sir William Stanier view one of his masterpieces. NRM

Horse tram secures HLF grant

THE restoration of East Anglia’s sole-surviving horse-drawn tramcar should be completed within three years as a condition of securing a £49,000-grant from the Heritage Lottery Fund. The Leeds-built wooden vehicle

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was withdrawn from service in Cambridge in 1914 and was used as a workshop in Ely. Volunteers from the Ipswich Transport Museum are rebuilding it at a cost of £59,000, and have just taken delivery of a new set of wheels. Heritage Railway 17

News WSRA chairman quits board after vote

THE chairman of the West Somerset Railway Association agreed to stand down after dissenting members forced an extraordinary general meeting in a bid to remove trustees. At the meeting inside Bishops Lydeard village hall on May 10, the rebels, under the banner of the Reform Group, saw their motion for a vote of no confidence in the association’s board passed, with 1178 for and 1127 against along with another for an independent review into the aims and objectives of the association, with 1317 for and 1010 against. However, three motions to remove trustees David Williams, who is also chairman, Peter Chidzey and Michael Nicholls, were closely lost, the latter surviving only on the chairman’s casting vote. The meeting was the latest event in an acrimonious dispute that has divided the railway’s supporters since the association surprised everyone by tabling a rival bid against the line’s plc company to buy the freehold from Somerset County Council – which subsequently withdrew the sale offer. During the meeting, David said that he did not wish to continue as chairman, and would be stepping down to allow a replacement to be elected. He will remain as a trustee, however, along with Peter and Michael. Afterwards he said: “While the trustees are naturally pleased that motions to remove them were unsuccessful, we acknowledge there is still an unhealthy disconnect between a section of the membership and the board of trustees and that much work needs to be done in terms of communication. “The challenge going forward will be to find a solution that enables the majority of members who wish to contribute positively to both the association and the wider railway to do so constructively and in a more harmonious atmosphere in the future. “Moves have already started to find a suitable independent candidate with relevant experience who will undertake a thorough review of the charity’s aims and objectives.”

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NYMR in loco crisis – again

By Roger Melton

AT THE end of May, the North Yorkshire Moors Railway entered what seems to be becoming its annual loco crisis, with just three steam engines and two diesels available to cover an operating diagram requiring five locomotives daily. The departure of Ian Riley’s ‘Black Fives’ and NELPG’s K1 No. 62005 for ‘Jacobite’ duties following the lifting of the main line track access suspension on West Coast Railways ended the temporary respite provided by the three engines. Fortunately, K4 No. 61994 The Great Marquess is set to remain on the NYMR until at least early July, by which time some of the other home fleet engines may be back in traffic. The season started with ‘Black Five’ No. 45428 in traffic as well, but in early May it suffered a hydraulic incident at Grosmont resulting in the cylinder studs being stretched and piston rods being bent. Repairs were expected to be completed in early June. The NYMR has been unlucky in suffering the loss of two locomotives because of wheel cracks, with both Nos. 61264 and 60007 Sir Nigel Gresley succumbing. Cracks have been found

in the B1’s driving wheel’s boss necessitating the removal of the offending wheels for attention at Ian Riley’s works. It is hoped that the loco may be reassembled and running in time for the peak summer season. A4 No. 60007 is also stopped, but its crack seems to be in one of its spokes and therefore potentially easier to repair, without the wheel having to be removed. In bad news for the A4 Locomotive Society but what may be relief for the NYMR, the A4 is currently marooned on the NYMR owing to, ironically, being out of gauge for Grosmont platform 1, the Network Rail platform. The reason why it is out of gauge is unclear as the A4 has left and arrived back at the NYMR by this route on numerous occasions, most recently last autumn, and the track has not been relaid since then. Presumably there must have been some ‘creep’ in the intervening time. Q6 0-8-0 No. 63395 is nearing the end of winter work that included attention to its axleboxes, but is unlikely to be unavailable to the NYMR for a while as it is booked to make a short visit to the Wensleydale Railway, both as compensation for the cancelled visit of J72 0-6-0T No. 69023 Joem, and for the purpose of running

in under gentler conditions. Again it should be available for the peak season, all being well. One locomotive that is unlikely to be ready for this season, though, is ‘Black Five’ No. 44806, which is likely to be delayed by the extra work on No. 45428. In addition to the home fleet, the NYMR should also have had GWR 4-60 No. 4936 Kinlet Hall on hire but it was due to arrive at the NYMR by rail and it too fell foul of the problem at Grosmont platform 1; a case of so near and yet so far. Since then, other efforts to attract another visiting engine for the summer appear to have been fruitless. Even the diesel situation is not as good as it could be – the NYMR is down to two working locomotives (D7628 and No. 37624) with only D7628 capable of working to Whitby. Class 37 D6757 had been expected to attend the NYMR diesel gala on June 26-28 and then stay on afterwards as a second Whitby-capable engine, but is need of repairs following a failure while attending the Swanage Railway’s diesel gala. If it does not make the NYMR’s event it is hoped that it may still be based on the line for the rest of the season once it is repaired.

The original Fowler 2-6-4T No. 42424. COLOUR-RAIL

New Fowler tank planned by Patriot builder THE LMS-Patriot Company is to follow in the footsteps of The A1 Steam Locomotive Trust and build a second locomotive after No. 45551 The Unknown Warrior is completed. The charity has decided to build a new Fowler 2-6-4T with a parallel boiler and numbered 42424. Patriot project founder David Bradshaw said: “The Fowler 2-6-4T is another of the missing classes of which none were preserved. It was a hugely successful design and was the forerunner of other 2-6-4Ts which were built over a period of 25 years.” The type was used for banking trains over Shap. The original batch of Fowler tanks were built in 1927 with a superheated parallel boiler designated G8S, based on that fitted to the 1902 Midland Railway Class 3 4-4-0s together with long travel piston valves. These engines are considered to be the first

truly modern locomotives to emerge from Derby (the Royal Scots being a joint North British/Derby effort) and it was this successful design that led to the Stanier two and three-cylinder versions, the shorter wheelbase Fairburn examples and later the 155 British Railways Standard 4MT 2-6-4Ts which appeared in 1951, and numbered 155 examples. No. 42424 was the last of a batch of 29 Fowler 2-6-4Ts incorporating glazed side windows on the cab and other detail changes initiated by Stanier. It is this design the LMS-Patriot Company plans to build. No. 42425 was the first of a batch of Stanier two-cylinder 2-6-4Ts and it is for this reason that it is planned to use the last number in the Fowler series. Using the skills and experience gained from building the new Patriot 4-6-0, the construction of a Fowler

2-6-4T is thought to be a more straightforward task. Fundraising for the tank will not start until the Patriot is completed. It will be built to run on heritage lines only, albeit to main line running standard. If enough interest is shown, a batch could be built, the company believes. Drawings and some parts already exist as the Irish Northern Counties Committee 5ft 3in gauge WT 2-6-4T class were based on the Fowler version, No.4 has been preserved by the Railway Preservation Society of Ireland and is stored awaiting overhaul at Whitehead. The company would be interested in hearing from anyone interested in researching the class and locating further drawings. Anyone who can help is invited to email [email protected]

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RoyalScot ‘Getting close’

Vulcan Foundry Austerity 0-6-0ST No. 72 brings the 3.30pm Eridge-Tunbridge Wells West past the distinctive oast houses at Forge Farm crossing on May 16, the locomotive’s first day in service on the Spa Valley Railway. DaviD StaiNeS

Farewell to twice-over Waverley campaigner PRESERVATIONIST and author Roy Perkins – who not only tried to save the original Waverley Route but helped revive a short section as a heritage venue – has died at the age of 68. Although he was born in London, Roy’s mother came from Newcastleton in Roxburghshire, and his family’s ties led to him trying to save the 98-mile trunk route axed in January 1969. The year before, Roy had discussed the closure with his neighbour Martin Symms. Roy then met the late TV

presenter Bob Symes-Schutzmann, who was working on BBC1’s Tomorrow’s World. The three became founder members of the Borders Union Railway, a venture that aimed to save the line and reopen it using German Pacifics. Roy gave up his job with Michelin and moved to Newcastleton to work full-time on the scheme, which eventually foundered. Undeterred, decades later Roy helped set up the Whitrope Heritage

Centre where a section of line was relaid. Before that, Roy moved to Liverpool and became marketing manager of Merseyside Passenger Transport Executive as well as a Liberal councillor. The Waverley Route Through Time, which he co-wrote, was published three years ago. A white wreath was carried by a railcar on the short line at Whitrope following his death on April 25.

Stephen’s coach readied for The Railway Children THE 1912-built carriage that will be used in this summer’s York Theatre Royal performance of The Railway Children at the National Railway Museum has undergone external restoration preparing it for the limelight. LNWR Director’s Saloon No. 5318, owned by Stephen Middleton, is believed to have been used on royal trains and early test runs for main line diesels. This is the third time that the theatre and the museum have collaborated on this production. It’s the first time that GWR 0-6-0PT No. 5775, used in the EMI

movie and recently reliveried into its fictional Great Northern & Southern Railway livery, will take centre stage for the production. The play be staged in a 1000-seater purpose-built temporary theatre in the museum’s South Yard. It was shipped in from Toronto earlier this year, where it showcased the critically acclaimed show in 2011. The Railway Children runs from July 31 to September 5. For tickets contact the York Theatre Royal box office on 01904 623568 or visit www.yorktheatreroyal.co.uk

LATEST word from Jeremy Hosking’s Crewe operation indicates that work on the rebuild of LMS 4-6-0 No. 46100 is reaching the stage where the much-anticipated return to steam is getting close with July being projected as the big moment. According to spokesman, Peter Greenwood, work on the 4-6-0 suffered a delay when it was discovered that the old middle expansion link was cracked. A new one has been ordered. Work on Bulleid 4-6-2 No. 34046 Braunton’s boiler continues nevertheless it is hoped that the engine’s overhaul will be completed in time for the Battle of Britain commemorative specials later this year when the locomotive will run as Fighter Command’s chief Lord Dowding. Peter added that Britannia’s recent front axle repair was totally successful, and added that BBC’s Blue Peter programme has recently broadcast a belated five minute slot featuring LNER A2 Pacific No. 60532 Blue Peter’s move from Barrow Hill to Crewe and that the show’s producer intends to film regular updates as work on the engine’s progress.

Two 9Fs help Boscastle become first over bridge

Stephen Middleton inspecting his ‘stage’ coach. NRM

GWR 0-4-2T No. 1450 and 0-6-0PT No. 1501 during a Neil Cave photo charter at the Didcot Railway Centre on May 2. ROBeRt FaLCONeR Write to us: Heritage Railway, Mortons Media Ltd, PO Box 43, Horncastle, Lincs LN9 6LZ.

THE Great Central Railway’s June 13-14 summer gala will have a unique freight theme this year, marking the 50th anniversary of the closure of both Annesley and Woodford sheds between which the famous Annesley Runners or Windcutters ran. In addition to resident BR standard 9F No. 92214 now masquerading as No. 92220 Evening Star, sister No. 92212, a loco which was restored at Loughborough, will return from the Mid Hants Railway for the event. The gala is being arranged in conjunction with the owners of rebuilt West Country Pacific No. 34039 Boscastle, which in January 1973 became the very first ex-main line locomotive to arrive on the heritage line. Funds raised at the gala, which should see the two 9Fs passing each other on the double-track main line, will be shared between an appeal to help Boscastle become the loco to haul the first train over the full length of the unified Great Central, and the Bridge to The Future appeal. Heritage Railway 19

news in brief ➜ THE Mid Hants Railway has just installed a replica Southern railway-style waiting shelter and canopy at Ropley built by volunteers, with Victorian decorative cast iron canopy columns from the disused Ringwood station, and an original clock from Aldershot station donated by South West Trains. Tim Shoveller, managing director of South West Trains and a longstanding volunteer at Ropley, officially opened the new shelter. ➜ THE Mid-Suffolk Light Railway is to celebration the arrival of 1906-built Cockerill 0-4-0VB tram engine at its Belgian steam and beer festival on Sunday, June 7. ➜ The North Norfolk Railway is hiring Hunslet 0-6-0ST RingHaw to the Gwili Railway for the 2015 season, to provide cover for Austerity 0-6-0ST Haulwen,which is in the last 18 months of its boiler certificate. The loan will give the Gwili three locomotives to maintain its services. ➜ THE Swanage Railway’s May 7-10 diesel gala included the naming of GB Railfreight Class 66/7 No. 66741 Swanage Railway in celebration of the support given by the company to the line events programme. During the event, Class 37/0 D6757 reported generator problems and was withdrawn from service and returned to Barrow Hill while problems with Hymek Class 35 D7076 were fixed overnight. ➜ THE Llangollen Diesel Group’s Class 37 D6940/37240 has successfully emerged from a lengthy repair period involving bogie and compressor repairs and attending to other issues that have occupied 18 months out of traffic. Following test running on May 9, it will appear at the Llangollen Railway’s diesel running day on June 14 followed by appearances at the classic transport and 1960s weekend events in July. ➜ THE Wensleydale Railway has taken delivery of Class 121 ‘bubblecar’ No. 121032 which arrived at Leeming Bar on May 10.

Three Manx Red Wheel plaques THE Isle of Man Railways has been awarded three Transport Trust Red Wheel plaques. The first was unveiled by Director of Public Transport Ian Longworth at Douglas on May 9 in honour of the station being the hub of a 46-mile 3ft gauge network. The second plaque was unveiled at the Manx Electric Railway depot later that day by Lord O’Neill, vice president of the Transport Trust. The third plaque was unveiled at Laxey Station the following day by local historian and tram enthusiast Andrew Scarffe, honouring the Snaefell Mountain Railway.

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Steve Davies, founder of the Sierra Leone National Railway Museum and former director of the NRM at York is back on the footplate of Aldwyth during the From West Riding to West Africa event in Leeds Industrial Museum on May 23. FOSLNRM

British steam helps in the wake of Ebola By Robin Jones BRITISH locomotives built a century ago to provide motive power for Sierra Leone’s first railway are now helping an economic recovery in the Ebola-hit West African nation. Six locomotives built at the Hunslet works in Leeds are now on display inside the Sierra Leone National Railway Museum, which was set up by British army officer Colonel Steve Davies years before he became head of Britain’s version at York and temporarily repatriated the two A4 Pacifics in North American museums to dazzling effect. During years of peace and the Ebola outbreak, the locomotives have been cosmetically restored, and are now seen as beacons of hope because of their attraction to foreign tourists and in turn international knowledge and training to empower staff and a nascent cultural sector. For the first time, young people will be able to train with hands-on engineering apprenticeships The potential for this museum as a cultural, heritage and educational hub is only now being realised. To mark the close links between the two countries, and to promote British

Local youngsters restore Leeds-built Manning WardfleNellie in the Sierra Leone National Railway Museum. FOSLNRM involvement in the Sierra Leone museum, Leeds Industrial Museum at Armley Mills held a ‘From West Riding to West Africa’ celebratory event over the May 23-25 bank holiday weekend. One of the Sierra Leone museum’s locomotives, named Nellie by children in Freetown, was shipped there during the First World War after being built by Manning Wardle in Leeds. Nellie has been given a cosmetic makeover in Sierra Leone to mark its 100th birthday, and over the weekend, a ‘twinning’ ceremony for Nellie and Armley Mills resident tank engine

Aldwyth, also built by Manning Wardle Ltd in 1882, took place. Helen Ashby OBE, chairman of the Friends of Sierra Leone National Railway Museum, said: “Many years ago ‘Nellie the Engine’ and her later cousins helped build a nation 3000 miles away. Now, 100 years later, these products of Britain’s industrial past are engines for growth once again: they can help rebuild that nation and help people rebuild their lives. “The museum creates a funding stream directly into the heart of a country where most people die before their 50th birthday. “Never before has a heritage railway project had a chance to provide a humanitarian role on this scale, but now that time has come. The team in Freetown has a chance to empower their nation through cultural links, education, job creation and direct aid and investment. It’s an audacious project, but a sustainable one, and has formal support in both countries. “But we need the people of Britain to kickstart this project. I hope people will see how the workshops of Manchester and Leeds are set to change the world a second time around. Donations and sponsorship are what we need to stoke the fires of growth right now.”

Egghead drives on Welsh Highland Chris Hughes, star of BBC’s Eggheads, Mastermind champion and an ex-BR driver, tried his hand at the regulator of NGG16 No. 138 on the 2.05pm Welsh Highland Railway service from Porthmadog to Rhyd Ddu on Wednesday, May 20, under the watchful eye of driver Andie Shaw. Chris was recording a feature for his Six Towns Radio show, Steam Radio. “Driving a steam loco is like riding a bike – something you never forget,” said

Chris. On May 1, Network Rail chairman Richard Parry-Jones travelled from Beddgelert on the Welsh Highland Railway to Minffordd on the Ffestiniog behind double Fairlie David Lloyd George to see the results of tracklaying carried out by NR apprentices over the winter. He also paid a visit to Boston Lodge to see progress on new Pullman observation car 150 taking shape in the carriage works. FR Find us on www.facebook.com/heritagerailway

NEWS

Ready for work: No. 66 waits for the off with a brake van ride at Buckinghamshire Railway Centre on May 3 after its return to service. GEOFF COURTNEY

‘End of steam era’ loco returns after 45 years By Geoff Courtney

Double delight: No. 699 Swanscombe, an 1891 Andrew Barclay veteran, leads 1932 Bagnall No. 2469 on a demonstration freight at Buckinghamshire Railway Centre’s May 3-4 gala. GEOFF COURTNEY

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THE guest of honour was waiting, and as if on cue, the rain, which was threatening to dampen the party like an unwelcome gate-crasher, decided to relent and allow a hint of blue sky to break through. And seizing the moment, with excitement rising in a typically British understated sort of way, a very special locomotive inched its way forward. In all truth, there are probably more obvious guests of honour than No. 66, for this is a steam engine which looks like what it is – an industrial 0-6-0ST whose working environment was an unglamorous colliery where the jobs were hard, the working conditions barely tolerable, and dust, danger and darkness a constant reminder that retrieving our subterranean energy resources is no easy task. You get what it says on the tin with No. 66 – NCB. Coal, and this 0-6-0ST, were working companions. The statistics of No. 66 appear to be as ordinary as any of thousands of other similar locomotives. It was built in February 1964 by Hunslet Engine Co of Leeds (works No. 3890) for the NCB, and arrived at Cadeby Main Colliery at

Conisbrough, near Doncaster, the following month, carrying the No. 66. In 1970 the area was designated a smokeless zone and the 0-6-0ST was stored out of use after a service life of a mere six years. But this saddle tank is special – indeed, historical – and the clue lies in that build date, for No. 66 was the very last standard gauge steam locomotive built in this country for non-heritage use at home. It marked the end of a 160 year era, during which British steam locomotive manufacturers had become recognised and respected throughout the world as railways transformed the lives of millions of people. A few years after being taken out of use No. 66 was put up for sale, and a member of the Quainton Railway Society outbid 20 rivals – including the National Railway Museum – to become its new owner. The 0-6-0ST arrived at the society’s Buckinghamshire Railway Centre base at Quainton Road near Aylesbury in November 1975, and joined the restoration queue, with the main problem being worn tyres due to it having operated at the colliery over severe gradients and track 6in deep in slurry.

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Volunteering for duty: Members of Team 66 wait for the relaunch of former NCB 0-6-0ST No. 66 at Buckinghamshire Railway Centre on May 3. GEOFF COURTNEY

We’ve made it: Buckinghamshire Railway Centre commercial manager Adrian Aylward on the footplate of No. 66 after driving the history-making 0-6-0ST off shed on May 3 following a nine-year restoration. GEOFF COURTNEY Eventually, in 2006, the £140,000 overhaul started, with the chassis, tyres, boiler and springs being sent to outside contractors but the other work handled in-house by the Team 66 group of volunteers. And on May 3 came their day of well-earned glory, when the loco, now fully restored and looking resplendent in NCB green, came off shed to re-enter service after 45 years, with BRC commercial manager Adrian Aylward at the controls. Waiting on the platform was a welcoming party comprising volunteers and members of the public, many of whom appeared to realise the loco’s significance. “That was the last steam engine built in the UK,” was one overheard comment, which although not strictly accurate, was good enough for the occasion. Cameras clicked, young and old admired, Team 66 shared a commemorative cake, and then it was down to business, with No. 66 taking volunteers and visitors on brake van rides. “I felt extremely proud driving the loco that the team and I have spent so much time working on,” said Adrian, who is 47 and first volunteered at Quainton Road at the age of 12. “There were occasions when I thought we’d never get there.” Adrian, who was the restoration project manager, gave a “huge thank you” to the entire team, including Ian Kidd, who led the day-to-day work,

Historic moment: No. 66 returns to traffic at Buckinghamshire Railway Centre at noon on May 3 for the first time in 45 years after a nine-year overhaul. The 0-6-0ST was the last standard gauge steam locomotive built in the UK for non-heritage use in the home market. GEOFF COURTNEY

Greetings: Peckett 0-4-0ST No. 2087 Gibraltar, on a demonstration freight, greets No. 66 after the ex-NCB locomotive’s return to traffic at Buckinghamshire Railway Centre on May 3. GEOFF COURTNEY

Vintage display: Beattie 2-4-0WT No. 30585, which gave 88 years’ service with the LSWR, SR and BR, waits to transport its passengers at the Buckinghamshire Railway Centre gala on May 3. GEOFF COURTNEY Murray Maxwell, who oversaw the machining, painter Alan Simms, and Dave Potter, who handled admin. The centre used the occasion of No. 66’s relaunch to put on a busy twoday bank holiday gala involving seven other steam locomotives, one of which, 1932 Bagnall 0-4-0ST No. 2469, had itself returned only a year ago after nearly half a century out of service. Also at work were four other 0-4-0STs – Nos. 2087 Gibraltar and 2105 Rokeby,

Steamy days: As other gala locomotives wait in the far distance, No. 66 steams away from Buckinghamshire Railway Centre on May 3 with a brake van ride. GEOFF COURTNEY

both built by Peckett in 1948, Hudswell Clarke No. 1742 Millom of 1946, and No. 699 Swanscombe, an 1891 veteran and the oldest surviving Andrew Barclay locomotive in the UK. Finally there was the ever-popular Metropolitan Railway 0-4-4T No. 1, built in 1898, and the even older LSWR 2-4-0WT No. 30585, which dates from 1874 and famously saw service on the Wenford Bridge china clay branch line in Cornwall from 1895 until being

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withdrawn by BR in 1962. Their duties included passenger trains, brakevan rides, and demonstration freight trains, some of which were doubleheaded, a spectacle that members of the public always enjoy. A model railway exhibition helped to captivate the young, and on the second day, May 4, a diesel shuttle service operated to and from Aylesbury. More than 1100 people visited the event over the two days. Heritage Railway 23

NEWS

Barber on its first day in passenger service on the South Tynedale Railway. HENRY ELLIOTT

Barber resteams at South Tynedale after 66 years By Robin Jones THE eagerly-awaited but delayed debut of unique Harrogate Gas Works locomotive Barber has been declared a resounding success by the South Tynedale Railway. The Thomas Green & Sons 1908-built 0-6-2ST, carrying its original livery, hauled passengers for the first time in its history during the May 1-5 Barber Return to Steam gala. On Friday, May 1, those who had supported the project throughout the 12 year restoration were invited for a private preview of the locomotive, which last steamed in 1949. Saturday saw Barber’s official inaugural journey preceded by a welcome address by railway chairman Richard Graham and its public service launch by the mayor and mayoress of the Borough of Harrogate, Coun Jim Clark and Coun Shirley Fawcett, for which Harrogate Spring Water was appropriately used. Other invited guests on this first journey included Lord and Lady

Inglewood, Eden District councillors Gordon Nicholson and Pat Godwin as well as descendants of Francis Barber, after whom the locomotive was named. Members of the public were able to ride behind Barber in the afternoon, when the Appleby Town Band performed. Festivities were continued from Sunday onwards with more music from the Lazy River and the Lounge Lizards jazz bands, and a booksigning session featuring Dr Tom Bell’s recently published Railways of the North Pennines.

Many years’ work

General manager Heather Palmer said: “We are delighted to have had so many people attend this wonderful weekend celebration which was the culmination of many years’ work. Barber is now part of the South Tynedale Railway fleet and will be seen in steam on a regular basis.” Thomas Green built only 36 steam locomotives. The company was better known for its steam tram engines, and

Barber heads a South Tynedale Railway train towards Alston. DAVE HEWITT

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later moved into the production of lawn mowers. The locomotive was supplied to Harrogate Gas Works which was linked to the main line at Bilton by a mile-long 2ft gauge railway. Works No. 441, it was named after Francis Barber, the chairman of the gas company. For 12 years it was the only locomotive at the gasworks, receiving two sets of new tubes and a new firebox over that time. A new Hunslet 4-6-0T arrived in 1921 and Barber was sent to Hunslet’s works for overhaul. Once back in Harrogate, Barber again did most of the work until 1941. After 1944, when another new engine arrived on site, it was relegated to second place. Barber was placed into storage after a diesel arrived at the gasworks in 1949 and never steamed again. The North Eastern Gas Board later agreed to it being preserved, and it was moved into Leeds Museums’ custody where basic restoration began. It was moved into new Leeds Industrial Museum at Armley Mills in

March 1980, three years before its boiler was overhauled in Bradford Industrial Museum’s workshop with the frames, the driving wheels and cylinders being refurbished. However, that restoration was not completed and Barber was loaned to the South Tynedale in 2004 with a view to it being returned to working order for use on the Cumbrian line.

Headquarters survives

The current restoration was facilitated by a Heritage Lottery Fund grant of £49,900 and donations large and small from well-wishers and completed by Alan Keef of Ross-onWye, with the boiler being overhauled at the Severn Valley Railway’s Bridgnorth Works. Barber appeared on static display on the President’s Lawn at the 156th Great Yorkshire Show in Harrogate last year. The Thomas Green headquarters survives, although the foundry has long since closed. It is topped off with a clock bearing the Thomas Green company name.

The mayor and mayoress of the Borough of Harrogate, Brian Craven (STRPS vicechairman), Richard Graham (STRPS chairman) SIMON DANBY Find us on www.facebook.com/heritagerailway

ADVERTORIAL

GRAND OPENING EVENT THIS MONTH FOR NEW-BUILD G5 0-4-4T PROJECT

The Class G5 Locomotive Company moved into its own premises in Shildon in February this year and to celebrate the move, is planning a grand opening ceremony on June 13. The new build G5 goes from strength to strength and is unaffected by the financial restructuring of Rail Restoration/Multi-Tal which was the main contractor. The company is now getting to the assembly stage of the project

and is much further on with its locomotive than other new builds, now having the majority of all the major components. The boiler, obviously the most expensive component, costing £250,000 is complete, the frames complete with horn guides etc are finished and the bogie support and cylinders are installed in the frame. The rear bogie assembly is complete; all wheels and tyres are cast and the front wheelset is currently away for assembly, and

expected back early Aug. The grand opening of the new unit at Unit 8S Hackworth Industrial Estate, Shildon, County Durham, to which

everyone is welcome, and where they will be able to view the progress being made with the construction of the locomotive.

Doors open at 10am, with the official opening ceremony at 11am Unit 8S, Hackworth Industrial Estate, Shildon, Co Durham DL4 1HF Any question: either ring Richard 07764 304210 or email [email protected]

Heritage Railway 25

NEWS Steam back in Damascus THE war-torn Syrian capital Damascus is probably not on many UK enthusiasts’ itineraries this summer. However, the once-popular narrow-gauge Rabwah steam train which was stopped four years ago is back in action. The return of the 100-seater train in early May, with its distinctive yellow carriages and leather seats, and hauled by a diesel, drew dozens of people, many waving Syrian national flags. The railway ferries city residents to the countryside, with tickets costing the equivalent of 17p. Zuheir Khalil, one of the officials behind the revival, said: “We decided to restart this train to give people hope again and put a smile on people’s faces in Damascus.” However, the 3ft 511⁄32in gauge railway will run only through parts of the city still in control of the Assad government, and not those held by rebels.

Crich worker dies fixing power lines

A MAN died while working on overhead electricity cables at Crich Tramway Village. John Shawcross, 66, died at the top of a 20ft maintenance platform from a suspected heart attack on May 20, but apparently did not come into contact with the live cables, said a fire service spokesman. An air ambulance was called but he died at the scene. The Health and Safety Executive was immediately notified. The museum had earlier that day experienced problems with its overhead wires and trams were not running. After the tragedy, it was closed for the rest of the day. John, who was said to have volunteered at heritage railways for over half a century, started his engineering career with tram builder Charles Roe of Leeds, which produced among others Leeds car No. 602, now preserved at Crich. A museum statement said: “N. 602 was the UK tram that came closest to the PCC and had a special place in his heart. His other favourite was Leeds Horsfield No. 180. “Crich was where John loved to be for better and for worse. He used his engineering skills at Crich (and at other museums and rail lines) over 50 years and transferred much of his knowledge to all those who worked with him in the workshop. “Our thoughts are with him, his wife Christine and all his friends.”

26 Heritagerailway.co.uk

Diesel handbrake left off before GCR runaway train smash – report By Robin Jones THE Rail Accident Investigation Branch has made four recommendations to the Great Central Railway following an incident in which a driverless Class 37 ran for nearly two miles before smashing at speed into a rake of parked coaches. As reported in Heritage Railway issue 190, Network Rail’s No. 37198 coupled to a single coach ran for 1.8 miles from Quorn & Woodhouse station, where it had been parked, down the gradient to Loughborough, at midday on May 12 last year. One neighbouring resident said that the impact of the collision, which took place around 500 yards south of Loughborough station, shook his house and sounded “like a bomb going off”. The railway was closed at the time. Nobody was injured, although significant damage was sustained by the locomotives and coaches involved. An RAIB report published on May 21 found that before the train was left unattended, within a possession on a main line opposite Quorn signalbox, the air brakes on the locomotive had been applied by the driver and a single wheel scotch had been positioned against one of the locomotive’s wheels by a member of staff. “The handbrakes on the locomotive were not applied and the coach was not secured with either brakes or a wheel scotch,” said the report. “RAIB has concluded that the train ran away because the wheel scotch was positioned against the locomotive’s wheel in a way which made it ineffective. The RAIB determined that the handbrakes on the locomotive, had they been used, would have provided sufficient braking force to have held the train.

Not effective

“The driver did not apply the locomotive’s handbrakes because he believed that they were not effective on this class of locomotive and that the wheel scotch would provide sufficient braking force, should the pressure in the air braking system leak away. “The driver may also have been influenced by the prevailing practices on the railway which related to the use of handbrakes. “The train was not left in a location where it would have been protected from running away by the arrangement of the infrastructure. This was probably because the staff involved thought that these locations were either not available or needed disproportionate time to access. It may also have been because they had a reduced perception of the risks of leaving trains unattended outside of these locations. “RAIB found that checks by the Great Central Railway’s managers did not detect the full extent of the unsafe and non-compliant practices present within possessions. The investigation also found that some of the rules relating to the way in which

The crumpled ends of Class 37 No. 37198 and Travelling Post Office vehicle No. W80301. CHRIS MILNER

Damage sustained by No. 37198 following the collision. RAIB rail vehicles were to be left unattended were inconsistent and potentially unclear.” Following its investigation, RAIB identified two key learning points. Firstly, the report said, the movement of trains not connected by a continuous automatic brake or which do not include a brakevan under the control of a guard should be avoided; and secondly, safety critical activities must be undertaken by an adequate number of staff holding the correct competencies. The RAIB’s recommendations relate to ensuring that activities which result in trains being left unattended are subject to effective risk controls, implementing the railway’s safety management system to ensure that its requirements relating to the training and assessment of staff are effective, ensuring that non-compliances and unsafe practices are detected in the future; and ensuring that the Great Central Railway has effective oversight of the maintenance being undertaken on diesel locomotives operating on its infrastructure. Since the incident, GCR management has told the RAIB that the requirements of the line’s Rule Book regarding the use of possessions for train movements are now being enforced, and that only engineering train movements required in connection with the work being undertaken are being permitted. In addition, a process has been introduced so that any request for a possession must be

The position of the scotch as it was placed during a post-incident reconstruction. RAIB submitted to the operations manager for approval at least 72 hours prior to its planned implementation, excepting emergencies. The GCR has also introduced a new process which requires any additional train movements over and above the working timetable) to be approved by the operations manager, who will also ensure that an adequate number of staff holding the correct competencies are appointed to crew them.

Further resilience

The railway has also rearranged signaller rosters to increase the number of signallers available in the mid-week period. Three full-time members of staff are undergoing training as signallers, in order to provide further resilience, the report said. The RAIB has also been told by GCR that it has also reviewed the requirements for fitness-to-run examinations of diesel locomotives and has now implemented changes to ensure that these examinations include any locomotives used on nonpassenger services and a check on the functionality of the handbrake. The railway has now appointed a diesel maintenance co-ordinator, who will report to the chief mechanical engineer. This co-ordinator will be responsible for managing the maintenance of diesel locomotives operating on GCR infrastructure and for ensuring that any maintenance activities undertaken on them are appropriately recorded.

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Mountain Wanderer: Each afternoon doubleheaded NGG Garratts provided the traction for the 27km round trip on the Sandstone Railway, passing one of the magnificent displays of Cosmos flowers. PAUL STRATFORD

Steam supreme at Stars of Sandstone By Paul Stratford THE Stars of Sandstone is like no other narrow gauge gala in the UK or elsewhere, organised by the Sandstone Heritage Trust on the Sandstone Estates farm, and held in the Free State of South Africa under the shadow of the Maloti mountain range close to the border with Lesotho. The Sandstone Heritage Trust is the brainchild of Wilf Mole, head of the Sandstone Estates, who without any outside finance has amassed a collection of both industrial and South Africa Railways 2ft gauge locomotives, coaches and wagons, restored many to working order and built a 24km railway on which to run the collection. The 11-day April 2-12 event is an opportunity for Wilf to showcase his collection to both enthusiasts from home and abroad and on the last Saturday to the paying general public.

On each day, one or more of the smaller locomotives are used to haul a variety of mixed coaching stock around the shorter of the two lines from the central Hoekfontein station. Each afternoon double headed SAR class NGG16 Garratts are coupled to a longer consist of passenger coaches for the two-hour tour around the whole system, stopping for water at Valima Halt, adjacent to the 3ft 6in gauge Bethlehem to Bloemfontein line. After Valima there lies the stiff climb around the ‘mountain’ section balloon before descending and returning to Hoekfontein. The transport for photographers to chase and photograph this train is provided in the form of a vintage Bristol single deck coach. Yet another bonus for photographers is the colourful array of sunflowers and blooming cosmos that abound around the site.

This year saw the official inauguration of ex New Machavie mine Orenstein & Koppel 0-4-0WT, which was built in 1936 and last steamed in the early 1950s. This locomotive, like all others in the collection was rebuilt at the heritage’s own workshops at Bloemfontein under the supervision of Lukas Nel. There are still numerous locomotives still awaiting restoration, all of which, as with many other artefacts are all stored under cover in purpose-built accommodation. Train crews are drawn mainly from overseas volunteers, who after a strict competency assessment are rostered on a daily basis, the more experienced given the chance to crew the Garratts around the ‘mountain’. For many this is an annual pilgrimage to Sandstone. Aside from the narrow gauge railway, the Sandstone Heritage Trust

Smokebox ordered for new George the Fifth THE builders of replica LNWR George the Fifth 4-4-0 No. 2013 Prince George have placed contracts for the fabrication of the smokebox. Orders will follow shortly for the front bufferbeam and chimney, therefore recreating the front of the Charles Bowen Cooke’s express locomotive. It is hoped that some use of crowd funding will be used to help fund individual components, possibly using polystyrene patterns. Progress is being made on necessary investigations for

main line approval, notably modelling the stresses at 83mph (75 plus 10%) on the ‘jack link’ in the connecting rod which provides the drive to the joy valve gear. The group’s website, viewable at http://lnwrgeorgevtrust.org.uk, now provides the opportunity to make donations directly with the benefit of gift aiding, alternatively contributions to ‘LNWR George the Fifth Steam Locomotive Trust’ can be sent to 62 High Street, Buntingford, Herts SG9 9AH.

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has in the collection a vast array of vintage agricultural tractors and implements, vintage commercial vehicles, traction engines and military vehicles, all of which form part of the event and can be seen being driven around the vast site, giving rides and lifts to anyone as requested. The most intriguing however, must be the covered wagon drawn by 12 oxen, which provides some unique photo opportunities with the passing trains. In stark contrast is the 1941 Harvard trainer aircraft, which gave visitors the chance to experience an aerobatic flight over the site and for photographers the opportunity to include a low flying aircraft feet above the passing trains. South Africa may seem a long distance to travel for a narrow gauge steam railway gala, but Stars of Sandstone is a unique and rewarding event for any enthusiast. ➜ HOPPING ON THE North Yorkshire Moors Railway-based Pickering Wagon Group has just completed the total rebuild of 21-ton hopper, No. B 431861, now carrying the 1960s-style bauxite livery with ‘House Coal Concentration’ lettering. It is one of the surviving wagons built by Pressed Steel at Linwood, Scotland, in 1958. It came to the NYMR in May 1987 and has since been used for transporting ballast. Heritage Railway 27

News

The view from the public walkway looking down on the workshop area with the frames of SR West Country Pacific No. 34046 Braunton on the right and BluePeter on the left.

Crewe Mark Two:

Is this the future of main line steam? By Robin Jones Pictures by Maurice Burns

HISTORICALLY one of the great hubs of Britain’s railway engineering, Crewe has proudly unveiled its new locomotive works. The town’s former diesel depot was acquired last year by Jeremy Hosking’s Locomotive Storage Ltd, and in the months that followed, a considerable investment upwards of £2 million has been made in providing a fullyequipped workshop to overhaul and maintain the company’s fleet of steam locomotives. Contract work is also already being carried out on locomotives for other owners.

On May 9, the works was formally opened and a special display was organised for invited guests to show the high quality the works produces. To date, this work included new copper fireboxes for LSL’s LNER A4 Pacific No. 4464 Bittern and the newbuild LMS Patriot 4-6-0 No. 45551 The Unknown Warrior. Remetalled axleboxes for another A4 Pacific, John Cameron’s No. 60009 Union of South Africa were also on show, while inside the works, Royal Scot Locomotive & General Trust’s recently-acquired LNER A2 Pacific No. 60532 Blue Peter was awaiting an imminent start on its overhaul. The guests were also able to use the viewing platform for the first time and

in a dramatic start to the formal opening ceremony, GWR 4-6-0 No. 5029 Nunney Castle steamed through the new running shed for main line steam locomotives, hauling a saloon with Jeremy and the Lord Mayor and Mayoress of Cheshire East, Coun Wesley and Mrs Joan Fitzgerald, on board. Following speeches, the mayor unveiled the nameplate Crewe Diesel Depot a replica of one once carried by a Class 47 diesel. This new steam locomotive overhaul depot will be used by another of Jeremy’s companies, LNWR Heritage, now part of his Royal Scot Locomotive and General Trust. It will also be used to overhaul coaches and create a new set of BR Mk1s for use on the national network.

GWR 4-6-0 No. 5029 NunneyCastle steams through the new running shed hauling a saloon with Jeremy Hosking and the major and mayoress on board.

Above: The Mayor of Cheshire East and Jeremy Hosking toast to celebrate the occasion in the usual style. Right: The successful Crewe works project team pose in front of the unveiled nameplate. L to R: Mike Hart OBE, (director, LNWRH); Steve Latham, (general manager, LNWRH); Jeremy Hosking (chairman of Royal Scot Locomotive & General Trust); Peter Adds, project manager (and Royal Scot Locomotive & General Trust trustee), John Bromilow and Bob Samples (depot manager).

28 Heritagerailway.co.uk

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The new replacement copper firebox for A4 Pacific No. 4464 Bittern. This used the throatplate from the spare A4 boiler formerly onFlyingScotsman with all other sections being new, including the new copper tubeplate seen in this view.

The upturned new copper firebox of LMS Patriot 4-6-0 No. 45551The UnknownWarrior is seen being inspected by the guests.

John Cameron (top), took the opportunity to inspect his A4 Pacific No. 60009’s refurbished axleboxes. The quality of the work is being examined by John Graham (left) Steve Latham, general manager LNWRH (centre) and Graeme Bunker (right).

LNER A2 Pacific No. 60532 BluePeterawaiting the start of its overhaul. Write to us: Heritage Railway, Mortons Media Ltd, PO Box 43, Horncastle, Lincs LN9 6LZ.

Heritage Railway 29

NEWS

The original 1895 photo of the McConnel family. TR ARCHIVES

Members of the McConnel family pose in front of No.1 Talyllyn and carriage No.1 just as their forebears had done in 1895. Behind the front of the locomotive is driver David Jones, the fourth generation member of his family to work on the railway, while his son Thomas Curtis was also on the footplate as a cleaner. IAN DRUMMOND

Talyllyn 150 off to flying start

THE first of the Talyllyn Railway’s special galas – The Quarryman Experience, marking the pioneering line’s 150th anniversary, proved a great success despite atrocious weather at the outset. High winds and rain had battered the west Wales coast in the early hours of Saturday, May 2, damaging equipment that had been set up for the weekend. However, only two planned activities had to be cancelled over the weekend, and the rest proceeded as planned. Despite the inclement weather, people turned up to ride the trains. The previous weekend there had been disruption with a break-in at Abergynolwyn station over the Saturday night. The burglary had caused significant damage and meant that the cafe facility was out of use on the Sunday, but all was up and running in time for the gala.

Slate splitting

At Tywyn Wharf there was a demonstration of slate splitting by Paul Perryman, while Matthew Ward and Gill Fraser-Lee of History Needs You entertained children with an experience of a Victorian schoolroom. There were also demonstrations of both the wagon weighbridge and wagon turntable in action. On the Saturday the railway officially unveiled its original locomotives No. 1 Talyllyn and No. 2 Dolgoch, which had been repainted over the winter in what may have been the livery they first carried when delivered from their manufacturer. They doubleheaded ‘The McConnel Special’ in honour of 16

TheTalyllynRailway’soriginallocomotivesNo.1TalyllynandNo.2Dolgochinwhatmayhavebeentheirmanufacturer’slivery. TR members of the McConnel family who were the railway’s weekend guests. The McConnels were the family who bought the Bryneglwys slate quarry in 1864 and built the railway down to Tywyn. Having ridden the line, their descendents posed at Nant Gwernol station to recreate a photograph of some of their forebears at the same spot in 1895, complete with the same locomotive and carriage.

Talyllyn Railwaymen

Many special trains were also run across the weekend illustrating various aspects of the railway’s early history. On the Sunday there was the launch of a new book by Sara Eade, The Talyllyn Railwaymen, featuring the stories of many who worked on the railway in the years prior to preservation. By the Monday the weather improved and a special mini-music

festival took place at Abergynolwyn station, featuring the Abergynolwyn Silver Band, the Dovey Singers and the male voice choir Cor Bro Dysynni. The railway’s next gala, The 150th Party, due to be held from July 3-5, will feature two special guests, the Ffestiniog Railway’s Prince and the Welsh Highland Heritage Railway’s Russell, both of which will be in steam at Tywyn Wharf station.

Carmine and cream Mk1 coaching set emerges on Bluebell Railway

THE Bluebell Railway has been forced to hire more coaches because of the overwhelming success of its East Grinstead extension. Three BR Mk1 coaches have been hired from the owner of restaurant car No. 1674, hired several years ago to replace Pullman kitchen car Fingall while it was overhauled. The agreement included provision for the loan of several of his other carriages in order to recreate a train that ran in the

32 Heritagerailway.co.uk

Brighton-to-Plymouth crosscountry service in the 1960s. The railway has a policy which states that its most modern trains should be Mk1 and Bulleid vehicles that ran in the 1950s and 1960s. However, the railway is at present short of operational Bulleid carriages, with only enough Mk1s to operate the commercial requirement. Before the northern extension was opened, 60% of Bluebell trains were formed of four carriages, and

only 30% of five or six. It was expected that demand for seats would tail off after the euphoria surrounding the opening to East Grinstead two years ago, but the opposite has happened. The railway now needs five or six-car trains through much of the season. The railway’s short-to-medium term plan is to have one set entirely comprising Mk1 carriages, until it is able to overhaul more Bulleid coaches. The owner of the three Mk1s decided to have

all his carriages painted in 1950s carmine and cream livery. Rather than have trains of mixed colour, the Bluebell has now repainted several of its carriages to match. Accordingly, there will be a shortlived carmine and cream Mk1 rake in operation. However, as more Bulleid coaches return, the number of Mk1s in traffic will diminish and those in service will again turn green, said Bluebell rolling stock director Lewis Nodes.

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Knotty Train set to debut on Churnet Valley

Bure Valley trains pass at Brampton in July 2008. BVR

Bure Valley marks 25 years

THE Bure Valley Railway is to celebrate its 25th Anniversary on Friday, July 10. In collaboration with Broadland District Council, a committed group of enthusiasts opened the 15in gauge line on July 10, 1990, laying it on the trackbed of the standard gauge Wroxham to Aylsham branch

lifted by BR six years earlier. The new railway had a fleet of new, high-quality, purpose-built coaches, but no locomotives to haul them, so engines hired from the Romney Hythe & Dymchurch Railway. A Steam Back in Time event on July 10 will see passengers on the day travel at the same fares as when the

railway first opened in 1990 (adults £5.50, juniors £3.95 and under fives free). The celebrations will continue over July 11-12 with a steam gala including Green Goddess and Winston Churchill visiting from the RHDR hauling trains alongside the home fleet.

Douglas station upgrade to proceed… with conditions THE Isle of Man Steam Railway Supporters’ Association has now welcomed controversial modifications to the historic station building at Douglas. The Department of Infrastructure said the £1.4m proposals were put forward to tackle subsidence to the building and make the station more commercially viable. Planning permission was granted at a meeting of the island’s Council of Ministers on April 23, despite objections from the association and Manx Electric Railway Society being lodged. Planning inspector Anthony Wharton said that the building was in “very poor” condition and agreed that the repairs and

stabilising works were “essential”, but shared objectors’ concerns about the proposed mezzanine’s position, saying it would cut across a railway map, one of the main features of historical interest.

Historical importance

He said that registered building consent would not be given to the removal of one of the ticket windows, which were of architectural and historical importance. A shop will open on the ground floor while the restaurant and cafe will be moved to the new first floor mezzanine with toilets. Lift access and a staircase will be installed in

the station tower. An outdoor dining area with a glass canopy sympathetic to the style of the building is planned for the rear. However, no works can start until large scale details of the mezzanine and the canopy are approved by planning and building control and a full photographic survey must be carried out as a record of the site. An association statement welcomed the conditions attached to the planning approval. “It is hoped that the much needed investment in the station will now take place, with as much of the historical character of the building retained as possible,” said the statement.

New mayor wants to reinstate Brixham branch THE new mayor of Torbay has called for the GWR Brixham branch to be reinstated. Gordon Oliver has instructed council officers to investigate the reintroduction of trains between Churston station on the Dartmouth Steam Railway and outer Brixham. Under his proposals, a new light railway would follow the route of the branch which was closed in 1962. It would be impossible to reinstate

the entire length of the old branch, as houses have been built over the formation at the Brixham end and the site of the station has been redeveloped. Mr Oliver had previously described the light rail plan as “an ambition fraught with many difficulties but I do believe it would be good for our fishing port and for Brixham which is flourishing at the moment”. After his election win last month, he

said: “I want to see the light railway proposal investigated. “Part of the existing track could be used, though that much closer to the residential area is not accessible. It would be for passengers only but I think it would be very popular and good for tourism and business. “We would have to negotiate access and look at the right design. Initially it would come through the council and Torbay Development Agency.”

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THE Churnet Valley Railway is to host a visit by the world’s only complete North Staffordshire Railway train. As part of last year’s Anything Goes event, coach No. 61 visited from the Foxfield Railway, courtesy of its owners The Knotty Coach Trust, to publicly launch the Project 28 Appeal and provide a before and after contrast of the task ahead with the North Staffordshire Railway Company 1978’s own vehicle No. 28. On this project, the first restored set of doors is nearing completion at Stanegate Restorations based in Northumberland. The visit of No. 61 will now be followed up by the complete Knotty Train from Foxfield. The two restored coaches, Nos. 61 and 127, will run on North Staffordshire metals through the Churnet Valley, providing the first opportunity to ride on board a NSR four-wheeler since what is believed to be 1910. The visit will be part of the line’s June 27-28 Anything Goes weekend, and will be preceded on the Friday before by an evening photo-shoot providing the evocative scene of a Victorian NSR train sat in front of Cheddleton’s 1849 NSR Jacobean station.

Fawley Hill open weekend and salvage fair AN OPEN weekend at mega enthusiast Sir William McAlpine’s private Fawley Hill Railway near Henley-on-Thames will be held at the end of June. This year’s event will be part of the Salvo Fair 2015, an international architectural salvage fair which showcases antique, reclaimed and salvaged stock for both professional and private buyers. The trade day will be held on Friday, June 26, open from 11am to 4pm, with tickets on the gate at £15. The event will be open to the public on June 27-28 from 11am5pm, with tickets on the gate costing £9. Ruby Hazael, co-organiser of Salvo Fair, said: “Sir William McAlpine has built an extraordinary home on the outskirts of Henley with a full size steam railway, a railway museum and 400 rescued animals. We are very excited that our visitors will not only be able to browse and buy at the largest salvage fair in the country but will also be able to experience Fawley Hill’s attractions which are not normally open to the public.” Heritage Railway 33

NEWS

Carriage rescued as blaze ravages Ballater museum By Robin Jones

THE star exhibit at Ballater’s Old Royal Station was saved despite a fire destroying most of the historic building. A £450,000 replica of a royal carriage, used by Queen Victoria for her trips to nearby Balmoral Castle, was installed at the museum in 2008 and has proved hugely popular with visitors. Prince Charles suggested it would be an ideal way to celebrate the royals’ links with the Deeside branch. However, fire crews were able to save the vehicle despite the blaze, which was reported at around 2am on Tuesday, May 12, destroying around 90% of the museum and associated restaurant before it was damped down by 5.20am. Nobody was injured. The fire is believed to have started in the Station Restaurant, one of several businesses at the site. David Rout, senior fire officer for Aberdeenshire and Moray, said the teams had recognised the “cultural and historic importance” of the building, and had used their local knowledge to tackle the fire the best way they could to protect it.

The ruins of Ballater station following the fire on May 12. PRESS ASSOCIATION

Royal carriage

“Their local knowledge allowed for a clearly identified plan to put in place firefighting and salvage tactics, and I’m pleased to say they managed to save the royal carriage and other parts of the museum.” Visit Scotland leases the Old Royal Station building from Aberdeenshire Council and runs not only the museum, but a tourist information point from it. A spokesman for VisitScotland said: “It is terrible that this beautiful old building has been destroyed but we are thankful that no-one has been hurt.” The original 34ft saloon used by Victoria is housed at the National Railway Museum at York, but visitors are not allowed inside. It was used by the queen on her journeys between Windsor and Ballater in the late 1800s. Charles and Camilla, as Duchess of Rothesay, visited the museum in 2008 to officially open the replica. During the visit, Charles said: “have incredibly

Above: Ballater station as pictured in 1961. BEN BROOKSBANK/CREATIVE COMMONS Right: The star exhibit – the replica of Queen Victoria’s royal coach – survived the blaze thanks to the efforts of fire crews. PRESS ASSOCIATION special memories of arriving and departing from here as a child. It is wonderful to see it brought back to life.” The museum also included a pair of display cabinets containing models of Deeside branch trains, artefacts and photographs of the line. The Deeside Railway opened in 1853 from Aberdeen to Banchory. A separate company, the Aboyne & Braemar Railway, built an extension

to Ballater and this opened in October 1866 as the terminus of the branch. The Great North of Scotland Railway absorbed the Deeside Railway on August 1, 1875, and the Aboyne & Braemar on January 31, 1876. Ballater was the nearest station to Balmoral Castle, Victoria’s Scottish holiday home. The showpiece station was believed to be the largest wooden building ever built by the railway, and many of Europe’s aristocrats passed

through the station during the course of the 19th century. The branch closed in 1966 but the station building was later reopened as a visitor centre highlighting the Royal Family’s connection to the area. The station building survived a major fire several years ago when the former garage next door was burned down. Part of the branch at Milton of Crathes has been revived as the Royal Deeside Railway.

Latest Southwold revival plans are rejected by councillors: appeal planned

THE Southwold Railway Trust has suffered a major blow in its latest attempt to rebuild part of the legendary 3ft gauge line after a council turned down its scheme for Wenhaston station. In scaling down its previouslyrejected proposals, the trust applied for planning permission to lay 500 yards of track and build a replica station, engine shed and platform. The venue would open 30 days a year, rather than the 168 days

34 Heritagerailway.co.uk

originally proposed and would run its own tour bus bringing in visitors from Southwold and Halesworth with off-site parking at Church Farm in Wenhaston. Trust representative John Bennett said: “This is not HS2. It will be an unobtrusive narrow gauge railway that restores a small piece of our Victorian heritage.” However, members of Suffolk Coastal District Council’s north area development management sub-

committee said that Wenhaston was the wrong place for the project, arguing that Halesworth – where the narrow gauge line met the GER main line – would be a better option. Councillors said that changes made to the original plans by the trust had failed to adequately deal with their concerns for the landscape, which lies in an Area of Outstanding Natural Beauty, and the effect on local residents. However, Coun Stephen

Burroughes said: “To spoil this part of Wenhaston and the AONB would be a retrograde step and we would live with that for the rest of our lives.” Coun Michael Gower said: “I think this scheme will bring very limited economic benefit and there is no business case.” The trust believes it has grounds to appeal against the decision. ➜ New Southwold Railway locomotive makes progress – feature, pages 72-75

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New houses ‘will return steam to Leek town centre’ Artistic survivors: The three historic hand-painted railway coats-of-arms which are being sold at auction on June 6. GWRA

Call to arms as railway company rarities go under the hammer

By Geoff Courtney RARE artefacts from three early 19th century railway companies, including one which operated for just a year before changing its name, are to go under the hammer at a railwayana auction on June 6. They are rolling stock coats-of-arms which pre-date transfers and were hand-painted by skilled craftsmen. In bright colours with intricate detail, they represent the York Newcastle & Berwick, London & Southampton, and East Lancashire railways. Each of the three is painted on hardwood, indicating they were either used by the artists for reference when hand-painting the railway’s insignia onto locomotives or carriages, or for display in offices and other company buildings. The London & Southampton Railway, the shortest-lived of the trio, opened in part from Nine Elms on London’s south bank to Woking in May 1838, and changed its name to the London & South Western Railway in June 1839, a year before the entire route was completed. The railway opened a locomotive shed at Nine Elms at the same time as the station, and the site

remained the location of a depot (70A in BR days) for nearly 130 years until 1967. The second oldest company whose coat-of-arms will be coming up for auction is the East Lancashire Railway, which began operations in 1846 between Clifton and Rawtenstall, and grew into a network linking such towns and cities as Liverpool, Manchester, Preston and Blackburn. Absorbed by the Lancashire & Yorkshire Railway in 1859, the name and part of the original route live on, as a heritage line.

20 or more colours

Finally there is the coat-of-arms of the York Newcastle & Berwick Railway, the newest of the three that operated for exactly seven years between August 1847 and the summer of 1854 before merging with the Leeds Northern and York & North Midland railways to form the North Eastern Railway. The coat-of-arms of the short-lived London & Southampton Railway was based on the City of London and Southampton emblems mounted by the London dragon’s wing, that of the East Lancashire Railway on the Duchy of Lancaster coat-of-arms, and the

York Newcastle & Berwick Railway’s on the insignia of the three towns. Gerald Hartley, one of the country’s foremost authorities on railway coatsof-arms, said such emblems often had 20 or more colours in them. “The railways put them mainly on carriages and originate from the companies’ seals. From about the 1850s or early 1860s they were applied by transfer, so those coming up for auction are hand-painted as they pre-date that.” Gerald, who is 77, lives in West Yorkshire, which was his 1950s trainspotting stamping ground, although he also enjoyed visits to Crewe and Chester. “I have always been interested in railways, and this grew into public transport coats-of-arms in about 1960. I have a collection of them, some of which are on display.” The emblems, which are from a private collection, are being sold by Great Central Railwayana, whose director and auctioneer Mike Soden said: “These are astonishing survivors, and as works of art have a far broader appeal than some other items of railwayana. They are very eye-catching and artistic.” The auction, at Stoneleigh Park, Warwickshire, starts at 10am.

CHURNET Valley Railway ‘sister’ company Moorland & City Railways has applied for planning permission for 37 new homes – in order to fund an extension into Leek town centre. The £567,400 plans involve the construction of three fivebedroom detached homes, six four-bedroom detached properties, 16 three-bedroom detached town houses and 12 two-bedroom town houses in three blocks on land north west of the Leekbrook Industrial Estate in Cheddleton Road.

Crucial enabling role

The scheme has been submitted by David Kemp on behalf of MCR to Staffordshire Moorlands District Council. A supporting statement read: “The proposed development will fulfil a crucial enabling role, providing funding to help realise a key strategic policy objective of both Staffordshire County Council and Staffordshire Moorlands District Council – the ability to reinstate and bring back into operation a part of the former railway network in the county as part of a phased process. “The proposed development will unleash the opportunity to fund the reinstatement of the former railway into Leek, and in so doing will provide a major boost to the town’s role as the main service and employment centre for the district and to its visitor economy. “Once the new track and railway infrastructure is complete, CVR heritage steam and diesel services to Leek along the Churnet Valley and Cauldon lines will start immediately. “Heritage services will use Leek as the main northern hub for visitors, as this station will have access to multiple facilities and good parking.

Benefit the economy

Queen of the track: Ex-LNER A3 No. 60051BlinkBonny, carrying a 51A (Darlington) shedplate and a reversed headboard on its bufferbeam, at Newcastle Central with an Up ‘Queen of Scots’ Pullman express in 1960. Named after the winner of two 1857 Classic races, the Gresley Pacific was built at Doncaster in November 1924 and withdrawn from Gateshead (52A) in November 1964. Newcastle Central was opened jointly by the York Newcastle & Berwick and Newcastle & Carlisle railways in August 1850, and the former will be in the spotlight on June 6 when a rare hand-painted copy of the company’s coat-of-arms will be coming up for auction. NORMAN PREEDY Write to us: Heritage Railway, Mortons Media Ltd, PO Box 43, Horncastle, Lincs LN9 6LZ.

“When the new Leek station is open, local commercial services will be introduced between Leek and Froghall, as well as the current operational CVR stations of Cheddleton, Consall and Froghall. On later completion of the rest of the MCR network, commercial services will be extended to Stoke-on-Trent and Alton Towers.” Staffordshire Moorlands Chamber of Commerce deputy chief executive officer Jane Gratton said: “Initiatives which benefit the local economy, for example the provision of quality housing stock, boosting tourism and visitors numbers, or improving public transport facilities, are all to be welcomed.” Heritage Railway 35

NEWS

Home town delight as a UK veteran breaks cover By Geoff Courtney

IT MAY not be as high profile as our own National Railway Museum nor contain as many priceless exhibits, but Romania’s answer to the York venue provided a surprise for David Allan during a recent visit to Bucharest. David, the former chairman of the Welsh Highland Railway Heritage Group, was visiting the Romanian capital in his role as chairman of a UK group of preservationists campaigning to reopen the country’s former Sibiu-Agnita steam line. During the trip he was given a tour of the state railway’s museum, which is currently closed for refurbishment, and from a locomotive servicing depot, which comprises a roundhouse and turntable, officials pulled out their prize exhibit.

Icing on the cake

To David’s amazement and delight, it was a UK-built Victorian steam locomotive – and the icing on the cake was that the veteran 2-4-0 was built in his home town, close to which he still lives. “I couldn’t believe it,” he said. “I’d gone on a 2800-mile round trip only to find a loco built up the road from where I was born and close to where I still live.” The locomotive is No. 43 Calugareni, built by Brassey & Co of Canada Works, Birkenhead, in 1869 (works

No. 233) for service on the then newly opened Bucharest-Giurgiu line, which had been built by British civil engineer John Trevor Barkley. Named after a commune of five villages located on the 40-mile route, it operated passenger trains – often with carriages built by Ashbury Railway Carriage & Iron Co of Manchester – until 1919, when it was relegated to shunting duties, until withdrawn in 1923 for preservation. In 1939, No. 43 became an exhibit at the railway museum in Bucharest, where it remains today, but was damaged in an air raid in 1944, subsequently restored, and is still operational. Such is its status as the country’s oldest surviving steam locomotive that it is now protected by the state government and has even appeared on one of the country’s postage stamps. “I believe this may be the only surviving Brassey loco in the world – and to make it even better, it is in working order,” said 76-year-old David. Thomas Brassey, whose company built No. 43, was an astonishingly successful railway entrepreneur once

described as “one of the wealthiest of the self-made Victorians”. The son of a prosperous farmer, he was born in Cheshire 1805 and became a civil engineering contractor and builder of many of the world’s railways, based in Birkenhead.

Mammoth project

By 1847 he had built about one-third of Britain’s railways, and at the time of his death in 1870 had constructed one in every 20 miles of the world’s railways, including major lines in France and other European countries, Canada, South America, India and Australia. He also built such associated structures as bridges, viaducts, stations and tunnels. It was from Canada that in 1852 he gained his largest contract, building the 539-mile Quebec-MontrealToronto Grand Trunk Railway, a mammoth project of which Robert Stephenson was consulting engineer. Although already successful, this contract was a game-changer for Brassey and his company, for it covered locomotives, rolling stock and all materials required for building the 5ft 6in-gauge line, including

“I believe this may be the only surviving Brassey loco in the world – and to make it even better, it is in working order.”

those for a Stephenson-designed tubular bridge crossing the St Lawrence River at Montreal. This bridge, the first to span the river, is nearly two miles long and is still in use today by both rail and road traffic, and was the longest bridge in the world when opened in 1859. Such was the magnitude of the contract that Brassey built a new factory in Birkenhead, fittingly naming it Canada Works. Built with a quay big enough to take ocean-going ships, the factory had a machine shop that was 900ft long – well over twice the length of the average Premiership football pitch – that included a blacksmith’s shop with 40 furnaces, anvils and steam hammers. The first Brassey-built Grand Trunk locomotive was a 2-2-2 named Lady Elgin after the wife of the Governor General of Canada, and was the forerunner of 50 supplied between 1854 and 1857, in a class that was nicknamed ‘Birkenheads’. The early locomotives, whose trailing wheels were the same diameter as the driving wheels, but not coupled, were soon converted in Canada to 2-4-0 and later 4-4-0, and after 1855 all the locomotives for the railway were built at Birkenhead as 4-4-0s.

Valued at more than £5m

Locomotive manufacture continued after the contract with the Grand Trunk Railway was completed, and between 1854 and 1875, more than 260 emerged from the works, including a class of seven 0-4-4 well tanks for the South Eastern Railway that entered service on the Greenwich line in 1866. Other British companies for whom it built engines were the Scottish North Eastern and Eastern Counties railways. In 1870 Thomas Brassey, then living in St Leonards-on-Sea, Sussex, was diagnosed with cancer, and he died on December 8 that year at the age of 65. Such was his wealth that his estate was valued at more than £5 million, a massive sum at a time when the average yearly wage of a common labourer was about £10. A further sign of his wealth was that, in the year of his death, he bought a baroque house in Oxfordshire set in 450 acres as a wedding present for his third son, Albert. Sole survivor: No. 43 Calugareni, built in 1869 by Brassey & Co for service in Romania, at rest outside the railway museum in Bucharest. The 2-4-0, which is in working order, is believed to be the world’s only surviving Brassey locomotive, and is so coveted in Romania that it is a protected historical artefact. British railway enthusiast David Allan, who was born near the former Brassey works site in Birkenhead, was able to admire the loco during a recent visit to Romania. Inset: The engine’s worksplate. DAVID ALLAN

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Heritage Railway 37

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Meld to Mallaig! By Brian Sharpe Deltic No. 55022 Royal Scots Grey has been on hire to GB Railfreight for some time, based in Glasgow for stock movements of eMU sets. Appearances on passenger trains though are somewhat sporadic. One of the side effects of West coast Railways’ track access suspension was the subcontracting of the season’s first runs of the regular ‘Royal Scotsman’ touring train to GBRf, giving the opportunity for the Deltic to play a part. April 21/22 and 28/29 saw the engine working from inverness to Kyle of lochalsh and return, then on May 2, it topped and tailed with a GBRf class 66 on the West Highland extension from Fort William to Mallaig and return. it had brought up the rear of the train from Glasgow to Fort William the previous day but returned to Glasgow light engine. the Deltic made an unusual sight as it currently masquerades as long-scrapped sister engine No. 55003 Meld, in latterday Finsbury Park Deltic livery with white cab window surrounds.

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The Deltic reaches the west coast and crosses Loch nan Uamh viaduct. MICK LANGTON Find us on www.facebook.com/heritagerailway

No. 55022 RoyalScotsGrey running as No. 55003 Meld climbs away from Glenfinnan viaduct with the ‘Royal Scotsman’ on May 2. DAVE COLLIER

The train drops down the bank from Arisaig past Kinloid with the small isles in the background. MICK LANGTON Write to us: Heritage Railway, Mortons Media Ltd, PO Box 43, Horncastle, Lincs LN9 6LZ.

Heritage Railway 39

News

Winter maintenance on the Moors signalling systems By Craig Donald

NOW the new signalling system is working well at the north end of Grosmont after being the main project for a year or more, attention has turned to routine maintenance work along the complete length of the railway. Fortunately the new system has not had too much in the way of teething problems since being commissioned allowing work to progress well elsewhere along the railway as needed. At Grosmont a number of projects have taken place near or actually on the level crossing. As often is the case once these jobs are completed even despite the fact it can be expensive and take a lot of man-hours to complete there is often nothing to show for it all other than the satisfaction of knowing the signalling system is still working safely and correctly.

Strength and thickness

We have of late been digging out at ground level and checking the base of signal posts along the railway as this is often the place they can rot or corrode due to ground conditions not being kind to timber or metal. A sharp braddle is used on the timber post but on metal structures a visual check along with testing with a large ball point hammer to determine the strength and thickness of the metal is used. The large bracket signal at the south end of platform 3 and 4 at Grosmont was starting to corrode below the platform at track level out of sight to most people. But not to those that have to enter this dark, damp, subterranean world of cranks and signal chain wheels under the platform. A number of options were available to us at varying cost. One was to

remove the complete signal and replace it with a brand new replica but apart from the bad section about six or eight inches in depth above the top of the concrete base which is at track level under the platform out of sight, the rest of the signal was in good condition. Cutting out the corroded section was considered but somehow the rest of the signal would have to be supported while this operation was carried out. In the end it was decided to excavate a large section of the surrounding platform and install steel reinforcing rods in and around the lower part of the signal stem and fill this excavation in with concrete. Before this could be done all mechanical signal wires and their cranks attached to the base of the signal had to be removed to help us gain access to the area to be repaired. Steel supporting beams were concreted in as well which protruded out to the main stem and were then welded to it to provide even more support. Sadly this was one of the last welding jobs Mike Mitchell from the MPD team carried out for us before passing away after a short illness. As soon as the concrete had set, tarmac was laid on the platform surface and the signal was commissioned again after being out of use for a couple of weeks. The pit with this new concrete base also provides the only access point for maintenance work under the platform and it had to

be ensured that we left room for continued access. That was the hard part of the job completed and now the wire cranks and so on had to be refixed about 18in higher than before so as to miss the new concrete work. Some of the timber planking on the overhead walkways for accessing the dolls and lamps at the top the signal needs replacing soon as well due to it succumbing to rot. It is hoped we can paint both bracket signals at the south end of Grosmont station as well, time permitting some time this summer. The adjacent level crossing gates have been causing concern due to rotting timber spas yet again. Over the last five years or so we have been nibbling away at replacing gate sections on an adhoc bases but two of the gates were now in need of major attention. These being the one hinged on platform 2 and the other next to the Co-op store. A few years ago we had removed the gates and replaced the bottom horizontal main spas but now the top spas were completely life expired; in fact we had fixed a temporary steel brace to the one on platform 2 sometime ago. The diagonal and vertical spas were also rotten.

“Keeping the signalling system working is a never-ending project of checking and repairing or replacing items small and large items, some predicted and others not so.

Closed season

Rather than remove the gates we decided to do this work in situ which was not too much of a problem as we were in the closed season when the engineering departments have almost got a free hand to do whatever we

need to do to get things repaired around the railway. Over about three weeks working one or two days a week first of all the top spas were removed and copies made of them, this of course included tongue and grove joints and so on as needed. These spas were fitted into position in such a way that they could be removed later on, allowing the diagonal and upright spas to be removed and copies made of them over the next few weeks. This was partly done in the Pickering C&W shed using their machine saws and finished off on site with hand tools. Once the gates were completed they needed a small amount of adjusting to fit the road stops more accurately as we had now successfully removed the sagging effect the rotten timber had caused. They still need a good coat of paint, but hopefully that will be completed before you read this. Two of the level crossing manhole pit covers at Grosmont for accessing the under road point rodding were sitting a little bit too high in the middle of the road so they were dug out and removed and new lower in depth ones installed to make the road surface smoother for motorists. The tarmac around them was cut out and renewed a little bit lower than before along with the rubber bow-mac panels around the rails. Most of this work was done by the versatile MPD staff again on a number of evenings. Level crossing road surfaces are normally the responsibility of the railway and not the highways department hence the need to do this work ourselves. We have earth alarms to warn of electrical problems at Grosmont signal box and whenever it rained one of them was quick to let us know of problems. We waited for a rainy day and systematically disconnected

Class 08 shunter No. 08556 on the works train at New Bridge.

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Work in progress at New Bridge.

various items until the fault was traced to a cable on a level crossing gate lamp. Basically the alarm was not sounding a warning once this cable was disconnected but when reconnected it sounded again so that proved it was this circuit. A small nick was found in the cable allowing rainwater ingress. Obviously this cable was then replaced. As mentioned before, signal posts are being dug out at ground level to check for rot in the timber. At Goathland two might need some work on them in a few years’ time possibly. One is the NE triple bracket signal near the road over bridge. There are early signs of problems but not of any real concern just at the moment, but when something is found it must be monitored in case it gets worse. The other one is the small wooden NE shunt signal out of the Up camping coach sidings. In places a braddle can enter the timber by ½in below ground level but it is then solid and sound. This will be easy to solve as this signal is so small. It would simply be dug out and removed and a new base spliced on and then placed back into position again after repairs are carried out. No need for cranes or anything like that on this one.

Completely sound

The signal posts at Levisham have also been dug out and there is one at the ‘keep an eye on’ stage. This is the Up Advance starting signal which is only about 15 years or so old. Damp can be found penetrating the timber in several places so it is important to keep an eye on this one as well. This might be changed within a couple of years as it has signs of failing in several places higher up the post as well. Many of the NE signals on the railway are copies of original ones and to be fair only two replicas have not lasted as long as would be hoped for, all the others are completely sound. It could be that when railways started to use timber signals originally, a very long time ago, they had the same problem with some lasting well over a hundred years and others not very long whatsoever. The Down Home signal also at Levisham which was the other failed new post was changed after about 10 years’ use a few years ago due to what appeared to be dry rot all over the post. Also of interest is the upper quadrant signal just north of the level crossing. Nothing wrong with this signal but a small start has now been made on making a replica NE two doll bracket signal to replace this structure within a couple of years’ time. The two dolls are largely ready now and some of the metal work is under construction for this project. We still have to get the main stem and planking for the lamping walkways. Also on some of the signals at Levisham there is wear on some weight bars and signal arm spindles so these items will be removed and welded up on site if possible and ground to shape again or if that is not possible new items fabricated to replace them. In themselves these are all very small projects but they take a lot of time and effort to carry out. Last year a good start was made on painting the signals at Levisham but by

Mathieu Lebe painting the gate on platform 2 at Grosmont. Mathieu came over from France for a few months to assist. autumn the cold damp weather set in as it does and down in the deep valley there unfortunately nothing dries out for the winter period. It’s hoped to complete the paint project there soon and possibly Goathlands signals will also be painted. Just depends on time available and the weather of course. The level crossing barriers at Levisham failed to work correctly all of a sudden one day. They would go down correctly but would not raise other than at a snail’s pace. Various hydraulic pipes were undone and removed and eventually we found a joint with a filter inserted into it which we had no idea existed. This filter had some sort of film around it which once removed allowed the oil to flow through it again and once all pipes were reconnected the problem had disappeared and everything was back to normal. North of New Bridge signalbox over the last few years the permanent way department has been renewing life expired track and has now actually reached the level crossing itself. Once they had completed relaying and tamping the track just before the half term holiday we could move in to reinstate all the signalling items that had to be removed for them. This included track circuit bonding wires

The level crossing gates under repair at Grosmont. across the uninsulated fishplates and one point crossing nose which had also been renewed. This involved drilling the rails close to the fishplates with a 9⁄32 drill then using a special type of slotted rivet, the bond wires were then fitted into the holes and the rivets hammered home to make a good electrical contact point. Track circuit currents have to bypass the fishplates as they will not normally allow the flow of electricity due to the oily connections between the rails and the fishplates themselves.

Extra lift

The point rodding to the permanent way yard ground frame had to be removed where it passed under the rails, but the problem here was the new track was something like 1in higher than before so the point rodding had to be lifted which involved changing crank arms to give extra lift rather than try to lift the crank benches. The benches are well bedded into the ground and digging them out can cause problems with making them solid again so best left alone if possible. The track circuits were then fully tested and adjusted as needs be and the signalling brought back into use for the start of the new running season. The level crossing gates at New Bridge

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are wheel worked and the corresponding gate lock lever had become very hard to work. The road pit covers are removed about three times a year here and the various cranks and drives oiled or greased as needed and at the same time developing problems are spotted hopefully. The lock drive rod passes through a 2in diameter pipe under the road which has never been a problem before but it seems something has happened to it under the middle of the road allowing mud to access it which then dried out making it hard to move the rod. Not sure when this pipe was installed but it might have been back in British Rail or earlier days possibly. This pipe was pressure cleaned from both ends to get rid of the dried out mud and the rod became much easier to then move. An awkward to get at crank in a nearby manhole pit had seized as well due to corrosion on the main centre pivot. Using tapered wedges it was removed after a short struggle and after a good oiling replaced back into its original position and it worked just fine again. As can be seen, keeping the signalling system working is a neverending project of checking and repairing or replacing items small and large items, some predicted and others not so. Heritage Railway 41

News

Aiming for the top: No. 6029 climbs Brooks Bank with a Bungendore-Canberra railtour on May 17. The Garratt is heading toward 958ft long Brooks Bank tunnel, one of three between Bungendore and Canberra. RICHARD WHITFORD

Garratt puts on a show with 1000-ton trains By Geoff Courtney PRESERVED UK-built Beyer-Garratt No. 6029 did what it does best on May 16 – making its mighty presence felt, heard and seen, and earning its expensive keep at the head of 1000ton trains. Built at Beyer Peacock’s Manchester works in 1953 for a life in Australia, the 4-8-4+4-8-4 giant returned to traffic earlier this year after an acclaimed seven-year overhaul by its owner, the Australian Railway Historical Society, at the locomotive’s Canberra Railway Museum home. Many thousands of linesiders and families gave it a hero’s welcome when it made its postrestoration public debut at the annual festival of steam in Thirlmere, New South Wales, in March, but on May 16 it was down to serious business. Firstly came annual boiler certification testing, which photographer Howard Moffat, who has been involved with the locomotive since the start of the restoration in 2007, watched from behind his lens. “The column of smoke as 6029’s stoker motor was busy pumping coal made for a great sight,” he said. “There are fewer smoke shots these days as it is a little frowned upon, but the boiler inspector wanted steam so 6029 was going to make smoke to achieve this.” Then things got even better, he enthused. ESPEE Railroad Services, the wholly-owned freight business of the Australian Railway Historical Society which transports scrap to Sydney,

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needed some containers shunted within the yard, and with no diesels available, No. 6029 was called into action. “The Garratt did the honours, shunting 28 containers and more than 1000 tons in some moves, yet was not working very hard,” said Howard. “It made more smoke as the boiler pressure was sent to 200lb for the safety valves to be set, with all three blowing.” No. 6029 was again at work the following day, albeit with a rather lesser payload, on a CanberraBungendore and return railtour. The 254-ton Garratt, which has a tractive effort of 63,016lb-ft, is a member of the most powerful class ever to run in Australia and the largest locomotive in steam south of the equator. It was in service with New South Wales Government Railways until withdrawal in September 1972 after 620,000 miles hauling heavy freight trains of mainly coal. It was saved for preservation by the National Museum of Australia and taken off railtour duty in 1981 and stored in Canberra Railway Museum’s yard, where it lay dormant until 2007, when, by then owned by the ARHS, the recently-completed restoration started. Right: No smoke without fire – BeyerGarratt No. 6029 makes its presence felt during boiler testing in the Canberrra Railway Museum yard on May 16. HOWARD MOFFAT Find us on www.facebook.com/heritagerailway

Carrying passengers again – after 50 years! A GRESLEY teak carriage which has not carried passengers for over 50 years has entered service at the North Yorkshire Moors Railway. It has been painstakingly and lovingly restored to its original as-built condition, complete with varnished teak finish, white roof, and brown and white wheels. Brake Third Corridor (BTK) No. 3669 has four compartments, side corridor, lavatory and a guard’s van area. It was built in 1930 for the LNER to a design of Sir Nigel Gresley, arguably Britain’s foremost locomotive and carriage designer, and ran throughout the 1930s, the Second World War and the austere 1950s until it was withdrawn from passenger-carrying service in the Sixties. However, instead of being scrapped like many other such vehicles, it was earmarked to be part of a breakdown train to attend derailments, becoming the riding van at Healey Mills depot. On July 1, 1980, when it was finally withdrawn from service and offered for sale. It escaped being scrapped once more and initially went to the Embsay & Bolton Abbey Steam Railway. Little work was done on it there, however, and in April 2002 it passed into the ownership of LNER Coach Association member Marcus Woodcock. It was moved to a farmer’s premises near Driffield, where, Marcus

LNER teak Brake Third Corridor No. 3669 is now in North Yorkshire Moors Railway traffic. LNERCA

Sir Nigel Gresley’s grandson Tim Godfrey cuts the ribbon to relaunch No. 3669. LNERCA and his two fellow coach preservationists, Roy Lingham and Stuart Hiscock, rebuilt the carriage, replacing the missing fittings and restoring it back to its original varnished teak condition. More recently Nick Stringer joined the team as co-owner, and last year, after more than 10 years on the farm, the coach moved to Pickering for final fitting out by the North York Moors Railway and a team of LNERCA volunteers. It is estimated that the restoration has taken 16,000 volunteer man-hours and cost some £80,000 in materials.

The carriage, now resplendent in 12 coats of varnish, and restored to museum standard, entered service on May 9 attended by all those who have helped in its restoration, together with members of the supporting association. It was ‘declared finished’ by none other than Sir Nigel Gresley’s grandson, Tim Godfrey – a fitting send-off. Murray Brown, former NYMR Trust chairman and association founder, said: “With this vintage carriage being the last of its type, we have been looking forward to seeing it fully

restored, and taking its place in the NYMR’s Teak carriage set which is popular with the public and is often hauled by the railway’s flagship locomotive Sir Nigel Gresley. “The public loves carriages with oldfashioned compartments and this one complete with water-colour paintings of scenes around Yorkshire will certainly not disappoint. “Even the seating material, moquette, has been researched and especially woven to the identical pattern from when the carriage was built 85 years ago.”

East Lancashire appeals to public to make up glazing shortfall THE East Lancashire Railway has launched an appeal for £10,000 to complete its new £100,000 Bury (Bolton Street) platform 2 canopy – after a firm which took £18,000 worth of donations went bust a day later. The railway joined the Aviva Community Fund initiative in a bid

to win the money and needed members of the public to register and provide up to 10 free votes before the May 30 deadline. ELR officials discovered through an answering machine message that Paperlinx UK had gone into administration.

Administrator Deloitte said that the glazed roof, due to be sourced from The Netherlands, had not yet been ordered and so the order would be cancelled – but the £18,000 could not be immediately returned to the railway because it was paid before administration

began and a legal process which prioritises creditors will dictate whether the money is returned or not. ELR marketing manager Kate Walker said: “Indications are that we will not see either the glazing delivered or our money returned.”

Photographer falls beneath Talyllyn locomotive A PHOTOGRAPHER who stumbled and fell beneath a Talyllyn Railway locomotive was airlifted to hospital. The incident happened at Nant Gwernol station around 11.30am on Wednesday, May 13, after a passenger, who was trying to photograph Barclay 0-4-0WT No. 6 Douglas from the platform after it had been uncoupled from the train, stumbled and fell onto the track. Although the locomotive was only

travelling at a slow speed, and the crew reacted quickly to the situation, the man became trapped under the front of the engine. The fire brigade was called and helped by railway staff, released the passenger, who was then transferred by air ambulance to Ysbyty Gwynedd in Bangor. Talyllyn general manager Chris Price said: “Obviously this accident was very upsetting for everyone involved. At the

present time it seems that the gentleman only sustained minor injuries. “Part of the passenger experience on the railway is to allow passengers safe access to our locomotives to take photographs, talk to the locomotive crews etc. However, as a matter of routine we will review our procedures in the light of this incident. “While the passenger was being released the other passengers on the

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train were kept informed about what was happening and supplied with water and refreshments, before being taken back to Tywyn. “However, they seemed more concerned about the welfare of the passenger rather than any personal inconvenience. After consultation with the appropriate safety organisations, services on the railway resumed at 2.35pm.” The man was later discharged from hospital.

Heritage Railway 43

News

Joy and tributes as twin plaques are unveiled By Geoff Courtney CeleBRATIONS and tributes to a loyal servant were the order of the day on May 2 at a double ceremony in the Welsh Highland Railway’s tiny Tryfan Junction station. With rain and wind failing to dampen spirits, those present were celebrating the WHR Heritage Group winning the 2014 National Railway Heritage volunteers’ award for its restoration of the station, while tributes were paid to John Keylock, who was the inspiration behind the project but sadly died before he could see his dream fulfilled. Sir Peter Hendy, transport commissioner for london, unveiled a blue plaque at the station commemorating the award, and this was followed by the unveiling of another plaque, in memory of John, who died in 2013 at the age of 76. Few at the railway knew John better than David Allan, whose tenure as chairman of the heritage group between 1997-2014 coincided almost exactly with John’s as secretary. He told guests at the unveiling of the two plaques that it was John’s unflagging energy that drove forward the project to restore “a heap of Welsh granite” – Tryfan Junction station – into the building it is today. Speaking to Heritage Railway after the ceremony, David said of John: “He was a quintessential english gentleman, mildly eccentric but

determined and focused on his abiding passion, the Welsh Highland Railway, which he often described as ‘some silly little railway in the Principality’. “His enthusiasm, exhilaration and eternal optimism were his hallmarks, qualities that he so brilliantly communicated to others, and his sunny disposition was totally infectious. The telephone was his chosen tool of communication. Not for him the mysteries of the internet and the convenience of email – it had to be telephone, and one with wires. “He was very insistent on that. For about 20 years he rang me nearly every evening, which must have amounted to at least 7000 calls.” Born in 1937, John was brought up in Rhodesia, and his love of railways developed on long train journeys to boarding school in South Africa. He attended Oxford University, was made second lieutenant in the Army during National Service, and pursued a successful career as a salesman for the Scottish engineering firm Brown & Tawse. He became involved with the WHR in the mid-1970s when he started collecting old photographs of the then long-lifted line, starting with just a few but eventually amassing more than 500. “It was those photographs that inspired so many of us to get involved in the ‘impossible dream’ of reconstructing the railway that ultimately led to its restoration by the

Determined individual: John Keylock, who masterminded the nine year restoration of Tryfan Junction station, rests at Play y Nant station on the Welsh Highland Railway in April 2006. DAVID ALLAN Ffestiniog Railway,” said David. “I first met him in 1981, when I made the fundamental error of joining the Welsh Highland Railway. The second error was volunteering to help in the little red shop that served at that time as the ticket office in the car park at Porthmadog, where John was in charge. It was from that gentle beginning that we developed a firm and abiding friendship that lasted for 32 years until his death. “His chronicling of the convoluted history of the WHR is part of his legacy, as were other projects, but his

ultimate challenge was his inspired and single-minded administration of the reconstruction of the derelict and almost vanished station building at Tryfan Junction.” This station was opened by North Wales Narrow Gauge Railways in 1877 on the 1ft 11½in gauge line from Dinas to slate quarries above Bryngwyn. The line was extended from Trfyan to Snowdon Ranger in 1878 and on to Rhyd Ddu in 1881, and the three-mile stretch from Tryfan to Bryngwyn became a branch. Passengers were carried until 1916,

Opening time: Palmerston at Tryfan Junction on June 1, 1923, at the head of the first Portmadoc-Dinas train after the reintroduction of passenger services on the Welsh Highland Railway. The 0-4-0STT, which survives today on the Ffestiniog Railway, was built by George England & Co of New Cross, south London, in 1864. The station building on the right has been restored in a nine year project that has won a major heritage award, and beside the rear coach is the station’s signal cabin that it is hoped will also be restored. WHRHG COLLECTION

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Stockton & Darlington world heritage status?

The award-winning restored Tryfan Junction station building, and inset, the ruin in 1964. LEWIS ESPOSITO. Inset: BARRY GRAY although the branch to Bryngwyn had lost its passenger service three years earlier. The branch terminated literally in a field beyond which were the quarries, and indeed took its name from a nearby farm. Despite such isolation, the station boasted a signalbox, siding and goods shed in addition to a station building. After 1916 slate traffic continued, but six years later, with goods traffic almost nonexistent, the NWNGR and the Portmadoc Beddgelert & South Snowdon Railway were purchased by the Welsh Highland Railway (Light

Railway) Co, and passenger trains were reintroduced on the Dinas-Rhyd Ddu line. The link onward to Portmadoc was completed a year later and full services started in June 1923. The WHR ceased operations in September 1936, although an irregular goods service continued and Tryfan Junction station building fell into disrepair, becoming a roofless ruin until John Keylock inspired its restoration, a project which started in 2005 and included the building of a new platform. In 2011 passengers returned after 95 years following the

Simplex Mary Ann returns from its expedition to Tan y Bwlch. While steam remains the predominant image of the heritage sector and was the prime mover in its launch, it was modern traction which launched the Ffestiniog Railway revival. ANDREW THOMAS

reopening of the station, then still in the throes of its restoration, as a request halt on the reopened Ffestiniog Railway between Caernarfon and Porthmadog. The rebuilding project is now complete, and the WHR Heritage Group is turning its thoughts to the possible restoration of the signal cabin at Tryfan Junction. Meanwhile, as David Allan said: “Alas, John did not see the job finished, but I cannot think of a more appropriate memorial to a dedicated, committed and indomitable man.”

Early trains rerun at FR 150 gala

PennyVoudoyer,daughterofthelate preservationpioneerAlanPegler, withtheawardfortheHarbour Stationsignallingschemededicated toherfather. PETER JOHNSON/FR

THE Ffestiniog & Welsh Highland Railways celebrated 150 years of passenger services with a fourday gala over the May bank holiday weekend. Each day saw authentic carriages and locomotives from different eras of the railway’s history,

first train of the restoration era; and an ‘Early Bird’ special headed by Planet diesel Upnor Castle. Attendances were good on all four days, despite less than ideal weather, with the shops and Spooner’s bar and restaurant being extremely busy.

including steam hauled ‘Flying Flea’ relief services, the nonstop Y Cymro service between Porthmadog and Tan y Bwlch, a recreation of the ‘Tan y Bwlch or bust’ train headed by the petrolengined Simplex tractor Mary Ann – the locomotive that hauled the

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THE route of the Stockton & Darlington Railway could be granted World Heritage Site status in time for celebrations to mark its 200th anniversary. The move is part of a rescue plan for Darlington’s cashstrapped Head of Steam museum, which contains rolling stock and artefacts from the world’s first public steam-operated railway. The Friends of the Stockton & Darlington Railway is considering an approach to The United Nations Educational, Scientific and Cultural Organisation which grants world heritage status, prior to major celebrations to mark the line’s bicentenary being planned for 2025. The group, which is being helped by the Locomotion museum at Shildon, also wants to develop a foot and cyclepath which follows the route of the railway as far as is still possible. The project is being supported by Durham County, Stockton-onTees Borough and Darlington Borough councils. Jane Hackworth-Young, the great, great grand-daughter of rail pioneer Timothy Hackworth, said: “I think it’s a world heritage site and it’s terribly important.” Anyone interested in helping the group is invited to contact Trish Pemberton on [email protected]

More shops opened in Brunel’s works

THE Swindon Designer Outlet has officially opened its £40 million restoration and renovation of Brunel’s former railway works’ Grade II listed Long Shop. The project has created 350 jobs with the first extension at the centre since 1999 and taken the retail space to 250,000 sq ft, strengthening its position as one of the South West’s leading retail destinations. The extension is on the site of what was once the largest industrial complex of its kind in the world. Built in 1873 as a GWR iron foundry, it ended up as a diesel engine repair shop before British Rail Engineering Limited closed the works completely in 1986. It now houses 25 new stores and five restaurants, taking the total number of units at the centre to 123. Deb Heenan, chief executive of Forward Swindon, said: “The opening of more high-quality shopping and eating options in our historic railway quarter is proving very popular with residents and workers all over Swindon.” Heritage Railway 45

RAILWAYANA

BY GEOFF COURTNEY

Big Four and a Standard in the sale line-up at Solent

REPRESENTATIVES of all the Big Four will battle it out with a modern interloper for star billing at Solent Railwayana’s sale in Wickham on June 20, when nameplates from three 1920s-built locos, two from the 1930s, and one from the 1950s, will be going under the hammer. Oldest of the selection is Galopin from No. 60076, a Gresley A3 built by North British of Glasgow in October 1924, withdrawn in October 1962 from Heaton (52B), and named after the winner of the 1875 Derby. Chronologically, this is followed by Sir Launcelot – a knight of the Round Table who was King Arthur’s greatest champion – from SR No. 30455, built at Eastleigh in March 1925 and withdrawn from Basingstoke (70D) in April 1959. A second LNER contender is

➜ Steam missed out in the Vectis model train sale at thornaby on april 17, when a large selection of 00-gauge trackside and other accessories, including railway lamps, water butts, motorbikes and farm animals, made £380, followed by two marklin HO-gauge continental articulated 2-6-6-2 diesel locomotives at £340 and a quantity of Gaugemaster controllers and associated items at £320. Prices exclude buyer’s premium of 20% (+ Vat). ➜ a circa 1912 Gauge 1 model of the tender for midland railway compound 4-4-0 No. 1000 achieved top railway model price at a thomson roddick & medcalf auction in carlisle on april 30, realising £230 (excluding buyer’s premium of 17½% + Vat). the tender was made by Bing for Bassett-Lowke, and was accompanied by two other Gauge 1 tenders and a Gauge 1 dining carriage. the toy and model sale also included railway books, timetables, and a small amount of railwayana.

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Lanarkshire (D49 No. 62705, built at Darlington to another Gresley design in December 1927 and withdrawn from Haymarket, 64B, in November 1959), and the sole GWR entrant is Worsley Hall (No. 5919, built at Swindon in July 1931 and eventually withdrawn from Old Oak Common, 81A, in August 1963). From the LMS comes Aden, the second name carried by No. 45633 – will the Jubilee bandwagon ever come to a halt? – which was withdrawn from Warrington (8B) in October 1965.

The 4-6-0 emerged from Crewe works in November 1934 with the name Trans-Jordan, but was renamed in September 1946. Finally comes Firth of Clyde, carried by Standard Britannia Pacific No. 70050, another Crewe product built in August 1954 and withdrawn from Carlisle Kingmoor (12A) in August 1966. A quick check of the maths reveals that the Big Four locomotive whose nameplates will be in the auction each gave between 31 and 38 years’ service, and the ‘Brit’ a mere 12 years. What a waste. Smokebox numberplates include 60137 from A1 Pacific Redgauntlet and 80127 from a Scottish Region Standard 2-6-4T that unlike No. 70050 didn’t even make it into double figures, being withdrawn in July 1964, fewer than nine years after being built at Brighton in November 1955. Another smokebox is 5562 from a GWR 2-6-2T that worked

the Falmouth, Newquay and Helston branches while shedded at Truro (83F), its shedplate also being included in the auction. In the worksplate category comes a 1919 Robert Stephenson & Co Darlington example from GWR ex-ROD 2-8-0 No. 3093 that was withdrawn as early as December 1931. Locomotive items include chimneys from a King Arthur and from Jubilee No. 45592 Indore, the tenderplate from another member of the class, No. 45704 Leviathan, and the regulator handle from yet another Jubilee, No. 45626 Seychelles, while the poster selection includes prewar GWR, LMS and LNER examples promoting Cheltenham Spa, Scarborough’s open air theatre, and Scotland. The last named was the personal copy of the artist, Freda Lingstrom, dating from 1926. The auction, starts at 10am.

Bob, the master of Quorn, bows out QuORN swapmeet, the oldest event in the railwayana calendar, has a new organiser following the decision by Bob Withers to stand down after 30 years at the helm. Many within the movement will mourn the change, but the new organiser has pledged to maintain the popular format of the thrice-yearly car boot-style sale. Bob, who is 67, launched the swapmeet in 1985, initially at Quorn & Woodhouse station on the preserved Great Central Railway in Leicestershire and at other venues around the country, but subsequently settled on Quorn, where he has now held about 70 events. The format is straightforward – three Sundays per year and £5 entry per person, be that for buying, selling or simply browsing. Bob, who is retired from the family sports shop business in central Leicester, lost his wife Dilys two years ago, and thoughts turned to his future. “It was getting to the pitch where it was not quite the same, and I felt it was time for me to take a back seat. I started talking to the Great Central Railway, and it went from there.” Bob will hold his last Quorn swapmeet on September 13, and from next year the railway will take the reins, with Michael Stokes the organiser. He said: “We are looking forward to taking over from Bob, but we realise we have a hard act to follow. He is very well respected within the railway and the hobby.” The railway has agreed that no changes will be made to the format in the immediate future, leading Bob to describe it as “change but no change”. He told me: “I wanted the event to carry on, but during my talks with the railway I felt I had an obligation to the railwayana fraternity. It was absolutely important to me that it continued in the same format. As a member of the Friends of the GCR, I am really pleased that the railway has taken it over.” Describing himself as a collector first and foremost, Bob, who was a trainspotter in the late 1950s and early 60s, has what is regarded as the largest collection of Leicestershire and Rutland railwayana in the country, including totem station signs from every Leicestershire station bar one – ironically, Quorn & Woodhouse. “That is my Holy Grail. The

Bob Withers, whose Quorn swapmeet on September 13 will be his last after 30 years. GEOFF COURTNEY station had probably six to eight totems, but I have never been able to obtain one or even see one.” He admits it will take him time to settle down once his last swapmeet is over, although he plans to still attend the events. Meanwhile, he can feel pride that he is responsible for a new word entering the railwayana lexicon: Quorn, as in a question frequently overhead at railwayana auctions “Are you going to Quorn?” Find us on www.facebook.com/heritagerailway

BY GEOFF COURTNEY

RAILWAYANA

Model shines in Crewe variety show Variety was the spice of railwayana life at David Lewis’s april 25 auction at Crewe Heritage Centre, where a model, nameplates both main line and industrial, a handlamp and a cap badge filled the top five slots. royalty headed the list, thanks to a live steam 5in gauge model of GWr No. 6026 King John realising £6700, pushing down to second place nameplate Cranmore Hall from another GWr 4-6-0, No. 4914 (£5900). a Furness railway

handlamp from Windermere Lakeside station made £5400, a Scottish region ‘excess luggage’ cap badge £4000 – a record for the category? – and industrial nameplate Lamport, from a Lamport ironstone Co 0-6-0St, £2700. the GWr then returned to the fore, with £2250 for the nameboard from Peplow signalbox, on the Wellington-Nantwich line, and £2150 for a cabside numberplate from 0-4-2t No 1457. Headboard

‘the tynesider’, a King’s CrossNewcastle express that ran from 1950 until 1968, sold for £2000, leading shedplate at £1600 was 32F (yarmouth Beach), top clock was an LNWr 12in example (£1550), and 30796 from Sr King arthur Sir Dodinas le Savage beat its smokebox numberplate rivals by going under the hammer for £1500. Other four-figure realisations included £1450 for a Glasgow & South Western railway semaphore block instrument, £1200 for a

Somerset & Dorset Joint railway station handbell from Midsomer Norton, and £1000 for the top totem, from Salisbury. a non-seller was nameplate Walter Burgh Gair from GCr Class 11e/LNer D10 No. 62654. Prices exclude buyer’s premium of 10%. “this was our busiest sale to date, with a large proportion of new collectors attending,” said David. “Prices were very strong, and that for the Scottish cap badge was astounding for a small item.”

World of railwayana bids farewell to popular Julian The world of railwayana has lost one of its most popular members with the sudden death of Julian Rider, who passed away on May 14 at the age of 67. he leaves a widow, Christine, with whom he had published the monthly magazine Totem Exchange since 2003. Shropshire-born Julian became a trainspotter in the late 1950s, his local station being Donnington on the LNWR Stafford-Wellington route, thus

leading him to become an LMS enthusiast. A retired accountant, he and Chris, another Salopian, celebrated their 40th wedding anniversary in April. One of his lifelong interests was sport, particularly football, cricket and golf, in which he became an 11-handicap player. Totem Exchange, a magazine for collectors of BR totem and Southern Railway target station signs, was

launched in 1994, and Julian and Chris took over its publication in 2003. They also published a series of rarity and price guides on a variety of railwayana subjects, which became favourites of an army of collectors. Christine, who is 60, said April’s issue of the magazine was its last. Mike Soden, auctioneer and a director of Great Central Railwayana, paid tribute to Julian, who he said

would be sadly missed. “The guides, which are a compilation of auction prices going back many years, must have been a monumental exercise, and they are absolutely invaluable to me and a large number of collectors.” Julian’s funeral was held at the 11th century St Michael and All Angels church, in his home village of high ercall, near Shrewsbury, on Saturday May 23.

PRIVATE COLLECTOR Taking stock of London’s railway transport hiGhLiGhTS of London Transport Auctions’ next sale on June 29 include a Bayswater Underground station roundel platform sign, for which top estimate is into four figures, and a poster by B G Lewis (1900-66) advertising the opening of Cockfosters station on July 31, 1933, featuring a short-lived London Passenger Transport Board logo which briefly replaced the familiar bullseye. Also from 1933 comes a second edition of the iconic harry Beck Underground diagrammatic map. issued in February of that year, the map is a special version relating to the opening of the Piccadilly Line extension stations at Southgate and enfield West, which was renamed enfield West (Oakwood) in 1934 and finally Oakwood in 1946. An Underground station that never was will also be featured, in the form of a 1938 Tube stock destination

wishes to buy Railwayana

I wish to purchase whole or part collections of RAILWAYANA and other transport items.

plate for Alexandra Palace and Moorgate, the former station having been on a planned Northern Line extension that was never completed. Further items going under the hammer are a ‘To the trains’ sign believed to date from the late 1920s/early 30s, and a bullseye carriage stock numberplate from a 1949 District Line motor car. The 400lot auction, at Croydon Park hotel, starts at 11am.

Payment is always prompt and in full. Cash is available if preferred. Collection arranged from any location.

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01704 840726 Heritage Railway 47

NEWS FOCUS SPECIAL

all change for

Wadebridge

For three decades the Bodmin & Wenford Railway has dreamed of extending back into the historic market town of Wadebridge. Now a fresh impetus with backing from Cornwall Council may see that dream finally become a reality, writes Robin Jones.

T

he town of Wadebridge came into existence because of its position next to a ford on a narrow crossing point at the head of the tidal estuary of the River Camel. People would wade the river at low water, and there was a chapel on either side, one in which you would pray for a safe crossing and the other to give thanks for having made it. A settlement appropriately called Wade sprang up, and in 1312, a licence was granted

Masquerading as scrapped sister No. 30586, the only one of the three Victorian Beattie well tanks that served the Wenfordbridge mineral line until 1962, the National Railway Museum’s No. 30587 passes Pendewy Farm during an April 17 photographic charter. BEN OLIVER RAIL PHOTOGRAPHY

48 Heritagerailway.co.uk

for a market to be held there. However, the ford was far from safe, and Rev Thomas Lovibond, vicar of the nearby village of Egloshayle, was so distressed at the loss of both humans and livestock in the water that he instigated the building of a physical crossing, which was completed in 1468, hence the new name Wadebridge. Today, Wadebridge, a thriving regional centre for North Cornwall with more than 90

independent shops, is the only Cornish settlement in a list of the 50 best towns and suburbs in Britain in which to live, compiled annually by the Sunday Times. House prices have risen in recent years, possibly as a knockon effect from fashionable Padstow downstream, which is now one of the most expensive places to buy a home in the UK. At the time of writing, plans for more than 1000 new homes in and around Wadebridge

were either being mooted, drawn up or considered by planners. It is undoubtedly one of the boom towns of the West Country. Wadebridge is certainly situated in a beautiful and desirable location, and has much to offer both the resident and the tourist, with excellent road links for those who want to visit the town and a bypass for those who do not. However, what the modern town does not have is – a railway. Yet, that situation could soon change, if a fresh push by the Bodmin & Wenford Railway to reach Wadebridge, its long-term goal, takes off. Since the beginnings of the heritage railway in 1984, there have been several plans drawn up to extend it beyond its present Boscarne terminus. Indeed, its name – whoever today has heard of ‘Wenford’ – came about because at one stage it hoped to run both heritage and china clay trains over the legendary curving Wenfordbridge mineral branch to the clay dries at Wenford. Sadly, those plans hit the buffers in late 1997 when following a crusade by some neighbours, the High Court took the very rare step of overturning the Light Railway Order which had been granted to the heritage line for the purpose. The clay dried and the Bodmin Moor pits it served by pipeline are now long since closed, and that dream has died.

New start, fresh hopes

The formation of a new unitary authority for Cornwall has brought a fresh start as far as an extension over the modest 41⁄4 miles of the old trackbed to Wadebridge, now occupied by the popular Camel Trail cyclepath and footpath. Indications are that Cornwall Council is keen

Above: An impression of the proposed new Wadebridge terminus at Guineaport. NICK WOOD Right: The possible site for the new Wadebridge station at Guineaport. ROBIN JONES Below left: The National Railway Museum’s LSWR T9 ‘Greyhound’ No. 30120 pulls into Bodmin General on May 2. ROBIN JONES

to see it happen, and there has been talk not only of a heritage line creating a major new attraction with a terminus on the fringe of the town, but a potential community rail service, which would connect with First Great Western trains at Bodmin Parkway. Last year, the heritage line pioneered a new through ticketing deal to encourage visitors not only from Cornwall but elsewhere in the South West to journey via FGW and BWR trains to Bodmin and Boscarne for the day. It success follows on from the sharp rise in patronage of services on Cornwall’s other former GWR branch lines in recent years thanks to effective promotion. Back in the Sixties, most of the Southern Railway routes serving Cornwall were closed, after they came under Western Region control. At the time is seemed remarkable that lines

such as the St Ives, Falmouth, Newquay and Gunnislake branches were allowed to soldier on, with experts predicting that the shrinkage of the national network as Britain’s upped its love affair with the car would be such that soon there would be no rail services west of Plymouth. Thankfully, that never happened, and the fact that the Duchy’s seaside branches are thriving shows that there is a demand and need for community rail. Padstow and Wadebridge saw their last passenger trains depart on January 31, 1967, the North Cornwall line from Halwill Junction and Launceston having closed on October 1 the previous year. At Wadebridge the line to Padstow remained for a quarter of a mile beyond the level crossing to allow access to the lines serving the

Above: The site of the level crossing in Wadebridge town centre, with the route to the town quay and Padstow beyond. With today’s volume of traffic, there is no chance that the railway would ever be allowed to rebuild the line over it. ROBIN JONES Heritage Railway 49

The former Wadebridge station is now the Sir John Betjeman Centre, celebrating the life of the poet laureate who used to travel here by train and who loved railways. “On WadebridgeStationwhatabreathofseascentedtheCamelValley!Cornishair,softCornishrain, andsilenceaftersteam.” SummonedbyBells,JohnBetjemanroBin JoneS

quays on the river, but the remainder of the track to Padstow were lifted. Wadebridge’s quay lines were lifted in April 1973, the line then being terminated short of the level crossing at Molesworth Street, a notorious road bottleneck. However, Wadebridge station continued in use for freight until 1978, particularly sending out powdered slate from Delabole quarry for which a vacuum system was installed to load Presflo wagons. The last locomotive-hauled passenger train, a 12-coach special from the Midlands hauled by Class 25 No. 25080, ran on September 30, 1978, while a charity DMU shuttle from Bodmin, was the last passenger train of all, on December 17 that year, Sadly, there were no preservationists in sight at that time, and the line was lifted as far as Boscarne, the junction for the Wenfordbridge line, which remained in use until 1983.

The western section of the Bodmin & Wenford Railway and the former trackbed over which it proposed to extend to the outskirts of Wadebridge. ©Crown Copyright 2015 ordnanCe Survey. Media 004/15

“if trains from the national network were to run on and off the branch, a west-facing point and crossover would be needed, plus resignalling of the main line, estimated cost upwards of £10 million, that is very much one for the long-term future!” 50 Heritagerailway.co.uk

The Camel Trail leading to Guineaport, where a new terminus of the Bodmin & Wenford Railway has been pencilled in. roBin JoneS

After an absence of four decades, all that may now change.

New study launched

The heritage line is now working with Cornwall Council on the preparation of an overview study. This study will assess the value and viability of reinstating one of the most historically important railways in Cornwall back to Wadebridge, and sharing the route along the valley with the popular Camel Trail. In the past, objections have been raised by trail users, despite the fact that at no stage have officials of the heritage line threatened to restrict or curtail its use by cyclists and pedestrians. Previous plans indicated that the old formation could be shared by the railway and cyclepath, with minor deviations of the latter at Polbrock Bridge, which is too narrow for both trail and rail, and where engineers have suggested cutting another arch through the bridge embankment to accommodate the trail, and Pendavey Bridge, which again is too narrow. There, the railway would use the bridge while the trail could be rerouted along the riverbank until it meets with the old railway bridge that once served the old North Cornwall line. Revivalists point to the immense historical value of the route as the first

steam-operated passenger railway in Cornwall, home of Richard Trevithick, who invented the first credible full-size self-powered steam road vehicle followed by the world’s first railway locomotive. The Bodmin & Wadebridge Railway from Wadebridge to Wenfordbridge, with a branch line to Bodmin was commissioned in 1831 by local landowner Sir William Molesworth of Pencarrow, for the purpose of carrying sand from the Camel Estuary to inland farms for use as a soil improver. It was opened on September 30, 1834, when the locomotive Camel hauled a train load of 400 passengers. One of the first passengercarrying steam lines in Britain, it preceded the arrival of the steam passenger railway in London by two years. When the company ordered its second locomotive, it was delivered named Elephant; one popular but apocryphal story relates that the makers had not realised that the first engine had been named after the River Camel and not an animal!

A ‘win win’ situation

Reinstating the railway north of Boscarne would allow visitors to experience this ‘first’ journey in Cornwall. At the same time, there would be immense educational benefits by highlighting awareness of the national and international importance of the original line. The oldest examples of passenger carriages in the world are from the Bodmin & Wadebridge and are displayed in the National Railway Museum at York. In the past, cycle-hire companies have expressed concern that reinstating the railway would damage their business. Nothing could be further from reality: the railway plans to add Southern Railway luggage vans to its trains to allow cycles to be carried, and the potential for revenue from the extra passengers is part of its business plan. Cornwall Council wants to extend the Camel Trail along non-railway routes south from Bodmin to Lanhydrock House, and there is every reason to suppose

Above: The Bodmin & Wenford Railway’s steam-era style poster advertising its through ticketing. BWR Left: The Bluebell Railway? Beattie well tank No. 30587 as No. 30586 passes Westheath on April 17. BEN OLIVER RAIL PHOTOGRAPHY

“Revivalists point to the immense historical value of the route as the first steam-operated passenger railway in Cornwall...” that weary cyclists returning to base at Wadebridge or Padstow would welcome the ‘breather’ that a train ride would allow them. Users of the trial will testify to the unspoiled beauty of the valley through which it runs, and the reinstated railway will allow less-mobile users to experience it. Ecological impact? It is likely to be positive. It is often overlooked by anti-rail campaigners that railways enhance flora and fauna. Cuttings and fenced–off verges provide a safe

habitat for wildlife away from humans, and the vortex created in the air by passing trains greatly helps dispersal of wild flower seeds which are carried along in what is a windtunnel effect. Heritage railways are limited to an upper speed limit of 25mph. On the level trackbed of the Camel Trail, there is little need for effort to keep a train gently rolling along, maybe five times a day in each direction. Compare that with heavy lorries rumbling along the nearby A389.

LSWR T9 4-4-0 No. 30120, which passed through Wadebridge station in the steam era, is seen at Camel Bridge near Boscarne Junction on May 18. CLASSIC TRACTION

Working with Cornwall Council, the BWR will determine the level and degree of service for everyone looking to travel between Wadebridge and Bodmin, and help to relieve road traffic at periods of peak congestion. If the councils want to see a community rail service, the question of a subsidy will arise, not only to staff the railway at extra times but to upgrade its infrastructure. However, even if community rail is deemed to be economically non viable at this moment in time, the presence of a railway leaves open possibilities for the future. At this time, talks are based around running community trains, possibly DMUs, only to Bodmin Parkway, just as trains using the Padstow branch terminated at the station, then named Bodmin Road. At present, the physical junction with the main line at Parkway is a west-facing point leading on to the Up main line. If trains from the national network were to run on and off the branch, a west-facing point and crossover would be needed, plus resignalling of the main line, at an estimated cost upwards of £10 million, that is very much one for the long-term future! That would be more than the cost of relaying from Boscarne to Wadebridge, estimated eight years ago at £9.1 million, and building a new basic terminus south of the suburb of Guineaport, away from houses. However, that sum seems a drop in the Atlantic Ocean when lined up alongside the estimated £6 million a year input into the Wadebridge economy which the return of the railway may bring. Just as enthusiasts from all over Britain made pilgrimages to see the three ancient Beattie well tanks operating out of Wadebridge shed in the late 1950s (one of Heritage Railway 51

In a typical GWR rural backwater scene, 0-6-0PT No. 6435 and autocoach No. W232 pass Turfdown on a May 16 service from Bodmin Parkway to Bodmin General. CLASSIC TRACTION

them, No 30587, is running on the present-day BWR,) so the heritage line would attract visitors out of the normal holiday season, thereby extending it to the benefit of traders, shopkeepers, hoteliers and bed-and-breakfast establishments. This level of expectation is evidence by the experiences of both Minehead and Whitby, where the arrival of heritage trains has resulted in large boosts to the local economies. Combined heritage railways and cycle paths have been hugely successful elsewhere, in particular the Bristol-Bath cycleway, which runs alongside the Avon Valley Railway. With studies underway, there will be much to discuss and debate over the coming months before a final blueprint is drawn up. The railway’s officials are talking to local parish councils, in a bid to take on board any concerns that they may have at an early stage. Exciting times are ahead, as the railway’s supporters now firmly believe that after several false starts, this will be the big one. If the extension goes ahead, it is all but certain that the line will revert to its historic

name of the Bodmin & Wadebridge Railway, for it is now extremely unlikely that it will ever reach Wenford.

Padstow locked out

Sadly, while extending the railway back to Padstow would bring huge benefits to that town too, if only in terms of alleviating summer traffic congestion, it is now a non-starter. There is no chance that the railway would ever be allowed to run to the old Wadebridge station – now converted into the Sir John Betjeman centre and a youth club – tram-like through the town’s streets to pick up the formation on the other side. Several years ago, another option was considered, taking the railway along the riverbank to the western end of the great stone bridge which gave the town its name. There would be a new level crossing there, and the line would then hug the riverbank until the old trackbed was reached. Since then, blocks of luxury flats have been built on the waterfront, blocking the way. Of course, in theory it would be possible to buy and demolish them, but you are talking HS2-

The Primrose Line? The railways of the Camel Valley were renowned for their spreads of springtime bloom. ‘No. 30586’ rounds Dreason Curve with typical local goods. BEN OLIVER RAIL PHOTOGRAPHY

52 Heritagerailway.co.uk

type money by which the reconnection of the two heritage-era Great Central railways via a bridge over the Midland Main Line at Loughborough would seem a car boot sale bargain by comparison. Had a means of taking the railway through Wadebridge survived unobstructed, the section from there to Padstow would have given the line some of the most beautiful coastal scenery on any line in the UK, equalling or even bettering the Dartmouth Steam Railway or the Dawlish sea wall. A scheme to rebuild this section as a narrow gauge railway was thrown out by a slender vote at the old North Cornwall District Council in 1983: locomotive builder Brian Taylor instead founded the Kirklees Light Railway. No matter: the Bodmin & Wenford Railway, with its splendid collection of steam and diesel locomotives representing GWR, SR and BR types, which worked both on the branch or in Cornwall in bygone days, has made a national railway museum for Cornwall by the back door, and is offering much to the townsfolk of Wadebridge without any risk on its part.

ThereisalreadyliveheritagesteaminWadebridge–intheformofBodmin&Wenford RailwayPreservationSocietysecretaryNickWood’sgardenrailway. NICK WOOD

Heritage Railway 53

SR rebuilt Bulleid Merchant Navy Pacific No. 35028 ClanLine departs from Bath with a Belmond Pullman working from Victoria to Bristol on May 13. DEREK PHILLIPS

MAIN LINE NEWS

COMPILED BY CEDRIC JOHNS

Steam under threat from train operating monopoly WHENEVER a serious incident has occurred involving a heritage locomotive on the main line, pundits have been quick to forecast the end of steam-hauled trains on the national network. Events such as Sir Lamiel dropping the contents of its ashpan along the East Coast Main line, a dropped fusible plug on Clan Line, the case of Tangmere casting a con rod on the third rail or that blowback in the cab of Oliver Cromwell all briefly fuelled speculation about the future of steam. Fortunately, higher authority accepted such incidents in the past, enabling the railtour business to continue to ply its trade, but not any more.

No, higher authority in the name of Network Rail, the Rail Accident Investigation Branch and the Office of Rail & Road have taken the signal passed at red (SPAD) on March 7 at Wootton Bassett Junction so seriously that the majority of steam operated tours were suspended along with the operating company responsible, West Coast Railways Limited. As widely reported, the crew of Tangmere passed signals at yellow and a red when approaching the junction with the joining Badminton line signalled ‘off’ for a SwanseaPaddington HST. Due to the prompt action of the Swindon signalman, the HST was a minute or so ahead of the 4-6-2 and its train. Accordingly, by the time that

‘We’re lucky to have steam’! IN SUMMING up recent collective frustrations, Steam Dreams’ chairman Marcus Robertson said: “We are lucky to have steam on the national network and we should all ensure that steam lives within its means.” Having lost 17 trains since April 1, Steam Dreams’ revised running order began with a ‘Cathedrals Express’ running to the West Somerset Railway on May 30. Originally booked for A4 haulage, a diesel, on the day, replaced No. 60007 Sir Nigel Gresley, currently penned in on the North Yorkshire Moors Railway (see separate story). “We cancelled the PaddingtonChester trip dated for June 2 but hoped that the next two trainsVictoria-Bath and Bristol on June 4, and Paddington-Oxford-Worcester trip on June 7, would both run,” said Marcus.

He said that the Southend Airport-Kingswear ‘Cathedrals Express’, starting from Cheam, via Guildford. Salisbury and Exeter on June 11, would be a runner. Originally planned for haulage by Bulleid 4-6-2 No. 34046 Braunton, it was likely that B1 4-6-0 No. 61306 Mayflower would take the train. Taking a break from the network, the Steam Dreams team and passengers are booked to cross the Irish sea on June 17 for the nineday ‘Emerald Isle Explorer’ tour, returning on June 25. Following that, Marcus was confident that a substantial percentage of trips will run as advertised. A revised and updated brochure is to be published shortly, detailing ‘Cathedrals Express’ destinations and dates through to the autumn.

the driver of No. 34067 had brought his train to a stand on the junction, the road had been reset for the Up main. Following Network Rail’s decision to suspend West Coast’s track access as from April 3, that month alone saw 16 steam-hauled tours either postponed or cancelled including the Railway Touring Company’s flagship, the nineday ‘Great Britain VIII’ which ran on time before the tour suffered the indignity of being reduced to diesel haulage from day three onwards and that by courtesy of DB Schenker who stepped into the breach. By the end of May, a further 17 railtours had been cancelled because although the suspension imposed by Network Rail had been lifted on May 7,

West Coast had been instructed to resume operations but on a phased basis before returning to normal. DB Schenker has helped the situation to a limited degree but lessons learned cry out for another train operating company to become available to protect the interests of locomotive owners, rail tour promoters and the travelling public who enjoy the lure of steam… Meanwhile when West Coast’s new management structure is finally in place and newly defined operating and safety procedures are followed-by the book, railway life is set to return to normal. That said, the improved West Coast operations are up for review by the ORR in three months’ time.

West Coast’s ‘Jacobite’ comeback

GIVEN notice of the lifting of suspension of track access agreements by Network Rail on Thursday, May 7, West Coast Railways moved swiftly to get steam back on track. Its first priority was the release of Ian Riley’s two ‘Black Fives’ from incarceration on the North Yorkshire Moors Railway, the following day when No. 44871 and No. 45407 were subjected to fitness-to-run exams carried out in the presence of Office of Rail & Road inspectors, West Coast personnel and, it was understood, the Train Operating Company’s chairman and managing director, David Smith. The rush to move the two 4-6-0s was to enable West Coast Railways to commence running its ‘Jacobite’ trains from Fort William to Mallaig on Monday, May 11. Departing Grosmont around 6.30pm the pair were booked for an overnight stop at York travelling via Battersby, Middlesbrough and Thirsk before heading on over the border next morning to Fort William via Newcastle, Berwick, Edinburgh Millerhill and

Cowlairs, arriving after midnight late evening of Saturday, May 9. The stock was diesel hauled separately from Carnforth and the 5MTs were followed a week later by LNER K1 2-6-0 No. 62005 from Grosmont. West Coast is not the only business with a vested interest in the ‘Jacobite’. When news of Network Rail’s suspension reached Mallaig, local businesswoman Michelle Milligan voiced the thoughts of many of her colleagues saying: “Revenue brought in by passengers on the ‘Jacobite’ trains sustained local businesses in the area.” She said that she employed 22 members of staff but would have to pay off 12 of them if the suspension were to eat into the season with some other businesses even closing. “We need the steam train to keep us going for the winter, being a small village it is catastrophic,” she said. Railtour promoters voiced similar thoughts when the West Coast suspension became common knowledge.

Vintage Trains railtour programme is rearranged IN COMMON with other railtour promoters, Vintage Trains’ excursion programme was interrupted by West Coast’s suspension and as a result, lost five trips between April 11 and May 16. In a message directed at the travelling public, VT’s managing director Bob Meanley said: “We as a company have been far from happy with unprecedented disruption of our programme which was out of our control. We are relieved to see them (West Coast) back in operation.” The ‘New Orleans’ passengercarrying ‘test run’ for Earl of Mount

56 Heritagerailway.co.uk

Edgcumbe on Saturday, April 11, was VT’s first casualty. This cancellation was followed by the ‘Coastal Express’, with the 4-6-0 having been rostered to take the train from Carnforth to Carlisle via Shap then along the Cumbrian coast to Workington and return on April 18. The ‘Ticket to Ride’ TyseleyLiverpool trip dated for Saturday, April 25, didn’t run, not because of the West Coast problem but was cancelled earlier because of engineering work en route. That said, the Tyseley-York excursion planned for that same weekend was a victim of the suspension.

VT’s ‘Jurassic Steamer’ was a nonrunner. Originally booked from Solihull to Bournemouth and Poole, the train was redated for May 30 but subsequently cancelled much to the disappointment of Southern enthusiasts hoping to see the rare sight of a Castle on the Southampton-Bournemouth line. On a positive note the ‘Seaside Flyer’, Tyseley to Llandudno air show, Saturday, May 23, ran as scheduled. Looking ahead, the TyseleyBishops Lydeard-Minehead ‘Whistling Ghost III’ dated for Saturday, June 13, is set to depart Warwick Road, calling at Moor

Street, Stourbridge Junction, Worcester Shrub Hill and Bristol Temple Meads with the Earl at the head of proceedings. It’s back to North Wales on Saturday, June 20, with the ‘Welsh Dragon’ which having departed from Warwick Road, calls at New Street, Wolverhampton, Stafford and Crewe bound for Llandudno Junction, with a connection for Llandudno seaside or Blaenau Ffestiniog or remaining on the train to Holyhead. The following Saturday and Sunday, June 27-28, is the weekend when Tyseley stages its annual summer public open days.

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Limited to ten coaches, LMS Jubilee 4-6-0 No. 45690 Leander tops Ais Gill summit with the West Coast Railway’s first ‘Dalesman’ train of the season on May 19. DEREK PHILLIPS

ClanLine stood down from Southern tour at the last minute DESPERATE to keep trains running some railtour promoters turned to DB Schenker in the hope that the Doncaster-based train operating company could help, and in a few cases it did, with assistance of Clan Line. First up were Statesman Rail and its ‘Golden Arrow’ trip from Bristol to Canterbury, Saturday, May 23. Diesel hauled to west London, the Merchant Navy 4-6-2 was booked to couple on in south west sidings then set off for Kent via Bromley and the Tonbridge-Ashford line, returning the train back as far as the London suburbs. Sounds straightforward? Well, that part was

but the 4-6-2 had been out with the ‘Belmond British Pullman’ the day before (Friday) and as spokesman Alan French put it, it was going to be a long night for the relief support crew waiting to prep the engine in readiness for the following day’s trip to Canterbury. Having shunted the Pullman stock Clan Line drew to a stand at Stewarts Lane around 5.30pm. By then the new support crew were gearing themselves to tackle the necessary jobs which needed attention before presenting the engine for a late evening fitness to run exam. The jobs involved? Cleaning the fire, oiling, coaling,

topping the tender tank and a wipe over the engine to get rid of the day’s grime. That and the fitness to run exam accomplished it was time for a few hours’ sleep before going off shed early Saturday morning… As it turned out the support crew, including Alan, were spared all the trouble – for a telephone call received mid-Friday afternoon informed them that due to a change of plan the ‘Merchant’ was no longer required! Who made the call cancelling Clan Line and why, leaving the train to be diesel-hauled throughout? The answer to that remained

unclear as we closed for press. Nobody at West Coast or DBS was available for comment. Nothing daunted, Clan Line stood in for A1 No. 60163 Tornado to work the ‘Railway Children Special’ charity train out of Waterloo on Thursday, June 4. A week later, the 4-6-2 was back on VSOE duty with a ‘Surrey Hills’ luncheon train on June 12. Clan Line completes its current Pullman train programme with one more trip with a Surrey Hills luncheon train Saturday, June 27. Three days later, the 4-6-2 heads UK Railtours’ ‘Farewell’ excursion from Victoria to Chester.

‘Torbay Express’ motive power changes HIT by the current shortage of airbraked stock, what was seemingly a settled programme for this summer’s ‘Torbay Express’ departures and motive power has perforce been changed. Whereas the original plan was to run eight trains from Bristol to Kingswear with BR 4-6-2 No. 70000 Britannia, four via Bath and Westbury, four down the Bristol & Exeter line via Taunton, the schedule has been reduced to six departures.

As reported last month, the first of this year’s trains, on Sunday, May 24, was cancelled because of low take up numbers. Now Pathfinder’s general manager Peter Watts has revealed that the season’s last ‘Torbay Express’, Sunday, September 20, has also been dropped because of uncertainty regarding the availability of an engine. In terms of motive power, the ‘Brit’ is down to work three trains, A1 4-6-2 No. 60163 Tornado the remainder. Providing there are no further

changes, dates for departures from Temple Meads are; Sunday, June 14 Britannia, Sundays July 12 and 26, August 2 Tornado, August 23 and September 13 Britannia. Note: trains running via Bath and Westbury depart Temple Meads at 7.55am, trains routed down the Bristol & Exeter line depart at the traditional time of 9.15am. Torbay Express Limited has been awarded a 2015 Certificate of Excellence by Tripadvisor, on the basis

of consistently good reviews made by Tripadvisor travellers. Torbay Express Limited managing director Barry Cordell said: “I am absolutely thrilled. This is a reflection of the commitment and dedication of all the staff involved with the trains, from the booking office through to the caterers. “I would especially thank all the volunteer stewards for their hard work which does so much to make journeys so memorable for our passengers.” Heritage Railway 57

MAIN LINE NEWS

COMPILED BY CEDRIC JOHNS

Albert Reginald (Bert) Hitchen: a pioneer of main line steam A MAN of many talents – professional cyclist, garage owner and locomotive engineer, Bert Hitchen is best remembered in railway circles for restoring Bulleid 4-6-2 No. 34027 Taw Valley, BR Standard 4MT 4-6-0 No. 75014 and latterly ‘Black Five’ 4-6-0 No. 45231 The Sherwood Forester to main line standards. News of his sudden death at the age of 76 on Wednesday, May 13, was greeted with great sadness by fellow locomotive owners and railwaymen across the heritage steam movement. Described by his close friend and long-time railway engineering companion Neil Henderson as a determined, hard headed Yorkshireman of integrity, Bert began his association with steam, gaining a certificate of apprenticeship, steam and diesel fitter, in the motive power department of the North Eastern Region in 1959. His apprenticeship took him to Mirfield shed – in his home town – where he worked on steam locomotive motive maintenance for 18 months, followed by 12 months at Wakefield and then six months working on DMUs at Bradford Hammerton Street. In addition, Bert spent a year at Darlington on general maintenance. He completed his service with British Railways as a time-served fitter at Mirfield working there for 36 months as a fitter and on call for breakdown duties. On leaving BR in 1962, Bert spent three years looking after Barclay tanks and fireless locomotives at ICI’s Dalton works in Huddersfield. A keen racing cyclist from boyhood, Bert won the Yorkshire Junior

Bert Hitchen with long-time friend and colleague Neil ‘Bubbles’ Henderson. BRIAN COOKE Championship aged 16. A year later he toured East Germany with a team sponsored by Corona. First racing as a semi professional he turned full professional in 1967 after leaving ICI, riding in the tough Tour de France for the first of what were three annual entries finishing once. In this country, Bert became professional champion of Britain on three occasions. It was during this period that he joined the Falcon sales team and was appointed the company’s racing team manager. In the 1980s he managed the National Federation racing team which was preparing for the Common Wealth games. Meanwhile back in 1973 Bert and his wife Liz became proprietors of

a petrol station in nearby Ravensthorpe, subsequently expanding the business by adding a car repair shop. Later, the pair purchased Helm Cottage, a semi derelict farmhouse standing alongside the HuddersfieldLeeds lines in Mirfield. In typical fashion, Bert set about restoring the house which became the family home for several years. Despite all these diverse activities, steam still remained the main attraction to the extent that in 1980 he went to Barry and bought Bulleid 4-6-2 No. 34027 Taw Valley from the late Dai Woodham. On moving the remaining parts of the 4-6-2 to the North Yorkshire Railway, Bert met up with Neil

‘Bubbles’ Henderson and asked if he would join him to work on restoring the engine. Neil, who comes from a NE family background and working on locomotives at Grosmont and training to be a firemen, agreed. It was to become a lifetime working association and friendship. In 1982 Taw Valley was moved to the East Lancashire Railway then three years later the 4-6-2 finished up on the Severn Valley Railway where the restoration was completed and the engine steamed and gained a main line certificate. Originally based on the Shropshire line, No. 34027 made regular appearances on the main line working charter trains to London. the South East and West, Midlands, Wales, the North Country and Scotland. Many enthusiasts will remember that September evening in 1992 when Taw Valley pioneered steam over the Southern Region’s third rail, departing Waterloo for Bournemouth, vantage points along the route heaving with spectators eager to see the train pass. At Bournemouth crowds estimated in thousands awaited the train’s arrival despite of the lateness of the hour. Following that, Bert and his engine worked the luxury VSOE ‘British Pullman’ for best part of a year, train and engine departing Southampton Docks as night fell on its final run. In 2000 Taw Valley caught national headlines when the 4-6-2 hauled the ‘Hogwarts Express’ Harry Potter promotional train on a five-day trip from King’s Cross to Perth stopping at Didcot, Crewe, Manchester, York, Newcastle, Edinburgh and finally Perth.

GNR(I) V class compound 4-4-0 No. 85 Merlin at Lisburn with the Railway Preservation Society ‘South Munster’ railtour. KEITH SATTERLEY

58 Heritagerailway.co.uk

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Bert Hitchen 1938-2015

Bert Hitchen at work. BRIAN COOKE Author J K Rowling travelled on the train and in conversation with Bert she told him that her father had worked on the footplate. “It made my day,” said Bert. His association with the 4-6-2 ended in 2001 when a number of enthusiasts headed by the Diesel Traction Group’s Phil Swallow bought the engine which after a very long overhaul has just been returned to traffic on the Severn Valley Railway, as highlighted in News, pages 10 and 11. What is not so well known perhaps is that Bert led a team overhauling British Railway’s Standard 4MT 4-6-0 No. 75014 to main line certification. Based at Grosmont the 4-6-0 was regularly employed on charter train duties, notably working the first season of Fort William-Mallaig ‘Jacobite’ services for West Coast Railways in 1995. Owned by a small group, the engine was eventually sold

to what is now the Dartmouth Steam Railway. Bert’s final main line engine was former LMS ‘Black Five’ 4-6-0 No. 45231 The Sherwood Forester which, after overhaul at Loughborough shed, was taken by road to the Mid Hants Railway in 2005. After a frustrating wait of three months for ‘paperwork’ to be completed, the 4-6-0 made a proving run from Alton to Fratton (Portsmouth) and return, entering main line service by taking a ‘Cathedrals Express’ from Victoria to Canterbury on June 29, 2005. Currently based at Carnforth where it has recently been under repair, No. 45231 underwent Vehicle Acceptance inspection on Thursday, May 21 – attended by Neil Henderson. Bert is survived by his wife Liz, son Neil, daughters Diane and Janet, and son-in-law John.

Dublin & South Eastern Railway 2-6-0 No. 461 heads the RPSI ‘South Munster’ tour from Cobh to Mallow. FIONBARR KENNEDY

TRIBUTES have been pouring in following the death of Bert Hitchen. “I first met Bert in 1980 at the North Yorkshire Moors Railway,” said fellow locomotive restorer Brian Cooke. “He had just moved Taw Valley from Barry and I was interested in buying BR Standard 4MT 4-6-0 No. 75014. “Bert had bought the Standard’s tender to convert it for the Bulleid. Thankfully I was able to persuade him to give up this idea and join me and two others to buy No. 75014 with Bert putting in his BR tender as his contribution. “This led me to taking up a minority share in Taw Valley and to operate both engines on the main line, this blossomed into a 35-year long friendship. During this time I found him to be one of the most motivated and strongest personalities I have had the good fortune to meet. His dynamism and persistence never failed to amaze me”. “During this time I understand that he was considered to be a hard man, but fair. These attributes I put down to his career as a professional cyclist. These personality traits he brought to steam preservation and endeared him to most who knew him. “Like most Yorkshiremen, if he thought you had not dealt fairly with him he could prove to be very difficult. However, if you were fair with him you gained a dependable and loyal friend. “His dedication to steam touched many people and his passing will be a great loss to them, to me and I believe, the steam movement as a whole.” Steam Dreams’ managing director Marcus Robertson said: “It was very sad to hear about the death of Bert Hitchen, one of the pioneering greats of the main line steam and he was, without knowing it, a big part of the reason that Steam Dreams exists. “For the generation that mourned July 9, 1967, the exploits of Bert’s Taw Valley in 1992 that was the greatest steam dream of all. “September 1992 was the moment for all Southern steam enthusiasts with Bert Hitchen and Taw Valley being the focus of that fantastic evening when with a full train of passengers, we pulled out of Waterloo just over 25 years after Elder Dempster Lines arrived from Weymouth, the last BR steam into a London terminus. “We had a magical run down the South Western Main Line past platform after platform, a sea of excitement until we arrived to a welcoming crowd of thousands at Bournemouth, It doesn’t get any better than that. “We’ve had a lot of fun at Steam Dreams over the past 15 years but for sheer unadulterated pleasure nothing will beat that September evening. It was therefore a great privilege that decade after that

Bert and ‘Bubbles’. BRIAN COOKE famous breakthrough we worked with Bert, his loyal henchman ‘Bubbles’ and the ‘Black Five’ on some great ‘Cathedrals Express’ trips. “Thanks to Bert all Southern steam lovers have had a terrific 23 years that made a quarter of century of a steam draught a fading memory-Bert we salute you!” Neil Henderson added: “Having known Bert since Taw Valley days I have travelled all a around the network with him and his three engines. I can’t think of a better way to enjoy his company. “He could be stubborn at times and so could I. We had tremendous rows at times but always finished up with a ‘cuddle’. “In addition to running on the main line he and I did many contract jobs on other people’s locomotives using the knowledge and experience gained by rebuilding and maintaining our own engines. “For the time being I shall be looking after The Sherwood Foresterand Bert’s Furness Railway 0-4-0ST, at Carnforth. It will seem very strange to be involved without Bert, a man of integrity who always kept his word. “I count myself fortunate to have known him for so long and yes, I shall miss him very much.” Heritage Railway Main Line News compiler Cedric Johns said: “I first met Bert when he brought his ‘Black Five’ to the Mid Hants Railway and from where his 4-6-0 gained its main line ticket”. “We met infrequently but whenever we talked about his engine(s) he would give me straight answers unlike many associated with heritage steam. I valued that.” “Much has already been written about the man for whom I had great respect. Like many others – too numerous to mention – I too will miss his company.” Heritage Railway 59

MAIN LINE NEWS

COMPILED BY CEDRIC JOHNS

Tornado: return delayed by late boiler delivery AS ANTICIPATED, the return to main line traffic following its winter overhaul, of the A1 Trust’s LNER 4-6-2 No. 60163 Tornado has been delayed and it is now expected to be back in action by mid-June. The immediate effect of the delay meant that Pathfinder Tours’ May 30 ‘Cumbrian Fells Express’ was handled by BR 4-6-2 No. 70000 Britannia. Likewise, the Railway Children charity Pullman train running out of Waterloo on June 4 was headed by Clan Line standing in for the A1. The A1 Steam Locomotive Trust’s King’s Cross-York ‘White Rose’ dated for June 2 was also affected and has been rescheduled to run on July 7. As previously reported, Deltic D9009 Alycidon is booked to take the ‘Rose’ northwards, Tornado heading the return trip in a positioning move to bring the engine back south either to Southall or Stewarts Lane depots. The A1 Trust issued a statement saying that the main reasons for the overhaul falling behind its work programme was down to two factors, the first being repair work on the boiler over-ran by two months at DB Meiningen and did not reach Darlington locomotive works until April 21. The second reason cropped up when rewheeling the A1 began. It was discovered that there were roller bearing problems with the crank axle and bogie. Thanks to supplier Timken, new bearings for the crank axle were delivered post haste on April 22 and South Devon Railway Engineering – which had been contracted to do the jobchanged the bearings returning the crank axle wheelset to Darlington on April 29. Despite a previous Timken inspection, a problem was then identified with trailing coupled axle bearings. A new set, ‘borrowed’ from new build P2 Prince of Wales and with ready co-operation of South Devon engineers it was anticipated that the wheelset would be back at Darlington by late May. As we closed for press, operations manager, Graeme Bunker, said that it is likely that the 4-6-2’s main line proving run would take place on Friday June 8. In addition to its oncoming commitment to VSOE, Tornado is scheduled to feature in ScotRail operator Abellio’s four-train late June steam programme north of the border (see Headline News) and three ‘Torbay Express’ trips, two in July, one in August, this summer.

60 Heritagerailway.co.uk

LMS Jubilee 4-6-0 No. 45699Galateaheads the Railway Touring Company’s ‘Hadrian’ away from York on May 16. ANDREW SOUTHWELL

‘Great Britain IX’ doubtful

Galatea storms through the NER time warp at Haltwhistle with the ‘Hadrian’. MAURICE BURNS

IN THE aftermath of Railway Touring Company’s traumatic experiences during the ill-fated ‘Great Britain VIII’ tour, the King’s Lynn-based promoter’s boss, Nigel Dobbing, was doubtful about embarking on a ninth departure next year. Nigel lived from day to day from April 28 when BR 4-6-2 No. 70000 Britannia worked the train solo to Exeter –run by DB Schenker – on day one of the tour, hoping and gambling that planned train operator West Coast Railways’ suspension would be lifted as the tour progressed, as reported in issue 202. Steam in the shape of Britannia worked the train from Plymouth to Bristol next day – but with DB Schenker’s Class 66 No. 66122 acting as pilot which disappointed many of those on board ‘GB VIII’. The reason that the 66 was on the front was that poor-quality coal and a need for steam heating was estimated to be a risk if the 4-6-2 brought the train back from Plymouth on its own. Ever optimistic, West Coast fired Scots Guardsman at Carnforth and prepared to move Ian Riley’s two ‘Black Fives’ from Grosmont on the North Yorkshire Moors Railway to Shrewsbury – but to no avail, as Network Rail’s track access ban imposed on April 3 remained in force, despite hopes that it might be lifted in time. On day three, RTC had no option but to announce that from Bristol onwards, ‘GB VIII’ would be diesel hauled using DB Schenker diesels.

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SEE CLASSIC TRACTION ON THE NATIONAL NETWORK By Fred Kerr

after tour failure The following day, a cruise on Lake Windermere and a visit to the Lakeside & Haverthwaite Railway were arranged ‘on the spot’ in a creditable effort by RTC to provide passengers with leisure time diversions. Travelling on the train was hit by problems when first of all, Class 67 No. 67018 arrived at Oxenholme 40 minutes late and later failed. Banked into Grayrigg loop by following Class 66 No. 66551 working an empty coal train, another 66, No. 66109 was sent to provide assistance. After a lengthy delay, ‘GB VIII’ arrived in Edinburgh over two hours late. The following day, RTC announced that passengers travelling into the Highlands would have to use public service trains… It could be argued that Nigel Dobbing should have

postponed the tour when West Coast’s track access suspension was announced on April 1, but the Carnforth company, by then in discussions with the statutory authorities, remained hopeful that the situation would be resolved sooner than it was. However, RTC day trips have now been reinstated. They recommenced on May 15 with its ‘Dartmouth Express’ from Woking to Kingswear, Britannia coming on at Westbury. That was followed by the YorkCarlisle ‘The Hadrian’ hauled by LMS 4-6-0 No. 45699 Galatea on Saturday May 16. Apart from the cancellation of the ‘Swanage Belle’ of Thursday, May 21, the remainder of RTC’s daytrip programme follows on as advertised.

THE main interest in recent weeks has been the traction currently being used by GB Railfreight for the Serco-operated Caledonian Sleeper services operating over the West Coast Main Line. Of initial interest was the proposal to use Class 92 locomotives as these powerful machines were introduced between 1993-96 as a mixed traffic locomotive but political and technical problems have resulted in their being used on limited routes and restricted traffic. While not ‘heritage’ traction per se, their limited usage has generated interest in the fleet and drawn attention to their recent allocation to the sleeper duties. While the 92s were scheduled to operate the trunk WCML haul, GBRf intends to allocate a batch of rebuilt Class 73/9s to operate the services north of Edinburgh but these are still under construction and in the short term their duties have been covered by hired-in Class 67s, including a pair carrying the Caledonian Sleeper livery adopted by Serco. This move has led to doubts about the long-term use of Class 73/9s in Scotland, although the official GBRf view is still that this will take place. GBRf has also contracted with the AC Locomotive Group to hire Class 86s Nos. 86101/401 and Class 87 No. 87002 to handle the stock moves between Wembley and Euston while arranging for DB Schenker to maintain a dedicated pool of four Class 90s as standby. In the first four weeks of operation the service has seen a mix of traction. GBRf has created a dedicated pool of four Class 92s, supported by a standby pool of three. Technical problems with these has seen their replacement on the WCML trunk haul by DB Schenker Class 90s, No. 87002 and by Class 92 No. 92044 from the standby pool. Engineering work has resulted in the London end using Class 86/1 No. 86101 as motive power between Euston and Wembley where the diagrammed Class 92

was able to take over the working, while at the northern end Class 47/8s Nos. 47812 and 47847 have seen use on stock moves between Edinburgh and Polmadie CS over non-electrified routes. For those able to see these overnight workings their efforts may be rewarded by the sight of heritage electric traction still employed on main line duties despite their age and proving that the ‘old’ locomotives still have something to offer the modern railway. The Class 92s are also being withdrawn from WCML service by DBS which has replaced the regular workings by pairs of Class 90s; this has seen them working the daily Mossend-Daventry (and return) Malcolm service and the weekly Dollands Moor-Irvine china clay working from Antwerp – both daytime services. The Class 90s were introduced to service in 1987, thus their return to service is even more so a return of heritage traction to the main line. There are further developments affecting the Class 37 fleet which is expected to see a continued operating life on passenger services that are due to begin from the new timetable which began on May 17. The first development is the long awaited operation of locomotive stock on Cumbrian Coast services between Carlisle and Barrow, which are planned to comprise Class 37 and Driving Brake Second Opens. Two diagrams have been created but a shortfall in DBSO availability looks set to see top-and-tail operation using a variety of DRS locomotives start the service until resources become available. The second development is the use of Class 37s plus DBSO on Norwich-Great Yarmouth/ Lowestoft services; again the shortage of resources has seen trains scheduled for top-and-tail workings with DRS traction. Despite their age, Class 37 traction is also finding new uses with reports that West Coast Class 37/5 No. 37669 has joined sister locomotive No. 37668 at Barrow Hill where both are to be fitted with ERTMS equipment for operation on Cambrian Lines services.

Sir Nigel Gresley landlocked at Grosmont

in brief

DUE TO move south to work several ‘Cathedrals Express’ trips for Steam Dreams, A4 4-6-2 No. 60007 Sir Nigel Gresley has been declared to be out of gauge at Grosmont! Surprisingly Network Rail gauging engineers have said that the 4-6-2 is not allowed to pass through platform 1 at Grosmont station because of the sharply curving platform. Unless there is a change, the A4 is effectively landlocked on the North Yorkshire Moors Railway and was prevented from working the southbound leg of Steam Dreams’

➜West Coast Class 33s

King’s Cross-York-Scarborough excursion on Thursday, May 21. In the event, the train was cancelled because of the West Coast situation., but the A4 would probably have missed the trip because of loose leading tender axleboxes, which had already precluded the engine working Esk Valley trains to Battersby. These are being worked on but as Tod Slaughter, the man responsible for No. 60007’s main line movements said, “There’s no rush at the moment because we can’t get out onto the main line”. Both the A4 Society and the North

Yorkshire Railway are investigating the situation, the latter being unable to move large engines in and out of Grosmont affecting future gala plans. There is no record of engineering changes made to the track or platform so the immediate conclusion is that the track ‘crept’ during the winter months, though it is possible that Network Rail’s computer records are not fully updated. Unless the situation changes, the A4 looks set to spend the final months of activity on the NYMR until its current ticket expires in September.

withdrawn

A RECENT review of West Coast Railways traction has seen the company’s Class 33 fleet being stored. Class 33/0 33029 and Class 33/2 33207 have been withdrawn from service. It is reported that the withdrawal is simply to note non-availability as work continues on the restoration of Class No. 33025 after which work will begin on the restoration of the other duo and their return to main line service. Heritage Railway 61

MAIN LINE NEWS

WITH FULL REGULATOR

LOCOMOTIVE PERFORMANCE THEN AND NOW By Don Benn LAST time I wrote that I would be looking at the Britannia Pacifics and said that I was hoping to include details of a recent run. At that time West Coast Railways was suspended from operating anything and its early return to the main line did not look hopeful. However, I had already booked on the May 24 ‘Torbay Express’ and as this series of trains is operated by DBS I thought all would be well despite a very short time to write the article before the magazine deadline. Well, the best-laid plans can sometimes catch you out and the Torbay train on May 24 was cancelled leaving me wondering if I would find an alternative.

In good time

Then came the good news that DBS was able to cover the Railway Touring Company ‘Dartmouth Express’ on May 15 and although this didn’t fit well with other commitments I realised that I could do part of the morning trip and get details of the rest from an old friend who had also decided to travel on the train. And so First Great Western deposited me at Westbury in good time on the

No. 70013 OliverCromwell approaches Stratford with the ‘Norfolkman’ on September 20, 2008. DON BENN morning of Friday, May 15, where I found the ‘Dartmouth Express’, 7.09am from Slough to Kingswear already at the platform awaiting No. 70000 Britannia to take us forward. I quickly found the ever-helpful RTC train manager, who by now is used to my strange requests, and duly paid a

TABLEONE:WESTBURYTOTAUNTON Date Train

May 15, 2015 0709 Slough to Kingswear 'Dartmouth Express' Loco BR Std Class 7 4-6-2 No. 70000 Britannia Load 11 coaches, 401½ tons tare, 435 tons gross Driver Vince Henderson Fireman Steve Rodenhurst Inspector Jeff Ewans Recorder/Position/GPS Don Benn/3 of 11/Yes Weather sunny periods Westbury Fairwood Junction Clink Road Junction Blatchbridge Junction MP 118 Witham Brewham Summit MP 125 Bruton Castle Cary Alford Keinton Mandeville Charlton Mackrell MP 124 Somerton Somerton Tunnel East Long Sutton Langport East Curry Rivel Athelney Cogload Junction Creech St Michael Taunton East Junction Taunton

miles 0.00 1.44 4.74 6.61 8.02 10.81 12.67 15.02 16.14 19.57 21.69 24.44 26.69 28.24 30.37 30.97 32.05 34.05 35.19 39.17 42.34 44.19 45.41 47.10

sched 0.00 4.00 9.00 20.00

29.00

40.00

50.00 55.00 62.00

mins 00 04 08 10 11 14 18 21 22 25 27 29 31 32 34 35 36 37 38 42 44 46 48 51

net time 47 minutes *brakes or speed restriction

62 Heritagerailway.co.uk

secs 00 02 27 29 48 19 50 27 25 24 11 24 30 47 34 08 03 42 42 05 54 24 53 01

speed

October 19, 2013 0613 Poole to Kingswear 'Dartmouth Express' BR Std Class 7 4-6-2 No. 70000 Britannia 11 coaches, 388 tons tare, 425 tons gross Dave Hewson unknown unknown Don Benn/4 of 11/ Yes cloudy and damp

sched 0.00 37½ 5.00 50 10.00 63½/61½ 13.00 64 60/tsr*18 17.00 32½ 67½/72½ *66 70 25.00 74½ 69/66 67½ 74 68½ 36.00 67 72½ 71 73½ 70 46.00 68 50.00 67 *37 56.00

mins 00 03 07 09 11 14 16 18 19 22 24 26 28 29 31 32 33 35 36 39 42 43 sigs 50

net time 48 minutes *brakes or speed restriction

secs 00 55 56 49 08 01 00 10 09 19 17 31 37 56 45 21 19 06 08 28 18 44 28

speed 42½ 53 66 63½/57½ 59 54 64/*59 69/74½ *61 71½ 68½/66½ 68½ 71 64 62½ 67 71½ 74/69 72½ 69 67 *8

modest sum to take me to the first stop at Taunton, from where I could return home in time for the rest of a busy day. I even had time for a brief chat with Wayne Thompson, who had brought the train from Slough behind a class 67 diesel but who wouldn’t be taking over No. 70000. He told me that our driver would be Vince Henderson and the fireman, Steve Rodenhurst. It was nice to talk to Wayne again though there was no time to ask if he had seen my offering covering his exploits on Clan Line in the last issue. The route from Westbury to Taunton is an interesting one comprising various sections of the ex-Great Western Railway put together piecemeal to form the short route to Exeter. From Westbury the line climbs at 1-in-226/1-in-151 for four miles to just before Clink Road Junction, where there is a short section of downhill before a steady climb past Witham at gradients gradually steeping to 1-in-107 to the summit at Brewham 12.67 miles from Westbury.

An easy climb

Then comes a nice downhill stretch initially at 1-in-81/98 to Castle Cary after which the easy gradients of the Somerton cut off prevail right through to Curry Rivel, where the old line from Yeovil joined, and on to Taunton, 47.10 miles from Westbury, with only an easy climb to the tunnel at Somerton to cause engines to be extended. Even time bookings for steam ought to apply to this stretch and indeed even time runs have been recorded, but the usual time allowed is around an hour though the reasons are difficult to understand as the route is under-utilised plus there is normally a spare platform at Taunton to allow flexibility for out-of-course running, which is more often early rather than late. So, with Britannia and its support coach attached bringing the total load

up to 11 coaches for about 435 tons we got away spot on time to top the initial climb at 37½mph before reaching 64 at the bottom of the climb to Brewham. We were still doing 60 at Witham when the brakes came on for what proved to be quite a long slack for track work, costing about four minutes compared with what would normally be expected. Alongside our run on May 15 shown in Table One are details of another run with Britannia in October 2013 with a similar load and Dave Hewson driving. There is remarkable consistency between the two runs, with both drivers showing restraint down past Castle Cary and again down to Curry Rivel from Somerton tunnel, though Vince took a bit more steam on the climb to the tunnel where the good 67mph minimum compared well with 62½ on the October run. On that run the departure from Westbury was six minutes late on a 56-minute allowance to Westbury and the relatively easy running didn’t prevent us from catching adverse signals from the 7.30am Paddington to Penzance while it was clearing platform 2 at Taunton. On the recent run we were allowed no less than 62 minutes and I wondered what the signallers would do with us as a Cross Country train to Plymouth was due in Taunton six minutes ahead of us and we were running more than 10 minutes early at Athelney. However, we were leading a charmed life and the Cross Country train was slightly late so we ran unchecked past Cogload Junction and slowly into platform 2 nearly 12 minutes early in a net time of 47 minutes for the 47.10 miles, with the Plymouth train following us into platform three five minutes later. Here I alighted in order to return to Westbury on the 7.43am from Penzance due at 10.28, only to find this cancelled because of a technical fault.

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No. 70000 Britannia passes Dawlish with the Railway Touring Company’s ‘Dartmouth Express’ on May 15. COLIN WALLACE Does First Great Western really have no back up at Penzance to cover this very busy train and if not why not? I decided that I could make use of the extra time by walking to Forty Steps bridge in order to photograph Britannia departing. There I found that the old bridge had been replaced by a huge monstrosity designed apparently to last a thousand years and to carry human beings of immense proportions and weight in numbers far exceeding those seen at Old Trafford for a home match. I was still musing (fuming) on this latest example of Network Rail wasted resources as I walked back to the station for my journey home, now via Bristol.

Fairly average

Meanwhile back on the train my old friend David Sprackland continued to Kingswear and has supplied me with the details of the remaining part of the outward run and also for the return. From the Taunton stop the ‘Dartmouth Express’ didn’t get very far as there was a pathing stop at Norton Fitzwarren and yet another in the Tiverton loop so Britannia didn’t get much of a chance to do very much. Norton Fitzwarren to Whiteball was a bit of a plod with a maximum speed near Wellington of 49.5 and a minimum at the tunnel of 34mph. After the stop at Tiverton Junction loop the maximum before Exeter passed in 16 minutes 53 seconds was 74½mph and Paignton was reached eight minutes early in 59 minutes six seconds from Tiverton Junction. A sound 35-37mph was sustained on Kingskerswell bank. All very good with a final arrival 20 minutes early into Kingswear, but oh so much unnecessary wasted time on the way down. In all the train had taken no less than an hour and 40 minutes to cover

just over 30 miles from arrival at Taunton to passing Exeter. This route is one often used by steam excursions and isn’t really that busy. Why don’t the planners give a decent timing over the Westbury to Taunton section? Sixty-two minutes for 47 miles is silly. We were into Taunton ahead of the 10.16am to Plymouth, which used platform 3, so no problem with a 47-50 minute booking as we took 51 even with the tsr and no higher speed than 74½mph and many miles at around 70-72. With a shorter water stop and then away after the Plymouth at 10.30 we could have been in Exeter at 11.10 latest (instead of 11.50) well ahead of the Paddington to Penzance due at 11.21. The return run turned out to be fairly average apart from a very good climb of the 1-in-55/73 climb of Torre bank where speed was sustained at 25-26 mph and then a quite phenomenal performance from Tiverton Junction up to Whiteball. In charge of No. 70000 were Dave Proctor driving and Fred Lewis firing plus Gareth Jones keeping an eye on proceedings. Dave Proctor was the fireman on Nunney Castle on the epic run of May 9 last year when the Castle ran from Exeter to Bristol in just over 70 minutes and clearly he knows how to handle Britannia. Departure from Exeter was in the same path as the run with No. 5029 and again the HST to London had left slightly late just in front so to start with there was no point in No. 70000 being pushed as the London train had a call at Tiverton Parkway. By Stoke Canon the Brit was doing 55mph compared with just 48 with the Castle and then by Tiverton Junction with a clear road Dave Proctor began to push the Pacific, and with full regulator gradually pulled the cut off up to 45% at the summit.

TABLETWO:EXETERTOWHITEBALLSUMMITDETAIL

Date Train Loco Load Driver Fireman Inspector Recorder Position Weather

May 15, 2015 1630 Kingswear to Slough 'Dartmouth Express' BR Std Class 7 4-6-2 No. 70000 Britannia 11 coaches, 401½ tons tare, 435 tons gross Dave Proctor Fred Lewis Gareth Jones David Sprackland 2 of 11 Fine and dry

Exeter St Davids Tiverton Junction MP 179 MP 178½ MP 178 Sampford Peverell MP 177 MP 176½ MP 176 MP 175½ MP 175 MP 174½ Whiteball Summit Whiteball Tunnel In

miles 0.00 14.75 14.91 15.41 15.91 16.61 16.91 17.41 17.91 18.41 18.91 19.41 19.91 20.12

sched 0.00

26.00

mins 00 18 18 18 19 20 20 20 21 21 22 22 23 23

secs 00 17 24 54 23 04 23 52 21 51 22 54 26 37

speed

gradient

57.8 61.7 61.0 61.2 61.4 61.8 60.2 58.9 57.3 55.9 55.5 57.1

-207 -207 746 216 405 242 162 115 115 115 115 115 -203

Milepost 176 to Milepost 174 (Whiteball) 1900 EDBH

At Sampford Peverell speed was 61.2 on the short 1-in-405 and then increased to 61.8 on the ensuing mile of 1-in-242/162 and was 60.2 when the final 2.1 miles of 1-in-115 was reached. Then came the really big effort as speed only dropped to 55.5mph at the top.

Quite extraordinary

David Sprackland says that the noise was quite extraordinary and if my calculations are correct then Britannia put out 1650 equivalent drawbar horsepower (edbh) from Sampford Peverell to Whiteball and an unprecedented and incredible 1900

edbh, or 2300 indicated horsepower (ihp) over the final two miles of 1-in-115 where 45% cut off was being used. This is a very high figure for a Class 7 engine and exceeds, for instance the highest I recorded on many runs behind Bulleid’s light Pacifics, coming close to the record figure achieved by No. 46115 on Beattock bank in April 2014. Full details of the climb are shown in Table Two. ES Cox in his book, British Railways’ Steam Locomotives, mentions that on road tests No. 70005 was producing a steam rate of 30,000lb per hour at 65mph, giving 1800 edbh, or 2200 indicated horse power using 40% cut Heritage Railway 63

MAIN LINE NEWS TABLETHREE:LIVERPOOLSTREET TOCOLCHESTER Date Train Loco Load Driver Fireman Recorder Position Weather

September 9, 2008 1024 Liverpool Street to Norwich 'Norfolkman' BR Std Class 7 4-6-2 No. 70013 Oliver Cromwell 10 coaches, 335 tons tare, 365 tons gross John Daniels unknown Don Benn 7 of 10 cloudy miles sched mins secs speed

Liverpool Street Bethnal Green Stratford Forest Gate Manor Park Ilford Seven Kings Goodmayes Romford Gidea Park Harold Wood Brentwood MP 19 Shenfield Ingatstone MP 26 Chelmsford Hatfield Peverel MP 36¾ Witham Kelveden Marks Tey Chitts Hill Xing Colchester

0.00 1.13 4.04 5.26 6.24 7.35 8.56 9.29 12.38 13.51 14.95 18.20 19.00 20.20 23.63 26.00 29.81 35.93 36.75 38.60 42.26 46.61 49.51 51.65

0.00 00 4.00 03 9.00 07 09 13.00 11 21.00 14 15 16 19 29.00 21 22 25 27 41.00 28 31 33 52.00 36 42 43 61.00 45 48 71.00 53 57 80.00 61

00 43 45 00 35 00 34 27 50 01 28 57 04 21 17 16 29 44 30 04 19 22 05 35

net time 53 minutes

24 58 62½ sigs*9 37 50 tsr*48 58 59½ 61½ 48 45 63 76½/73 77½ *51 66 62½ 73 66½ tsr*36 54/sigs*21 *brakes/check

TABLE FOUR:CREWETORUGBY Date Train Loco Load Recorder Position Weather Crewe Basford Box Betley Road Whitmore Box Standon Bridge Box Norton Bridge Great Bridgeford Box Stafford Milford Box Colwich Rugeley Armitage Lichfield Hademore Box Tamworth Polesworth Atherstone Nuneaton Shilton Box Brinklow Box Rugby No. 7 Box Rugby +estimated

July 31, 1964 3.30pm Holyhead to Euston Irish Mail relief BR Std Class 7 4-6-2 No. 70054 Dornoch Firth 10 coaches, 324 tons tare, 345 tons gross Don Benn 1 of 10 hot and sunny miles sched mins 0.00 0.00 00 1.25 03 4.75 08 10.35 14 14.60 17

secs 00 53 33 26 43

35 57/56½ 64 81/83

19.15 21.15

21 22

03 32

82 80/84

24.45 25 28.45 29 30.85 32 33.70 35 37.00 38 41.75 42 44.50 44 48.00 47 51.50 50 55.70 53 60.90 58 66.60 64 69.90 67 75.00 75 75.45 85.00+78

06 33 22 22 26 28 38 30 23 58 44 41 16 39 45

*70 sigs*43/63 sigs*47 62 68 73/78 75 73 72 70 sigs*44 73 82/83½ sigs *2

net time 69½ minutes

*brakes/check

64 Heritagerailway.co.uk

speed

No. 70024 Vulcan stands at Crewe with the 6.32pm to Birmingham New Street on July 31, 1964. DON BENN off and this was considered to be at the top end of performance for a Britannia. So, a historic run indeed. After that the rest of the day was bound to be a bit of an anticlimax, but for the record the time to the Taunton stop was 35 minutes seven seconds with a maximum of 74mph down Wellington bank and then 54 minutes two seconds on to Westbury.

Inside even time

Speeds were maximum 71, then a minimum at Somerton Tunnel of 63, then maximum 72½. After which Castle Cary was passed at 67, then Bruton 61mph and a minimum of 47½mph after the engine was eased for reasons unknown and a final 72mph at Clink Road Junction passed in 42 minutes seven seconds for the 42.36 miles, nicely inside even time. This was followed by adverse signals and a crawl into the platform loop, not at a platform even though Westbury had been a morning pick up point! I sometimes wonder if Network Rail understands the meaning of customer service. Or is it just too much trouble to find solutions to problems caused by fitting extra trains into the system? On the other hand I suppose we should be grateful that we still have steam on the main line at all, let alone with engines still capable of turning in performances such as Britannia did on Whiteball. I have always had a high regard for the Britannia Pacifics and some of my earliest memories of them are at Liverpool Street where from 1951 until displaced by the English Electric type four (Class 40) diesels they put in some sterling work on trains to Norwich and Clacton. I never had a run with one then and so jumped at the chance of a ride behind one when No. 70013 Oliver Cromwell was booked to work the ‘Norfolkman’ on September 9, 2008. With a good load of 10 for around 365 tons our train was allowed no less than 80 minutes non-stop for the 51.65 miles to Colchester, but driver John Daniels had other ideas, aided by the signalmen as Table Three shows. After a good start we should have been turned slow line at Forest Gate

and indeed were checked down to 9mph by signals but then stayed on the main line and Oliver Cromwell produced a run as good as any in the days of steam, reaching Colchester in 61 minutes 35 seconds, or 53 minutes net. The 1-in-103 to Brentwood summit was topped at 45mph, after which No. 70013 ran freely up to 77½mph down through Ingatestone. The net time can be seen within the context for instance of the 56-minute allowance of the 5.30pm Liverpool Street to Clacton in the 1950s despite our worthy engine in 2008 having a load of 10 rather than the more usual eight or nine coaches in the 1950s. The rest of the day was also good with driver Andy Taylor extracting a particularly good and noisy climb from No. 70013 on the 1-in-224 to Ingatestone at 67mph on the return run.

6.19pm, worked throughout by a type 4, later Class 40, English Electric diesel. With 10 coaches of LMS origin stock; total weight around 345 tons we left at 6.32pm, behind the ‘Irish Mail’ and in front of the Birmingham train and also in front of the ‘Mid Day Scot’ due out at 6.24pm and maybe this was one of the reasons why so much haste was shown by the footplate crew, though obviously despite its appalling outside appearance it was a good engine and steaming well. After a steady start we got going well up the 1-in-269 to Betley Road at 57mph and then even better as speed fell only marginally to the top of the 1-in-177 of Madeley bank. Far from being winded from the 10-mile climb we then stormed down to Stafford with speed into the eighties and a maximum of 84mph. The 6.55 miles from Standon Bridge to Great Bridgeford were covered at an average of 81.6mph much to the delight of this youthful enthusiast. After passing Stafford in just over 25 minutes at a very lively and illegal 70mph we caught adverse signals from the diesel-hauled ‘Irish Mail’ in front and so continued slightly more sedately until another burst of speed up to 78mph after Lichfield followed by easier running until another check to 44mph at Nuneaton.

“The 6.55 miles from Standon Bridge to Great Bridgeford were covered at an average of 81.6mph much to the delight of this youthful enthusiast.” My chosen run from the 1960s this time is one on the West Coast Main Line from 1964. I had been to the North Wales coast as recounted in issue 199 and was on my way back at Crewe where I decided to wait a while to see if I could get a steamhauled train back to Euston. I arrived at 4.50pm behind ‘Black Five’ No. 45348 and spent the hot early evening watching the frequent comings and goings comprising a mixture of steam, diesel and electric; a mixture of AL1s, AL3s and AL5s of the latter variety on trains to and from Liverpool and Manchester. Britannia Pacifics No. 70004 William Shakespeare and No. 70024 Vulcan were also noted and I was tempted to go for the latter when it backed on to the 6.32pm to Birmingham. However another Brit No. 70054 Dornoch Firth rolled in with what I later identified as the ‘Irish Mail’ relief, which had left Holyhead at 3.30pm, and should have been running ahead of the main train which had left at 4pm and was due to leave Crewe at

Unscheduled stop

Then away we stormed again to reach 83½mph after Brinklow. We had got inside even time by Tamworth despite the checks and held this until severe signal checks heralded a very slow approach to an unscheduled stop for water at Rugby. The actual time had been a creditable 78 minutes and 45 seconds but the net time was a shade below 70 minutes for the 75.45 miles, giving a net start to stop average of 65.13mph. What a fitting end to this tribute to the superb Britannia Pacifics, in my view the equal of any other Class 7 engine and the best of the Standard classes. Next time, all being well I will be looking at the Somerset, Dorset and Devon areas with another recent run and a good mixture of motive power.

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TOURS

BR StandardPacificNo.70000BritanniatopsWhiteballsummitwiththeVictoriatoExeterlegoftheRailwayTouringCompany’s‘GreatBritain8’onApril28.DEREK PHILLIPS

June THUR 4: ‘Cathedrals Express’

Victoria, Reading, Bristol and return. Steam hauled throughout. Loco: No. 60007 Sir Nigel Gresley. SD

THUR 4: ‘Railway Children’

Victoria, Guildford, Redhill, Victoria. Steam hauled throughout. Loco: No. 35028 Clan Line.

SAT 6: ‘Cumbrian Mountain Express’

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

SUN 7: ‘Cathedrals Express’

Paddington, Worcester and return. Steam hauled throughout. Loco: No. 60007 Sir Nigel Gresley. SD

THUR 11: ‘Cathedrals Express’ Cheam, Westbury, Kingswear and return. Steam hauled: Westbury, Kingswear and return. Loco: No. 61306 Mayflower. SD

FRI 12: ‘Surrey Hills Luncheon’ Victoria, Guildford, Redhill, Victoria. Steam hauled throughout. Loco: No. 35028 Clan Line. BEL

SAT 13: ‘Hadrian’

Leicester, Hellifield, Carlisle and return via Durham. Steam hauled: Hellifield, Carlisle, York. Loco: No. 60009 Union of South Africa. RTC

SAT 13: ‘Cotswold Venturer’

Paddington, Oxford, Worcester and return via Swindon. Steam hauled throughout. Loco: TBA. RTC

66 www.heritagerailway.co.uk

SAT 13: ‘Whistling Ghost’

Tyseley, Kidderminster, Minehead and return. Steam hauled throughout. Loco: No. 5043 Earl of Mount Edgcumbe. VT

SAT 20: ‘Welsh Dragon’

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

SAT 20: ‘Heart of Wales’

Chesterfield, Shrewsbury, Cardiff and return. Steam hauled: Shrewsbury, Llandrindod Wells, Pengam Locos: No. 61306 Mayflower and No. 45305. RTC

SAT 20: ‘Welshman’

SAT 27: ‘Surrey Hills Luncheon’ Victoria, Guildford, Redhill, Victoria. Steam hauled throughout. Loco: No. 35028 Clan Line. BEL

SAT 27: ‘Buxton Spa Express’

Preston, Buxton, Sheffield and return via Copy Pit. Steam hauled: Manchester, Sheffield and return. Loco: No. 61994 The Great Marquess. RTC

SAT 27: ‘Borders Reivers’

Carlisle, Ayr, Glasgow and return via Beattock. Steam hauled throughout. Loco: No. 60163 Tornado. AB

TUES 30: ‘Cathedrals Express’

SAT 20: ‘Highland Rambler’

Southend Airport, Kingswear and return. Steam hauled: Taunton, Kingswear and return. Loco: No. 60007 Sir Nigel Gresley. SD

SUN 21: ‘Seaforth Highlander’

Victoria, Rugby, Crewe and return. Steam hauled: Victoria, Chester. Loco: No. 35028 Clan Line. PTH

Poole, Salisbury, Cardiff and return. Steam hauled throughout Loco: No. 34067 Tangmere. RTC Stirling, Perth, Inverness. Steam hauled throughout. Loco: No. 60163 Tornado. AB

Inverness, Brora and return. Steam hauled throughout. Loco: No. 60163 Tornado. AB

MON 22: ‘Highland Caledonian’ Inverness, Perth, Stirling. Steam hauled throughout. Loco: No. 60163. AB

SAT 27: ‘Royal Wessex’

Three Bridges, Weymouth and return. Steam hauled throughout. Loco: No. 34067 Tangmere. RTC

TUES 30: ‘Clan Line Farewell’

Regular steam 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’

Steam hauled throughout. Loco: No. 45407, 44871 or 62005. WCR

WEDS May 27-Aug 26: ‘Fellsman’

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

SUNS Jun 14, Jul 12, 26, Aug 2, 23, Sep 13, 20: ‘Torbay Express’

Bristol, Bath or Weston, Kingswear and return. Steam hauled throughout. Loco: No. 60163 Tornado or No. 70000 Britannia. TEL AB

BEL PTH RTC SD SMR TEL

Fort William, Mallaig and return.

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

Abellio Bookings through Steam Dreams Belmond British Pullman 0845 077 2222 Pathfinder Tours 01453 835414 Railway Touring Company 01553 661500 Steam Dreams 01483 209888, 0845 310458 Statesman Rail 0845 310 2458 Torbay Express Ltd Bookings through Pathfinder Vintage Trains 0121 708 4960 West Coast Railways 0845 850 4685

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Heritage Railway 67

52F

STEAM NOSTALGIA

South So uth Blyyth Blyth

locomotivE StroNghold ENd A North EAStErN rAilwAy lo ocomotivE Str roNghold to thE EN

South Blyth was a North Eastern Railway shed which continued to use NER engines right up to the end of steam. Trevor Gregg takes a nostalgic look back at his local engine shed.

T

he huge demand for coal during the Industrial Revolution resulted in the colliery owners in Northumberland being at the forefront of railway development. Initially these were waggonways with wooden rails and wagons hauled by horses but soon these developed into systems with iron rails and locomotives. The waggonways were built to convey coal from collieries to the nearest river for shipment. As the demand for coal increased larger vessels were required together with rivers of sufficient depth to handle these larger vessels. The river at Blyth had a maximum depth of 14ft at high

NER J27 0-6-0 No. 65842 stands outside South Blyth shed in November 1966 among the mounds of ash cleaned out from the J27 smokeboxes.

68 Heritagerailway.co.uk

tide and this severely restricted the size of vessels that could be used for coal shipment. The colliery owners in the Blyth and Bedlington area desperately needed a rail system to allow them to use the deeper waters of the River Tyne. The Cramlington and Seghill collieries already had waggonways connecting to coal staithes on the Tyne via Percy Main, parts of which were operated by stationary engines. These routes were extended to Blyth in 1847 and Bedlington in 1850. In 1852 royal assent was given to the formation of the Blyth and Tyne Railway Company with permission given to construct extensions

from Hartley to Tynemouth and from Newsham to Morpeth. The Blyth and Tyne Railway Company decided their headquarters would be at Percy Main and it was here substantial workshops and engine sheds were built. Work was undertaken to ease the gradients on the rail route near Percy Main that removed the need for stationary engines and allowed locomotive haulage throughout the route. The colliery owners in the Blyth and Bedlington area now had a direct rail link to the River Tyne. The North Eastern Railway absorbed the Blyth and Tyne Railway in 1874. By this time coal shipment from Blyth had declined

A Sunday morning scene at South Blyth in October 1966 with J27s Nos. 65819, 65834 and 65882 and LMS 4MT 2-6-0 No. 43133.

considerably due to limited water depth. The Blyth Harbour Company wished to correct this decline in coal shipment and quickly entered into discussions with the new owners of the Blyth and Tyne Railway. As a result of this in 1877 work started on the removal of silt from Blyth harbour and to deepen the main channel allowing larger vessels to be used. Coal shipment increased and in 1879 the NER constructed the first locomotive shed at Blyth, this was a three-road shed at South Blyth capable of accommodating nine locomotives. This was to provide locomotives for both the passenger service from Blyth and for the increasing coal traffic. The NER continued to improve the coal shipment facilities with the construction of new coal staithes on the south side of the River Blyth; these came into operation in 1884. Coal shipment from Blyth then increased dramatically and the NER then needed to increase the numbers of locomotives that could be housed and serviced at South Blyth. This resulted in the three road shed being doubled to make a six road shed in 1895.

At 4.30pm on May 24, 1967, No. 65789 and brakevan head out of South Blyth with the old Blyth station in the background for its final trip on the branch from Morpeth to Scotsgap. Derek knott (BoB AnDerson ColleCtion).

Opened in 1897

Collieries with access to the north side of the River Blyth were then pressing the NER for improved facilities on their side of the river and in response the NER erected coal staithes on the north side, these becoming operational in 1896. The need to then provide locomotive servicing facilities on the north side of the river was quickly recognised and North Blyth sheds were constructed and opened in 1897. This resulted in Blyth having engine sheds on either side of the river, North Blyth and South Blyth, in BR days both with the same shed code of 52F. The NER inherited the Blyth and Tyne Railway locomotives, which were 2-4-0 tender types for passenger services and 0-6-0s for the coal trains. These were from various builders including Robert Stephenson, Timothy Hackworth and some were of its own design being built at Percy Main. The NER however quickly set about bringing in its own locomotives and from 1886 the C class (LNER & BR Class J21) were introduced. Most of this T W Worsdell class of locomotives were originally built as compounds; however his brother Wilson Worsdell who succeeded him as chief mechanical engineer converted the whole class to the simple engine design. These engines

Newsham station was the junction between the branch to Blyth and the main route from Newcastle to Bedlington and from there to Ashington and Newbiggin or to Morpeth. Two South Blyth J27s meet in September 1966; No. 65838 waits for No. 65842 to bring in an empty coal train before reversing back into the sidings. Heritage Railway 69

proved to be very successful and the now preserved J21 No. 65033, the final surviving locomotive of this class, was withdrawn at South Blyth in April 1962. Equally successful was Wilson Worsdell’s P3 class (LNER & BR J27) first introduced in 1906 and continued to be produced until 1923. The J21s and the J27s dominated the haulage of coal trains in the Blyth and Tyne area for more than 60 years. For passenger services the equally successful class O (LNER & BR G5) 0-4-4 tanks first introduced in 1894 worked the majority of services and held onto that role right up to September 1958 when the diesel multiple units were introduced. The G5s operated push and pull autocars. From 1927 the LNER

“Rushing from school on that Friday afternoon to my vantage point of the cattle dock I found an immaculate J27 No. 65789 being turned on the turntable, quite a rarity as locomotives were very rarely turned at South Blyth.” introduced single unit Sentinel and Clayton steam railcars and a number of these were allocated to South Blyth but by 1937 the G5 push and pull services were reintroduced. South Blyth was typically allocated five G5s for passenger services, 10 J21/J27s for coal train duties and two J77s for shunting coal wagons over the coal staithes.

The immaculate No. 65789 is coaled and watered at South Blyth coaling stage after being turned on the rarelyused turntable on Friday, May 24, 1967. DeRek kNott (BoB ANDeRSoN ColleCtIoN)

With the rapid rundown in the use of steam traction in the early Sixties and the closure of routes, serviceable steam locomotives would be transferred to those sheds still using steam allowing existing locomotives that required repairs to be scrapped. This occurred at South Blyth and one of the first of these arrivals were two BR Standard 3MT 2-6-0s, Nos. 77011 and 77014, which had been allocated to Blaydon (52C) and because of their light weight were principally used on the Border Counties line between Hexham, Reedsmouth and Riccarton. When this route was closed in 1958 and the line had been lifted they were surplus to requirements at Blaydon and after spending a short time at Tyne Dock (52H) they arrived at South Blyth in April 1961. They lasted less than a year and were shipped off to Thornaby (51L); it appeared the South Blyth men preferred their old J27s. K1 2-6-0 No. 62002 arrived from Consett (52K) in June 1963 and although it lasted longer than the two BR 2-6-0s it was eventually shipped across the river to North Blyth. Percy Main (52E) closed in February 1965 and no less than 11 of its J27s were transferred to South Blyth. Three LMS 4MT 2-6-0s Nos. 43055, 43133 and 43138 then arrived from York in July 1966 but by October of that year had again been moved across to North Blyth. Quite fittingly when South Blyth closed to steam on the May 28, 1967, it was the NER P3 (J27s) that had the honour of being the final steam locomotives operating out of this old NER shed. As a schoolboy at the time visits to South Blyth were either after school or on Saturday mornings when the vantage point of the old cattle dock allowed all engine movements to and from the sheds to be observed. On one occasion I did manage to get a shed permit for a weekday afternoon visit otherwise unrestricted access was limited to Sundays. With the sheds closed on a Sunday it was possible to walk around the sheds and if any locomotives were parked outside take some photographs. It also allowed the other activity of ‘cabbing the engine’, that was climbing into each one, sitting in the driver’s seat then recording a ‘C’ against the number in my Ian Allan abc Loco Book.

Special working

South Blyth shed staff pose in front of, while others admire the cleaned up No. 65789 before its final trip on the one time North British Railway branch from Morpeth to Scotsgap on Friday, May 24, 1967. DeRek kNott (BoB ANDeRSoN ColleCtIoN)

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During one of my visits after school I discovered that steam would end at South Blyth on Monday May 28, 1967, and a special working was to occur on Friday afternoon the May 25. Rushing from school on that Friday afternoon to my vantage point of the cattle dock I found an immaculate J27 No. 65789 being turned on the turntable, quite a rarity as locomotives were very rarely turned at South Blyth. I was told that NELPG members including Bob Anderson and Derek Knott had cleaned up No. 65789 prior to the locomotive working one of the last South Blyth regular turns, a demolition pick up train along the former North British Wansbeck Valley line from Morpeth. South Blyth traditionally had always provided the locomotives for the Wansbeck Valley line and during the winter months at least one South Blyth engine would be fitted with a snowplough for snow clearance duties on this

No. 65795 couples on to No. 65789 before the two locomotives travelled to Sunderland depot.

route (J21 No. 65033 undertook this role for a number of years). In the final years there was only one working on this route, the Thursday’s only freight between Morpeth and Woodburn. The route finally closed to freight on the September 30, 1966, the final working being with No. 65842, one of the J27s transferred from Percy Main. The trip with No. 65789 would only be as far as Scotsgap to collect wagons full of lifted sleepers and rails as the ‘Wannie Line’, as it was known locally, was progressively being dismantled back from Woodburn to Morpeth. The late Derek Knott, who was to become the mechanical engineer on the Tanfield Railway, had made a wooden headboard with the words ‘Farewell South Blyth Steam’ which was fitted to the spruced up No. 65789. At 61 years of age No. 65789 was the oldest operating J27, it was one of the first batch produced, at Darlington in 1906. I photographed from the cattle dock No. 65789 together with a brakevan as it passed me and headed for Morpeth and then Scotsgap. Later in the evening from my home garden near Newsham I watched No. 65789 heading back down the branch to South Blyth after completing the final South Blyth steam turn on the ‘Wannie’ line. The next week my local newspaper The Blyth News published a photograph of the driver Tom Allen standing in front of No. 65789 before he drove it to Scotsgap and back. Interviewed by the reporter, he took an unsentimental view: “Even the most hard-bitten engine driver has to admit that there is a certain glamour about steam, but diesels will make our job a lot easier.” On the following day, the Saturday morning, there were two short colliery coal train workings for the last two remaining J27s, Nos. 65789 and 65795 and on the following Monday when South Blyth closed to steam No. 65795 hauled No. 65789 to Sunderland (52G) for a very short extension of their long working lives, both were withdrawn two months later. No. 65789 did return to Blyth but sadly it was to North Blyth to be cut up at the Hughes Bolckow scrap yard. South Blyth remained open as a diesel stabling point with crews using Gateshead allocated Class 37s and Class 20s until Cambois diesel depot opened on January 29, 1968. Today there is no trace of the South Blyth sheds with the site occupied by Blyth Community Hospital.

The end, the last locomotive to be coaled and watered at South Blyth; No. 65795 eases back from the coaling stage before collecting No. 65789 for their trip to Sunderland as South Blyth closed to steam on Monday morning May 27, 1967. Inset above: Shed Permit for North and South Blyth sheds. Heritage Railway 71

NEWS FOCUS SPECIAL

TheSouThwold RailwaypRojecT

Three-foot gauge railways were a rarity on the British mainland. Mark Smithers reports on progress in the project to revive one legendary long-lost line.

T

HE SuCCESS of railways in the region of 2ft gauge for uses ranging from slate quarries to military applications has ensured that the equipment associated with these systems is very well represented among the ranks of Britain’s railway preservation heritage. The same sadly cannot be said to be true for other narrow gauge systems: for instance, the 18in gauge, which played so important a role during the narrow gauge ‘formative years’ is poorly represented, while the 2ft.6 in gauge, an important component of railway history during Britain’s rule of the Indian sub-continent, is largely confined at home to the Welshpool & Llanfair, Sittingbourne & Kemsley, Whipsnade Zoo and Statfold Barn railways. The subject of this feature is a project to restore at least part of a railway built to a gauge that was widely adopted for public passenger use on the Isle of Man and in Ireland but which did not find general favour for similar applications on the British mainland. The history of the 3ft gauge Southwold Railway in Suffolk will no doubt be familiar to many readers, but for the benefit of any who may be unfamiliar this system it will be useful to

give a brief outline here. Following unsuccessful attempts to persuade the GER to connect Southwold with its station at Halesworth by means of a standard gauge branch, the independent 8¾-mile long Southwold Railway was opened on September 24, 1879, with initially just one intermediate station at Wenhaston, although further stations at Blythburgh and Walberswick were soon added.

Dainty 2-4-0Ts

Initially, three steam locomotives were supplied to work the line and these were built by Sharp Stewart & Co. (Nos. 2848-50 of 1879), being respectively numbered 1-3 and named Southwold, Halesworth, and Blyth. The locomotives were rather dainty 2-4-0Ts with 8in by 14in cylinders and 2ft 6in coupled wheels. Initial traffic, although reasonably healthy, did not justify the retention of all three locomotives and Southwold was returned to the makers in 1883 being resold to the Santa Marta Railway in Columbia where it apparently worked for another half a century. Matters having improved during the ensuing decade, a replacement Southwold was supplied by Sharp Stewart in

1893 (No. 3913) being mechanically similar to its precursor save for the addition of a rear coal bunker, trailing truck and a more protective cab. The rolling stock used during the line’s history amounted to six passenger carriages and 16 goods wagons of six-wheel configuration utilizing the Cleminson Patent Flexible Wheelbase (Patent 3029 of 1876), along with a further 23 four-wheel goods vehicles. Five of the Cleminson coal wagons were owned by coal merchant Thomas Moy and were the only ‘private owner wagons’ in use on any British public narrow gauge railway. During the Edwardian era there were dreams of possible conversion to standard gauge to connect with the never-built extension of the Mid-Suffolk Light Railway to Halesworth, and there was also an increase in fish traffic envisaged by a possible enlargement of facilities at Southwold harbour, which resulted in the purchase of the final locomotive, 0-6-2T Wenhaston from Manning Wardle in 1914 (No. 1845). The First World War put paid to the possible fish traffic, however, and while the line was kept busy under

Southwold Railway Sharp Stewart 2-4-0T Blyth is seen in this view, dating from the latter days of the engine’s working life. Following closure of the railway,Blyth was stored in Halesworth shed until broken up for war salvage in 1941.

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Above: This ‘mock-up’ of the number, name and works plates of Blythis displayed outside the trust shop in Southwold on opening days. Inset right: This is the primed and drilled ‘blank’ for the motion stretcher for Blythtemporarily bolted into position. Above: This view shows the area of the right hand mainframe from the rear bufferbeam to the firebox area. The cutaway configuration of the bufferbeam is again well illustrated.

Another of Blyth’scomponents currently to be found in the workshop is the smokebox door.

War Department control until 1921, the factors that affected so many of Britain’s smaller passenger railways during the 1920s, foremost of which was the wider adoption of motorised road transport, were to bring about the demise of the Southwold Railway.

State of limbo

Economy measures such as attempts to sell Wenhaston and reductions in fares and staff wages were to no avail and the final day of passenger operation was April 11, 1929, with surviving film footage showing Wenhaston and Blyth as the two operable locomotives on that day. The ensuing few days saw the final goods movements and, for some strange reason, the scrapping of Southwold, although Halesworth did not perish at this stage, joining the other two locomotives, the rolling stock and much of the line’s infrastructure in a state of limbo that was to last until most moveable items were removed for war salvage in 1941-42. The Southwold Railway’s claim to fame is that it was mainland Britain’s only classic example of a 3ft gauge secondary feeder railway augmenting the main network in a manner similar to that found more commonly in Ireland, or with its continental counterpart (the metre gauge) in France. Although the line’s infrastructure has largely been eliminated, the trackbed is largely intact, save for the loss of the station building

Left: Inside the trust shop can be found a mock-up of part of the original Southwold Railway carriage, along with the completed chimney for the replica of Blyth. The latter is illustrated here.

The completed mainframes of Blythare currently to be found in the workshop, mounted at working height and facing the doors. This view emphasizes the apparently flimsy nature of the side frames and bufferbeams, with the boiler and footplate valances fulfilling an important contributory role to the locomotive’s structural strength.

sites at Halesworth and Southwold, the latter now occupied by a police station and the former by a housing estate, and some of the bridges. Given the line’s historical status and its distinctive character, there still remained calls from some quarters for its reinstatement and to this end the Southwold Railway Society was formed in 1994, becoming the Southwold Railway Charitable Trust in 2006. A consultation document proposing complete reconstruction of the original railway was published in 2003 with

proposal was rejected by the local authority following submission of a planning application in March 2007.

Misguided opposition

The trust had run up against what has been its main difficulty since inception, namely the (often misguided) opposition on the part of certain local residents, many of whom could not rightfully regard their properties in the locality as their principal home. Following this setback, efforts concentrated on the establishment of a replica station building and visitor centre at Wenhaston together with half a mile of track (towards Blythburgh) including just less than 500 yards of the original trackbed. The original version of the revised proposals was once again rejected in December 2012 but another revised proposal, dispensing with the visitor centre (and associated car park), reducing operations to just 30 days a year and utilising only replicas of Wenhaston station and its Freeman coalshed (performing the function of a locomotive shed) was submitted in March 2013. Owing to procedural difficulties over the siting of the Freeman shed and other matters, this application has been delayed and the result is still awaited at the time of writing. Many of the objections that have been voiced have sadly been of a spurious nature and it is unfortunate to record that there has even been

“The Southwold Railway’s claim to fame is that it was mainland Britain’s only classic example of a 3ft gauge secondary feeder railway augmenting the main network...” an amended document being prepared in 2005 envisaging the following of the original route from Halesworth to Blythburgh, then a diverted route north of the river (requiring a new bridge) to Southwold ending at the pier. Such a proposal, if implemented, would have been a major asset to the area, both to relieve motor traffic congestion in the summer months (as part of a park-and ride scheme) and as a tourist attraction in its own right, but the

Heritage Railway 73

anonymous defamatory literature circulated against the trust in the Wenhaston area. Nonetheless, some 31 acres of land have been acquired by the trust in pursuance of the Wenhaston project, 29 of which will be retained for agricultural or conservation use. Despite the initial setback of 2007, the trust still envisages one day restoring the entire railway and one of its activities is the acquisition, when the opportunity arises, of surviving portions of the trackbed, as has already been achieved with the Lynton & Barnstaple Railway. In addition to the usual educational functions of such a trust, including the establishment of an accredited museum, probably at Wenhaston, and the establishment of a shop in Southwold, its other major activity is the construction of a heritage train comprising a replica of 2-4-0T Blyth together with a passenger carriage, a covered van and an open van.

‘Cut and shut’

A temporary workshop (loaned by local builders Duncan & Son) has been established in Southwold to enable work to commence on these items. In order to provide suitable chassis arrangements for the four-wheel vans, two exRoyal Naval Armaments Department 2ft 6in gauge van underframes (probably from Trecwn) were obtained. One of these has already undergone a ‘cut and shut’ lengthening of its frame stretchers to suit the gauge; the fitting of Southwold-pattern drawgear (pitched some 6in higher than the original) allied to new headstocks; the shortening of the longitudinal frames by about a foot, and the removal of the wheels from the original axles in order to fit new axles to suit the correct gauge. This will provide the chassis for the replica covered van No. 40, for which a new body (of similar pattern to the replica ‘grounded’ body No. 13 constructed by Bespoke Buildings of Herefordshire for use as a shelter at Wenhaston) is currently under construction at the Special Objectives for Local Disabled workshops in Lowestoft. The other chassis, upon which work is less well advanced, is currently stored just outside the workshop and when suitably modified, this will form the underframe for replica ‘high ended’ (tarpaulin) open van No. 41. Two points of significance need to be noted at this stage: firstly that the sandblasting and painting work on the chassis of No. 40 was

The ex-Charleroi tram trailer, which has been given the number 7 in the rolling stock list (following on from the original Southwold carriages) currently performs the function of a members’ mess room in the workshop.

carried out by Coastground of Great Yarmouth and the works associated with regauging by Peggs of Aldeburgh, thereby furthering the trust’s policy of establishing relationships with local contractors. Secondly, although the body of original Southwold Railway van No. 14 still exists at Carlton Colville near Lowestoft, it is not considered to be in sufficiently good condition to be a realistic candidate for restoration to working order. The replica of Blyth is being financed by the ‘2-4-0 Club’, a separate scheme by which the replica’s components can be sponsored in units of £240 (this scheme has similarities with the Corris Railway’s new-build Falcon project). The project was officially launched on March 16 2010 and components completed to date include the mainframes (with associated footplating and motion brackets); bufferbeams; pony wheel centres; smokebox door and chimney, the latter item (another Pegg product) currently being on display in the Trust Shop. A certificated, insured design for the boiler and firebox had also been prepared. More recently, it has been realised that the process of manufacturing a replica passenger steam locomotive is a more onerous one than was

A recent arrival on site has been the Simplex diesel locomotive, owned by Peter Nicholson and until recently kept in Devon. Although fitted with a torque converter, the locomotive still relies on chain drive for part of its transmission.

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envisaged at the commencement of the project, involving not only the certification of most components as ‘fit for purpose’, a process that involves the compilation of comprehensive records relating to steel type, provenance and construction methods, but also the production of metric CAD drawings of the locomotive’s components.

Further volunteers needed

A qualified locomotive engineer to oversee the project was a necessity and to this end Mr John Scott MA CEng MI MechE was engaged to oversee construction of all of the engine’s working parts below running board level, having been a team leader on the Lynton & Barnstaple’s Lyn project. On December 11,2014, Mr Scott was provided with drawings produced by CAD Bureau Southern Ltd of the previously produced components in order that they can be checked against the new component designs before any further work is undertaken on the project. In order for the Blyth project to proceed satisfactorily, further volunteers will be needed in order that a new specially-dedicated team can take it forward. Current estimates put the total cost at a minimum of around £350,000 with a completion timescale in the region of five to 10

The mainframes and cylinders of IOMR Beyer Peacock 2-4-0T Tynwaldare another non-Southwold item on site and they are currently stored outside the workshop. The frames are in poor condition, but the cylinders and valve chests are thought to be basically sound.

The wheels for wagon No. 41 are currently stored inside the workshop and any trace of the original axles will have to be drilled out before new axles of the correct gauge can be fitted.

A possible visitor to a future Southwold Railway Museum – 3ft gauge Hudswell Clarke 0-4-0ST Handyman(No. 573 of 1900) arrives at the NRM for cosmetic restoration in September 2008.

years. As with other new-build projects, a suitable business plan will also be an essential part of this process. No physical work has yet been undertaken in relation to the proposed heritage balcony-brake coach No. 8 and mention should be made at this juncture of other 3ft, gauge items that have found their way to the workshop site. These include a 1915 Charleroi tram trailer, originally built to metre gauge, and acquired from the Finn Valley Railway in Ireland; a Motor-Rail ‘Simplex’ locomotive No. 105H006 owned by Peter Nicholson and, most importantly, Manx Northern Railway six-wheel brake composite carriage No. 3 constructed in the same year the Southwold Railway opened. This carriage, formerly displayed at Port Erin station museum, incorporates the Cleminson system of the ‘classic’ variety (i.e. incorporating the double joints and small connecting links between the trucks as opposed to the sprung connections of the Festiniog Railway coal wagon) as used by the Southwold Railway’s original carriages. A professional opinion has been expressed that it might be possible to build the new carriage with a Cleminson chassis as opposed to bogies although no decision has yet been taken on this matter. Such a course of action would certainly be more attractive to potential sponsors if it could pass the fitness for use, safety and ride quality tests. In any case steel chassis framing would have to be used in preference to the original timber although this would not be readily apparent to the observer. Current estimates put the cost of a working chassis for coach No. 8 at between £60,000 and £80,000. The presence of non-Southwold 3ft, gauge equipment at the current workshop site also opens up another possibility for the Southwold Railway project as a whole, wherever based, namely that it could become the British mainland’s only dedicated museum for 3ft gauge railways generally. If one takes permanent mainland residence

into account, the possible pool of visiting steam locomotives would include Amberley’s Scaldwell; Hudswell Clarke products Handyman and Lord Granby and DeWintons Watkin and Llanfair.

Defunct for decades

Sadly, none of these locomotives are currently in working order but the most important mainland survivor from the Southwold Project’s point of view is currently under overhaul. This is ‘long boiler’ 0-6-0ST Kettering Furnaces No.8, a product of the same maker as Wenhaston and a locomotive that could, subject to consent of the parties involved; progress on the part of the trust itself, and any possible problems with drawgear and braking compatibility play an important early role in a Southwold Railway revival. It should also be mentioned that, subject to any problems with the logistics of travel to and from the Irish republic, Cavan & Leitrim-based Dromod and Nancy would also make ideal working visitors in future years. The early years of the Southwold Railway Trust clearly illustrate the difficulties inherent in attempting to resuscitate a narrow gauge railway that has been defunct for decades and echo the problems that have been faced, and in many cases overcome, by similar schemes to rebuild the Welsh Highland, Corris and Lynton and Barnstaple railways. The main difficulty is often a certain degree of local opposition, sadly often fuelled by ignorance and prejudice masquerading under the banner of conservation. A reconstructed Southwold Railway would fulfil a useful local transport need and, allied to a suitable museum dedicated to the English 3ft gauge railway, would fill a major gap in the ranks of Britain’s heritage railway venues. The wider railway preservation movement would certainly do well to put its support (and volunteer strength) behind the efforts of the Southwold Railway Trust, notwithstanding any problems that may arise in the short and medium term timescales.

“The main difficulty is often a certain degree of local opposition, sadly often fuelled by ignorance and prejudice masquerading under the banner of conservation.”

Ex-Manx Northern Railway Cleminson carriage No. 3 is currently stored in the workshop. It is largely complete although it requires much internal restoration.

The task of converting a 2ft 6in gauge wagon chassis to 3ft gauge is not an easy one, requiring much ‘surgery’. The ex-RNAD underframe earmarked for wagon No. 41 is currently stored outside the workshop awaiting this process, there being insufficient room inside.

This model, currently displayed in the trust shop, gives an impression of the intended development at Wenhaston, including the reinstated station building and Freeman shed. Heritage Railway 75

HR1

Finnish Railway MuseuM, hyvinkää, Finland

THELANDOFTHE

MIDNIGHTSUN

Finland’s national collection of preserved steam locomotives is out of proportion to its small population. John Titlow reports from the country’s national railway museum.

Looking very British, or even South African, this gem of a 2-8-0 No. 419 was built at Tampere Works in Finland in 1904, it now resides at Haapamäki exposed to all weathers. 4-6-4T No. 1800 is in the background.

T

he country of Finland stretches way north into the arctic circle with its railways just crossing into the zone – the north is one of the last wildernesses in Europe. It is the eighth largest country in the EU, the most sparsely populated but with a land mass 25% greater than the UK. The vast majority of its population of five and a half million live in the south. From the 12th century Finland was part of Sweden but in 1809 it became part of the Russian Empire. During this period Finland was a rural country exporting mainly timber and furs. Before railways most transport was by boat over the many lakes, therefore a link to the sea was necessary. Finland’s first railway opened in 1862 heading north from Helsinki to Hämeenlinna, birthplace of the composer Jean Sibelius, with construction delayed because of the Crimean War. As Finland was then ceded to Russia unsurprisingly the gauge chosen was the Russian 1524mm, (now 1520mm) equivalent to 5ft, even though at the time there was no physical link between the regions – a bridge linking Finland’s railways to the Russian system over the River Neva in St Petersburg was not built until 1913. The second line to open in 1868 was more

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political, running from Riihimäki (north of Helsinki) towards St Petersburg. It was along this line in April 1917 that Lenin travelled out of exile to St Petersburg, only to return in July fleeing as far as Lahti disguised as a locomotive fireman. He returned in September and the rest is history. Finland declared its independence from Russia in 1917 but deep feelings of bitterness and suspicion still run high. For a country with such a small population it might come as a surprise to find there is a National Railway Museum that dates back to the times before Finland was independent. It was at a Civil Servants’ Association meeting in 1898 that the idea came up of setting up a railway museum in the basement of Helsinki station, and by 1905 it was in place. As the collection grew it moved to a larger area within the station in 1922, then during the Second World War it suffered bomb damage and many historic photos were destroyed. It reopened in 1948 but more space was again required, so it was transferred to the eastern wing in 1959. In 1974 the museum moved to its present site in Hyvinkää, appropriately alongside Finland’s first railway line and less than 60km from the capital, Helsinki. Hyvinkää station is the oldest

building in the city centre. The museum consists of a roundhouse and other preserved buildings dating back to the 1870s. There is a yard where demonstration trains run in the summer. It is run by the Railway Museum Foundation funded by Finnish State Railways Board of Administration together with the City of Hyvinkää. There is a permanent a staff of 10 which grows during the busiest periods in summer. Finland’s first locomotives and coaches came from the UK accompanied by two drivers to teach local crews. Two early examples survive and are the oldest locomotives in the country both dating back to the early railways. B1 9 is an 0-4-0ST built by Beyer Peacock in 1868 and C1 21 is an 0-6-0 built by Neilson and Company in 1869. The earliest-surviving Finnish loco is A5 class No. 58, a 4-4-0 built in 1875 by the State Railway workshops in Helsinki – these were copies from a British design and only two were built locally owing to their high cost, running at 50% higher than the imports. The biggest locomotive is No. 1319, a 2-10-0 Tr2 class built by Alco (American locomotive Company) in 1947. Twenty of these were sold to

At Hyvinkää taken from the turntable with the shed doors left open especially by the friendly staff is 2-8-2 Tr1 1033 Tampere-built 1941, 4-6-0 Hv1 555 Tampere built in 1915 one of the working locos and 2-6-0 Sk3 400 also Tampere built in 1903. The severity of the winters means that roundhouses are divided into individual sections and not open, this must make servicing difficult and shows how different they are. Right: B1 9 is not only the oldest in Hyvinkää museum but the oldest steam locomotive in the country. This 0-4-2ST built by Beyer Peacock, Manchester in 1868 as its plate proudly displays, rests in the darker area of the new section of the museum. Below: The Beyer Peacock worksplate of B19.

Heritage Railway 79

What an amazing selection of wood-burning chimneys at Hyvinkää. G1 124 a 2-6-0 SLM of 1885 (Swiss Locomotive and Machine Works, Winterthur), 0-6-0 C1 21 a Neilson of 1869 the second oldest in the country and 4-4-0 A5 58 of 1875 the earliest surviving Finnish-built loco by VR Helsinki (State Railway workshops), these were copies from a British design and only two were built locally as their high building cost ran at 50% higher than the imports.

The Neilson worksplate of C1 21.

SLM plate belongs to No. 124 above left.

They couldn’t fit this in any tighter! With its buffers practically touching the wall 0-6-0 C5 110 built by Hanomag, Germany in 1882 resides in the darker area at Hyvinkää.

What must be the Finnish equivalent of Barry; Haapamäki is the home to those locos surplus to museum space. Sectioned Pacific No. 1003 of 1939, No. 609 a 2-8-0 of 1917, No. 618 a 2-8-0 Alco of 1917 and No. 88 a 0-6-0T of 1927. Apart from the Alco the others were built in Tampere.

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Finland by the Russians and are similar to the YE class. Affectionately many of the locos have nicknames, 1319 is Truman, Beyer Peacock No. 9 is Passi, Neilson No. 21 is Bristollari and No. 58 is Lankkihattu. The majority of early locomotives were fired by wood instead of coal – which makes sense with the amount of timber around. Both woodand coal-fired locos are in the museum, the severity of the winters means that most have enclosed cabs. All engines are broad gauge except for one narrow gauge, which is in the children’s section. Surely the most unique objects on display must be the three surviving carriages of the imperial train that belonged to the Russian Tsar, who at the time was the Grand Duke of Finland. He wanted his own train, so during the 1860s, when the first railways were being built in Finland, one had to be built complete with gold-plated door handles. At one point the Tsar’s royal rolling stock totalled nearly 100, all built at different times. The Finnish ones were used rarely and infrequently owing to Finland’s railway isolation from the Russian system, and were last used by the Romanovs in 1914. All were destroyed except for three fourwheeled carriages that became part of the collection in 1923, these only survive because they were owned by the Finnish state and were moved from St Petersburg before the Russian Revolution. They comprise the Emperor’s carriage built in 1870, the Empress’s carriage and their saloon built in 1875. No access is allowed because the silk covers on the seating have been damaged over the years by the light; it is the reason this part of the exhibition is kept with minimal lighting but a walkway alongside enables you to see in very clearly how lavishly they are decorated. Entrance is very reasonable at €8 for adults, €3 for children aged 7 to 17 years, under 7s free, €5 for over 60s, students and unemployed people, while family tickets cost €16. In 2014 23,280 people visited the museum, with Finnish the main visitors then Russians followed by the

British and Swedish; a reduction in the numbers of Russian visitors is expected because of the economic situation there at present. Opening times vary; September 1 to May 31 Tuesdays to Fridays 12pm-3pm, Saturday and Sunday noon to 5pm, on the last Wednesday of every month 10am to 3pm, it is closed Mondays. In summer from June 1 to August 31 it is daily from 10am to 5pm. It is closed on Finnish bank holidays and Easter; check the website at www.rautatiemuseo.fi What might seem strange to us is the museum closes over Easter, but this to allow the staff a last long break before the busy summer season. As you would expect to find in any good railway museum there is the usual collection of railway artefacts, signals, trackwork, uniforms, lamps, signs, plans, documents, library, a shop inside the entrance selling souvenirs and a good selection of books, some in English. Occasionally the odd genuine VR item comes up. Outside is a collection of wooden buildings relating to the railway, a station plus a miniature railway that runs on very popular open days. The museum does not have a catalogue but a separate brochure in Finnish, English, Swedish and Russian languages and by each locomotive there is tasteful illuminated sign describing the loco with good details in Finnish, Russian and English. The LCGB publication, Preserved Locomotives and Railcars of Finland, by Brian Garvin lists the location of all locomotives and their builders and proved helpful. The museum is about 600 metres from Hyvinkää station with links direct to Helsinki. The airport is to the north of the city and journeys take just over the hour by train, but a new line is about to open reducing the time. It is 40 minutes by road but look out for the brown signs saying ‘Rautatiemuseo’ on the nearby motorway and locally, plenty of parking is available. Staff are very helpful, friendly and speak good English. The best time to visit is in the summer when opening days are longer. Photography is not easy especially in the darkened shed where the

In the foreground A5 58 is one of the two locally built 4-4-0s of 1875 unsurprisingly looking very British alongside the genuine Neilson article, G1 124 is in the background. Uniqueobjectson displayarethethree sole-survivingcarriages oftheimperialtrainthat belongedtotheRussian Tsar,theseescaped fromStPetersburg beforetheRussian revolution.Theyare keptinthedarkerarea atHyvinkäätopreserve thesilkupholstery.

This handsome little 0-4-4T F1 132 in Hyvinkää Museum is one of two locomotives built by SLM; dating from 1886 it is a year older than G1 124. Heritage Railway 81

Showing the divisions inside the old roundhouse at Hyvinkää and how tight it is, Sk3 400 a 2-6-0 from Tampere and Vr1 669 a 0-6-0T from Hanomag in 1923 are seen through the brick arches.

Unconnected to the Hyvinkää museum is the Parola Tank Museum around 37 miles north but also worth a visit. This armoured train is alongside the road on an embankment with Tk3 1106 built in Tampere in 1943 tucked into the centre.

The only narrow gauge locomotive in the Hyvinkää museum is a 60cm Krauss 0-4-0T from Germany built in 1900, in the children’s area where they can play on it.

Tsar’s carriages are; immediately in front of the carriages are three locomotives that are slightly difficult but it is essential to have a wide angle lens and a good flash. The old roundhouse is unusual for us but tight and bright but with the doors open it is not difficult. It is worth looking down at the original rails that show considerable signs of damage.The old forge makes an interesting sight especially with a coupling rod being worked on. The museum has three working locomotives, Pacific No. 1021 kept at Riihimäki for tours, No. 555 at the museum runs four or five times a year then Leena, the oldest broad gauge working locomotive in Finland, is in steam every Saturday in July working in the museum site pulling a single coach. August 9 is the museum’s steam day when all three will be in steam. Five wooden coaches venture out on the main line three to four times a year but diesel hauled. When a steam special runs the carriages come from Haapamäki. Almost 150 miles away from Hyvinkää at Haapamäki there are nearly 80 locomotives that are surplus to the museum’s requirements; around 50 of them steam, these were the strategic reserve. All locomotives are owned by VR Finnish Railways (Valtion Rautatiet) and are in the custody of the

Looking like something straight out of the Wild West is Hv4 751 at Haapamäki. This attractive 4-6-0 built in Tampere in 1926 is in need of some very serious TLC, and it clearly shows how more cover is needed for these historic engines.

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museum. Sadly many are duplicates and never likely to be restored or become part of the national collection. This place can only described as Finland’s Barry Island and it is understandable why some have found their way over here. In Finland there is a small but very active preservation scene and the museum has very good connections with them. At Minkio is the working Jokioisten Narrow Gauge Railway where 11 steam and nearly 20 modern traction locos are preserved; they have an annual special weekend at the end of July. No. 5 returned here to its original line after a spell on the Welshpool and Llanfair Railway where it was too heavy, in Wales it was named Orion. Seasons are short so summer is the busiest and best time to visit. Also scattered around the country are many plinthed steam engines. If Finland has never been on your list of countries to visit perhaps this article and the friendliness of the people may change your mind, there are not many railway museums in the world to have celebrated their 117th birthday... so here’s to the next 117 years. ➜Helpinproducingthisarticlecamefromstaffatthe museumespeciallythedirectorTiinaLehtinen,whomI wishtothank.

One interesting area inside the roundhouse is the forge with coupling rods being worked on and the next job on the floor waiting.

One of the three working locomotives the Hyvinkää museum has is Pacific Hr1 1021 built in Tampere in 1957, seen at Riihimäki undergoing a steam test after the winter. Upon arrival the loco was just sticking out of the shed but the friendly Fins pulled it fully out especially for the photo.

Another attractive locomotive at Haapamäki is Pr2 1800 a 4-6-4T from Henschel, Germany in 1941. The fully enclosed cab, lining and high lines give a pleasing appearance but oh for a shed to put it in. Left: At Haapamäki is this beast of a 2-10-0 from Russia built by Kolomna in 1953, you almost feel you could get lost inbetween the wheels and the boiler.

From this spot every direction you turn you see rows and rows of steam locomotives. Hr11002 is a Pacific, there are only 10 of this class here. Centre is Tk3 1104, a 2-8-0, there are eight on site and Tr1 1095 a 2-8-2, there are 12 of these on site. Perhaps this gives a scale of what there is at Haapamäki and what Finland can offer. Heritage Railway 83

NEWS FOCUS SPECIAL

ON THe

level

The ‘basket case’ – looking north before visibility improvements. TERRY TURNER

Terry Turner, former general manager of the Welshpool & Llanfair Light Railway and a member of the Heritage Railway Association’s operating & safety committee, explains how he came across a cost effective development in level crossing technology which has now been successfully installed at Castle Caereinion.

I

t is well known that the perfect level crossing is a bridge and that, according to the media, trains always seem to hit or ‘narrowly miss’ cars – rarely vice versa! Costly protection measures, borne in the main by railways, cannot legislate for the irresponsible actions of a minority of road users – ignoring lights, weaving around barriers, parking tractors on the line etc. These problems are compounded on narrow gauge lines – it’s the same legislation but, let’s face it, ‘toy trains’ can’t harm anyone! Unbelievably, as I was writing this article, another serious level crossing collision has just occurred in Ventura County, Southern California – what a mess. For safety reasons, the Office of Road and Rail, formerly the Office of Rail Regulation and better known to most of us as HM Railway Inspectorate, is intent on closing as many level crossings as possible: more than 500 have closed

in the last 12 months. Its policy of “no new or reinstated level crossings except in exceptional circumstances” is entirely understandable. Oh dear, this is becoming a running commentary – while writing, I hear that a road vehicle has demolished level crossing equipment at Pont Croesor on the Welsh Highland Railway. Again, in a local newspaper, a motorist complains of being ‘nearly’ caught between barriers on the Cambrian Coast line. If working correctly (and they usually are), amber and flashing red warning lights must have been ignored to end up in that position. Or perhaps the complainant had driven on to the crossing without checking that the other side was clear of tailbacks? Either way, shouldn’t there be a prosecution for endangering the lives of rail passengers? This is the climate in which this story is written…

The Castle Caereinion ‘basket case’

mirror was provided to aid the fireman’s view of the car that was about to run him over. While, after new signage and visibility improvements, other crossings remained as the ‘open’ variety, Castle Caereinion was a bit of a ‘basket case’. It was agreed that it could not remain an ‘open’ crossing with the ORR suggesting an Automatic Crossing Locally Monitored (AOCL) type – i.e. flashing lights but no barriers. Being a little cynical and wary of some road users, I wished to enhance safety further by providing physical barriers – an Automatic Barrier Crossing, Locally Monitored (ABCL). I looked at provisional costs and gulped, but this decision was subsequently justified when incidents at AOLCs rose significantly in later years causing the ORR to reach the decision of not approving further crossings of this type.

In April 2011, HMRI principal inspector David Keay (now deputy chief inspector) and inspector Steve Turner visited the Welshpool & Llanfair Light Railway to check out six public level crossings on the 2ft 6in gauge line. Upgrading had not taken place for many years and it came as no surprise to anyone present that all crossings needed attention – not least being the need to physically replace the ‘tired’ road crossings with new running and check rails held to gauge with M20 threaded bars and encased in reinforced concrete. The crossing arrangements on this pleasant rural backwater were sufficient when the only challenge to the train was the occasional horse and cart, but today’s heavy traffic and a 60mph road speed is a different kettle of fish. All were ‘open’ crossings at which trains either whistled and proceeded at 5mph or stopped to allow the fireman to alight, walk into the road and stop road traffic with a red flag – a dangerous occupation particularly at Castle Caereinion where visibility was so poor that a

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Manx technology closer to home

Some months after the WLLR crossing inspection, I had occasion to speak again with David Keay just after he had returned from an

Looking south before the work. Note the gates – trains had to make a second stop to close them after crossing. Beyer Peacock 0-6-0T No. 1 TheEarl is about to cross. TERRY TURNER

Inspection in progress on February 20. KEVIN HEYWOOD

‘invited’ inspection of Isle of Man Railways. I say ‘invited’ because the IoM is autonomous and not constrained by the ORR or UK legislation. In that conversation he suggested that help with the permanent way might be needed and, in return, I might benefit from their level crossing technology. He gave a mobile number for IoMR chief engineer Peter Maddocks who answered: “I am inspecting buses in Germany at the moment but I have a permanent way engineer who wants to speak to you!”... and so began an association with Isle of Man Railways for the theoretical and practical training of its track staff. On the first visit to the island in July 2011, I was shown its level crossings and found that the equipment supplier, Tycon Automation, was only 45 minutes away from the WLLR in Wrexham – must be fate! While more than impressed with the functionality and simplicity, realistic thoughts prevailed about ‘jumping through the hoops’ of

Looking north – halfway there! Land to the left of the road was purchased and graded down to improve visibility. It was still operating as an Open Crossing in 2014. Note the train crew with STOP Board as Kerr Stuart 0-6-2T Joan hauls its train across on September 13. KEVIN HEYWOOD

The Office of Road and Rail inspects the crossing on February 20 as Drewry 0-6-0DM No. 7 Chattenden hauls a test train across. KEVIN HEYWOOD

the UK approval process. Mind you, I thought, if David Keay has pointed me in this direction, what could go wrong? So we had a sort of tacit encouragement and we had the technology... but more was needed. With only a small staff of three and few volunteers, I knew that resources would be stretched if I took this on. So, for the final piece of the jigsaw, I needed a crossing designer and project co-ordinator to move it forward, and this is where Highrail Systems entered my mind. I knew the firm had already ‘jumped through the hoops’ with its experience of AOCL crossing installations on the Welsh Highland Railway.

Go for it!

Our team was in place and so began the long and arduous task of negotiating land purchase to effect visibility improvements, dealing with solicitors, power companies, highway

authorities, neighbours, farmers and fencing issues etc. The latter involved purchase of a ‘ransom strip’ – a fair and reasonable price... but with a caveat. The WLLR must agree to renew all fencing between the adjacent landowner and the railway – not just at the crossing but for a quarter of a mile on each side of the line. This was a particularly ‘difficult’ crossing and the timescale involved reflects such issues and difficulties rather than the supply of equipment – that was easy, quick and cost effective. This type of level crossing was new to the WLLR and the equipment was ‘untried’ and, therefore, ‘novel’ to the world of level crossings. For these two reasons, we appointed Independent Competent Persons (ICPs) to check out everything from design to suitability and safety levels of equipment. I am grateful for the services of highly respected signalling and telegraph engineers Richard Stokes and Philip Wiltshire for their freely-given services.

I am equally grateful to David Keay for his encouragement and to Isle of Man Government staff for sharing the technology that has now been successfully adapted to conform to ‘mainland’ legislation – IoM Plus! To the road and railway user, it is just another ABCL, but the equipment driving it is new, novel and cost effective – well, no longer ‘novel’ as after the ORR inspection, it was approved for use from March 28. Other railway organisations might well be encouraged to upgrade existing level crossings if costs are not prohibitive – modified car park barrier machines and ‘motion detectors’ at a fraction of the cost of conventional ‘treadles’ being but two examples of thinking outside the conventional box. Anyone interested in this development can contact me initially and I can point them in the right direction: [email protected] Mind you, cynicism remains. I think a spare barrier boom is needed – just in case! Heritage Railway 85

PlatFOrM

READERS’ LETTERS AT THE HEART OF THE HERITAGE RAILWAY SCENE

track talk ➜ Translation required over rail link cut I REFER to the short article in Heritage Railway issue 201 on the demise of a mainline railway connection to the Museum of Science and Industry in Manchester, following approval for the building of a railway chord in Ordsall to lessen the overloading of tracks within the city. Both Transport Secretary Patrick McLoughlin and – surprisingly – the museum backed the scheme, with the Transport Secretary stating that objections lodged by English Heritage would be outweighed by public benefits. While appreciating that we should look forward, it is a shame that such actions are being taken that will result in Liverpool Road station, the original eastern terminus of the Liverpool & Manchester Railway and one of the first inter-city railway stations in the UK, no longer being accessible to locomotives and stock wanting to enter the museum’s site from the main line. However, what bothers me more is the comment by the museum’s director Sally MacDonald: “The construction of the chord is a reflection of the same kind of worldchanging idea that first brought the railway to Manchester.” Mr Editor, a translation of this ‘soundbite’ into plain English would be helpful. Frank Hodges, Warwick ➜ Steam first and foremost I ENJOYED reading Paul Appleton’s feature in issue 202 concerning the new dedicated diesel depot at the Severn Valley Railway. However I must take issue with his assertion that “there is increasing evidence that a growing number (of visitors) are perfectly happy to be pulled by a diesel”. This may well be the case for a minority of diesel enthusiasts whose patronage on preserved railways will contribute only a tiny percentage of total turnover. The reaction of the general public and young families is a much more valid barometer whose financial contribution is critical. For example, I recently travelled on the 11am service from Pickering to Grosmont on the magnificent North Yorkshire Moors Railway. The service was advertised as steam hauled but due to the continuing shortage of steam locomotives on the NYMR, it was substituted by a DMU. Although I was personally bitterly disappointed, I deliberately hung around the ticket office to gauge customer reaction to being told the news. Many were shocked and disappointed and a few quite angry having travelled a long distance for a steam experience. Even on board the train, I could overhear continued mutterings of disappointment. And these were adults, not even children who would no doubt have been even more “gutted”! So, sorry Paul, I have to disagree that people are perfectly happy with diesels on a steam railway! Douglas McGowan, Glos.

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STAR LETTER

‘Duck decision could plunge Mallard designer into obscurity’ NO ONE has offered to research, fund and commission a statue of my grandfather, but if they did I think I would want to grab their hand, shake it profusely and thank them from the bottom of my heart profusely. Not so the grandsons of Sir Nigel Gresley. Following more than a year of intense behind the scenes work by the late Andrew Dow and myself during which we not only found a sculptor, finalised the design of the statue and, most importantly, negotiated permissions with all the necessary parties (Network Rail, Camden Council and English Heritage) to place the statue at a prime London location – against the western block of King’s Cross station with his back towards his old office – the grandsons declared that the inclusion of the mallard was both inappropriate and demeaning. Inappropriate? Sir Nigel and Mallard are synonymous surely. Agreed, he designed many beautiful and innovative steam locomotives but his greatest claim to fame – still taught to school children today – is that his A4 pacific Mallard holds the world speed record for steam. A record which is likely to stand forever. The grandsons contend that Flying Scotsman is more famous. Well it might be, but it doesn’t hold the world speed record for steam and while it does hold a number of other records they are not so easily identifiable – except to the enthusiast fraternity. In designing the statue, Andrew and I were conscious of the Gresley Society’s mission statement which is, broadly, to educate the public about the work and life of Herbert Nigel Gresley. Let’s be honest – while he was a great locomotive engineer he was never a well-known public figure. There is little movie footage of him and none including him speaking, so today’s public have no intimate knowledge of him other that through books and pictures.

Artist Hazel Reeves’ macquette of the proposed statue of Sir Nigel Gresley at King’s Cross, complete with duck. GRESLEY SOCIETY The purpose of the mallard – an attribute in artistic terms – was to draw people’s interest and to make them curious about its presence. Having done that the QR code on the statue’s plaque would have directed them to the Gresley Society website where the exploits of Mallard, Flying Scotsman and the beautiful trains which Gresley designed for them to haul would be explained in more detail. That is how you educate. The model (maquette) of the statue was presented to the Gresley Society council in July 2014 to universal approbation. So why, in the ensuing six months, did everything change? Well, it appears that having registered their disapproval of the mallard in late November the grandsons decided to approach all the society’s vice presidents and council members (excluding those who had put in the work to design

the statue) and persuade them one by one to remove the mallard. Meetings have been convened, the purpose of the mallard has been re-explained as, indeed, has the fact that there is no intention to denigrate Sir Nigel’s memory. But all to no avail. To rework a well-known phrase ‘The gentlemen are not for turning’. So it appears that despite what any other members in the Gresley Society might think, the grand old men at the top have spoken and no one shall dissent. As chairman David McIntosh declared at the last council meeting in March, following a vote to remove the mallard, ‘We have our statue’. What he failed to realise of course was that we already had our statue. What he and the other old gentlemen of the society had achieved was merely to agree to a lesser and, let’s be honest somewhat ineffectual, statue. So, against all the odds, Andrew and I managed to negotiate for a statue of a little-known (outside the railway enthusiast world) locomotive engineer to stand on arguably one of the prime locations in London. But thanks to the short sighted interference of a few and with nothing to draw the attention of the passing public Sir Nigel is destined to remain in obscurity. And what of the Gresley Society’s mission statement? Well. clearly knowledge of Sir Nigel’s achievements must remain within that self-appointed clique known as the Gresley Society’s governing body. What a pity. If you appreciate the significance of the mallard alongside Sir Nigel and want to support a petition for its reinstatement then please log into www.gresleyduck.org Nigel Dant, former Sculpture Group member, Gresley Society, email ➜ As previously reported, Nigel Dant was one of three society officials who resigned the day that the decision to drop the mallard from the statue was made – Editor.

Are the LNER failure codes lost? I RECENTLY visited the NRM to consult a number of LNER locomotive record cards. As readers may know, these cards were used, among other things, to record faults/failures of a locomotive which occurred when it was in service. The practice of the LNER was to record such failures by means of a number code. Each type of failure had a number assigned to it, and when a problem occurred, the relevant number was entered on the record card. A second code number, relating to the presumed cause of the fault or failure, was also entered in a separate column.

The advantage of these codes was that they greatly simplified record keeping. Presumably the LNER issued fitters with a code book in which each type of failure was denoted by a number and then described in words. A fitter wishing to record, say, a hot axlebox had only to run his finger down the pages until he came to ‘axlebox’ in order to see which number should be entered on the card. Unfortunately the NRM does not seem to possess a code book or any information which would enable researchers to make sense of the entries. They have the record cards,

with numbers entered in the ‘failure’ column, but there is no way of knowing to which faults or failures those numbers refer. This seems to me a wretched state of affairs. If the failure codes are not now retrievable, the record cards lose much of their value and an important source of information permanently lost. I wonder if any reader happens to possess a copy of the LNER code or can suggest where one might be found? It would also help to know whether this code was unique to the LNER. Ian Thompson, Scunthorpe, North Lincolnshire

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TRACK TALK

Stirling Single No. 1 resplendent in the sunshine at the recent Locomotion museum steam day. DAVID TROUT

Locomotive design: looks are everything? NOT everyone is able to appreciate artistry in any sort of industrial design. cars, trucks, cruise liners, planes or trains are all just functional items to many. even modern architecture, such as the London Shard or Gherkin, leaves them cold though they may drool over a medieval cathedral. But to many of us, and particularly those tasked with marketing new designs or are motoring, aircraft or railway enthusiasts, the aesthetics of a ‘functional machine’ are critically important. Today’s family car industry is completely locked into the philosophy of sexy looks in addition to engineering excellence. Indeed there is some merit in the argument that if it looks right then it is right. Never more so than in steam locomotive design. Most of Britain’s historic steam locomotives that performed well also looked good. Take the A4s and duchesses for instance. These thoughts occurred to me at Locomotion, Shildon, over the May bank holiday weekend recently when there was a line of historic east coast

Main Line motive power in the shape of NeR 4-4-0 No. 1621, Gresley V2 2-6-2 Green Arrow, Ivatt Large Atlantic No. 251 and Stirling Single No. 1 both of the Great Northern Railway. All four looked fine in the spring sunshine with their polished green livery but the smallest and oldest of the quartet, Stirling’s iconic Single with its 8ft driving wheels, appeared truly magnificent. The Victorian engineers clearly believed in beauty as well as perfect performance. I overheard two similarly impressed visitors enthusing over the aesthetics of the Stirling Single and comparing it with the lines of the contemporary Johnson Singles of the Midland Railway – the Spinners. I’ve read articles by previous commentators on this subject many of who also rated the Midland Railway Spinners top of the league. But for me their fine looks were spoiled when ‘modernised’ in the early 20th century by deeley who redesigned the smokebox and chimney area. After this

they appeared like modern-day celebrities with ‘botox’ facelifts that had gone wrong. Slightly later in locomotive design history, Robinson’s Great central Atlantics, the Jersey Lillies, were highly acclaimed for their fine looks. And in more recent steam history the aforementioned A4s and duchesses were considered beautiful beasts. GWR and Southern enthusiasts will no doubt have their own lists of steam beauties. As for me , a dyed-in-the-wool east coast Main Line fan, after the Stirling Singles, A4s and Peppercorn A1s my personal favourites were the B1 4-6-0s of edward Thompson, not everyone’s favourite locomotive engineer. In profile their clean uncluttered lines and functional common sense made them appear perfectly balanced. They also performed well enough to be compared alongside Stanier’s excellent class 5MT 4-6-0s. Now there’s an old-old argument again: B1s v ‘Black Fives’. David Trout, Durham

A broader view of what lies ahead HERE’S a thought for the future. As populations in metropolitan areas increase and, with ever taller buildings, density increases, rail transport will also increase to the point where new technology will make underground rail networks with considerably bigger-diameter and deeper tunnels much more financially viable and, while it may seem far-fetched today, massmovement of people and freight with extremely broad gauge railways will be the norm in the next 100 years. The broad gauge will not matter because the railways will not need tight curves to avoid geological features or established surface

development. Even now, there are tunnel boring machines (known as ‘moles’) that can drill 20m diameter holes at rates (depending on the sub-strata) of up to 100m a day. The time may come (probably not in our lifetimes) when almost dead straight tunnels linking all the major cities in Britain (not to mention the continent) will have high-speed electric trains like today’s ocean liners with as many as 5000 people per train doing from London to Manchester in less than an hour and freight of almost any size will be moveable just as quickly. Politicians and planners need to think outside the square! The only

unlimited space available for future development is beneath the surface of the Earth. The surface land that putting all railways underground would free up would, as land values skyrocket, be worth a fortune and the freeing of roads would avoid the China-style traffic jams that last not just hours but days. In about 1970, I told some friends that the time would come when TVs would be the size of paintings and hang on walls and they laughed. Today, I have an 80in HD TV that I can talk live to anywhere in the world on for nothing! David R Holt, Queensland, Australia

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

➜ Heritage railways are part of the national network THe following is part of a letter written by d Taylor-Smith and published in the February 2015 Wensleydale Railway magazine: “With reference to WR running a railway from Northallerton to Garsdale and connecting with the national network at both ends: “Like the dart Valley, we are beset by intransigence, especially of Network Rail which refuses to see us as part of a network, of travel opportunities, of rural need as well. But the real culprit is Westminster. No preserved railway has succeeded in being part of the network. There is no reason why, if there was the initiative, the London-Torquay trains cannot go to kingswear and therefore link with dartmouth, full of up-market residents, tourists and business executives. Nor is there a real reason why the Minehead line cannot run into Taunton. “So, regretfully we (WR) are left with a preserved fun railway with line speeds unsuitable for fast working local trains. Northallerton West (station)... I can see no link with the town station, only a footpath like dart Valley Rail thanks to Network Rail. Footpaths have poor footfall and this station may be a waste of money…” I am not into railway nostalgia myself but I do enjoy rail travel as far preferable to driving or bus. Is it worth forming a group to pressure politicians on this issue or has this been thought of before and failed? There would be a sensible extended use of heritage railways if they were allowed to connect to the national network wherever possible. Anyone interested? contact me through Heritage Railway. Terry Organ, Gainsborough, Lincolnshire

What future for Thornton coach?

Tucked away in a corner of the ex-IcI chemical site in Thornton-cleveleys, Lancashire, where I work, is an old railway coach which I believe may be owned by the Poulton & Wyre Railway Society. The PWRS is an organisation which has plans to reopen part of the branch which ran from Poulton-le-Fylde to Fleetwood. Being exposed to the elements, the wooden bodied coach seems to be in a pretty dilapidated state, and so I was wondering whether any of your readers or members of the PWRS could tell us what type of coach it is, the story of how it came to be stored on the ex-IcI site and if there were plans originally to restore it. John Lockley, Garstang, Lancashire Heritage Railway 87

Heritage Railway 89

STEAM HISTORY

AN INCIDENTAT

DIGGLE IN 1950 Britain’s locomotive construction industry was busy producing steam engines for export in the 1950s and it was a major logistical exercise to get them from the works to the docks by road. Derek Rayner reports on one such journey in 1950 which did not go according to plan.

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n Icy conditions on March 1, 1950, a 25 ton articulated lorry and trailer carrying a 47 ton steam locomotive from Leeds to Birkenhead went out of control on the trans-Pennine road above the village of Diggle and opposite the Floating Light pub at the top of Standedge. It happened in the dark when the lorry, travelling at no more than 2mph, was negotiating one of the many bends on that road. Even in good weather, in the pre-M62 motorway days, the A62 road over Standedge was notoriously tricky and on a cold winter’s night it was even more so. At around 7pm, the vehicle skidded and the lorry’s cab ran through several yards of wall until it came to rest, its huge load overhanging the wall it had just demolished and perilously close to falling into the field below.

With snow on the ground, this Hunslet Engine Co 0-6-2T locomotive was being transported from Leeds to Birkenhead on Wednesday, March 1, 1950, when the lorry carrying it went out of control and crashed through a wall near Diggle, coming to rest on the edge of a 25ft drop. The crew of three all escaped injury. GOLCAR TRANSPORT COLLECTION

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A Hunslet Engine Company catalogue page showing the type of locomotive involved in the accident on the trans-Pennine journey described.

Ice on the road caused the skid and although the driver’s two mates walking beside the vehicle put wooden blocks under the wheels, they were unable to check the momentum until the lorry’s cab had gone through the dry stone wall – which fortunately stopped it. With the load swung back across the road, the locomotive made something of an incongruous sight against the bleak moorland background and, as a result of the accident, half the road was blocked and this resulted in one-way traffic having to be in place for some considerable time. The three men who were with the load ‘camped out’ overnight under a wagon sheet awaiting the arrival of a breakdown gang from Sheffield the following morning. On examination, it was found that there was no damage to the locomotive and, fortunately, the

The stranded locomotive was removed the following day with the assistance of an 18 ton crane but not without some difficulty. As the crane lifted up the front end of the locomotive, an inch or two at a time, a lorry, using blocks and pulleys, pulled the engine back onto the road. GOLCAR TRANSPORT COLLECTION

lorry appeared to have suffered no more than superficial damage. One of the driver’s mates told a local newspaper reporter that a journey of this nature usually took them a couple of days and it was their fourth such trip – but this accident might mean that the load would miss the intended boat. The locomotive was on its way from Leeds to Birkenhead West Float for shipment to Calcutta and the accident caused much consternation at the time. However, since the loco was

completely undamaged, the responsibility for getting it back on the road lay with Pickford’s, the haulage contractor, they did it very quickly. It may well have been recovered in time to actually catch the scheduled boat. Don Townsley of Leeds, who worked for the Hunslet Engine Company for very many years, latterly as general sales manager, Hunslet Holdings plc, has been able to provide information about the locomotive involved and where it was heading. Hunslet No 3675 of 1950 was newly-built and

CPC No 19 (Hunslet 3750 of 1951) in the works yard at Jack Lane, Leeds, prior to delivery. A Hunslet apprentice at the time who worked on the locomotive looks on. DON TOWNSLEY COLLECTION

was destined for the Calcutta Port Commissioners where it would become their Fleet No 11. It was part of a class built specially for heavy duties in and around the docks area there after the Second World War. The design of these 0-6-2 tanks, including all the drawings, was produced by consultants Rendel Palmer and Tritton, and Mr Palmer himself undertook the necessary inspections. Hunslet Engine Co constructed 15 of these dock shunters as follows: CPC Nos. 1-6 – works Nos. 2378-8 in 1945; CPC Nos. 7-12 – Nos. 3671-6 in 1949/50 and CPC Nos. 19-24 – Nos. 3750-5 in 1951. Such was the shortage of locomotive power at Calcutta and elsewhere immediately after the war that CPC Nos. 13 to 18 were built by Henschel in Germany, also in 1950 – and further examples, CPC Nos. 25-45, came from Mitsubishi in Japan in 1955/56. Don Townsley worked on erecting all the last 12 Hunslet locomotives and drove most of them on test. He recalled that for a tank engine, they were huge machines. As an erector at that time, he was paid a tonnage bonus and CPC Nos. 19-24 were all completed in the six weeks before Christmas 1951, making that Christmas an exceptionally good occasion for someone who was an 18-year-old apprentice at the time! In the early 1950s, Hunslet Engine Co was extremely busy with an order book of around 200 steam and diesel locomotives at one time – such that the firm had to decline quoting for the later requirements for this type of Calcutta locomotive, hence they went abroad and they also subcontracted the construction of 20 BR (Western Region) 9400 class 0-6-0PTs to the Yorkshire Engine Co at Sheffield! Heritage Railway 91

UP & RUNNING

Visiting NER Y7 0-4-0T No. 985 works the Midland Railway – Butterley’s vintage train at Swanwick Junction on May 4. BRIAN SHARPE

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.

Bentley Miniature Railway

Narrow gauge, one mile, Bentley Wildfowl & Motor Museum, East Sussex. Running: Suns.

Bluebell Railway

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.

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-Thurs + Jun 20, 27.

Kent & East Sussex Railway Standard gauge, 10½ miles, footplate experience, wine and dine, Tenterden, Kent. Tel: 01580 765155. Engines: 30065, 32670, 32678, 1638. Running: W/Es, Wed, Thur.

92 Heritage Railway

Lavender Line

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

Mid Hants 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.

Romney, Hythe & Dymchurch Railway

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

Royal Victoria Railway

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: Daily except Mons.

East Somerset Railway

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

Helston Railway

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

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

Lynton & Barnstaple Railway

Sittingbourne & Kemsley Railway

Moors Valley Railway

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

Spa Valley Railway

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

SOUTH WEST Avon Valley Railway

Standard gauge, three miles, footplate experience, wine and dine, Bitton, Bristol. Tel: 0117 932 7296. Running: Suns, Weds + Jun 6.

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.

Narrow gauge, one mile, Woody Bay, north Devon. Tel: 01598 763487. Running: Daily.

Narrow gauge, one mile, Ringwood, Hants. Tel: 01425 471415. Running: W/Es.

Plym Valley Railway

Standard gauge, 1½ miles, Marsh Mills, Plymouth. Running: Jun 7, 8, 15, 29.

Seaton Tramway

Narrow gauge, three miles, Harbour Road, Seaton, Devon. 01297 20375. Running: Daily.

South Devon Railway

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, 80104. Running: Daily.

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.

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 Standard gauge, one mile, footplate experience, wine & dine, Castle Hedingham, Essex. Tel: 01787 461174. Running: W/Es except Jun 27.

East Anglian Railway Museum Standard gauge, ¼ mile, Wakes Colne, Essex. Tel: 01206 242524. Open: W/Es. Running: Jun 21.

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. Engine: 46233. Running: W/Es, Weds, Thurs + Jun 19 , not 18.

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

RAIL ALE

Heritage Railway 93

UP & RUNNING

GeorgeEngland2-4-0TTsLindaandBlanchedepartfromPortmadogacrossTheCobattheFfestiniogRailway’s150thanniversaryofpassengerservicesonMay4. NEVILLE WELLINGS

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

Nene Valley Railway

Standard gauge, 7½ miles, footplate experience, Wansford, Peterborough, Cambs. Tel: 01780 784444. Running: W/Es + Weds.

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.

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 + Jun 26, 27.

Chinnor & Princes Risborough Railway

Standard gauge, 3½ miles, Chinnor, Oxon. Tel: 01844 353535. Engine: 1369. Running: Suns + Jun 6.

Cholsey & Wallingford Railway

Standard gauge, 2½ miles, Wallingford,

94 Heritage Railway

Oxon. Tel: 01491 835067. Running: Jun 6, 7, 21, 26, 27.

Didcot Railway Centre

Standard gauge, footplate experience, Didcot, Oxon. Tel: 01235 817200. Engines: 93, 3650, 5322, 6023, 4144. Open: W/Es. Running: W/Es.

Epping Ongar Railway

Standard gauge, five miles, Ongar, Essex. Tel: 01277 365200. Engines: 4141, 1744. Running: W/Es + Jun 5.

Leighton Buzzard Railway Narrow gauge, 2¾ miles, Leighton Buzzard, Beds. Tel: 01525 373888. Running: Suns + Weds.

MIDLANDS Amerton Railway

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

Apedale Valley Railway Narrow gauge, ½ mile, Apedale, Newcastle-under-Lyme, Staffs. Tel: 0845 094 1953. Running: Sats + Jun 14, 21.

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.

Chasewater Railway

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

Churnet Valley Railway

Standard gauge, 5¼ miles, footplate experience, wine and dine, Cheddleton, Staffs. Tel: 01538 750755. Running: W/Es + Weds.

Dean Forest Railway

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

Northampton & Lamport Railway

Standard gauge, two miles, Pitsford, Northants. Tel: 01604 820327. Running: Suns.

Nottingham Transport Heritage Centre

Standard gauge, four miles, Ruddington, Notts. Tel: 0115 940 570. Engine: 8274 Running: Suns.

Ecclesbourne Valley Railway

Peak Rail

Evesham Vale Railway

Perrygrove Railway

Standard gauge, eight miles, Wirksworth, Derbyshire. 01629 823076. Running: W/Es, Tues, Thurs.

Narrow gauge, 1¼ mile, A46 north of Evesham, Worcs. Tel: 01386 422282. Running: W/Es.

Standard gauge, four miles, Matlock, Derbyshire. Tel: 01629 580381. Running: W/Es, Tues, Weds. Narrow gauge, B4228, Coleford, Glos. Tel: 01594 834991. Running: W/Es + Tues except Jun 27

Foxfield Railway

Rocks By Rail

Gloucestershire Warwickshire Railway

Rudyard Lake Railway

Standard gauge, 5½ miles, Blythe Bridge, Staffs. Running: Suns + Jun 20.

Standard gauge, 12 miles, footplate experience, wine and dine, Toddington, Glos. Tel: 01242 621405. Engines: 2807, 7820, 4270. Running: W/Es, Tues-Thurs.

Standard gauge, ¼ mile, Cottesmore, Rutland. Open: Tues, Thur, Sun. Running: Third Sun. Narrow gauge, 1½ miles, Leek, Staffs. Tel: 01995 672280. Running: W/Es + Weds.

Rushden Transport Museum

Great Central Railway

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

Midland Railway-Butterley

Standard gauge, 16 miles, footplate experience, Bewdley, Worcs DY12 1BG. 01299 403816. Engines: 1501, 4566, 7812, 2857, 43106, 1450, 34027, 34053. Running: Daily.

Standard gauge, eight miles, Loughborough, Leics LE11 1RW. Tel: 01509 632323. Engines: 48624, 47406, 46521, 92214, 45305, 43106, 92212. Running: W/Es, Weds + Jun 5, 19. Standard gauge, 3½ miles, footplate experience, wine and dine, Ripley, Derbyshire. Tel: 01773 570140. Engines: 23, 73129. Running: W/Es.

Severn Valley Railway

Steeple Grange Light Railway Narrow gauge, ½ mile, footplate experience, Wirksworth, Derbyshire. Running: Suns.

Find us on www.facebook.com/heritagerailway

GALAS

Heritage Railway 95

UP & RUNNING

Bagnall 0-4-0STWendy of 1919 passes Ruston & Hornsby 4wDM Alistair at the Hampshire Narrow Gauge Trust’s 2ft gauge Bursledon Light Railway at Bursledon brickworks on April 12. JAMES HAMILTON

Telford Steam Railway

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

NORTH WEST East Lancashire Railway

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

Eden Valley Railway

Standard gauge, two miles, Warcop, off A66 Cumbria CA16 6PR 01768 342309. www.evr-cumbria.org.uk Running: Suns.

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.

Stainmore Railway

Standard gauge, ½ mile, Kirkby Stephen East Station, Kirkby Stephen, Cumbria CA17 4LA. Open: W/Es.

96 Heritage Railway

West Lancashire Light Railway Narrow gauge, Hesketh Bank, Lancs. Tel: 01772 815881. Running: Suns.

NORTH EAST Aln Valley Railway

Standard gauge, half mile. Lionheart station, Alnwick, Northumberland. Running: W/Es.

Appleby Frodingham Railway Preservation Society

Standard gauge, 15 miles, Tata Steelworks, Scunthorpe. Tel: 01652 657053. Running: Jun 6, 20.

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.

Elsecar Railway

Standard gauge, one mile, Elsecar, South Yorks. Footplate experience. Tel: 01226 746746. Open: Daily. Running: Suns.

Embsay & Bolton Abbey Steam Railway

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

Keighley & Worth Valley Railway

Standard gauge, five miles, footplate experience, wine and dine, Keighley, West Yorks BD22 8NJ. Tel: 01535 645214. Engines: 43924, 90733, 1054, 5820, 34092, 75078. Running: Daily.

Kirklees Light Railway

Narrow gauge, four miles, Huddersfield, West Yorks. Tel: 01484 865727. Running: Weds-Sun.

Lincolnshire Wolds Railway

Standard gauge, 1½ miles, Ludborough, Lincolnshire. Tel: 01507 363881. Running: Jun 14, 21, 28.

Middleton Railway

Standard gauge, 1½ miles, Hunslet, Leeds. Tel: 0113 271 0320. Engine: 1310. Running: W/Es.

North Tyneside Railway

Standard gauge, two miles. North Shields. Tel: 0191 200 7146. Open: W/Es, B/H + sch hols. Running: Suns + B/H.

North Yorkshire Moors Railway

Standard gauge, 22 miles, Leeming Bar, North Yorkshire. Tel: 0845 450 5474. Running: Weds, Fri-Sun (diesel).

WALES

Bala Lake Railway Narrow gauge, 4½ miles, Llanuwchllyn, Gwynedd. Tel: 01678 540666. Running: W/Es, Tues-Thurs.

Brecon Mountain Railway Narrow gauge, 3½ miles, Merthyr Tydfil, Glamorgan. Tel: 01685 722988. Running: Daily except Jun 1, 5, 8, 12.

Cambrian Heritage Railways

Standard gauge, 18 miles, wine and dine, Grosmont, North Yorks. Tel: 01751 472508. Engines: 60007, 45428, 75029, 76079, 61994. Running: Daily.

South Tynedale Railway

Narrow gauge, 3½ miles, Alston, Cumbria. Tel: 01434 382828/381696. Running: W/Es, Tues, Thurs.

Tanfield Railway

Standard gauge, three miles, near Gateshead, Tyne and Wear. Tel: 01913 887545. Running: Suns + Jun 20.

Weardale Railway

Wensleydale Railway

Standard gauge, ¾ mile, Llynclys station & Oswestry station. Tel: 07527 107592. Running: (Llynclys) W/Es. (Oswestry) Suns.

Corris Railway Narrow gauge, ¾ mile, Corris, Machynlleth. Tel: 01654 761303. Running: Suns.

Fairbourne Railway Narrow gauge, two miles, Fairbourne, Gwynedd. Tel: 01341 250362. Running: W/Es, Tues-Thurs.

Standard gauge, five miles, Stanhope, Bishop Auckland, Co. Durham. Tel: 01388 526203. Running: W/Es (diesel).

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

GALAS

Heritage Railway 97

UP & RUNNING Gwili Railway

Standard gauge, two miles, Bronwydd Arms, Carmarthenshire. Tel: 01267 238213. Running: W/Es, TuesThurs + Jun 202, not 20.

Llanberis Lake Railway

Narrow gauge, three miles, Llanberis, Gwynedd. Tel: 01286 870549. Running: Daily.

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.

Rhyl Miniature Railway

Visiting GWR 0-6-2T No. 5643 departs from Bolton Abbey on the Embsay & Bolton Abbey Steam Railway with Stately Trains’ coaches on May 3. MAURICE BURNS

Snowdon Mountain Railway

Welshpool & Llanfair Light Railway

Narrow gauge, Rhyl, North Wales. Running: W/Es. 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: Sat-Thurs.

Narrow gauge, eight miles, Llanfair Caereinion, mid-Wales. Tel: 01938 810441. Engines: 822, 823. Running: W/Es, Tues-Thurs.

SCOTLAND Almond Valley Railway

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

Bo’ness & Kinneil Railway

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

Royal Deeside Railway Standard gauge, one mile, Milton of Crathes. Running: W/Es.

Scottish Industrial Railway Centre

Waterside, Ayrshire.

Caledonian Railway

Running: Jun 28.

Keith & Dufftown Railway

Standard gauge, 11 miles, Dufftown, Banffshire. Running: Fri-Sun.

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: W/Es from Jun 20.

Kincardineshire.

Standard gauge, five miles, Bo’ness, West Lothian. Tel: 01506 822298. Engine: 62712. Running: W/Es. Standard gauge, four miles, Brechin, Angus. Tel: 01356 622992. Running: Suns.

IRELAND

Standard gauge, 1⁄3 mile, Dunaskin, Dalmellington Road (A713),

Giant’s Causeway & Bushmills Railway

Narrow gauge, two miles, Bushmills, County Antrim. Tel: 0282 073 2844. Running: W/Es.

Waterford & Suir Valley Railway

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.

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

Running: W/Es, Tues-Thur.

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

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

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

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

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

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

GALAS

Heritage Railway 99

GALAS

100 Heritagerailway.co.uk

WEB WATCH

The mosT up-To-daTe coverage of sTeam era preservaTion

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30

Heritage Railway 101

STAY A WHILE

River & Steam Holidays

Ship Inn Lane, Highley Nr. Bridgnorth, Shropshire WV16 6NU We have six self-catering cottages and lodges sleeping from 2-8 people. They are situated in the picturesque Severn Valley, nestled between the River Severn and Highley Severn Valley steam railway station. The line runs just above all our properties. You can sit and watch and wave at the trains as they steam by. Sit and fish over a quarter-mile beat of the river, which is included, perfect for barbel. The 18th century Ship Inn is located in between the properties right on the river. They serve breakfasts, meals, afternoon teas and a great selection of locally sourced beverages. It can be as little as 50 yards walk to catch a train from the station or watch from the foot bridge. The

01562 777563

surrounding area is rich in historic towns such as Ironbridge, Bridgnorth, Ludlow and Shrewsbury. We are also not far from the West Midland Safari Park. There are footpaths all around; they lead along the river or up past the engine house train museum opposite the train station.

A family-run business that offers holiday accommodation in the Severn Valley

Mobile: 07710 000 071

CARMARTHENSHIRE

CORNWALL

www.riversteamsea.co.uk

FFESTINIOG/WHR

MID NORFOLK

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

LYNTON & BARNSTAPLE

NORTH YORK MOORS

To advertise on this page contact Helen Tel: 01507 529310 CUMBRIA

LLANGOLLEN

MID HANTS

102 Heritagerailway.co.uk

STAY A WHILE

Watercress Lodges & Campsite

Six luxury Lodges available to book. They are situation overlooking the Historic Watercress Line @ Ropley. They are two bed and sleep up to six people and are equipped for modern day living. We also offer Safari Tents which sleep up to four and fitted to a high standard. Should you wish to have an extension to the Safari Tent or hire a tent rather than bring your own, Tipi Tents are available. The campsite is open to guests and has a new shower/toilet facility’s.

To Book Contact Jo Kirkham on 07803 728754 Email [email protected] Website www.watercresslodges.co.uk https://www.facebook.com/WatercressLodges

Wcresslodges

NORTH NORFOLK

SOUTH WEST

BRIDGE COTTAGES

• 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

WEST SOMERSET

MID SUFFOLK

BLUE ANCHOR

Spacious bungalow on beach by Blue Anchor Station. Two bedrooms, sleeps 4. Fully equipped kitchen, TV, patio, BBQ.

SCOTLAND

01984 634242 www.blueanchor-beach-bungalow.co.uk

SU N FIEL D 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

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

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

Heritage Railway 103

CLASSIFIED EXPRESS GOODS

Contact Helen Martin on 01507 529310 • [email protected]

BOOKS

DVD

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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]

DVD

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104 Heritagerailway.co.uk

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THE MONTH AHEAD

LMS Princess Coronation Pacific No. 46233 DuchessofSutherland will star in the Mid-Norfolk Railway gala and Tyseley Locomotive Works open days in June. The locomotive departs from Didcot with PMR Tours’ ‘Oxfordshire Express’ returning to Derby on May 23, carrying the reporting number ‘24C’ the code of Lostock Hall shed, in tribute to photographer andHeritageRailway contributor Alan Castle, who had died on May 18. BRIAN SHARPE

Summer brings busy time for heritage lines The peak summer season is fast approaching and the heritage lines enter their busiest period with enthusiasts’ events tending to take back seat. June does, however, see the Great Central

SPECIAL EVENTS June

5-7: Epping Ongar Railway: East meets West Steam Gala ■

GWR visitors for this event will include No. 7820 Dinmore Manor, 0-6-0PT No. 6430 and 0-4-2T No. 1450.

5-7: Great Central Railway: 1940s Weekend 6: Statfold Barn Railway: Enthusiasts Day 6, 7: Amberley Museum: Steam Engines Weekend 6, 7: Ecclesbourne Valley Railway: Diesel Locomotive Weekend 6, 7: Kirklees Light Railway: Peppa Pig ■ 6, 7: Moors Valley Railway: Grand Summer Gala

Issue 204 is out on July 2, 2015 Catch up with the latest news, views and great features every four weeks. 106 Heritagerailway.co.uk

Railway commemorating the anniversary of the closure of the GCR’s well-known steam shed at Woodford halse, while the Tanfield and Mid-Norfolk Railways stage their now traditional summer galas. Tyseley

7: Bredgar & Wormshill Railway: 1940s Day 12-14: North Norfolk Railway: Summer Diesel Gala ■ 13, 14: Colne Valley Railway: Days Out with Thomas ■ 13, 14: Crich Tramway Village: Classic London 13, 14: Great Central Railway: Woodford Halse 50th Anniversary ■ Fifty years ago, Woodford halse shed was closed, though Annesley soldiered on for a little longer to January 1966. LMS Ivatt 4MT mogul No. 43106 and 9F 210-0 No. 92212 will be star guests, and it is hoped for the return to steam of No. 6990 Witherslack Hall. Three resident locomotives will take on the guise of their long-departed counterparts: No. 45305 as 44814, No. 48624 as 48121 and No. 47406 as 47203.

13, 14: Royal Deeside Railway: Victorian Weekend 13, 14: Stapleford Park Railway: Stapleford Steam 13-15: Epping Ongar Railway: 1940s Weekend 19-21: GCR: Model Event 19-21: Mid-Norfolk Railway: Steam Gala ■ Making a return visit will be LMS Pacific

KEY ■ Major or featured galas

Locomotive Works also holds its longrunning summer open days, starring Duchess of Sutherland. As always, we will be bringing you the best of the action from these, and other events.

No. 46233 Duchess of Sutherland, which will work alongside Austerity 0-6-0ST No.10 Cumbria. It is hoped that an LMS ‘Black Five’ 4-6-0 will be able to attend and another locomotive to be announced closer to the time.

20: Chasewater Light Railway: Coal Train Day 20, 21: Amerton Railway: Steam Gala 20, 21: Colne Valley Railway: Days Out with Thomas ■ 20, 21: Gloucestershire Warwickshire Railway: Days Out with Thomas ■ 20, 21: Keith & Dufftown Railway: 1940s Weekend 20, 21: Llangollen Railway: Heritage Railcar Gala ■ 20, 21: Midland Railway-Butterley: 1940s Weekend 20, 21: Romney, Hythe & Dymchurch Railway: Miniature Trains Weekend 20, 21: Tanfield Railway: Legends of Industry ■ The railway’s ninth Legends of Industry gala on June 20-21 will feature visiting Austerity 0-6-0ST No. 71515 returning to the North east for the first time in 40 years, and Consett Iron Company Kitson 0-6-0PT A No. 5 making a rare visit from the North Tyneside Railway. An intensive timetable will include demonstration coal trains and shunting demonstrations at Marley hill.

■ Diesel and/or electric galas

The 2ft gauge demonstration railway will also be in action.

21: Bredgar & Wormshill Railway: MOD Day 26-28: Buckinghamshire Railway Centre: Days Out with Thomas ■ 27: Bodmin & Wenford Railway: Branch Line Day 27, 28: Dean Forest Railway: Armed Forces Weekend 27, 28: Severn Valley Railway: Step Back to the 1940s 27, 28: Tyseley Locomotive Works: Open Days ■ Star of this well-established event this year will be LMS Princess Coronation Pacific No. 46233 Duchess of Sutherland. The event will feature train rides, locomotive line-ups, locomotive cavalcades as well as turntable and shunting demonstrations.

RAILWAYANA June 6: Great Central Railwayana, Stoneleigh Park 20: Solent Railwayana, Wickham 29: LT Auctions, Croydon

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