issue 54+ 5th june 2015

5TH JUNE 2015
ISSUE 54+
James Corben
Welcome...
5TH JUNE 2015
“A lonely mournful whistle was exhaled from the
locomotives pipes, the sound ringing throughout the hillside and
reverberating again and again, until the valve was closed, and
the chimes faded away to nothing, the gold of the silence
somewhat tainted by the helpless feeling of loss for a dear
friend. A fitting salute for whom to some, was a poignant figure
in the beginning of our movement to protect our past for the
future to see and learn about.” C.J. Sutcliffe
This issue is dedicated to the memory of Roger
Barker, a founder member of the preservation movement
whom always had time for others, allowing them to share
his passion for steam and in particular 60007 ‘Sir Nigel
Gresley’ for which loco Roger was an invaluable
ambassador. Our thoughts are with his family and friends
at this difficult time.
Inside this issue we have a very good number of
articles from a large number of our highly valued
contributors. These include a piece on the 100th
anniversary of Britain’s worst rail disaster at Quintinshill
near Carlisle. The article details the event impeccably and
also acts as a tribute to those who lost their lives in
horrific circumstances that day.
Several locos have recently returned to service
during the course of the preparation of this issue and in
this magazine we take a look at the most unusual of them,
‘Barber’ at the South Tyndale Railway. The other two
recent returnees; GWR 0-6-0PT 6430 at the Llangollen
Railway and SR ‘West Country’ 4-6-2 34027 ‘Taw Valley’
at the Severn Valley Railway will be covered in the next
issue of UKHH magazine.
May has also been a time for the diesels to come
out to play across the country and both the Didcot and
Swanage Railway events are covered in this issue. If that
still does not fulfil your thirst for diesels, Joe Connell turns
his attention to ‘Kestrel’ in his well-established series on
the unique and one-off locos that once graced Britain’s
railways.
This month’s steam action also comes in GWR
form from Didcot with a feature on the photo charter
held there, featuring yet another May 2015 returnee,
GWR “Large Prairie” 2-6-2T 4144. In a continuation of the
GWR theme, Llangollen Railway Berwyn volunteer Peter
Dickinson continues his examination of older and more
unusual GWR coaching stock, turning his attention to the
older GWR saloon brakes which have survived into
preservation.
Heading south and back with the diesels, Martin
Creese has once again been busy this issue, but this time
his article is not with 30742 Charter work, instead we
have an excellent article giving a photographer’s
perspective on the triumphant return to service of 34027
‘Taw Valley’ with the VSOE charter to the Severn Valley
Railway; a day which saw two re-built Bulleids and two
“Deltic”s in action on the line.
As ever we also have a fantastic selection of all
your latest photographs; including cars, boats and traction
engines, alongside a comprehensive news round up from
around the heritage world.
To finish, I will let the picture do the talking...
Issue 56 due for release:
3rd July
Front Cover: A highlight of 60007’s current boiler ticket was becoming the first steam locomotive to pass over the rebuilt Dawlish Sea Wall after the storms of 2014. For Roger.. Dan Gosling
Rear Cover: Summer stream returns to the S&C. LMS Jubilee 5690 ’Leander’ is seen crossing Dent Head viaduct Matt Evans
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News From The London & North Eastern Region
COMPILED BY JOE CONNELL - [email protected]
Tanks Inline At KWVR
BR ‘4MT’ 2-6-4T 80002 looks to be
next in line in the KWVR overhaul queue as
she has been moved to Haworth today (3rd
June) for assessment; after a period of being
on display in the exhibition shed at
Oxenhope. The current plan being that the
very reliable and economical loco will fill the
gap left by the '4F' for a Class 4 loco, once
43924’s boiler ticket runs out in 6 years'
time.
Meanwhile, the rolling chassis of
Ivatt '2MT' 2-6-2T 41241 has been moved to
Ingrow Yard ready for a move to Ilford for
tyre turning. So far it has been a fairly light
overhaul on the bottom end of the loco, but
following the return of the chassis, the heavy
work will begin with a considerable amount
needing to be done to chassis and a the
heaviest boiler overhaul in the loco’s history
also being needed.
Despite being very major work all
round, it is hoped that the overhaul of the
loco will be completed in 2018 allowing time
for running in before the loco makes its star
appearance at the line's 50th anniversary
celebrations, for which 41241 will be turned
out in KWVR 1968 red livery.
Fudge
Touch And Go For 6990’s Return
UKHH understands that it will be right
down to the last minute whether or not the
restoration of GWR ‘Modified Hall’ 6990
‘Witherslack Hall’ at the GCR will be finished in
time for their Woodford Halse Gala weekend on
June 13/14. It is not known what is keeping the
impending return back, but the latest information
given to us suggests that a return at some point
over the summer is likely.
Despite being rostered for the
Woodford Halse Gala, 6990 is not currently
rostered for the June 19th-21st Model Weekend,
which is set instead to feature vising LMS Ivatt
‘4MT’ 2-6-0 43106 and the pair of BR ‘9F’ 2-100s, visiting 92212 from the Mid Hants and home
based 92214 running as 92220 ‘Evening Star.
Access to Loughborough works was unavailable
this weekend just passed so a visit was not
possible, but if 6990 is not ready in time for next
weekend’s gala, it should be finished shortly
after.
Another project which will need major
attention is the bridge crossing Swithland
reservoir. There is currently a 10 mph speed
restriction across the water and the diner trains
are now required to stop with the loco off the
span so that the loco does not directly impact
force on the bridge deck upon starting. The
fragility and strengthening of the structure is
likely to take some time but work will be needed
in the near future such is the extent of the
weakness it now has. The work will reportedly
cost up to half a million pounds, and it is possible
that a single line policy may have to be put in
place while the work is done, as the railway runs
all year round with no winter maintenance
break.
Flying Scotsman Progress
More progress has been made on
the overhaul of LNER ‘A3’ 4-6-2 4472 ‘Flying
Scotsman’ during April and May. The loco is
currently being restored by Ian Riley at his
Bury workshops on the East Lancashire
Railway. The end of April saw the wheels
being fitted into the frames, shortly followed
by the boiler going into the frames. This was
however only to be a temporary measure
while changes were made to the alignment
of the loco. The boiler left the NRM’s York
workshops on 29th April, and when returned
adjustments are to be made to the
smokebox door ready for the loco to return
in its BR green guise as 60103. 90% of the
parts of the loco are now at Bury ready for
reassembly to start in earnest. Work
undertaken during May included the
repositioning of the water gauge, airbrakes,
and components for the brake ejector. Part
of the alignment included the fitting of the
cab which at the present time is still in war
black livery with 103 on the side.
Albion Finished At Beamish
Beamish museum have finished their
restoration work on an Albion removal
lorry which will now be used daily at the
museum for transportation of goods
between museum sites. The lorry was built
in 1947 and used for Lion crisps before
being sold and used as a furniture removal
vehicle. It was bought on Ebay and the
owner was looking for somewhere to
restore and run the vehicle on a long term
loan basis. Both original liveries were still on
the lorry when stripped down for
renovation. The new vehicle now carries a
furniture and estate agents livery with
Kirkcaldy Place name and numbers on, as
the current owner's family history traces
back to there, with a member of his family
having worked the vehicle. The owner, Julian
Brett, kept the work a secret and surprised
family members with the finished work. The
lorry was sold by Lion crisps to Julian's
grandfather.
Teak Returns To Service On NYMR
LNER teak carriage BTK 3669 has
returned to service at the NYMR for the
first time in 50 years. The carriage
restoration has been ongoing for the last 13
years by a dedicated team, and the coach reentered service on 9th May. A ceremony to
mark the occasion was held and the carriage
was 'declared finished' by Sir Nigel Gresley's
grandson Tim Godfrey. The four
compartment brake third was built in 1930
and has been restored to as-built condition
with brown and white wheels, varnished
teak body and white roof. The interior has
also been returned to as-built condition with
original seat material woven into the correct
pattern and water colour paintings of
Yorkshire adorning the compartment backs.
The coach comprises of four passenger
compartments, a lavatory, side corridor and
guards and luggage area. The carriage was
originally sold to the Embsay and Bolton
Abbey Railway after withdrawal in July 1980;
the carriage having used in a breakdown
train after withdrawal from BR passenger
service in the 1960's.
Joe Connell
Andrew Jeffrey
Kenny Felstead
James Corben
News From The London & North Western Region
COMPILED BY JAMES BA TCHELER - [email protected]
Chasewater Gains Wagons
Early-May saw the Chasewater
Railway welcome the first half of their new
HAA Wagon Fleet – which arrived courtesy
of Andrew Goodman from Movewright,
who organized the moves of the wagons by
road. The rake will help the railway tell the
final part of the story of coal transportation
in the Midlands – running from the
Staffordshire collieries to the Power Stations
dotted across the UK. The railway will be
holding a ‘Coal Train Day’ on June 21st,
where the public can have their first glimpse
at the new rake in operation, along with a
few wooden plank wagons – which are being
restored to form the initial part of the ‘Coal
Train’ story.
Ecclesbourne Thriller
The Ecclesbourne Valley Railway has
featured in the BBC’s new Spy Thriller ‘The
Game’ – with the programmes being shown
in a six-week period staring on April 30th.
Over 100 actors and members of the film
crew (including actors Tom Hughes and
Sean Dooley) were taken on the 9-mile
journey from Duffield to the headquarters at
Wirksworth, where the filming took place.
For two days, the BBC took over the
railway for filming, and the beautifully
restored coaching stock was the backdrop
for the Cold War series.
The Commercial Director for the
Ecclesbourne Valley Railway – Tom Tait –
was ever-present over the two days of
filming, and said, “The Ecclesbourne Valley
Railway has hosted a growing number of
television dramas and we are very delighted
the BBC chose our railway as one of their
locations to film ‘The Game’. The action
packed stunts looked very complex to film
and the chase scenes was very thrilling to
watch.”
For anyone interested in viewing the
show, the episodes are being shown on BBC
Two at 21:00 on Thursday evenings, with
the finale expected to be on June 4th.
The New Crewe Opens
LNWR Heritage’s brand-new depot
at Crewe was officially opened in a special
ceremony on May 9th, with 5029 ‘Nunney
Castle’ entering in front of invited guests –
including members of the press. The
ceremony concludes 12 months of hard
work, which has seen the former dilapidated
diesel depot transformed into the new base
for Locomotive Services Limited.
Work is continuing on the overhauls
of several locos behind the scenes, including
SR Pacific No. 34046 ‘Braunton’ – which the
intermediate overhaul of the Pacific should
be completed by September. The long
awaited return of LMS 4-6-0 No. 6100
‘Royal Scot’ is also nearing completion, with
an autumn return planned at the earliest for
the loco.
Recently acquired LNER A2 No.
60532 ‘Blue Peter’ is also now in the
overhaul queue, with work on the Pacific
planned to start imminently. Continuing the
locomotives association with the television
programme of the same name, the A2 took
centre stage in an episode aired in mid-May
where the move from Barrow Hill to Crewe
was filmed. The aim is for the show to
follow the overhaul right through to
steaming, which it is hoped will be in 2017.
Shep Woolley
Prototype HST Ready To Roll
The Project Miller Group’s Prototype
HST Power Car No. 41001 made its public
debut at the Great Central Railway
(Nottingham), during a special launch weekend
over the late May Bank Holiday Weekend on
24th and 25th May. The first passenger run
behind the HST took place at 10am on 24th
May and was available only to those whom had
purchased special limited availability advance
tickets for a special supplement for this
particular departure from Ruddington.
A special two-train timetable was in operation,
with the HST running alongside resident Class
56 “Grid” 56097. Eurostar Powercar No. 3308
was also on display, following its recent arrival
at Ruddington (see UKHH Issue 53 for more
details). First Class upgrades on diesel services
were also available as an optional extra on the
day. Steam power for the weekend was
provided by LMS ‘8F’ 2-8-0 8274 which is
currently on loan for the 2015 season.
Bert Hitchen Remembered
Bert Hitchen – the former owner of
SR Bulleid Pacific No. 34027 ‘Taw Valley’,
passed away on May 13th after a short battle
with illness. He was also the owner of Black
Five No. 45231 ‘The Sherwood Forester’,
and up until recently he was regularly seen
at the loco’s Carnforth base. Following the
sad news, tributes were paid across the
railway movement, many saying he was a
“great character”. The following day saw
‘Taw Valley’ carry a wreath in his memory,
with the light Pacific undertaking another
loaded test run on the Severn Valley
Railway.
Bert purchased ‘Taw Valley’ from
Barry Scrapyard in April 1980, and following
spells at the East Lancashire and North
Yorkshire Moors Railway, the loco returned
to steam in 1987. After many years of
running on the main line, the loco was
withdrawn in 2006 for a heavy overhaul at
Bridgnorth, and the loco was sold shortly
after. Three years earlier he had purchased
45231, and was regularly seen working on
the Black Five up at Carnforth. However,
the loco is now on the market, and its
future remains uncertain.
Knotty Train To Return
Following the success of last year’s
groundbreaking visit of a former North
Staffordshire Railway Company coach last
year, the Churnet Valley Railway are
delighted to announce that this will be
followed with a visit of the restored NSR
train – which is commonly known as the
‘Knotty Train’.
During the 2014 ‘Anything Goes’
event, NSR Coach No. 61 (owned by the
Knotty Coach Trust) made a visit to
Cheddleton to launch the ‘Project 28
appeal’, providing a before and after contrast
of the North Staffordshire Railway Company
vehicle no. 28, showing the task ahead to
restore the coach. Since then, it’s become
the ‘228 appeal’ following the discovery of
this number in several locations. The first
set of restored doors is nearing completion
at the Northumberland-based Stanegate
Restorations, who are partners with the
Knotty Coach Trust, with the two
organisations collaborating to recreate a full
5-coach train – which includes a brakecoach to enable wheelchair access.
The ‘Anything Goes’ event last year
saw the visiting NSR coach appear on static
display only, and this year’s event will see
the two restored vehicles nos. 61 and 127
operate services along the length of the line.
This will provide visitors with their first
opportunity to travel on-board a ‘Knotty
Train’ along an original ‘Knotty Line’ for the
first time in over 100 years! It is believed
that the last time this occurred was back in
1910.
The ‘Anything Goes’ event will be
held on the Churnet Valley Railway over the
weekend of June 27th and 28th, and the
night of the 26th will see an evening photo
shoot take place at Cheddleton, providing
the evocative scene of an NSR train in front
of the surviving NSR Jacobean station at
Cheddleton, which was built in 1849.
Ravenglass Award
The team at idyllic Lake District steam
railway, the Ravenglass and Eskdale Railway, are
chuffed to bits having reigned triumphant in the
Heritage Railway category of the National Coach
Tourism Awards 2015.
RER scooped this new award for 2015,
which recognises the significant growth in the
popularity of heritage railways, at a glitzy
ceremony staged at the West Midland Safari Park
in Worcestershire. It has now proudly brought
the award back to Cumbria.
Judges were looking to reward a
heritage railway operator that could
demonstrate a clear welcome and commitment
to coaches and their groups and Ravenglass and
Eskdale Railway scored highly. The Railway has
done much to ensure coach operators can
deliver a great day out to their passengers and
offers coach parties great value for money, by
giving them the longest steam railway journey in
the Lake District, on a line going back the
furthest in history.
It has shown a continued investment in,
and development of, its coach offer, adding
excellent new facilities, offering free wi-fi,
creating on-site bakeries and opening idyllic and
exciting picnic and play areas, in recent years.
It has excellent cafes at both ends of the
line, which offer everything from a full
homemade meal, to snacks and afternoon
teas.
It also operates a vibrant events
programme, enabling coach operators to bring
their customers to everything from fish and chip
supper journeys and Ghost Trains, to a family
day out with Shaun the Sheep – an event set for
October 3 and 4 this year.
Additionally, it offers tour operators a
bespoke service, which includes highlighting
possible itineraries, making available joint
attraction entry and booking options and offering
free coach parking, plus free food and travel on
the trains for drivers. Guided talks and tours are
also available on request.
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. Groups can reserve
carriages, so that passengers can sit together and
for large tours, private charter trains can be
arranged, complete with personalised train
header boards. A free download commentary
app is also available.
When this is backed up with fabulous
scenery and an atmospheric journey through
hidden valleys and across stunning coastal plain,
there is little wonder the Ravenglass and Eskdale
Railway entry impressed the judges.
This award success could not be better
timed for Ravenglass and Eskdale Railway, as it is
this year celebrating the centenary of its 15-inch
narrow gauge line and also opening a brand new
museum, at Ravenglass, to celebrate its long
heritage. This will further enhance the things-todo list that coach parties can tackle. The
opening of the museum will also see further
group travel-focused product development
taking place.
Whether the National Coach Tourism
Awards’ trophy will be one of the new museum’s
exhibits, when it opens, is yet to be
decided.
Employees and volunteers at the
Railway, which runs between the Lake District
coast at Ravenglass, to Dalegarth, lying in the
shadow of England’s highest mountains, are
simply pleased to have had their beloved Railway
judged best in Britain.
Marketing manager, Rachel Bell, says:
“We are delighted to have won this award, as
every member of the Ravenglass and Eskdale
Railway team has shown an unswerving
commitment to putting us at the top of the tree.
“When we open our new Ravenglass
Museum, our offer for coach parties will become
even stronger. 2015 was always going to be a
memorable year, because of the centenary we
are celebrating, but this award has made it a
landmark one, for other reasons.
“It was also good to see Cumbria’s
overall reputation being strengthened through
these awards, as Windermere Lake Cruises won
the ‘Best Boat Operator’ trophy and that can
only be good for tourism in the county.”
information about the railway can be
found at www.ravenglass-railway.co.uk
James Newton
James Corben
James Batcheler
News From The Western Region
COMPILED BY MATTHEW COLLIER - [email protected]
South Meets West For GWSR Steam Extravaganza
rd
The weekend of 23 – 25th May saw the annual
Cotswold Festival Of Steam take place along the
length of the Gloucestershire and Warwickshire
Railway.
Former resident, GWR “Modified Hall” 4-60 6960 'Raveningham Hall' continued her tour of the
more central parts of England by returning to her
former base to star alongside the Western home
fleet for the gala weekend.
This was the first 'Hall' in action over the
line since sister 7903 'Foremarke Hall's withdrawal
for overhaul in 2013. 'Hall's were a common sight on
the route in steam days and with 7820 'Dinmore
Manor' and GWR 2-8-0 2807 also appearing at the
event, a good variety of medium sized GWR tender
engines were on offer.
These three locos made a good contrast
with the two medium-large GWSR based GWR tank
engines which were also out during the event: GWR
2-8-0T 4270 fresh from her autumn/spring tour and
GWR “Small Prairie” 2-6-2T 5542, having just
returned from a six week stint on the WSR.
For those who preferred their locos a little
larger, a trio of Bulleids drew the crowds with two
un-rebuilt ‘West Country’s: 34007 'Wadebridge'
making a return visit from the Mid Hants and
recently overhauled 34092 'Wells' making the
second stop of her inaugural 2015 tour away from
the KWVR.
The two original “light pacifics” were to be
seen alongside something altogether heavier in the
form of re-built ‘Merchant Navy’ 4-6-2 35006
‘Peninsular and Oriental Steam Navigation Company’
which was on static display in the bay platform at
Winchcombe during the event. With the lining
completed and the name plates added, the much
anticipated completion of 30 year of dedicated hard
work is now almost in sight. Although not in steam,
footplate visits were available on 35006 throughout
the event and passengers also go the chance to ‘cab’
the loco which was spare at Cheltenham Racecourse
during its lay-over awaiting its next duty.
Following the event a very popular photo
charter re-created scenes of the S&D using the pair
of un-rebuilt Bulleids and all three SR pacifics were
lined-up at Toddington for the cameras towards the
end of the day and before a night shoot in the
station.
A rideable freight train was in operation
each day, consisting of a mixed freight with a SR
‘Queen Mary’ bogie brake van on the south end and
a GWR ‘Toad’ on the north end. Two travel options
were available, a £5 supplement for a return trip
from Toddington to Laverton over the spectacular
Stanway viaduct or a £10 return trip from
Toddington to Cheltenham through the pitch black
Greet Tunnel, the second longest on a preserved
railway. Locos in use on the freight train over the
course of the event included: 6960 ‘Raveningham
Hall’, 7820 ‘Dinmore Manor’, 4270, 2807 and 5542.
Footplate rides were also available on
resident locos 4270, 7820 and 2807 for the price of
£85 (which included a standard day ticket to the
event).
During the event, all home fleet locos faced
south (towards Cheltenham), whilst the three
vistors and 35006 faced north (towards Toddington).
Each day the pair of Bulleids double headed a round
trip of the line, with the loco on the front alternating
each day. All seven locomotives were in each day of
the event, which once again proved very popular.
Kenny Felstead
Black 5 Back At Llangollen
LMS "Black 5" 45337 returns to service this weekend at the Llangollen
Railway following a period of extended winter maintenance. The loco was
successfully steamed on 21st May and went out on a test run on the rear of the
Chain Bridge re-opening special banking 5199 which was up-front with the
headboard on the special train to Berwyn on Friday 29th May, taking guests to
the bridge for its official unveiling following major re-building. The “Black 5”
also completed light engine test runs between Llangollen shed yard and
Petrefelin the previous day. As well as this weekend, 45337 is booked out on
the service train on Saturday 27th June and on a driver experience turn on
Sunday 28th June.
GWR 0-6-0PT 6430 has now returned to traffic, having made its first
public runs after overhaul at the anniversary gala last weekend. The loco has
had a new coat of paint and has now been transported to the Epping Ongar
Railway to star at their GWR gala this coming weekend. On her return, the
loco enters regular service in time for the annual DMU gala of Saturday 20th –
Sunday 21st June where she will appear on auto trains alongside the four
resident DMUs and visiting BR green Class 122 “Bubble Car” 55006 from the
Ecclesbourne Valley Railway. It is planned for 6430 to be used on service trains
for the following week too.
GWR "Large Prairie" 5199 is scheduled to handle most of the services
this month with GWR 2-8-0 3802 taking a well earnt rest. Sunday 14th June is
a diesel day and Class 37 6940 is planned to be in use following repairs,
offering a rare chance to see this loco roaring up the line. Not only will this be
the ‘Class 37’s first solo passenger run up the Dee Valley in getting on for two
years, it will also see the loco haul its first train to Corwen. For more
information about the work undertaken on 37240 (6940) and updates on the
rest of the Llangollen diesel fleet, please visit http://www.llangollendiesels.org.uk/
4110 Finds A New Home
GWR “Large Prairie” 2-6-2T 4110
has been bought by the West Somerset
Railway Plc. Becoming their third ‘in house’
owned loco alongside GWR ‘Manor’ 4-6-0
7828 ‘Odney Manor’ and WSR “Small
Mogul” 2-6-0 9351.
The other main WSR group, the
WSR Association also own two locos based
on the line, GWR “Small Prairie” 2-6-2T
4561 which is currently undergoing a major
re-build at Wiliton and GWR ‘Manor’ 4-6-0
7821 ‘Ditcheat Manor’ which is presently on
display at Swindon museum, effectively ‘in
storage’.
The ex-Barry condition “Large
Prairie” is currently located at Tyseley
awaiting restoration. Bought out of Barry in
1979 by the Great Western Preservation
Group at Southall Railway Centre, the loco
has recently been put up for sale to raise
the funds required to complete the major
overhaul needed on their other locomotive,
GWR ‘57xx’ “Pannier Tank” 9682.
Although spending much of her
working life in the West Midlands, 4110 was
twice allocated to Taunton shed for short
periods of time in the 1960s and so may
well have been seen on WSR metals in BR
days. Taunton’s “Large Prairies” were used
on the heavier passenger trains between
Taunton and Minehead, as well as mainline
stopping trains and regular banking duties on
trains requiring assistance for the climb
between Wellington and Whiteball summit.
Alongside the long-term hire of
Somerset and Dorset ‘7F’ 2-8-0 53808 and
LMS ‘4F’ 0-6-0 44422, both of which are
presently undergoing overhauls and are
expected back in WSR traffic early next
year, 4110 will help to secure the long-term
future of the WSR with more suitable and
economical ‘in house’ and long-term locos
following the imminent departure of the last
of the four Dinmore Manor Locomotives
Limited owned locos once associated with
the WSR; GWR 2-8-0 3850.
The WSR has been the home of
classmate 4160 (owned by 4160 Ltd) since
1990 and subsequently during the loco’s first
two boiler tickets in preservation; 19932003 and 2006-2016. The WSR PLC also
previously purchased another classmate,
5193, in unrestored Barry Scrapyard
condition. Due to the poor condition of the
tanks, bunker and rear section of the
frames, the loco was used to create the
GWR designed but never built "Small
Mogul” WSR number 9351. It is not
intended to follow the same procedure with
4110 which will be turned out as a 2-6-2T
following a major overhaul at a future date.
West Somerset Railway General
Manager, Paul Conibeare who worked as a
volunteer on the restoration of 4160 in the
early 1990’s commented: "The purchase of
4110 is part of a long term strategy to
secure a fleet of suitable locomotives to
take the WSR forward into the 21st century.
As it has not steamed since June 1965, it will
require a considerable amount of
restoration work to be completed before it
is able to enter service between Bishops
Lydeard and Minehead.
At this stage the workshops are
committed to the overhauls of 9351 and
SDJR ‘7F’ 53808”, both of which are hoped
to steam next year. At present it is not
known when the restoration and overhaul
of 4110 will begin as GWR ‘King’ 4-6-0 6024
‘King Edward I’ is also under overhaul to
mainline standards at Minehead with
completion looking to be 2-3 years off at the
present moment in time.
James Corben
Kinlet To Stay On In Somerset
An agreement has been reached
between the West Somerset Railway and
the owners of GWR ‘Hall’ 4-6-0 4936
‘Kinlet Hall’ which will see the loco based on
the WSR for the next five years. Although
the engine's 'home shed' will be Minehead it
will be available for main line work as
required and for visits to special events on
other heritage railways. 4936 is presently
the oldest working member of the class and
is in absolutely tip-top condition. ‘Kinlet
Hall’ was built at Swindon in 1929 and
withdrawn from British Railways service in
1964, having run a million miles in that time
despite being damaged when it ran into a
bomb crater in 1941. 4936 was allocated to
a wide range of sheds during her 35 years in
service, including: Cardiff Canton, Plymouth
Laira, Old Oak Common, Oswestry,
Oxford, Shrewsbury, Swindon, Truro, and
finally Cardiff East Dock.
Simon Beedie
Peter Dickinson
Kenny Felstead
Matt Ditch
News From The Southern & Great Eastern Regions
COMPILED BY JAMES CORBEN - [email protected]
Final Visitor For GWSR Gala
New Waiting Room Opened At Ropley
The Mid Hants Railway has officially
opened it’s new waiting room at Ropley.
The project was started just under a year
ago, and on the 12th May 2015, was opened
by Tim Shoveller, the Managing Director for
South West Trains.
Designed by architect and MHR
volunteer Adrian Crees in the Southern
Railway’s style, this shelter will give visitors
somewhere to stand when the weather
‘turns British’. The building has taken 50
weeks and over 5000 man hours to
complete, and to top the whole project off,
it was finished 2 weeks early and under
budget as well.
Since the line closed in 1973, the
former goods line has been turned into a
busy preserved steam railway, with
footbridges and buildings being added to
improve the facilities for the 125,000
visitors. This waiting shelter uses cast iron
columns and arches from the old Ringwood
station (closed in 1967), and South West
Trains even donated the wooden station
clock from Aldershot station.
Also attending the official opening
were the Mid Hants’ Building Manager Mark
Walden, Project Leader John Larke,
Councillor Graham Hill and the Mayor of
Alton. Along with 100 other guests, they
enjoyed a cream tea on board a special train
with LNER A4 4464 ‘Bittern’, a previous
renovation success story at the railway.
The final visitor for the Gloucestershire and
Warwickshire Railway’s Cotswold Festival
of Steam has been announced as GWR
‘Modified Hall’ no.6960 ‘Raveningham Hall’.
The 4-6-0, which is visiting from the West
Somerset Railway, is a former resident at
the GWSR, working on the line from 1996
until it’s boiler certificate expired in 2003.
On it’s last day in service on the GWSR
before it’s certificate expired, 6960 hauled
the Royal Train conveying HRH The
Princess Royal from Winchcombe to
Cheltenham Racecourse for the official
opening of Cheltenham Racecourse station.
The Hall, which is now owned by Jeremy
Hosking (who also owns GWR 2-8-0T
no.4270, also based on the line), will star
alongside SR West Country class
locomotives no.34092 ‘City of Wells’ and
no.34007 ‘Wadebridge’.
At Winchcombe, SR Merchant Navy class
no.35006 ‘Peninsular and Oriental S. N. Co.’
will be on static display, and there are still a
handful of places on the footplate and in the
brake van of the freight trains.
For more details visit the GWSR’s website
at www.gwsr.com
Manston Turned
In preparation for use in regular service
over the busy summer season, SR un-rebuilt
‘Battle of Britain’ 4-6-2 34070 ‘Manston’ has been
turned back to face towards Norden.
The loco, which had been facing
Swanage since returning from the West
Somerset Railway’s Atlantic Coast Express gala
in March 2014 had to be split from its tender to
be turned, due to the turntable at Swanage only
being 50ft in length.
The manoeuvre was carried out with
34070 in steam and propelling herself, whilst the
line’s Class 33 diesel was charged with shunting
the tender.
34070 was originally turned to face
Swanage for the photo charters prior to last
On the 3rd May, No.3 ‘Captain
Baxter’ made a couple of rare trips to East
Grinstead on the Bluebell Railway, as a fund
raising trip for the restoration of SECR P
Class no.27.
The locomotive performed very
well on the Bluebell’s steep gradients, with
year’s first ever spring steam gala starring visiting
‘T9’ 4-4-0 30120, future resident ‘U’ 2-6-0 31806
and resident ‘M7’ 0-4-4T 30053. All three faced
Swanage to facilitate double-heading in all
combinations and with 34070, with only resident
34028 ‘Eddystone’ facing Wareham for the
event.
The turn also helped to even out the
flange wear on 34070, but makes it difficult to
take water at Swanage because the loco has to
push the coaches back to the buffer stops after
running round in order for the tender to be
beside the column on the platform end.
Kenny Felstead
around at East Grinstead, and less time
spent at Kingscote and Horsted Keynes. The
enough water in the boiler, before second trip went equally well, with no stop
progressing on to East Grinstead. needed at Kingscote.
The arrival on the first round trip
was 10 minutes early at Sheffield Park, due
to less time being needed for the run
Captain Baxter At East Grinstead
both trains being heavily loaded with
members and guests, along with the
directors who organised the trains.
Stops were made at all intermediate
stations to ensure there was a good fire and
North Norfolk Diesel Gala Line Up
Class 66 Named Swanage Railway
A General Motors Class 66 from
Great British Railfreight (GBRf) has been
named ‘Swanage Railway’, after 40 years of
dedicated work by several generations of
campaigners and pioneers has been
recognised.
The historic ceremony, in the
presence of GBRf’s Managing Director John
Smith, and the Swanage Railway Trust
Chairman Gavin John, along with popular
Wave 105 radio presenter Mark Collins,
took place on the 7th May during a special
‘Go West’ themed day of the railway’s diesel
gala.
The 2005-built locomotive,
no.66741, now carries the name of the
volunteer-led railway, and will continue to
be used predominantly on freight duties
right across the length and breadth of the
country.
Mark Collins, one of the popular
radio presenters on Wave 105, said: “It has
been a real honour and a privilege. I've been
very excited since I was first asked to do
this. It has been a fantastic day and a rail
enthusiast's dream.
"A nameplate gives a locomotive
more identity. For example, everyone knows
the 'Flying Scotsman' from its nameplate and
not from its number. Enthusiasts will now
refer to No. 66 741 by its new name.
Gavin Johns, chairman of the
Swanage Railway Trust, said: “This is an
exciting opportunity generously given by GB
Railfreight to share the Swanage Railway
name across the national rail network as the
Class 66 locomotive goes about its work.
"It also demonstrates the opportunities, now
provided by the recently re-signalled link to
Wareham, to work with national rail
operators for the benefit of both the
Swanage Railway and the Purbeck area"
John Smith, the Managing Director of GBRf,
added: I've really enjoyed today – it has been
fantastic to bring our Class 66 to Swanage
and to name it 'Swanage Railway'.
"We have relationships with a
number of private railways, particularly
those connected to the national network
like the Swanage Railway which is a fantastic
achievement.
"We had no hesitation in agreeing to
one of our Class 66 locomotives being
named 'Swanage Railway'. Anything that
increases enthusiasm about railways should
be encouraged."
The North Norfolk Railway and the
Weybourne Traction Group have
announced their full line up for their
Summer Diesel Gala, which is being held
between the 12th and 14th June 2015. A
total of 8 locomotives are planned to run at
the gala, with an intensive timetable
alongside an Evening Beerex train on the
12th and 13th.
The home fleet will include BR Class
31 D5631 (31207), Class 37 D7632 (37032),
the Class 101 DMU and the BR Class 11
12131, which will work brake van rides
around Weybourne station.
Visiting the line will be BR Class 26
D5343 (26043) from the Gloucestershire
and Warwickshire Railway - the locomotive
is expected to arrive just before the event
and will stay until the end of July working
services throughout this time.
Also on long term loan is the Great
Epping Ongar 150
On the 24th April 2015, the Epping
Ongar Railway celebrated 150 years to the
day since the Great Eastern Railway opened
the line from Loughton to Ongar. The
Railway welcomed guests from the EOR’s
Volunteer Society, children from the
Chipping Ongar Primary School, Eric Pickles
(Secretary of State for Communities and
Local Government), Councillor Tony Boyce,
the Chairman of Epping Forest District
Council, and David Campbell Bannerman
MEP amongst others.
At 10:40, a fully-loaded special train
arrived at Ongar from North Weald to
brass music and children waving flags, with
speeches from Mr Pickles, Cllr Boyce and
the Managing Director of the EOR, Roger
Wright.
Mr Wright said: “Everyone has
worked very hard to restore the line to its
present condition over the past few years.
However today, when I see the tremendous
support there is for the Railway, especially
after we have nudged that much closer to
Epping Station, I look forward to the next
150 years with pride and to the day when
we have a connection with the Underground
at Epping.”
The official ceremony was followed
by the EOR’s Eastern Steam Gala, which
included a number of locomotives that
would’ve worked over the line in the days of
steam, including an LNER J72, LNER Y7 and
GNR N2.
Unfortunately, during the weekend
the J72 failed with issues at the front end.
Central Railway’s BR Class 27 D5401
(27056), which, by the time you read this,
should have arrived on the line, with it’s first
trains after arriving due to be on Saturday
23rd May.
Direct Rail Services have also
announced that they will be providing a
locomotive, in the form of 37059. The loco
is expected to arrive by rail over the level
crossing at Sheringham around 6pm on
Thursday 11th June.
The final visiting locomotive will be
BR Class 35 ‘Hymek’ D7076, which is
courtesy of the Bury Hydraulic Group. The
Hymek will also be in operation on the 11th,
when it will be at the head of a heritage
goods train on an East Midlands Railway
Photographic Society photo charter. Details
of this charter can be found on the North
Norfolk Railway’s website.
James Corben
The locomotive was withdrawn from service
immediately. It has been taken back to the
North Eastern Locomotive Preservation
Group’s base at Hopetown Carriage Works,
Darlington where a full assessment of the
failure will be carried out and worked on
accordingly. Due to the uncertainty of its
availability, the locomotive was withdrawn
from its appearance at the Wensleydale
Railway’s 25th anniversary celebrations over
the weekend of 23rd and 24th May.
Simon Mulligan
Joe Connell
Matt Evans
George Aldridge
Joe Connell
James Cummins
Joe Connell
James Corben
The Quintinshill Disaster - 100 Years On
It may be strange to think, given recent events, that
rail is the safest form of travel in the world, but unlike an
aircraft an HST will not drop out of the sky when both it’s
engines fail, nor are train drivers given one test when
they’re seventeen that gives them the right to drive
forevermore where ever they like. There are countless
safety systems and devices, rules and regulations throughout
the railways that govern their day to day operations as well
as their safety. There is the Train Protection Warning
System, the detonator, the humble red flag and the
Signalmans Reminder Appliance, or Lever Collar. All these
devices seem like fairly obvious ideas, but sadly they were
all invented due to some major calamity. The history of the
Railway Rulebook is a long and bloody one, full of death and
disaster.
There are many famous rail disasters out there. Of
recent times there is the Ladbroke Grove and Southall
crashes that saw the invention of TPWS. Further back there
is the Abbots Ripton disaster, which began the demise of
the slotted post lower quadrant signal. There is then what
to many is the most famous British rail disaster, and
certainly the worst ever to take place in England; the
Harrow and Wealdstone disaster, in which three trains
collided with each other, and 112 people were killed. This
may be the most famous, and may often be quoted as the
worst rail disaster in the country, and it certainly is the
worst during peace time. However, there was another even
more catastrophic disaster that occurred one hundred
years ago, during World War One, and that is the subject
of our tale today.
It was the evening 21st May, 1915. The location,
Quintinshill Signal box, half a mile north of Gretna on the
West Coast Main Line. George Meakin had signed on duty
as the signalman and settled in for the night. With the extra
goods traffic for the war effort he wouldn’t be “reading
section Z of the rulebook” any time soon. Meanwhile, a few
hundred miles south, at London’s Euston Station, the
northbound sleeper was being boarded. Unfortunately,
however, the train was delayed half an hour, which would
turn out to be more unfortunate than anyone could have
suspected. Back up to Scotland, the so called “Leith
Battalion”, on loan to the 52nd division of the British Army,
were heading south for Liverpool, and onward to the
Dardenelles.
The Sleeper train consisted of relatively modern
sleeper stock, belonging to the LNWR and Caledonian
Railway. A collection of “modcons” for the night time
railway traveller heading north for the Whistun holiday. The
troop train, however, was not so luxurious, being made up
of mostly exGCR non-corridor stock anything up to fifty
years old, with Oak frames. A few Caledonian baggage vans
were coupled on the rear for the mass amounts of
equipment and ammunition the Battalion would require.
But all these trains were still a long way off for
George Meakin, who was busy with the flow of goods
traffic. Quintinshill was, normally, a quiet box to work. The
layout consisted of an Up and Down Main, and an Up and
Down Loop. There was also a Main to Main Crossover for
shunting. Quintinshill would often be used for fast expresses
and to overtake the slower local and goods traffic. The
morning of 22nd May would be no different. At 06.14, a
northbound goods train was diverted by Meakin into the
Down loop. He had judged there would be insufficient time
for the train to get to the next loop at Kirkpatrick before
the expresses passed, and he didn’t wish to delay them any
further.
Owing to the thirty minute delay on the sleeper,
and delay to another, Edinburgh bound, express, it had been
decided at Carlisle Citadel station that the 0617 service to
Beattock, the first local train of the day, would leave ahead
of the late running express. This was necessary as on arrival
at Beattock the locomotive was required for a high priority
train into Glasgow, which could not be delayed. The local
would be looped at Quintinshill for the expresses to pass.
The message was passed down the line, and the train left on
time.
This was a regular occurrence when the expresses
were running late. An occurrence that James Tinsley, a
signalman, was all too willing to take advantage of. He lived
at Gretna Station. He was to act as Meakins relief at
Quintinshill, signing on at 0600, but Tinsley had somehow
received word that the local was to stop at Quintinshill and
so a long standing, strictly unofficial, arrangement came into
play. From 0600, when Meakin’s shift officially ended, he
KITOLA STARR
would write down all the times that needed recording on a
scrap of paper. He would continue to work the signalbox
until the local train arrived with Tinsley on board, who
would then proceed to copy the times from the paper into
the Train Register. That way their managers would be none
the wiser.
The normal practise at Quintinshill would have
been to put the local into the Down Loop, but this was
already occupied by the aforementioned goods. The Local
would therefore need to be shunted onto the Up Main in
order for the Expresses to pass. As the local arrived, a
second goods train, this time from the North, also
approached. Meakin was required to hold this train at
Quintinshill as it could not be handled by the yard at
Carlisle. He dealt with shunting the Local to the opposite
line first, and then signalled the southbound goods into the
Loop. As Tinsley made his way from the Local to the signal
box, Meakin signalled the first of the two express trains
passed along the Down Main, the local safely out of the way
on the Up. Meakins plan was to then send the Local
forward to Kirkpatrick where it could be passed by the
second express, but unfortunately for some five hundred
people this never happened.
A shift handover is, in all lines of business, an
important part of the daily routine. It’s vital that all
information is passed on to your relief. It is especially
important in signalling that this is done correctly, and that
there is a defining moment that control is switched from
one signalman to the other. It is also layed down in the
rulebook that the signalman going off duty must ensure his
relief is fit to take over, and that they must leave as soon as
they have signed off. These were perhaps the first safety
critical rules to be broken that morning, for Meakin took to
the chair and began reading a newspaper that Tinsley had
brought him, whilst Tinsley began to copy over the Train
Register entries to cover up his lateness.
It was then that the signal box began to get
crowded, as at various times over the next few minutes
footplate staff and guards came into the box. One fireman
had entered to carry out the infamous Rule 55, a
requirement by train crew to remind the signalman of the
presence of their train. Where once fireman had to walk
from their train to the signalbox to sign the train register, as
on this occasion, the rule has changed to now simply
require the driver to send a text message to the signalman,
and in most cases the reply is sent out, “Wait”. Tinsley
instructed the fireman to sign the train register, but this was
another mistake. Train registers have an Up and a Down
page, and it is therefore appropriate to write things relating
to the Up line on the Up Page, and things releating to the
Down line on the Down page. The fireman was off the Up
Goods, but Tinsley got him to sign on the Down page. He
also didn’t use the simplest of safety devices, the lever
collar. This would probably have been a simply metal disk
that slots over the signal lever, but then prevents that lever
from being operated. It was a requirement in the rulebook
to use these to remind you about the presence of a train.
Tinsley, and his Quintinshill colleagues, never bothered with
these…
As Tinsley was copying the times over, Kirkpatrick,
to the north, offered him another express train on the
block instrument. The bells rang out as Tinsley gave a “line
clear” to his colleague, and proceeded to offer the train on
southwards, and clear his signals for this southbound troop
train. At the same time, the second express had been
offered on to Tinsley from Gretna, and he cleared his
signals in the Down direction as well. He then went back to
his copying.
The troop train was travelling downgrade, and
Driver Scott was most likely attempting to make up for lost
time. The train, which had begun it’s journey three hours
ago, had met with difficulty as it plodded across from
Falkirk, but now he was making headway. The signalman at
Kirkpatrick would later report that the train had passed his
signal box “very fast”. Perhaps too fast? Estimates have
suggested the train could have been travelling up to 70mph.
This was all very good for the locomotive, but not so good
for the ancient rolling stock behind. But Driver Scot had no
reason to worry. As he approached Quintinshill he noticed
he had clear signals, so he kept his speed up. The train
rounded a corner and the signal box and loops came into
view through a bridge. He saw the two goods trains, waiting
patiently, but what he saw next horrified him. A train, facing
his direction, on the same line. It was the Local, which
Tinsley had not sent on to Kirkpatrick. He had, for reasons
we shall never know, decided to leave it at Quintinshill until
the second express had passed, or so we can presume. It is
strange that Meakin did not question this change of plan. It
is perhaps stranger that he failed to observe that Tinsley
had accepted and cleared signals for a train from the North
to go speeding over the Down Main, right through the Local
train, which had been parked outside the signal box.
The crew of the local had observed the signals clear
against them, and the troop train speeding toward them,
and both had no option but to jump clear. There was
nothing else they could do. Whilst Driver Scott had done all
he could to stop his train, he was too close and at too high
a speed to stop in time. The troop train ploughed headlong
into the Local. The crew of the troop train were killed
instantly as their engine detached from its tender and the
two went their separate ways. The leading vehicles of the
troop train proceeded to catapult themselves over the
wreckage of their locomotive. The following GCR vehicles
were totally disintegrated, whilst the more modern
Caldeonian vehicles at the rear remained on the railways.
When the troop train had left Larbert that morning it had
been over 200 yards long. As it came to rest at Quintinshill
it was a mere 67 yards long. In comparison the Local train
had come off lightly. The first coach had been crushed by
the tender of the engine, resulting in two deaths, but the
rear of the train managed to roll back some 100 yards,
where it would be safe from what was to come…
The Guard of the local, who had been sat in the
rear of his train, was a bit shuck up by the collision, as
anyone would be, but he then remembered the following
north bound express. He immediately began to run
southward, followed by the crew of the southbound goods.
They shouted and waved at the express, which thankfully
saw their signs of warning. But it was already too late.
Although the Driver managed to slam the train brake on, it
did nothing to prevent collision with the wreckage ahead. It
had only been there two minutes before it was added too.
Then came the real killer.
Fire.
Following the first collision at 0649, Tinsleys
response should have been to throw all his signals to
Danger, and send the Obstruction Danger bell signal in all
directions. But he didn’t. He just went to his window, and
looked down at the carnage below. Meakin moved him out
of the way of the lever frame, and returned all signals to
danger, but it was too late. The second collision could have
been averted, but Meakin put the signals back too late.
“I forgot about it after I jumped off the engine and it never
entered my mind again until after the accident had
happened.” That was Tinsley’s explanation at the Board of
Trade as to how the Troop train came to be signalled
through the local. We may never know the true reason that
he “forgot”, and why he failed to act in the proper manner
following the collision. It is clear he had some form of
mental blackout, but the cause shall never be known. All we
know for certain is that a probable 226 people were killed,
and 246 were injured. We know also that Meakin and
Tinsley were both charged with culpable homicide, more
commonly known today as manslaughter, and imprisoned
for it. Many rules and regulations had been broken by the
two, mental blackout or not, and ultimately they were both
at fault.
In these modern days of Health and Safety
Legislation, let us not forget that these laws, rules and
regulations are there for good reason, and if they are not
followed disaster can strike. This is proven most strongly at
Quintinshill, where simple use of the Reminder Appliance, a
rule still in force on Network Rail today, would have
prevented the above from happening.
So in this year, of the centenary, I’d like us all to
take a moment to remember those that lost their lives at
this great disaster through no fault of their own, passengers,
troops and train crew.
And finally, for further reading on the disaster, for
more details, the story of the aftermath and perhaps an
answer to Tinsleys blackout, I’d suggest “The Quintinshill
Conspiracy”. A truly eye opening book.
The Return Of Barber
Over the bank holiday weekend of the 1-4 of May
the South Tynedale railway welcomed Barber, their newest
locomotive, into service.
Barber was built in 1908 by Thomas Green & Sons
of Leeds and spent its entire working life on the Harrogate
Gas Works railway. It is also thought to be the only
Thomas Green locomotive left in this part of the world.
Her name comes from Francis Barber who was the
chairman of the gasworks.
She was joined in 1920 by
a 4-6-0 Hunslet named “Spencer”.
This engine had seen service
during WW1 and had to be
modified to work on the
Harrogate system. Like Barber it
was fitted with a reduced height
cab so that they could fit through
a narrow tunnel. One of the
tunnel mouths still exists and can
be found in a local back garden.
Barber bore the brunt of
the services and underwent a
number of rebuilds. She was
eventually relegated to standby
loco when the railway Purchased
Peckett “2050” now named
“Harrogate”. By this time Spencer
had been scrapped, she had
proven unpopular with the loco
crews and wasn’t as efficient to
run as Barber.
Barber was last steamed
sometime in the late 1940’s, about
the same time the railway
purchased an 0-6-0 Drewry diesel.
She was saved by the
Narrow Gauge Railway Society
and was eventually taken to
Armley Mills in Leeds. Restoration
started in earnest there before
more recently moving to the
South Tynedale Railway, Alston.
Kristian Gough
In recent years the railway launched an appeal for
£100,000 to fund her return to steam. This appeal proved
successful and she was sent to Alan Keef’s works, Ross-onWye for completion.
She returned to the South Tynedale Railway in early
2015 but was not officially launched into traffic until the May
bank holiday weekend. She was joined by the other
remaining gasworks steam locomotive Peckett “Harrogate”,
MATT DITCH
with the pair working trains top and tail.
According to the book “Harrogate Gas Works. Its
railways and other transport systems” The Harrogate Gas
Works Drewry diesel now resides in Zimbabwe. Hopefully
in years to come it can be repatriated and 3 of the 4
Harrogate locos can be reunited. As a final point, a similar
loco to “Spencer” also survives in the UK, although this
does not have a cut down appearance.
Andrew Jeffrey
James Corben
Shep Woolley
James Batcheler
Didcot Diesel Days
Since 2013, the late Bank Holiday weekend in May
has seen the Didcot Railway Centre play host to the sound
of Diesels – with the Great Western Society’s headquarters
holding a Diesel Gala. This year was no exception, and for
three days steam would step aside to different generations
of diesel locomotive – from the Shunter to the Peak. The
Centre’s fleet of Class 03, 08 and 14 Shunters, and Railcar
No. W22 would run alongside a line-up of visiting engines,
many of which had visited the Swanage Railway’s Diesel
Gala two weeks previously. Three diesels from the event in
Dorset would feature at this event in Oxfordshire – ‘Peak’
No. 45060 ‘The Sherwood Forester’, The Fifty Fund’s
50035 ‘Ark Royal’, and the Class 56 Group’s 56006. Also
making a visit was DB Schenker’s 66097, which was on
display throughout the event, making the visit from the
opposite side of the fence. The final visitor was Sir William
McAlpine’s Class 03 No. D2120, which resides on the
Fawley Hill Railway.
As well as a Diesel Gala, a Real Ale festival would
be taking place within the confines of the site, with the
Festival becoming a venue for live music, with different
performers on all three days – with Tim Valentine, the
Oxford Ukuleles and Troubshort & Turnipseed performing
on the Saturday, Sunday and Monday respectively. Trains
would run until 8pm on the Saturday and Sunday, with
Railcar No. W22 running for the visitors willing to stay until
the end.
Unusually, the Saturday saw the addition of Steam,
albeit for three hours at least. 46233 ‘Duchess of
Sutherland’ was turned and serviced inside the Centre, in
between heading PMR Tours’ ‘Oxfordshire Express’ which
originated in Manchester. This produced the rare sight of a
visiting STEAM loco at a DIESEL Gala. Certainly something
that doesn’t come around often…
I attended the event on the Sunday, and I arrived at
Didcot at the opening time of 10am, with the main visiting
engines (45060, 50035 and 56006) all lined up outside the
Engine Shed. However, it wasn’t long before the ‘Grid’
moved off shed for a run along the ‘Main’ Demonstration
Line, predominantly for the enjoyment of the visitors – even
though the 56 is air-braked only, preventing it from running
with coaching stock. Running along the ‘Branch’ line was
D2120, with a prototypical freight set. Both the 03 and 56
ran up and down the demonstration lines until around
11am, when both locos stepped aside to allow the ‘Peak’
and 08604 to take their turns on the ‘Main’ and ‘Branch’
lines respectively. Many visitors grabbed the opportunity to
ride behind the shunter, which is something of a rarity. The
same could also be said for the ‘Peak’, with the loco taking
the 2-coach shuttle along the ¾ mile demonstration line. It
was no surprise then that the performances were rather
tame, with considerable power at the driver’s disposal. The
cloudy, gloomy weather had started to produce drizzle by
the time the loco’s were changed at noon – with D9516
and D2120 running, with the latter now running with an
Autocoach, so visitors had the chance to ride behind an
engine owned by Sir William McAlpine. However, the light
rain didn’t last long, and after lunch the weather started to
improve. Both the Fifty Fund and Class 56 Group were
offering cab visits to their respective locos whilst they were
‘on shed’ – and I decided to take this opportunity to ‘cab’
both the ‘Hoover’ and ‘Grid’. The former wasn’t running on
the day that I visited because of an unavailable driver,
however being able to sit in the cab of the loco was
certainly a bonus. The loco was even fired up, so visitors
could enjoy the sound of a Class 50, even if it was idle. The
cab visits were very popular, with representatives of
both the Fifty Fund and Class 56 Group being kept
busy with questions from visitors on their locos. The
day seemed to be going quickly, and once again the
‘Peak’ took its turn on the ‘Main’ demonstration line.
On the ‘Branch’ line, the Railway Centre’s Class 03
No. DL26 would now take its turn – paired with
D2120. Despite their size, the performances were
certainly not a disappointment, with both 03s giving
sprightly performances along the ¼ mile line.
There were even a few sunny spells, as the
diagrams were changed one last time – with 08604
taking over from DL26 and D2120 on the ‘Branch’,
whilst Railcar No. W22 took over from the ‘Peak’,
with the Railcar running until 8pm. The first few
shuttles along the ‘Main’ were noted with the
Oxford Ukuleles performing on board. No wonder it
looked full! With visitors calling it a day and leaving,
JAMES BATCHELER
there were more photographic opportunities, and the
remaining photographers were able to capture the main
visitors ‘on shed’ without people in their images. With early
-evening approaching, I decided to take one last trip along
both Demonstration lines. The first being behind 08604 –
where I was very kindly offered to ride in the cab of the
Autocoach, with the shunter propelling. Even though the
journey lasted only 5 minutes, it gave me an interesting view
of the line – you could say a Driver’s Eye View. Following
this, I took a return trip on board the Railcar, where I
managed to gain another Driver’s Eye View – however from
the comfort of a passenger seat. At 5pm, I called it a day
and headed off home.
A good event, however visiting numbers were
disappointing on the day I visited. This was probably down
to the weather – which was rather groggy throughout the
day, as well as 50035 not running. By the late-afternoon, the
Centre seemed relatively empty. Despite this, it was an
enjoyable event, especially being able to ‘cab’ certain locos.
Special thanks go to the volunteers of the Didcot Railway
Centre, as well as all of the organisations involved in
bringing the visiting locos to the Oxfordshire site.
The question is though; will there be another Diesel
Gala next year? Only time will tell.
Dan Gosling
South Wales Somerset
DANIEL GOSLING
Daniel Gosling
Christopher Jones
Simon
Sam Mulligan
Shenton
Kestrel
After taking a look at the more unique stema
designs, let's have a look at some traction examples. One
such being 'Kestrel' by BR in the mid-late 1960's. The loco
had a distinctive two-tone livery, with its power HS4000
and the maker Hawker Siddeley visible on the sides also. It
had a single 4,000 horsepower engine, and a co-co wheel
arrangement. Building was undertaken between Sulzer and
the Brush works at Loughborough. The engine itself was a
Winterthur built 16LVA24 engine, with 16 cylinders which
were set out in two banks of 8 in a 'V' shape. The build was
complete in late 1967, with a lot of new theories and
methods in the design. Kestrel had a single crank, which
gave a better power to weight ratio than a twin engine loco,
such as a Deltic. Externally, the appearance resembled
something like a class 47. It had a stressed skin body, and
there was no underframe or chassis. Furthermore,
components included a brushless 3-phase auxiliary
alternator. 500 kilowatts was taken for electrical power
which was also used for the main heating on the engine and
for power to the fans inside the engine. The rotors for
these alternators was powered electrically by DC current
from the output of the brushless alternators. Six axles
powered by the traction motor. The power to the axle
came via the reduction gear then through a hollow shaft
drive to the axle, giving it's top performance speed of
110mph.
Kestrel had three types of brake built in. The
conventional vacuum brake, an air brake for use at lower
speeds, and a dynamic brake used only when at higher
speeds. Speed sensors where equipped to automatically
guide crew on which brake to use. A problem with kestrel
was it's high axle loading. This was over the limit set by BR
after the Hither Green derailment in 1967. A Sunday
evening train from Hastings - Charing Cross with 12
vehicles came off the rails with 11 of the 12 consist off the
track leaving 49 dead and 78 injured. The inquiry concluded
axles should not exceed 21.5 tonnes. After a time in service
kestrel was fitted in May 1969 with bogies from a class 47
to try and solve this problem. However even with this
change the axle weight was still over 22 tonnes and after
some time the original bogies were refitted at Brush works
in March 1971. The engine was sent to Derby after
completion for weighing and came off with a total of 133
tonnes, the extreme weight being reasoned that it was full
of such untried equipment and parts.
Kestrel was officially handed over to BR at
Marylebone station on January 29th 1968, and it's allocation
was Tinsley Depot (41A). Tests were to be carried out on
passenger but mainly heavy freight trains. After some
publicity runs the main work were freights from Shirebrook
to Whitmoor around 5 days per week with loads of up to
1600 tonnes. One run in particular where the engine
performed extrememly well was with a load of over 2200
tonnes. August and September 1968 Kestrel worked a
circular from Derby-Crewe-Nuneaton-Derby. In this
consist were a dynamometer car and a test unit. Between
Crewe and Nuneaton a 'dead' class 86 was also added for
weight so all the new features could be tested. By the end
of 1968 Kestrel had done 1,731 engine hours and covered
around 26,000 miles.
When the class 47 bogies were attached in 1969
Kestrel was then allotted to more passenger workings. A
lot of turns were on the London - Newcastle service usually
hauled by a Deltic. The previous May the loco had hauled a
24 coach train of 660 tonnes over Shap with an impressive
46 mph recorded at the summit. The engine's first run on
the Newcastle run had a recorded arrival
time 14 minutes early having left London
slightly behind time. However, with the
large loco weight and so many new
features, no further builds were
commissioned and after appearing at a
Barrow Hill open day in June 1971 it was
decided not to go ahead with further
development.
Kestrel was bought by the USSR.
BR had originally asked for around
£205,000 for the engine but eventually
sold for £127,000 presumably just wanting
rid having shelved the project. Kestrel was
picked up from Cardiff docks on 8 July
1971 and taken to St. Petersburg by the
Russian ship MV Krasnokamsk. When
arrived the loco promptly appeared at the
JOE CONNELL
Moscow Rolling Stock Exhibition. From there it was moved
to the Soviet Railways Research Institute at Shcherbinka
where it was tested thoroughly on a circular test track and
spent a short time out on the Russian network. Some of
these tests were aas a comparison to the top Russian
locomotive at the time, the TEP60. With results and analysis
from these two the TEP70 was developed which up to and
further than 2007 were still in use in Russia. The engine
from Kestrel was removed for individual testing, and the
shell was stuffed with concrete and thought to have been
used as dead weight for tests with other locomotives. Any
other remains from Kestrel were scrapped at Kolomna
works at some point in 1993. Although those who love a
good conspiracy will point out that sightings of Kestrel were
heard of into 1994 and some even suggesting scrapping
never took place, although most of this from a personal
point of view would perhaps not have been rumoured had it
been in a different country. Once again, with today's
lightweight technology it would almost certainly have been
possible to greater reduce the weight if not on the axles but
in the monitoring and performance enhancing equipment on
board. Examples of Kestrel are available in model format in
most gauges, but no plans by any groups related to the
engine for any ideas on the real thing any time soon.
Chris Ball
Michael Howard
Joe Connell
Kenny Felstead
Shep Woolley
Kenny Felstead
James Batcheler
Tanks Galore - An Evening At Didcot Railway Centre
In the past Didcot has been host to numerous night
shoots, all bringing something slightly different to the plate.
The big namers may be a major attraction to most, for
example the night shoots we did featuring 6023 King
Edward II or the once in a blue moon with Sir Nigel and
Tornado in the mix, but this charter was something very
different, celebrating all things small, powerful, and most
importantly tanks galore.
This for me was very much a last minute booking
on the TimeLine Event, the day before in fact, thankfully
Neil found some room for me, what was in store? Well the
focal point was to capture the visiting locos 1450 and 1501
from the Severn Valley Railway, plus not forgetting 4144
which has been recently overhauled. First things first the
restoration really is something to marvel at. Hats off to the
ladies and gentlemen that have put a lot of blood sweat and
tears into bringing the large prairie back to life, and the
paint job, I’m pretty sure was still wet in places, but oh my
what a sight, well done!
Leaving work and heading down to Didcot I arrived
slightly after the booked start time, but walking down the
narrow concrete path the tanks were all lined up outside
the shed, 4144 immediately catching the eye, shiny item
syndrome for sure!, next along was the 14xx pairing, home
based 1466 in British Railways black and 1450 in British
Railways green, with the monster 1501 taking home on the
next road. A lovely collection of locos, the bigger namers in
the shed looking on, but happy for the smaller tanks to have
their moment in the sun…. well cloud as it proved!
With the crew busying them self’s around the locos,
us photographers snapped away various cameos achieved,
even a run past with Matt Baker with the wheel barrow,
although requests for clag was soon achieved, many laughs
and smiles all-round. The two visiting locos soon moved on
to the coaling stage ready for the next day, 1501 going first,
with various shots on offer, it was then 1450’s time. With
the crew getting some well needed and deserved grub
down their necks, I was asked if I wanted to come up onto
1450. Many people have their favourite engines, or classes,
for me while the big pacific are fantastic, and a sight to see,
but in my opinion the tiny 14xx has always held my heart,
the dream was about to come true! With the shunter giving
us the road we slowly moved away down past the shed to
make our way back towards shed. What striked me was
how small the firebox was compared to other locos I had
been up on, the cab cramped, but I was in my element,
living the dream some might say. From here we coupled up
to cold 5322 and pulled it back onto shed for a later cameo,
the loco struggling slightly with the cold lifeless mogul but
we soon had her on shed ready for later on. Massive thanks
to both driver Kevin, and fireman Matt for allowing me the
chance to have a footplate ride, next maybe once I have
learnt a lot more I might get a chance to fire one, easy now
matt, one step at a time.
As with all night shoots you always get the period
when it’s too dark for normal photography but too light for
night photography, only one thing for it, time to get some
dinner down my neck. While this was going the TLE lads
arranged for 1501 and 1450 to be moved back onto shed,
and set up all the lights. Fully fuelled we was greeted by a
wall of steam coming from inside the shed, this could get
tricky with the long
exposures. It was
clearly apparent we
was going to struggle
with steam in the
shots, the locos were
simply making too
much every time the
crews attempted it
simply flooded out the
scene. Soon we had a
slight trickle of steam
coming from 1501, and
1450 doing its best we
at last had some visible
steam coming from
the locos, top work
from everyone.
Anyone that
has been to Didcot
will know it can be a
bit tight in the shed,
but with everyone
MATTHEW TOMS
being patient, we all achieved the images we went for, so
thanks to Neil and Zab for controlling everyone and making
sure everyone got their shot they wanted. With the crews
posing, we created some fantastic night images from inside
the shed. Time to get the locos outside to meet back up
with 4144 and 1466, oh bugger it’s raining
With the rain lightly coming down it was pretty
soon we all got wet, I will admit with the rain coming down
I didn’t get many outside the shed, but plenty did. Overall
another cracking event from the Timeline Events boys. Big
thanks to them, the crews who gave their time to make the
event a very enjoyable evening. For me Didcot has to be
one of the country’s best shed environments for
photography. It doesn’t matter what you park in there it
just looks right. If you haven’t already try and get yourself
on a photo charter. There is plenty of organisers out there,
all providing something a bit different from each other, but
I’m sure you’ll find something that suits your pallet, give it a
go, I’m sure you’ll enjoy it!
Swanage Diesel Gala
Exactly a year ago, I wrote my first article for UK
Heritage Hub, on the Swanage Railway ‘Diesel Gala’ last
year. Move forward 12 months – here’s another one on the
same event. Like last year, the line-up was very exciting,
with the prospect of three different generations of diesel
locomotives all in the Purbeck hills.
Making a visit from the Great Central Railway was
Class 25 ‘Rat’ No. D5185, with Barrow Hill’s resident locos
No. D6737 (recently repainted into BR Green) and ‘Peak’
No. 45060 ‘Sherwood Forester’ – the latter making a return
visit to Dorset, starring in their 2009 gala. Also making visits
were the Fifty Fund’s 50035 ‘Ark Royal’ (recently repainted
into BR Blue) and the Class 56 group-owned 56006, plus
GB Railfreight’s Class 66 No. 66741 – which was named
‘Swanage Railway’ on May 7th. However, more exciting
news was to come – the East Lancashire Railway’s ‘Hymek’
No. D7076 would be making its first visit to the line – and
the sight of a former Western ‘Hydraulic’ on Southern
metals was too good to miss. This was a replacement for
another Western loco – D1062 ‘Western Courier’, which
became unavailable due to ongoing repairs. A late addition
to the line-up was GB Railfreight’s Class 73 No. 73107 –
which for the three-day Gala was used as a brake translator
for the air brake only 56006 and 66741. Sadly, two of the
line’s three resident Class 33s Nos. D6515 ‘LT Jenny Lewis’
and 33111 were out of action, with axle problems and
essential bodywork repairs being the reasons why the
‘Cromptons’ couldn’t partake. However, 33201 (on a longterm loan to the line) would be making an appearance,
glistening in BR Blue.
Similar to the 2014 event, the Thursday before the
Gala was dubbed as the ‘preview’ day, with this year’s
theme being ‘Go West!’ – with D7076, 45060 and 50035 all
in action, running alongside the resident Standard Tank No.
80104. This was appropriate, as the ‘Hymek’ and 50s were
common in the Western regions during the early 1970s,
with the ‘Peaks’ making appearances on cross-country
services to and from the North. Whilst this day saw just a
two-train service, the weekend saw a three-train service in
operation, with a semi-fast service running every 90 minutes
between Norden and Swanage (stopping at Corfe Castle
only). Evening dining trains would also run on the Friday and
Saturday, running up until around midnight.
Unfortunately, the first day of the Gala didn’t go
exactly to the script – with three loco failures dampening
the day. Firstly, 56006 suffered from an air leak (which was
fixed in the evening), then D7076 failed in the afternoon
with transmission problems. A few phone calls on the
Friday evening saw a replacement transmission sourced in
from fellow-classmate D7018 at the West Somerset
Railway. However, whilst these failures were rectified,
D6737 broke down at Corfe Castle in the evening with a
faulty generator – serious enough to sideline the loco for
the remainder of the event. 45060 rescued the ‘Growler’,
and the diagrams for Saturday and Sunday were changed
accordingly.
The Saturday was a much better day, and the nice
weather certainly drew in the crowds – with almost all the
trains full and standing. Much to the relief of many
enthusiasts, the ‘Hymek’ was back running following its
failure the previous day.
I attended the event on the Sunday, exactly three
weeks since I last visited the line for their ‘Spring Steam
Gala’ (see UKHH Issue 53). I arrived at Norden at 8am,
with low clouds
covering
the
Purbecks.
The
changes to the
diagrams
meant
that I was able to
plan my day in
advance, and my
first sighting was
33201 pulling into
Norden
light
engine at 08:40,
followed
15
minutes later by
50035 with the
08:52 from Corfe
Castle – fresh
from it’s repaint
into BR Blue, and
running in it’s
JAMES BATCHELER
original ‘unrefurbished’ condition. Last time I saw the
‘Hoover’ was back in 2009 at the ‘Eastleigh 100’ open
weekend, carrying a fictitious LoadHaul livery! Despite being
the early-morning, many enthusiasts were out in force,
making the most of the final day of this extravaganza. One
of the many highlights throughout the day was the amount
of excellent performances, and the 09:15 departure from
Norden was certainly one of them – the smell of diesel
fumes hanging in the air as the ‘Hoover’ made a sprightly
getaway is something that definitely woke me up! I opted to
get off at Harmans Cross, and it was here that I managed to
see a working ‘Hymek’ for the first time, as D7076
approached with the 09:46 from Swanage, passing through
the station with the first semi-fast service of the day. It was
a day of ‘firsts’, as I also managed to view my first working
‘Peak’, as 45060 drew into the platform with the 10:14 to
Norden.
As ever, the Beer Festival ran in conjunction with
the Gala, and this year the event was held in the confines of
Corfe Castle station, with a large tent set up around the
former goods yard. The weather started to improve around
10:45, as took a trip behind D7076 to Swanage, with the
roar from the loco reverberating around the rolling hills. It
was certainly one of the best performances I’d ever
encountered, and 20 minutes later the loco pulled into
Swanage, with the 50 taking over for the return run. Once
again, the driver of the 50 didn’t disappoint, as the loco
made a very noisy departure out of the Dorset town –
probably waking up a few locals in the process! The
experience of this was made much better as I’d managed to
grab a seat in the carriage immediately behind the loco–
which, not surprisingly, was full and standing on almost all
services – with many wanting to hear the roar of a diesel.
As the rest of the day progressed, more good
performances were noted – including D5185 on the 11:50
to Swanage, with the ‘Rat’ roaring through Harmans Cross
after collecting the token, as well as 56006 and 73107
heading out of Norden on the 13:20 semi-fast service.
Following lunch in Swanage, the weather improved vastly,
with the sun coming out for the rest of the day – burning
away the dark clouds that had been hanging overhead in the
morning. Despite failing on Friday, the 37 made an
appearance in the station, mainly as part of a shunting
maneuver to release the 73 for it’s next duty. The loco had
recently been repainted into BR Green at its Barrow Hill
base – and the superb job was there for the public to see…
for around 15 minutes! It was also here that I managed to
take a glimpse of 66741, waiting for the next service.
Normally, I never look twice when they haul freight on the
mainline, however seeing them on a heritage railway is quite
different – certainly one of the more popular engines with
enthusiasts, predominantly because of how rare it is to see
a ‘Shed’ on a heritage line. I decided to ride behind the 66
(and 73), and even though they aren’t as loud as a ‘Hymek’
or a 50, they’re still quite impressive – taking the 15:15 to
Norden in it’s stride, with the train at capacity. I decided to
spend the remainder of the day capturing these rare locos
within the backdrop of Corfe Castle, with the 50, 66 and 33
producing some rather good performances, as the day drew
to a close. After seeing D5185 roar out of Norden with the
final train to Swanage at 17:50, I called it a day and headed
off home.
An excellent event, with brilliant performances
from all participants – and the dry weather certainly making
the event more enjoyable!. It was one of the line’s busiest
events, with almost every train full and standing. The
weather even played ball in the afternoon and evening.
Despite the failure of the 37, it was a brilliant event, and
credit goes to the volunteers at the Swanage Railway, plus
all the different organisations and societies involved in
bringing all the locos to the line. Extra credit goes to all the
members who were involved in fixing the 56 and ‘Hymek’
on Friday evening, and without their hard work and
dedication, those two locos would’ve also been sidelined.
As mentioned in the very first part of this article,
it’s been 12 months since I wrote my first article for the
Hub, and it’s something I’ve never regretted! Amazing how
time flies…
Dan Gosling
Simon
Beedie
Sam Shenton
Andrew
Jeffrey
Matt Evans
Scott
JamesNeil
Corben
Early Great Western Saloons In Preservation
In the last edition of UKHH, the surviving Great
Western Railway Toplight carriages were listed and
detailed. One eagle-eyed reader noticed that two carriages
from the Severn Valley Railway’s fleet were purposefully
omitted; these being Nos. 9055 and 9369. These two are
Non-descript Saloons and serve as an ideal starting point to
explore some of the GWR Saloon carriages surviving in
preservation.
During the Victorian and Edwardian eras, the family
carriage was a familiar part of the railway scene, with
wealthy families using them to transport themselves and
their domestic employees from town houses to country
residences for holidays. The start of the shooting season in
August saw a large number of such vehicles booked out,
and trains composed almost entirely of family saloons were
often to be seen on the Anglo-Scottish routes. The demise
of the family carriage began after the First World War, as
the roads were beginning to improve and the motor car
became a reliable means of transport.
GWR No.9369 is a 56ft 11 inch non-descript brake
third saloon, built at Swindon as part of lot number 1250 to
diagram G56. The lot, comprising three separate vehicles,
were originally ordered in 1914 but their construction was
delayed following the outbreak of the First World War and
were not completed until 1923. No.9369 was technically
still a Toplight carriage, although it was built without the
toplight side windows and ventilators above the doors. It
was built for general excursion and private-hire use, being
allocated to Bristol. Internally the carriage consisted of two
large open saloons, one ordinary compartment
accommodating eight passengers, a guard’s compartment
and two lavatories, with a connecting side corridor.
No.9369 was purchased for preservation from
Walsall in 1972, having ended its days as a mobile office. By
1975 the body framework had been repaired and all the
panels below the waist replaced, accomplished mainly by reusing roof panels from the scrapped autotrailer No.160.
GWR No.9055 (Diagram G43, Lot 1209 of 1912)
was built as a private-hire saloon as a replacement for an
earlier clerestory carriage. It was of normal Toplight ‘Bars 2’
appearance, with its interior comprising two large open
saloons seating 44 passengers, an eight-seat compartment,
two lavatories and a luggage compartment to carry
refreshments in. The carriage remained as a non-descript
saloon until withdrawal in the 1950s, after which it took on
the role as an MPD office at Shrewsbury. In 1972, No.9055
was purchased from Newport and after spending its first
years on the Severn Valley Railway as a shop, it has been
restored back into use as an invalid saloon. Although this is
not accurate for this carriage, it has been done in such a
way that it can be fully restored back to its original
condition at any time.
A far older vehicle is GWR No.231 which currently
resides awaiting restoration at the Pontypool & Blaenavon
Railway. This Family Brake Saloon was built to diagram G31
as Lot 804 and was completed at Swindon Works on 17th
October 1896. The carriage was built to a design of William
Dean, measuring 45ft 6¾ inches by 8ft 6¾ inches and
classified as being of the Clerestory III type; the type III
being a reference to it having a clerestory roof with both
decks of the three-centre shape.
Internally the carriage had a first class saloon, two
second-class compartments for servants, a toilet and a
brake compartment with guard’s
accommodation. The body framing
of the Dean clerestories was built
up from Stettin (Polish) oak, which
was easily steamed, and teak. The
standing and door pillars were
morticed into the bottom sides and
fixed by wrought iron knees. The
partitions and floor were doubleboarded. All exterior panelling was
of Honduras mahogany.
Lot 804 comprised two
identical vehicles, Nos. 231 and
232, with one of these forming part
of the funeral train of King Edward
VII in 1910. No.231 was later
renumbered as No.9035, before
being converted into Engineers’
Saloon No.80971, based at Bristol.
When it was withdrawn from
Newport in 1966 it had become
the last ex-GWR clerestory
inspection saloon in BR stock.
PETER DICKINSON
Happily, it was acquired for preservation in 1967 and moved
to the South Devon Railway until being sold in 1993 and
again in 2002.
In its present (Engineers Saloon) form, the carriage
has been divided into two open saloon areas, each seating
12 passengers and connected by a side corridor. The
original second-class compartment is located at the brakeend of the corridor connection and has seating for six
passengers. Adjoining this is a toilet compartment, complete
with its surviving toilet bowl and sink.
As is the case with any wooden-bodied carriage,
exposure to the elements has taken its toll and No.231 is
now in a very poor external condition, with many of the
body panels either missing or in an advanced state of
decomposition. The carriage has recently changed
ownership and has been protected by a large tarpaulin at
the Pontypool & Blaenavon Railway to slow any further
deterioration. A full restoration back to operational
condition is planned although it is likely that a new wooden
body will be required.
Chris Ball
Joe Connell
Martin Creese
The View From Locoyard
Matt Toms
James
Batcheler
DUE TO THE DEPOT COMPUTER FAILING ITS FTR, WE ARE UNABLE TO BRING YOU THE USUAL ARTICLE FROM LOCOYARD THIS ISSUE.
FOLLOWING A STEAM TE ST NEXT WEEK AND ACCEPTANCE EXAM, LOCOYARD WILL BE BACK WITH US NEXT ISSUE!
The Golden Anniversary Pullman
The Whitsun May Bank Holiday Weekend came
around once again, which meant that it was time for the
Gloucestershire Warwickshire Railway’s Annual Steam
Gala. Following the tremendous success of the 2013
‘Cotswold Steam Celebration’ and the 2014 ‘Back to Black’,
the expectation of the 2015 gala could not have been
higher! The Theme for this year’s event was ‘Speed to the
West’, which saw a celebration of Steam in the West of
England during years gone by.
To pair the theme, the GWSR lined up no less than
7 of the Great Western Railway and Southern Railway’s
finest designs; 4 Locomotives from the home fleet and 3
visitors. The home fleet featuring at the Gala consisted of
BR Manor Class 7820 ‘Dinmore Manor’, the Planet’s
Favourite Prairie 5542, Jeremy Hosking’s 42xx 4270, and
finally, GWR 28xx Class 2807, which, having missed last
years event with on-going work at Tyseley, made her return
to the GWSR Gala scene. Courtesy of the Mid Hants
Railway, SR Unrebuilt West Country Class 34007
‘Wadebridge’ was the first locomotive to be announced.
This would be her 3rd Cotswold Festival of Steam, having
previously visited the line in 2007 and 2008. Furthermore,
as if one West Country wouldn’t be enough, fresh from
overhaul BR Unrebuilt West Country 34092 ‘Wells’ soon
joined the party, leaving the public with the jaw dropping
concept of two Unrebuilt Bulleids double heading together,
for the first time in many years! To complete a fantastic
lineup, ex resident GWR Modified Hall Class 6960
‘Raveningham Hall’ made a welcome return, having last
worked on the Glos Warks over a decade ago, most
notably hauling the first train to Cheltenham Racecourse in
2003 as the station was opened by The Princess Royal.
The gala started with glorious sunlight, warm
temperatures and wonderful photographic conditions on
the Saturday, with 2807 and 6960 ‘Raveningham Hall’
double heading tender-to-tender from Toddington to
Cheltenham with the first train of the event! The timetable
would have remained on time all day had 34007
‘Wadebridge’ not suffered a minor brakes failure in the
morning, which saw her sit in the confines of Gotherington
for a total of over 20 minutes! However, time was caught
up and the remainder of the day ran as normal, with
‘Raveningham Hall’ and ‘Wells’ in particular attracting a lot
of attention from the crowds; most of their trains were
rammed! As usual at the Gloucestershire Warwickshire
galas of recent years, the Demonstration Freight Train was
once again carrying passengers for a supplementary fee.
However, new for 2015, punters had the chance to ride the
freight over the northern section of the GWSR from
Toddington to Laverton, over the 15 Arch, 50ft high
Stanway Viaduct.
As always with a gala, the trains running on the line
will always be the main draw, but it is the attractions at the
stations along the line, which can contribute to the success
of the event. At Gotherington, the owners of the old
station building opened up their grounds to the public,
serving Tea and Cakes and other small snacks from the
building, and offering the more unusual opportunity to have
a go on a Pump Trolley on the old Gotherington Goods
Siding! Winchcombe Station offered the public the chance
to visit the Carriage & Wagon Works to see the
restoration of their ever growing fleet of Rolling Stock. As
an added bonus, one of the locomotives was open to cab
SIMON MULLIGAN
visits in the yard during the day in between duties. The
North Gloucestershire Railway at Toddington was open
once again to Gala Ticket Holders for a trip up the 2ft
Gauge Line to Didbrook. The NGR were using their 2
German Henschel Brigadelok 0-8-0T Tanks, 1091, which
served on the German Front Line in World War I, and Sena
Sugar Estates No.15, which worked in Mozambique
following the war.
As the weekend rolled on, Famous Train Names
began to appear on the smokeboxes of the locomotives.
The ‘Atlantic Coast Express’ on Wadebridge and Wells, and
‘The Cathedrals Express’ and ‘The Cornishman’ on
Raveningham Hall; the latter appearing complete with GWR
Reporting Numbers on the Monday Afternoon. The sights,
the sounds and the once again, welcoming atmosphere the
Gloucestershire Warwickshire Railway provides made the
gala thoroughly enjoyable to all who went. The volunteers
of the GWSR never fail to put on a good show and I
personally thank them for all they did in making the gala run
smoothly, and hugely successful!
Kenny Felstead
Dan Gosling
Alan Sedgwick
Shep Woolley
Joe Connell
Mainline Charters
DATE
LOCOS
TOUR
3/6/15
WCR Class 47s
6/6/15
46115
12/6/15
TOC
Saltburn - - Thornaby - - Darlington - Edinburgh Waverley (break/rev) & return
WCRC
London Euston – Rugby – Stafford – Crewe – Preston – Shap – Carlisle (break and return)
WCRC
WCR class 47s
Clitheroe - Preston - Grange over Sands - Carlisle - Edinburgh Waverley (break and return)
WCRC
13/6/15
Steam TBA?
London Paddington – Reading – Oxford – Evesham – Worcester Shrub Hill (break and return)
WCRC
13/6/15
60009
Leicester – Sheffield – Leeds – Hellifield – Settle – Carlisle – Hexham – York - Leicester
WCRC
13/6/15
DRS Class 20s
Crewe - Stockport – Reddish South – Huddersfield – Skegness (break and return)
13/6/15
WCR Class 47s
Glenroathes – Edinburgh Waverley – Newcastle – Leeds – Skipton (break and return)
WCRC
13/6/15
5043
Tyseley – Worcester Shrub Hill – Bristol Temple Meads – Minehead (break and return)
WCRC
17/6/15
WCR Class 47s
Whitehaven – Carlisle – Appleby – Bridlington – Scarborough (break and return)
WCRC
20/6/15
WCR Class 47s
Norwich – Ipswich – Stratford – Exeter St Davids – Paignton – Kingswear (break and return)
WCRC
20/6/15
45305 & 61306
Chesterfield – Shrewsbury – Llandrindod Wells – Port Talbot – Cardiff – Chesterfield
WCRC
20/6/15
34067
Poole – Christchurch – Southampton – Bath Spa – Cardiff Central (break and return)
WCRC
20/6/15
5043
Tyseley – Birmingham New Street – Crewe – Chester – Llandudno Town (break and return)
WCRC
24/6/15
WCR class 47s
Blackpool North – Crewe – Shrewsbury – Cardiff Central –Llandrindod Wells – Crewe - Blackpool
WCRC
25/6/15
61306
London Euston – Northampton – Crewe – Chester – Holyhead (break and return)
WCRC
27/6/15
34067
Three Bridges – Preston Park – Worthing – Wareham – Weymouth (break and return)
WCRC
27/6/15
Steam TBA
Preston – Bolton – Manchester – Buxton – Hope Valley – Sheffield – Copy Pit – Bolton - Preston
WCRC
30/6/15
Steam TBA
Southend Airport – Stratford – Reading – Newton Abbot – Kingswear (break and return)
WCRC
30/6/15
35028
London Victoria – Northampton – Rugby – Stafford – Crewe – Chester (break and return)
DBS
3/7/15
WCR class 47s
Grantham – Leicester– Stafford – Crewe – Chester – Bleanau Ffestiniog (break and return)
WCRC
DRS
Regular Mainline Charters
Day
Monday – Sunday (AM)
Loco Pool
45407/44871/62005
Route
Fort William – Glenfinnan – Mallaig (break) – Glenfinnan – Fort William
TOC
WCRC
Monday – Friday (PM)
45407/44871/62005
Fort William – Glenfinnan – Mallaig (break) – Glenfinnan – Fort William
WCRC
Tuesdays
45699/46115/45690
York – Hellfield – Settle – Carlisle (break and return)
WCRC
Wednesday
45699/46115/45690
Lancaster – Preston – Blackburn – Hellfield – Settle – Carlisle (break and return)
WCRC
The Golden Anniversary Pullman
It has been a strange start to the year given the
absence of main line steam for a period. Most of my
photography has been primarily charter based and the
ordinary running I’ve done very little of. The weekend of
May 16th and 17th marked something of a change with the
Golden anniversary pullman from London to Bridgnorth
running via Dorridge. With D9009 Alycidon at the head and
even though not steam I wanted to venture out to see it.
The mid-morning timings were to make the light challenging
and my choice of location also affected by the desire to
chase it and see it a second time at Kidderminster. The
footbridge south of Dorridge did the job quite nicely giving
a good view of the train as well as being close to the
Motorway for a sporting of chance if being at Kidderminster
before it arrived.
Unusually the one thing that wasn’t needed was sun
and my hopes for cloud were rewarded. A BR Green Deltic
complete with winged thistle headboard and twelve Pullman
coaches. I know it is now the British Pullman but it just
doesn’t have the ring of the VSOE, made a fine if not slightly
odd sight on the former GWR main line.
A short drive along the M42 got to me to
Kidderminster before the arrival. I made my way to the
footbridge at Kidderminster and joined the rather large
gallery. On time the train arrived and crossed over onto
SVR metals. The sun sadly remained hidden for the arrival
however the sight and sound as she headed towards
Bewdley was worth seeing. The key plan of the day was to
see the steam hauled leg from Bewdley which was to
feature newly overhauled rebuilt Bulleid light pacific 34027
Taw Valley. I was keen to go somewhere different and an
angle that avoided the harsh midday sun. I opted for the
woods near Northwood land which at this time of year
haven’t seen too much bracken growth. Arrival yielded a
pleasant surprise with a pools of sunlight. A distant whistle
heralded the trains approach and carrying the Golden
Arrow regalia made a magnificent sight. The balance of the
day was entertaining my children but some time at
Kidderminster gave us the opportunity to have a closer
look at the Pullman coaches. I had hoped to add a double of
double as 34053 Sir Keith Park was also in operation along
with 55019 Royal Highland Fusilier, however circumstances
conspired against me, firing the shutter too early with
34053 (yes it does happen) and forgetting all about 55019!
Sunday unusually offered an opportunity to return
and in the knowledge 34027 was on service trains and a dull
day forecast a first trip behind her was called for. with the
railway’s LMS set added too by the addition of two Mk1’s
for the Severn Valley Venturer dining train and a Bulleid
pacific at the head on a cross country line there were
shades of the S&D. The illusion was enhanced further as we
crossed 34053 Sir Keith Park heading south. It was good to
see some fellow UKHH members on the train. I had my
youngsters with me again so we broke our journey at
Highley and spent some time in the engine house rejoining
34027 again on the return journey. The run from Bewdley
back to Kidderminster provided a fitting finale for the day as
34027 climbed past the safari park, her exhaust note
quickening as speed increased before plunging into the tight
confines of Bewdley tunnel. The days photography was also
quite enjoyable playing around with a number of images.
MARTIN CREESE
You will have noticed earlier my reference to the
weekend being a little more family than ideal with my long
suffering better half away it became a boys weekend. I do
wonder whether I have created a new style of photography.
Not content with all the normal variables of taking a picture
add taking it one handed with your youngest in your other
arm giving a running commentary! I apologise to any video
cameraman whose footage may have some extra
soundtrack. There is also the peril of the please don’t stand
in my shot falling on deaf ears, however ever so often it can
work to your advantage. And what did my youngsters make
of it all? Well we had a blast. The obligatory Captain Cods
at Kidderminster ate on the platform whilst looking at a
Pullman, standing by open droplights and smuts in our eyes
and coal dust in our hair, the joy of planting the thought
that I was somehow faster from Dorridge to Kidderminster
than 3300 horsepower of Deltic and how much they
seemed to enjoy it all.
The Return Of The Red Dragon
MATTHEW TOMS
James Newton
Daryl Hutchinson
Andrew Jeffrey
Simon Mulligan
Christopher Jones
James Corben
UKHH
Locomotive Allocations
Here are a selection of locomotives expected to be working at a few heritage railways. It is advised
that you check that railways website before making any special journeys for a given locomotive.
Epping Ongar Railway
GWR “Large Prairie” 2-6-2T 4141
GNR ‘N2’ 0-6-2T 1744
GWR 0-6-0PT 6430
GWR 0-4-2T 1450
BR ‘Class 31’ 31438
BR “Thumper” DEMU 205 205
Llangollen Railway
GWR 0-6-0PT 6430
GWR “Large Prairie” 2-6-2T 5199
GWR 2-8-0 3802
LMS “Black 5” 4-6-0 45337
BR ‘Class 37’ 6940
Visiting BR ‘Class 122’ DMU 55006
Great Central Railway
LMS ‘4MT’ 2-6-0 43106
GWR ‘Hall’ 4-6-0 6990 ‘Witherslack Hall’ (on completion)
BR ‘9F’ 2-10-0 92212
BR ‘9F’ 2-10-0 “92220 Evening Star” (92214)
LMS ‘8F’ 2-8-0 48624
LMS “Black 5” 4-6-0 45305
LMS “Jinty” 0-6-0T 47406
LMS ‘2MT’ 2-6-0 46521
BR ‘Class 25’ D5185 “Castell Dinas Bran”
BR ‘Class 33’ D6535
Kent & East Sussex Railway
LB&SCR “Terrier” 0-6-0T 32670
LB&SCR “Terrier” 0-6-0T 32678
Manning Wardle 0-6-0ST No. 14 ‘Charwelton’
Norwegian State Railways ‘21C Class’ 2-6-0 No. 376
USATC 0-6-0T 30065
BR Class 108 DMU
Bluebell Railway
SR ‘S15’ 4-6-0 847
SR ‘U’ 2-6-0 1638
LB&SCR ‘E4’ 0-6-2T B473
SECR ‘C’ 0-6-0 592
SECR ‘H’ 0-4-4T 263
SECR ‘P’ 0-6-0T 178
SECR ‘P’ 0-6-0T 323 “Bluebell”
Fletcher Jennings 0-4-0T No. 3 “Captain Baxter”
BR ‘Class 09’ 09018
Severn Valley Railway
GWR 0-4-2T 1450
WR 0-6-0PT 1501
GWR 2-8-0 2857
GWR “Small Prairie” 2-6-2T 4566
GWR ‘Manor’ 4-6-0 7812 ‘Erlestoke Manor‘
SR ‘West Country’ 4-6-2 34027 ‘Taw Valley’
SR ‘Battle of Britiain’ 4-6-2 34053 ‘Sir Keith Park’
LMS ‘4MT’ 2-6-0 43106
BR(W) “Western” D1062 ‘Western Courier’
BR “Deltic” 55019 ‘Royal Highland Fusilier’
BR ‘Class 20’ D8059
BR ‘Class 50’ 50035 ‘Ark Royal’
Gloucestershire Warwickshire Railway
GWR 2-8-0 2807
GWR 2-8-0T 4270
GWR 2-6-2T 5542
BR ‘Class 20’ D8137
BR ‘Class 24’ 24081
BR ‘Class 37’ 37215
BR ‘Class 47’ 47376 “Freightliner 1995”
Keighley & Worth Valley Railway
LNWR “Coal Tank” 0-6-2T 1054
MR ‘4F’ 0-6-0 43924
SR ‘West Country’ 4-6-2 34092 ‘Wells’
BR ‘4MT’ 4-6-0 75078
WD ‘8F’ 2-8-0 90733
USATC ‘S160’ 2-8-0 5820
North Yorkshire Moors Railway
LNER ‘K4’ 2-6-0 61994 ‘The Great Marquess’
LNER ‘A4’ 4-6-2 60007 ‘Sir Nigel Gresley’
BR ‘4MT’ 2-6-0 76079
BR ‘4MT’ 4-6-0 75029
BR ‘Class 25’ D7628 “Sybilla”
BR ‘Class 37’ 37264
East Lancashire Railway
LYR ‘A Class’ 0-6-0 12322
LMS “Crab” 2-6-0 13065
BR ‘4MT’ 2-6-4T 80080
Hunslet “Austerity” 0-6-0ST WD 132 ‘Sapper’
BR(W) ‘Class 14’ D9531 “Ernest”
BR ‘Class 31’ 31466
Swanage Railway
LSWR ‘M7’ 0-4-4T 30053
SR ‘U’ 2-6-0 31806
SR ‘Battle of Britain’ 4-6-2 34070 ‘Manston’
BR ‘4MT’ 2-6-4T 80104
BR ‘Class 108’ DMU
South Devon Railway
GWR “Collett Goods” 0-6-0 3205
GWR 0-6-0PT 6412
GWR 0-6-0PT L.92
BR ‘Class 25’ D7612
BR ‘Class 37’ D6737
Editor
Rowan Jackson
I N YO UR N EX T UK HE RI TAG E H UB E - Z I N E ;

OUR BIG ANNOUNCEMENT ABOUT OUR NEXT PROJ ECT
Deputy Editor
Matthew Collier

NYMR DIESEL EVENT ROUNDUP

RECENT EVENTS AT THE GREAT CENTRAL

WE RETURN TO COOKING ON THE FOOTPLATE

A LOOK AHEAD TO THE SUMMER MAINLINE STEAM SCENE

ALL THIS, TOGETHER WITH ALL THE LATEST NEWS AND IMAGES FROM THE HERITAGE WORLD AND
MUCH MORE BESIDES!
Editorial Team
Joseph Connell
James Corben
Martin Creese
James Batcheler
Matthew Evans
Jordan Mossom
Brian Dominic
Simon Beedie
D UE F OR R EL E AS E: 3 RD J U LY
© Copyright
UKHH 2015
The copyright of all photographs featured within this magazine remains with the photographers credited.
No part of this magazine may be reproduced in any way without prior written consent from the editorial team.
George Aldridge
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