Innholdsfortegnelse for December 2018 i Rail Express

THE long-awaited launch of Britain’s first tram-train service finally took place on October 25, when No. 399204 carried the first passengers as the 09.39 Sheffield Cathedral to Rotherham Parkgate. But the day was marred just a few hours later when this same unit was involved in a crash with a lorry, bringing a halt to services. The project has been a long time coming, being first announced in 2008 as one running from Sheffield to Huddersfield via Penistone. This idea was later scaled back to run to Rotherham only, but still managed to come in late and over budget. The importance of the two-year trial remains undiminished, however, as other cities around the country – such as Manchester and Bristol – await the results to see if the technology can…

THE pair of Autocars introduced by the North Eastern Railway in 1903 can rightly be described as ahead of their time and the forerunner of all multiple units to follow. Rather than go with conventional steam power, and having seen the superior acceleration being offered by recently introduced electric tramcars, the company opted to experiment with internal combustion. The result was single cars Nos. 3170 and 3171, which each had a petrol engine driving a generator and traction motors – the first time this had been done in a passenger carrying vehicle. They were initially fitted with an 85hp Napier engine driving a Westinghouse multi-polar dynamo, but the following year were uprated with 92hp Wolseley engines. Engine development allowed No. 3170 to be fitted with a 225hp pack in 1923,…

LIKE the GWR, the LNER also recognised diesel railcar potential, and there were a number of prototypes. The initiative was again taken by a private company, Armstrong Whitworth, which built a diesel-electric railcar with a 250hp Sulzer power unit using General Electric traction motors allowing maximum speed of 65mph. The body was built by Cravens using riveted sheet steel. Internal design provided two saloons divided by a central vestibule, with double sliding doors and accommodation for 50 passengers in a 3+2 seating arrangement. This first railcar was named Tyneside Venturer and commenced trials in April 1932 in the Newcastle area, being purchased by the LNER in November that year. Two further examples Lady Hamilton and Northumbria were acquired in 1934. What must have been a memorable trial took place with…

Just how nimble are today’s locos and units, and what’s the quickest off the mark? WOULD a trip out to the East Anglian coast be worth it to see if a four-coach Abellio Greater Anglia Class 360 ‘Desiro’ was much different from a London Northwestern Class 350 ‘Desiro’? The units are much the same whatever criterion is used, with the major exception of the cleaner lines sported by the Anglia version after the end-gangways were removed from the original design to give better visibility to drivers. Talking to Railway Performance Society (RPS) colleague Baard Covington, it was clear he already had this covered with a large number of Anglia EMU 0-60 acceleration records in fine detail. In fact, he has recently posted a number of YouTube clips of train acceleration…

ANOTHER Class 31 normally based at Mangapps Railway Museum is No. 31430 Sister Dora, which is owned by Martin Staniforth. The loco recently moved to the Spa Valley Railway for an extended visit, and on October 19 hauled its first trains of significant distance in preservation (having previously only operated at Mangapps). The loco’s last passenger working on the main line was more than 25 years ago when, as No. 31530, it hauled the 1M89/17.15 Cardiff-Manchester on July 21, 1992. Its next planned running days at the Spa Valley are on December 29/30.…

CURRENTLY stored at Barrow Hill with worn out wheel sets, split-box No. 37057 is the latest of four Class 37s potentially for sale by Colas, along with stored classmates Nos. 37146, 37188 and 37207. No. 37057 has been stopped since June, and if repairs are not authorised there is a possible replacement available on site in the form of currently preserved No. 37418, which has been at Barrow Hill requiring work since July 2017. Of the other three potentially for sale, Nos. 37188 and 37207 (both also at Barrow Hill) are understood to be in the best condition after having some initial work. However, No. 37146 at Allely’s yard, Studley, has not been touched. There are currently seven ‘37s’ in the Colas COTS pool, (Nos. 37057/099/116/175/219/254/421), supplemented by five hire-ins…

IN contrast to last month, in which no movements were recorded, October saw several shunters change location. Nos. 08536 and 08927 moved from Derby and Doncaster respectively to Railway Support Services at Wishaw (Warwickshire). No. 08536 has arrived for storage after being out of use for a number of years. No. 08927 has come off hire with EMD following the end of the contract, but after maintenance is due to move to Stoke to replace No. 08460. No. 08460 will have some work carried out before being made available for hire. Meanwhile RMS Locotec hire loco No. 08308 has moved from Teesport to Wolsingham (Weardale Railway) – swapping places with stablemate No. 08613; and LH Group No. 08531 went to Leeds Midland Road for tyre turning. RSS No. 08950 is…

HULL Trains had to suspend a large number of services during October due to a number of issues with its units, with none available for service on some days. The problems began on October 3 when No. 180109 failed near Sandy with an electrical issue while working the 1A94/12.33 Hull-King’s Cross, blocking the southbound main line for several hours. It eventually moved under its own power to Sandy, being stabled in the sidings near the station until it was moved to Alstom’s Wembley site on October 15. Two days after the incident involving No. 180109, another of Hull Trains’ ‘Adelante’ units No. 180113 suffered a fire in MSL No. 55913 at Grantham while working the 1H07/20.30 King’s Cross-Hull. It moved to Wembley for assessment/repair on October 10, and was released…

DJ Models and Durham Trains of Stanley have released the final CAD files for their joint venture to produce the Class 370 Advanced Passenger Train (APT) in 4mm scale. The CAD files have been developed from scans taken of the full-size train on June 2 this year. The model has progressed to the next phase of development, with the CAD/CAM process reported to be well underway, preparing the model for manufacturing. The model will be capable of tilting into curves and will incorporate advanced electronics for internal lighting together with running lights. Inter-vehicle electrical connections will ensure that all vehicles are supplied with power, and a 22-pin PLuX DCC socket will be incorporated in the electronics, together with provision for digital sound. The issue of where the horn sounds will…

“My usual approach to modelling is to look at the positive aspects of what is available from the manufacturers and if it will achieve my modelling objectives.” WHEN Hornby released its Class 423 4-VEP model in September 2011, the reaction from Southern Region modellers was mixed. On one hand, it was great to have a detailed ready-to-run model of a four-car EMU that otherwise had a reputation for being tricky to model using etched brass sides. It was recognised that some areas of detail, including the front gangways, would benefit from some detailing work, something which will delight those who rebuild models to a higher level of accuracy. The supplied drive bogie, located at one end of the MBSO, is a self contained drive unit that would benefit from fine-tuning.…

INCLUDED in the Government’s budget announcement on October 29 was a number of rail-related matters, one of the most significant being a £350 million loan to Transport for London to enable the completion of the Crossrail project. This is in addition to the budget for construction work being increased from £14.8 to £15.4 billion announced in July. Extra money is needed because the intention to start running services between Abbey Mill and Paddington using the central section tunnels in December 2018 has been postponed as nine of the 12 stations involved will not be finished in time. More time is also required to test Crossrail’s signalling interfaces as a result of the different technologies being used, with some sections of route controlled by lineside signalling and others by in-cab authority.…

AFTER the North Eastern Railway’s early 20th century trials with petrol power (see previous pages), the next big steps in multiple unit history came in the 1930s, with the development of diesel engines powerful enough for rail use. The potential for diesel-powered railcars was recognised by three of the ‘Big Four’ private rail companies that were formed in 1923, and in the period leading up to the Second World War a variety of prototypes and production run vehicles were constructed. The exception was the Southern Railway, which instead pushed forward investment in third-rail electrification that was installed on a significant number of its routes. After the war, however, the wider introduction of railcars was not resumed with the formation of the Railway Executive (which became British Railways) in 1948. Robert…

AT the time the GWR was introducing railcars with AEC equipment, the LMS asked Leyland Motors to construct three four-wheel vehicles where each was powered by a 95hp engine. After trials, the railcars were allocated to services between Blackburn and Clitheroe. These had a less flamboyant look than GWR’s, reflecting the bus design of the period, but great care was taken with the seating layout and upholstery. They were taken into operating stock in June 1934 and based at Lower Darwen depot. They were not as successful as the GWR vehicles, but were clearly regarded as prototypes for a far more ambitious project that the LMS launched in 1938 with a three-car unit designed for main line use. This was an articulated train, with two outer coaches that were 64ft…

50 YEARS AGO... DECEMBER 1968 BLOW FOR MANCHESTER: Two of the main stations serving Manchester, Central and Exchange, were authorised for closure. Central station was opened by the Cheshire Lines Committee companies (GNR, MSLR, MR) in July 1880 and Exchange by the LNWR in June 1884. Both stations closed on May 5, 1969 with Central’s services switched to nearby Oxford Road and Piccadilly stations and Exchange’s to the adjacent Victoria station. ROYAL ‘GOYLES’: The Royal Train had Class 31 power up front on December 28 when Nos. 5659 (31232) and 5639 (31215) powered the Queen and other members of the royal family from Liverpool Street to King’s Lynn on their way to Sandringham in Norfolk. 40 YEARS AGO... DECEMBER 1978 APT TRANSPONDERS: British Rail purchased more than 2,000 track-mounted transponders…

THE London Underground map suggests that Monument and Bank stations are two separate stations. Yet, given that entrances to both are as close as 300 metres apart and have interconnecting tunnels, LU considers them to be a single station entity. Today, six different lines – the Central, Circle, District, Northern, Waterloo & City and also the Docklands Light Railway – serve the network of tunnels that pass underneath the heart of the capital. The eighth busiest station on the entire network, Bank-Monument’s 2017 passenger usage figures state that 61.80 million passenger journeys embarked or exited the station, excluding those interchanging lines. However, passenger satisfaction levels reveal it is considered the worst station on the Underground network. The earliest tunnels to become Bank-Monument opened to the public on October 6, 1884…

THE return to service of ‘Hymek’ No. D7018, which last ran more than 23 years ago, took a big step forward on October 24 when it undertook a loaded test run over the full length of the West Somerset Railway with sister DEPG machine No. D7017 in the consist for insurance. A previous test run back in October 2016 had shown up a number of faults, including an oil leak, which had to be addressed. Preserved in 1975, and initially based at Didcot Railway Centre, No. D7018 became a resident at the West Somerset Railway in 1991. It has been out of action since August 1995 after suffering a major engine failure while working a ‘Quantock Belle’ dining train. Since then, it has undergone a full power unit rebuild, work…

DIRECT RAIL SERVICES TYPE 3 No. 37716 returned to Norwich on October 17, hauled by No. 37038, after an exam, repairs and clean at Crewe Gresty Bridge. The heavyweight ‘37/7’ had lately been used on shunting duties at Peak Forest. DB CARGO CRASH and fire damaged No. 66230 has been placed into store at Toton in the WQAA pool. The ‘66’ was the one involved in the fire at Dollands Moor in early September after colliding with a staff buggy, causing severe damage to one of its cabs. Also going into store at Toton is No. 66138, which swaps places with No. 66148 that has been reinstated to WBAE. Sticking with the WBAE pool, No. 66133 has moved from there to WBRT, swapping places with No. 66156. FREIGHTLINER THE four…

CLASS 20 DIRECT Rail Services’ Type 1s Nos. 20303 and 20305 undertook railhead treatment duties from October 1, passing Barnetby at 10.25 heading for Grimsby with the 3S13/08.50 from Wrenthorpe and later at both Sheffield and Gilberdyke in charge of the 3S14/11.13 Grimsby-Bridlington leg of the diagram that finishes at York Works. Having last undertaken RHTT work on December 6 last year, No. 20302 returned to action on October 10 when replacing No. 20303 and accompanying No. 20305 on the 3S11/03.30 York Works-Sheffield. All three Type 1s were unavailable (requiring tyre turning) on October 15, however, when Nos. 20007 (green) and 20205 were hired in to begin work with the 3S12/07.26 Sheffield-Wrenthorpe RHTT passing through Barnsley at 07.55 (see also page 80). Continuing the movement of London Underground sets Nos.…

THE Irish Traction Group’s ex-CIE/ IR ‘C’ Class Bo-Bo No. 226 moved under its own power for the first time in preservation on October 13. The notable occasion took place at the group’s base at the former Goods Store at Carrick-on-Suir on the Waterford to Limerick Junction line. While the move was only a short one, from the covered accommodation into the open air, it marked the progress that had been achieved by a small group of volunteers working over many years to return the locomotive to full working order. No. 226 is now to be repainted and other quite minor issues attended to. The locomotive was one of a class of 34 built in 1956-57 by Metropolitan Vickers at Dukinfield Works, Manchester, for CIE. The original 550hp Crossley ESTV8…

THE latest releases of the Bachmann ‘OO’ gauge ‘Conflat A’ are loaded with new models of the ‘Speedfreight’ alloy BA containers, which were designed as a standard type for easier handling to save time at terminals. The containers could be unloaded with fork-lift trucks and secured on the wagon with pins rather than chains. Bachmann offers two ‘OO’ gauge models of the ‘Conflat A’ loaded with alloy BA containers branded for ‘Speedfreight’ services, both vented and unvented types. The featured wagon is numbered B737725 and comes with a non-ventilated container No. BA 4322 B (37-990). The container sits neatly on the modelled wooden deck of the wagon which has the chain pocket detail included. It is modelled with four-shoe brakes, split-axlebox covers and spindle buffers. Finished in pristine condition, the…

IN a weekend? Yes, why not? The quickie project to place a locomotive or rollingstock into service in a weekend always brings a certain sense of achievement come Monday morning, making the weekend a success. Selecting appropriate materials, such as acrylic paints for their quick drying properties, together with careful planning and pulling together suitable materials prior to the modelling session, will ensure, that by Monday morning, a detailed and weathered locomotive (or rollingstock) will be sitting on the layout, ready for the next operating session with your friends. The base model for this particular weekend project, the first of many, is the excellent ‘OO’ gauge Class 47/0 released by Bachmann in 2018: No. 47209 Herbert Austin (31-663) finished in an accurate rendition of Railfreight Distribution livery. It’s a very…

THE Department for Transport has announced the terms of reference for the forthcoming Rail Review set up as a result of the financial failure of the East Coast franchise, the inability to introduce reliable timetables in May 2018, and the late delivery of projects that now includes the postponement of Crossrail services. The review will be led by Keith Williams, a former chief executive of British Airways, and now his team of expert advisers has been revealed. The DfT representative is Tony Poulter, who chairs the current East Coast franchise team provided as the ‘operator of last resort’. Others appointed are Tom Harris, a former transport minister; Roger Marsh, chairman of the Leeds City Region Enterprise Partnership; and Alice Maynard, a Transport for London board member with expertise in journey…

IT was perhaps fitting that during the week the UN Intergovernmental Panel on Climate Change (IPCC) released its report on the effects of global warming and climate change caused by increasing emissions of greenhouse gases, largely caused by burning fossil fuels, that Vivarail should launch its battery-powered Class 230 unit at the Bo’ness & Kinneil Railway. It was also fitting because Scotland was home to Britain’s first battery-powered DMU in the late 1950s when BR developed a two-car battery unit based on Derby Lightweight bodies. Nos. 79998+79999 were converted at Cowlairs Works, Glasgow, and trialled on the Deeside line between Aberdeen and Ballater for four years from 1958. Two-car unit No. 230002 was moved to Bo’ness on October 3 and gave public demonstration runs at Bo’ness on October 10-12. I…

THE diesel multiple unit, initially described as a railcar, was made possible by the development of engines of sufficient output to power a rail vehicle capable of achieving point-to-point timings compatible with other train movements. That moment arrived in 1933, when engines were produced by Associated Equipment Company (AEC) for use by London Transport in its bus fleet. AEC had a number of subsidiaries, including Hardy Rail Motors and Park Royal Coachworks, and with the cooperation of the London Transport Passenger Board it finalised the design of a prototype lightweight railcar that was bought by the Great Western Railway and allocated to Slough depot in December 1933. This 63-seater ran a total of 60,000 miles in 1934, which is a tribute to the success of the design, and six further…

IT is five years now since the surviving prototype HST power car No. 41001 arrived at Ruddington, Great Central Railway (Nottingham), its operating base while under the care of the 125 Group. The Group had already pulled off what many saw as a minor miracle – not only getting the National Railway Museum to loan out one of its star exhibits, but also to return what was essentially a shell back into an operating locomotive. Most of the major ‘Project Miller’ work was done at Neville Hill depot, Leeds, and in little over 18 months from March 2012 to September 2013, which is double-quick time in preservation circles, the power car was refitted with an original Valenta engine, had all its control electronics and cabling made and fitted, the brake…

THE Deltic Preservation Society is looking at options that might see its No. 55019 Royal Highland Fusilier back on the main line. A railtour operator has, in effect, offered to sponsor its return by guaranteeing a set number of charters, which would allow the DPS to procure and fit the necessary equipment. Since No. 55019 last ran on the national network in 2007, the newer GSM-R radio system has been implemented while OTMR recording equipment has also become mandatory. Royal Highland Fusilier has become the DPS’ ‘heritage’ line machine, and regularly visits preserved railways for galas. This year it has been to the Severn Valley, Spa Valley and Great Central railways where it has performed excellently. HIGH SPEED TEST As part of the process for possible main line return, the…

THE pair of Class 31s put up for sale by Network Rail in July, Nos. 31105 and 31233, have been purchased by father and son team John and James Jolly of Mangapps Railway Museum. Both locos were quickly moved from Derby to their new base in Essex, No. 31233 arriving on October 18, with No. 31105 being unloaded six days later. The acquisition of the two Brush Type 2s is in keeping with the Mangapps policy of obtaining rolling stock and artefacts relating to the local area. No. 31105 was new to Stratford depot, just 35 miles away from Mangapps, as No. D5523 in March 1959. It remained an East Anglian machine until 1972, having spells at Ipswich and March, before being transferred away to Immingham. Sister No. 31233 also…

MICHAEL Owen’s main line-certified Class 20s Nos. 20007 and 20205, which are normally based at the Midland Railway-Butterly, were hired in by DRS during October after its own Class 20s used on the York-based railhead treatment train developed tyre flats. The Yorkshire/North Lincolnshire diagrams began on October 1 using two from the trio of Nos. 20302, 20303 and 20305. The ‘20s’ were out of action by October 13, however, when Nos. 66432 and 66434 stepped in to cover for the day – omitting the Meadowhall to Barnsley section, which has a restriction barring heavy locos and hence why Class 20s are still required. Nos. 20007 and 20205 ran light engine from Butterley to York on October 14 and were deployed on the RHTT the following day, Meanwhile the DRS trio…

EVERSHOLT has begun disposing of its Class 315 units that have been made surplus following the introduction of Class 345 ‘Aventras’ on the Liverpool Street to Shenfield route. The first unit to be sent for scrap was No. 315850, which is one of six units that have been stored at Wolverton for several months (the others being Nos. 315832/835/840/860/861). No. 315850 was collected by No. 37800 Cassiopeia on October 20, departing as the 5Q66/06.29 Wolverton-CF Booth, Rotherham. The unit had been at Wolverton for 10 months, having arrived on December 20, 2017 with No. 315860. It last ran in service the previous day (December 19). No. 37800 then hauled Nos. 315860/861 from Wolverton to EMR Kingsbury on October 29, and Nos. 315832/835 from Wolverton to Sims Metals, Newport, on October…

THE delayed public introduction of ScotRail’s first HST set took place on October 15, when the set, HA26 with power car Nos. 43033/183, formed the 1B18/09.07 Aberdeen-Edinburgh. It followed a preview run five days previously, when the same formation undertook a one-way trip from Aberdeen to Edinburgh, the return leg being cancelled owing to technical issues. Set HA26 had been delivered from Wabtec, Doncaster to Haymarket on August 17. It is formed of Nos. 40601 (ex-41032), 42004/046/561. ScotRail’s second fully refurbished HST, fitted with power doors and retention toilets, is expected to arrive before the new timetable comes into effect in December. With a requirement for 10 sets to be in service from December, these will be supplemented by a number of ‘slam door’ rakes, using vehicles that have previously…

WHEN the last formations of the venerable British Rail HAA Merry-Go-Round hoppers were withdrawn in 2010 after some 45 years of service, nobody predicted that the high capacity Thrall bogie wagons that replaced them would be facing a similar fate before the next decade was over. However, with DB Cargo accelerating the removal of redundant HTAs from its property, and the HRA conversion programme in full swing, the future is looking increasingly bleak for a fleet that at its peak was just a few wagons short of 1,500 strong and not even 20 years old. SCRAPYARD BONANZA Just in the last couple of months some 125 HTAs have been sold to various scrap dealers around the country. For example, a 6Z50 Worksop Down Yd-Attercliffe EMR took place on August 30…

■ BELMOND GRAND HIBERNIAN: GM No. 077 worked the Connolly to Waterford leg of the BGH luxury tour train on September 30, plus the evening trip to Bagenalstown that day. No. 077 hauled the BGH from there to Heuston on October 1. GM No. 215 worked a private charter formed of the BGH Mk.3s from Heuston to Killarney via Cork on October 7, which returned from Killarney to Heuston the next day with No. 215 again being the motive power. The final tour of the BGH 2018 season started on October 16 with dedicated loco No. 216 in charge. No 073 worked the BGH from Heuston to Connolly on the 20th, with No. 216 working the Connolly to Belfast leg and thence to Dundalk later the same day. No. 216…

TWO 'OO' gauge models of refurbished Class 50s representing the class in the 1980s and 1990s have arrived in model shops in time for Christmas. Large Logo No. 50040 Leviathan (R3653, RRP: £179.99) will suit West of England and Cross-Country InterCity services very well, together with Thames outer suburban services in the 1980s. This loco survived to see preservation in the featured livery after withdrawal in 1990, but was scrapped in 2008. Network SouthEast No. 50033 Glorious (R3658, RRP: £169.99) will be a hit with modellers of Thames and Exeter-Waterloo expresses from the late 1980s until their displacement by Class 47s on the Oxford route and West of England line in the early 1990s, being finally withdrawn from traffic in 1994. The featured locomotive was also subject to preservation as…