69237 Bulletin 75 04

BULLETIN VOLUME 75 NO.04 MARCH 2023 THE LOCOMOTIVE CLUB OF GREAT BRITAIN LCGB Off the Shed • Preservation News How North British Diesel Electric Type 2s prolonged the A4’s working lives and much more ... www.lcgb.org.uk

MANAGEMENT COMMITTEE Club President: Charles Firminger. Vice-Presidents: John Cramp, Brian Garvin, Robin Patrick. Chairman: Bob Breakwell, 10 St. Peter’s Field, Burnham-on-Crouch CM0 8NX. E-mail: [email protected] Club Secretary: Tony Stratford, 15 Booths Close, Welham Green, North Mymms, Herts. AL9 7NW. Email: [email protected] Treasurer: Cedric Spiller, 9 Hurst Avenue, Worthing, Sussex BN11 5NY. Tel: 078 5020 5020. E-mail: [email protected] Editor: M. J. Eckett, Flat 22, Gadebury Heights, Bury Road, Hemel Hempstead, Herts. HP1 1HG. Tel. 01442-247083. Email: [email protected] Sub-Committee Chairmen: Overseas Tours: Adrian Palmer, 46 Heathside, Weybridge, Surrey KT13 9YL. Tel: 07774 859871. E-mail: [email protected] Branch Liaison: Vacant Member Services: R. D. Stonehouse, 47 Christchurch Gardens, Kenton, Harrow, Middlesex HA3 8NP. E-mail: [email protected] BULLETIN Editor: M. J. Eckett, as above. Sub-Editors (to whom relevant notes should be sent): General News: M. J. Eckett, as above. Branch Reports: M. J. Eckett, as above. Overseas News: Brian Garvin, Flat 5, 91 Albemarle Road, Beckenham, Kent BR3 5JZ. Answerphone/Fax: 020 8658 2340. E-mail: [email protected] Preservation News: N. D. Mundy, 6 Wysall Lane, Rempstone, Loughborough, Leicestershire LE12 6RW. E-mail: [email protected] Distribution Officer: R. T. Rolland, 4a Northbrook Road, Ilford, Essex IG1 3BS. E-mail: [email protected] OTHER CLUB OFFICIALS Librarian: Robert Barker, 45 Pettsgrove Avenue, Wembley, Middx. HA0 3AF. Membership Secretary: R. T. Rolland, as above. Photographic Secretary: Vacant. Press Officer: M. J. Turner, 36 Elmdale Close, Warsash, Southampton SO31 9RX. Renewals Officer: R. T. Rolland, as above. Independent Accounts Examiners: Chris Lewis and Malcolm Wright. Webmaster: J.Harrison, 10 Wavell Court, Elgin Road, Croydon CR0 6XB. E-mail: [email protected] IT Officer: J. Harrison, as above. Internet: http://www.lcgb.org.uk E-mail: [email protected] Hon.Archivist: P. Crossman, 58 Osprey Road, Biggleswade, Bedfordshire SG18 8HE. BRANCH OFFICIALS AND MEETING PLACES BEDFORD Meetings at: St. John’s Church Hall, St. John’s Street, Bedford, at 19.30. Secretary: Chris Jones. Tel. 01234-211759. Email: [email protected] BRIGHTON Meetings at: Brighton Model Railway Club Room, BR London Road Station, Shaftesbury Place, at 19.30. Secretary: N. Kelly, 4 Kingston Close, Kingston Buci, Shoreham-by-Sea BN43 6LP. DORKING Meetings at: The Friends Meeting House, Butter Hill, South Street, Dorking RH4 2LE, at 19.30. Secretary: M. Kempsell, 18 Carlton Green, Redhill, Surrey RH1 2DA. Email: [email protected] CENTRAL LONDON Meetings at: Keen House, Calshot Street, London N1, at 18.30.* (Ring lower doorbell to gain admission.) Fixtures Officer: R. C. Mearman, 46 Anlaby Road, Teddington, Middlesex TW11 0PP. NORTH LONDON Meetings at: The Parish Room, St Michael’s Church, Bounds Green Road, London N22 8HE, at 14.00. Contact Details: Tony Stratford, 15 Booths Close, Welham Green, North Mymms, Herts. AL9 7NW. Email: [email protected] NORTH WEST Meetings at: The Red Lion Hotel, 9 Ash Brow, Newburgh, Wigan WN8 7NF, at 19.30. Secretary: N. Bond, 3 Sheri Drive, Newton-le-Willows, Merseyside WA12 8PT. E-mail: [email protected] ST. ALBANS Meetings at: St Bartholomew’s Church, 47 Vesta Avenue, St Albans, Herts. AL1 2PE, at 19.30. Secretary: J. I. Green, ‘Dhobi Lodge’, Cottonmill Lane, Sopwell, St. Albans, Hertfordshire AL1 2HE. E-mail: [email protected] (* Library facility available.)

85 THE BULLETIN OF THE LOCOMOTIVE CLUB OF GREAT BRITAIN VOLUME 75 No.04 29th March 2023 CLUB NOTICEBOARD Murray Eckett, Flat 22, Gadebury Heights, Bury Road, Hemel Hempstead, Herts. HP1 1HG. Tel. 01442-247083. Email: [email protected] The Chairman writes: It has been my privilege to have been President, then Chairman, of the LCGB over the past 20 years, which has been very satisfying. Unfortunately ill health now prevents me continuing and Management Committee were informed of this a year ago. I am delighted that Cedric Spiller has been proposed as the new Chairman and I am sure he will be welcomed. Many overseas tours are being organised and the Japan trip looks exceptionally good. I look forward to continue seeing many of you at events and at future Annual Reunions. Best Wishes to you all: Bob Breakwell. 2023 Club AGM: The Annual General Meeting of the LCGB will take place at St Cyprian’s Church, Glentworth Street, London NW1 6AX (nearest Underground station is Baker Street) on the afternoon of the 13th of May 2023. Please note, there is no Branch Liaison Meeting in the morning. Branch Officers will receive further information from the Secretary. The full Agenda for the meeting will be issued in a later Bulletin. Bedford Branch: The Bedford Branch are pleased to announce that Chris Jones has kindly agreed to become the new Branch Secretary, replacing the late Geoff Biggs. Chris can be contacted on (phone) 01234 211759 and email: [email protected] Club Visit Arranged: On 20/5/23, a Club visit has been arranged to CTL Sheffield, this being to view progress on the construction of the new-built B17 locomotive 61663 Spirit of Sandringham. Further details will be announced in due course. North West Branch: The North West Branch has arranged a series of meetings under the collective title of The LCGB at the Red Lion. The format for each meeting is to be ‘members’ and visitors’ digital photographs’. The location is to be the Red Lion public house, which is at 9 Ash Brow, Newburgh, Wigan WN8 7NF, and the nearest railway station is Parbold, some ¾ mile away. Meeting dates will be: (2023) 18/4, 10/10, 7/11, 12/12, (2024) 9/1, 6/2, 5/3 and 9/4. All meetings start at 19.30 and they will be free to enter, although attendees can make a donation should they wish to do so. Further details can be obtained by contacting [email protected] Press Day: Press Day for Bulletin 5/23 will be Tuesday 4/4/23 and distribution day for the same edition will be Wednesday 3/5/23. Press Day for Bulletin 6/23 is Tuesday 9/5/23. BRANCH MEETINGS Murray Eckett Bedford: 4/4/23: The Royal Scots. Speaker: David Hunt Brighton: 24/4/23: Southern Push Pull! Speaker: Mike King Central London: 21/4/23: Spirit of Sandringham. Speaker: Brian Hall Dorking: 12/4/23: The Birkenhead-Margate Route then and now. Speaker: Ken Owen North London: 11/4/23: On the route of the East Coast Express. Speaker: Richard Crane North West: 18/4/23: Members’ and Visitors’ digital photographs. St Albans: 13/4/23: The Great Eastern Railway. Speaker: Ray Schofield Front Cover: USA. US Sugar 148, 4-6-2 (Alco 61769/1920), is seen ‘on shed’ at Clewiston (FL) after Santa train duties, 17/12/22. (Photograph by Terry Bagworth)

86 BRANCH REPORTS Murray Eckett Bedford: On 3/1, to start our new year meetings, Richard Crane gave another of his excellent presentations of a county in railways, entitled Lancashire Railways Revisited. He has explored the area himself so was able to give a first-class account. His chosen county was Lancashire, mostly based on the Lancaster region. A visit and tour of county lines is of great value so we can add to our rich railway experience in building a picture and stimulating interest in past and present. Lancashire as a county had a vast network of railways so covering all would have been as shimmy as a stone on a pond, so Richard’s tour concentrated on many of the rural outposts centred around Lancaster with visits to Green Eyre and out to the coast on the electrified route to Morecambe showing the Midland Railway as suburban electrification pioneers. This line featured some attractive signal boxes now sadly demolished (as were many other attractive structures) leaving a basic railway. We saw excellent loco pictures including the last-named BR express and another “loco” character - a grand statue of Eric Morecambe. Back to Castle Station at Lancaster on the main line and up to Carnforth where the coast was briefly glimpsed at Bolton Le Sands. We had a wander around Carnforth and our imaginations were stirred as we breathlessly followed Celia Johnson down the tunnels remembered in the film Brief Encounter. We went to the county boundary on the Furness branch to Silverdale. The Midland wasn’t forgotten as we hit the countryside towards Settle, stopping near Wennington Junction. Richard transported us back south via the Garstang and Knott End, a curious short line that lost its passenger service many years ago. At Preston we looked at a fine signal gantry, visited the dock site and looked in at the Ribble Heritage Railway. Then over to Blackpool via Wyre Dock and its fish traffic. On 2/8/1968 8F 2-8-0 No. 48666, now back from its last banking duties at Copy Pit, embarrassingly derailed in the yard on its way onto Rose Grove. Fellow 8F No. 48773 is standing by to help with the re-railing. 48666 may have the honour of being the last BR steam locomotive to be derailed in service. (Photograph by the late Ken Dickens)

87 At Blackpool the situation has changed considerably as we took a look round at past and present, learning that Blackpool Central had up to 14 platforms but was closed in 1964. On the branch out, we looked at Lytham with its good tavern and Richard recommended a visit to the West Lancaster Light Railway at Hesketh Bank. We went on via Preston towards Bolton, finishing in the dying days of real steam at Copy Pit and Lostock Hall. At least now the steam engine has arisen from the ashes to make a triumphant return. Thanks Richard for an enjoyable tour. Central London Branch welcomed Club stalwart Jeremy Harrison on 17/2 with Twixt War and Grouping. This was a selection of pictures, in digital format, from the Club’s Ken Nunn collection of 2,800 images that we may use. As the title suggests, it was a selection of scenes recorded between the end of WW1 and the grouping of 1923. One of the first images shown was of a magnificent LBSCR L Class 4-6-4 tank locomotive, No.328, which reminded this writer of the Thompson L1 2-6-4T of over 20 years later. In this presentation there was a myriad of other monochrome images. These included, in no particular order of merit, Great Central Railway 4-6-0 No. 1169 at Neasden shed, a view on the Isle of Man of the 2.25pm to Port Erin seen near Douglas, a view of the Liverpool Overhead Railway at James Street station and Mumbles Railway 0-4-0ST No. 3 seen near Brynmill Halt with double-deck stock on the 5.10pm Mumbles to Swansea service. There were several views recorded near Purley which included a 4-6-4T on a Victoria to Brighton service containing a Pullman car in the formation. Among the many other historical treasures, too many to mention individually, were pictures of the railways of Jersey in 1921 and two views of the Southwold Railway, at Wenhaston and Halesworth, in 1920. The Irish narrow gauge was represented with views on the County Donegal and Cavan and Leitrim lines as well as the Giants Causeway tram. Heading further north, one of the NER Bo-Bo electric locomotives was recorded on the Newcastle Quay route with both overhead and 3rd Rail pick- up apparatus. In Aberdeen, the arrival in early August 1922 of the Royal Train from Euston was recorded, preceded by Caledonian Railway 4-4-0 No. 139, followed by Nos. 89 and 930 on the special train itself. After reversal, the royal service departed from Aberdeen for Ballater, hauled by two GNoScR 4-4-0s. This was in complete contrast to a delightful 0-4-2T shunting on Aberdeen Quay! One of the comments made about this selection of pictures was the widespread locations and frequency of visits throughout much of the geographic British Isles, at a time before paid annual holidays were standard and when most people simply could not do the same, let alone with effective photographic equipment. However the legacy of all the Ken Nunn collection contributors is much appreciated. The Branch gives grateful thanks to Jeremy for this excellent presentation, which must have taken significant time and effort to put together, and for giving us such a good evening’s entertainment. Dorking: On 8/2 Adrian Palmer presented 2000: A Year of Railway Photography Home and Abroad which certainly lived up to its title, spanning the world from South-East Asia to the Canadian West as well as many parts of the UK. A January tour saw Adrian in Cambodia with trips from Phnom Penh behind the only working steam loco, a wood burning 4-6-2, followed by Myanmar with Indian type 2-8-2s and 4-6-2s on the metre gauge as well as the Burma Mines railway. Back in the UK, photos showed the resident 9F as well as the long departed Q1 on the Bluebell, 4-6-0 75019 on a photo charter on the Grassington branch, an S160 2-8-0 on the Severn Valley and industrial steam at Shelton steelworks, whilst now vanished main line scenes included a 4-CIG at Ascot, Class 73 EDs on the Gatwick Express, Thameslink 319s, 317s on the GN main line and A60s on the Met. Overseas again, Adrian visited Cuba and one of the last, but arguably the most scenically attractive, of the once prolific sugar cane lines, the 2ft 6in gauge Rafael Freyre system with its fleet of Baldwin 2-6-0s whilst a short trip to the west of Canada enabled travel on a steam worked special between Vancouver and Whistler. In Europe, steam specials and ‘Nohab’ diesels were seen on the main line and privately worked branches in Denmark, whilst Class 50 ‘lookalike’ 1800 diesels and preserved locos at the Entroncamento

88 Museum featured on a visit to Portugal. Further past scenes in the UK included Class 60s on coal trains to the now demolished Didcot Power Station and the short lived use of spare Eurostars on the GNER to Leeds, whilst variety was provided by scenes of early days on the Manchester Metrolink, the West Midlands Metro and Croydon Tramlink. This report cannot really do justice to the wide range of subjects covered by Adrian in his enjoyable talk, for which he was duly thanked by his appreciative audience. St Albans: Nick Hill visited the St Albans Branch on 9/2 with a presentation about the past, present and future of the Leighton Buzzard Narrow Gauge Railway (LBNGR). The line’s story began during the First World War. Prior to the start of the war, Britain had been importing foundry sand from Belgium. As the latter nation was neutral, it was not allowed to export the sand to Britain once war began. An alternative source of sand was mined in the Leighton Buzzard area and the railway opened in November 1919, its job being to help convey the sand from the various mines for onward distribution (during the war itself, road vehicles had been used, with a negative effect on the local road network). By the 1960s, modern road transport had taken over this role, and the railway had become redundant. A preservation society was formed; this organisation began running the railway from early 1968. Since that time, the railway has gone from strength to strength. Mr Hill illustrated a number of major projects undertaken by the LBNGR, including the recent 660 metre extension of the line from Stonehenge to Munday Hill (a further extension in this direction is planned) plus the construction of a brand-new bogie coach to supplement the existing fleet. Following the end of Mr Hill’s talk, Dr Steve Lacey gave a short digital presentation showing an RCTS weekend of events that took place in October 2022 and which took in the Great Western Railway TOC’s Hitachi Cl. 800 simulator and train maintenance depot at Reading, together with a ‘behind the scenes’ look at the GWS centre at Didcot and the Fawley Hill Railway. A short film was also seen, depicting Bulleid Pacific 92 Squadron (Dr Lacey is an active member of 34081’s supporting society) during a recent visit to the Severn Valley Railway. The St Albans Branch would like to thank both Mr Hill and Dr Lacey for two contrasting and entertaining presentations. Obituary: Chris Deamer: Chris Deamer, Club Member 5930 and a long-time member, passed away on 5/2/23 at the age of 75. Mr Deamer lived in Sittingbourne and, as well as belonging to the Club, was also a member of the Sittingbourne and Kemsley Railway. The Club would like to send its condolences to Mr Deamer’s family at this sad time. Obituary: Geoff Biggs: Geoff Biggs, Club Member and Bedford Branch Secretary for many years, passed away on 27/2/23. Until recently, Geoff was also the editor of the Bedford Branch newsletter. The Club would like to send its condolences to Mr Biggs’ family at this sad time. PRESERVATION NEWS Nigel Mundy Battlefield Railway, Shackerstone: A visit to the station on 30/1/23 revealed little, with the site locked up by 4.30pm, although I could see some people down near the diesel depot who presumably had been doing a bit of work. A quick view from the road overbridge at the south end of the site revealed the far from home ex-BR Southern Region 3rd rail 2-EPB set 5791 stored behind the gutted Peak class diesel 45015 (ex-D14), both of which are presumably no hopers? (JB) Churnet Valley Railway, Cheddleton: Surprisingly for a Monday morning (30/1/23), the shed was open and work was taking place on the two S160 2-8-0s inside. A visit was readily agreed so the steam contents were as follows: 0-4-0ST KatieAB 2226/46 - unrestored and off track at the station end of the shed. No work having been completed by the look of things since its removal from a plinth elsewhere (Ed: Brookside Garden Centre, Poynton).

89 S160 2-8-0s 6046 BLW 72080/45 - inside shed under overhaul, work taking place on its tender, 3278 Alco 71533/44 - inside shed under overhaul and 5197 Lima 8856/45 - outside shed, in light steam, which is fully operational. LMS 8F 48173 is stored next to the main shed building, sheeted over with no work taking place. Tkh 0-6-0Ts 2944 Chrz 2944/52 - complete outside shed, not sure if in use or not and 2871 Chrz 2871/51 - its frame, side tanks and bottom of bunker were dumped on a wagon at the end of the site furthest from the shed building - a very long term restoration candidate? If this ever runs in my lifetime I’ll be surprised! LMS 4F 44422 is stored next to Tkh2944 - complete, but out of service. Five ex-BR diesels and a couple of industrial diesels together with a couple of tampers completed the scene. (JB) Great Central Railway: The Winter Steam Gala was held over the weekend 27- 29/1/23. On the Friday, the visiting S15, 506, from the Watercress Line and Standard 5 73082 Camelot from the Bluebell Railway were joined by resident Standard 5 73156 and Standard 2s 78018 and 78019. Three passenger sets were in use along with the train of 16T Mineral wagons and there seemed to be a good turnout from the public although, unfortunately, timekeeping left something to be desired. (NM) I visited on the Saturday when a free shuttle bus was operating between Loughborough’s Midland station and the GCR – this ran on Friday and Saturday, but not on Sunday. A reasonable service was provided, albeit with a long gap at lunch time (12.38-14.22 on Friday and 12.18-14.30 on Saturday) - the bus crew said that this was due to little support during these periods on previous occasions. A weight restriction has now been imposed on the railway bridge at Loughborough Central station with the result that the buses now stop some 150 yards or so from the station entrance. On arriving at approximately 13.00, I was advised that trains were running approximately ½ hour late which appeared at that time to be about correct. Motive power was more or less as booked, but punctuality declined as the day progressed. As an example, I travelled behind SR 506 on the 16.00 Leicester North to Loughborough which started 44 minutes late and then stood for some 15 minutes outside Rothley during which time no information was offered to passengers. Since the train was formed of the ‘A’ set of six coaches including Buffet, so offering access through the train, I see no reason why a member of the crew could not have come through the train to reassure passengers. Diesel railcar tours over the Mountsorrel branch are planned for weekends 25/2 - 24/3, but the only poster I saw about this, apart from a brief mention in the excellent event programme, was in the cubicle in the gentlemen’s toilet at Leicester North! (CF) By the third and last day of this Gala (29/1/23), the locomotives mentioned above had been joined by 9F 92214, 8F 48305, Derby single car DMU M79900 and Met-Cam two car DMU 50321+51427. The usual intensive service was put on for the good number of passengers and photographers attending. It is quite a few years since I’d been to this event, it having been a regular in my diary up to 2014. Is this really the last great steam show in Europe? Where else are you going to find this many active standard gauge steam locos operating at the same time in 2023? Truly a special event and all we can do is marvel at just what has been achieved by the preservation movement since it all started. Who would have thought a slice of the 1960s transition period could still be played out in middle England in the 21st century? A most enjoyable day with the sun shining most of the day and, considering the time of year, relatively mild. I photographed at Kinchley Lane before going to Rothley followed by Quorn and a quick look at Loughborough Central at dusk. Alas, the shed at Loughborough is no longer accessible to ‘joe public’ with it now only possible to walk down from the station to the road overbridge in front of the shed. No doubt, this building will eventually be swept away as it has to be moved to make way for the joining up with the GCR North line towards Ruddington and perhaps the reconstruction of the old Workington shed on a new site as a replacement for it - I wonder how many of us are going to live to see that? During the day I took time out to visit the new museum at Mountsorrel (Nunckley Hill) and although the narrow gauge line was not operating and the diesels were locked

90 in their shed-cum-garage, someone had thoughtfully left the new standard gauge shed back door open. Inside on the museum’s two tracks were LMS 3F 0-6-0T 47406, out of ticket but complete, together with a relatively new acquisition from the closed Snibston Museum, 0-4-0ST BE 314/06. On the third track, which can be viewed through an internal window, were 0-4-0ST Colin McAndrew AB1223/11, which is a runner and, in front of that, the home-based Wickham track trolley and Ruston diesel 393304/56. (JB) 25-26/2/23 was the first weekend of five when the Railway advertised a diesel service running between Leicester North and Mountsorrel. This was brought about by the closure of the main line caused by the planned replacement of two bridges in the vicinity of Quorn & Woodhouse. I visited on the Sunday, using an expensive taxi from London Road station, although further enquiries revealed that currently the 25/26 circular bus routes from Haymarket Bus Station stop near the Great Central’s North Station - but they only run hourly on Sundays. The 25 is quicker from the city, the 26 running in the opposite direction. I arrived in time to see the ‘railcar’ (M50203/66) arrive to form the 13.20 to Mountsorrel and duly purchased my Rover Ticket (£12.00 reduced to £10.00 Priv). Leaving on time, we passed the other train (M79900, later Test Car Iris, + M50321 and E51427) during an extended (scheduled) stop at Rothley before running forward to Swithland and over the crossover to join the branch, then calling at Nunckley Hill before arriving at Mountsorrel. I returned by this train to Nunckley Hill where I was surprised to be charged £1.00 to leave the platform! This was actually an admission charge to enter the Mountsorrel and Rothley Community Heritage Centre, an attraction of which I was completely unaware! Whilst it is well worth a visit, including such things as a garden railway and a museum including steam locomotives, I feel that some mention of the small additional charge should have been made in the GCR’s advertising. Support for this service appeared good and the Heritage Centre deserves to be better known. I left by the train at 15.25, but motorists on site were advised that there was no train back, the last service from Leicester North being passed at Swithland. I suggest that making a connection between the two trains at Rothley would be more useful. (CF) National Brewing Centre, Burton on Trent: The two preserved locos, 0-4-0ST No. 9 N 5907/01 and 1926 built diesel No. 20, stood next to their loading dock which is adjacent to the road and can be seen without going in to the site, although photographs of them are then not really obtainable. (JB) Sittingbourne & Kemsley Light Railway: The Santa Specials in December 2022 were well supported and the passengers appear to have been happy with the experience. The 2023 Season commences on Good Friday, 7/4/23, and services will then run on Sundays and Bank Holidays until the end of September with the end of season gala SaturdaySunday, 30/9-1/10/23. “Steam and Beer” is planned for the last weekend in June. In a late item of news, the Sittingbourne & Kemsley Railway are to be congratulated on an award received by them from the Heritage Railway Association, this being for the restoration of steam locomotive Premier. (CF) (Jon Burdett, Charles Firminger, Nigel Mundy) ALTERATIONS TO SURVIVING STEAM IN THE BRITISH ISLES – 2017 EDITION New Loco u/c: E1734 Gowrie 0-6-4T sf 600 HE Welsh Highland Single Fairlie. Movements: 4270 to E7411, 5539 to WL007, 5552 to E8009, 63460 to E5103, 76017 to E7304, AB 699 to E7700, BLW 72080 delete o/l E8001, Hen 28035 to E2602, P 1370 to E9300, RSH 7086 to E2600. ALTERATIONS TO MINIATURE STEAM RAILWAYS IN THE BRITISH ISLES – 2017 EDITION New Location: E2873 WIGAN - Haigh Hall Railway, Haigh Country Park, Copperas Lane, Haigh, WN2 1PE. GR 600083 www.wlct.org/leisure/Haigh/haighhome.htm Tel: 0788 070 3061. 381mm Gauge. Movements: LNER 6284 (Crome R, Loxley R & Turner T/2009) to E2873).

91 No. 73082 Camelot, visiting from the Bluebell Railway, makes a fine sight heading south at Kinchley Lane on the GCR with the mixed goods rake on Sunday 29/1/23. (Photograph by Jon Burdett) On Sunday 29/1/23, S15 4-6-0 30506, visiting from the Mid Hants Railway, approaches Kinchley Lane with 7C23, the 13.30 mixed freight from Loughborough Central to Rothley Brook. (Photograph by Bob Stonehouse)

92 MR-designed 4-4-0 No. 40421 is seen with the North Western Branch Lines special train at Aylesbury High Street on 28/6/1958. Later on 28/6/1958, ex-LNWR Ramsbottom-designed 0-6-0ST No. CD7 is depicted at Newport Pagnell. This veteran was a shunter based at Wolverton Works, hence the unusual number. (Both photographs by Charles Firminger)

93 Ex-SR 4-4-0 E1 No. 31019 waits at London Paddington on 19/10/1958 ready to depart with the ‘Rother Valley Limited’. Later on 19/10/1958, ‘Terrier’ No. 32678 is seen at Crowhurst. (Both photographs by Charles Firminger)

94 A RETURN JOURNEY: 1958 Charles Firminger The ‘North Western Branch Lines’ tour was run by the Club and took place on 28/6/1958. It began at London St Pancras and travelled over a series of branch lines on the London Midland Region, these being those routes from Watford Junction to Rickmansworth Church Street, Aylesbury to Cheddington and Wolverton to Newport Pagnell, then returning to London Euston. Later in 1958, on 19/10 the Club ran another tour, the ‘Rother Valley Limited’, starting at London Paddington and travelling to Tenterden Town, Bodiam and Robertsbridge, before returning to London Victoria. (Tour information obtained from the ‘Six Bells Junction’ website.) HOW NORTH BRITISH DIESEL ELECTRIC TYPE 2S PROLONGED THE A4’S WORKING LIVES Michael Smyth The 1955 modernisation plan committed British Railways to replacing steam with diesel or electric traction. Accordingly North British (NB) received an order for 10 diesel electrics in the type 2 category in November 1955. This was part of an overall pilot scheme for evaluating new classes before placing bulk orders. An idea soon abandoned as BR’s financial results worsened. Thus it was that NB received orders for 38 Type 2 locomotives in May 1957 and for a further 20 in July 1958, even though none of the original batch had been delivered. In December 1958 the first ones, D6100 – D6109, began to reach Hornsey as part of a plan to replace N2s on steam suburban services and ecs workings at King’s Cross. They soon acquired a reputation as the most unreliable diesels amongst its allocation. Nevertheless, new build continued unabated and so Stratford received D6110 - D6119 by July 1959. A further 18 for Ipswich, D6120 - D6137, followed on between July and December 1959. It quickly became apparent that both Stratford and Norwich experienced similar difficulties to Hornsey in keeping their respective examples in working order. A final batch of twenty, D6138 – D6157, went to Kittybrewster during the period February to December 1960. Long before these various deliveries were complete, the Eastern and Scottish regions were expressing their concerns to the British Transport Commission about “this unsatisfactory stud”. The matter became political when a report appeared in a national newspaper on wasteful modernisation expenditure after a journalist had spotted a line of this class dumped out of use at New England. At this point the Eastern Region was in a stronger position than the Scottish Region because its new Brush Type 2s had already proved themselves to have significantly better availability and reliability. It was thus able to rid itself of the class and between April and September 1960 all went back to Scotland, at Eastfield. A face saving announcement at the time stated that it was better to concentrate the class in one area and where they would be near to the North British works. In practice Eastfield failed to keep many of the Class in reliable service. Worse, North British was in no position to solve the numerous problems besetting its locomotives. It was already struggling to survive having gone through a financial reconstruction in 1959, partly financed by the British Government. This created a dilemma for the Scottish Region Board who had been denied a plea for more reliable diesels such as the Brush or BR Sulzer

95 Type 2s. Initially it had intended to use the North British Type 2s on a three hour Aberdeen to Glasgow timing. This was clearly infeasible given their insurmountable problems. The only short term option was to utilise steam locomotives. The Scottish Region’s General Manager was James Ness, a lifelong railwayman whose career had begun on the North British Railway. He must therefore have been well aware of plans to accelerate services on the East Coast Main Line by replacing its pacifics with diesels. Furthermore he must have known how fitting double chimneys to all A4s and most A3s had transformed their performance. Here then was a potential source of powerful and well proven motive power. In February 1962 trial runs using Haymarket’s 60027 proved steam was fully capable of operating an accelerated three hour timing from Aberdeen to Glasgow. Accordingly in June, six transfers took place to create a pool of suitable locomotives. Four engines moved to St Rollox, St Margarets’ A3s, 60090 and 60094, and Haymarket’s A4s, 60027 and 60031, whilst two more A4s, 60009 and 60011, went to Aberdeen Ferryhill. These moves were not a mere stopgap but the beginning of a four year period during which surviving A4s remained prominent on services between these two cities. In between these two dates North British went bankrupt in April 1962. There is evidence from works overhaul dates that the A4s’ continuation in service had been planned possibly as early as 1961. Typically an A4 had had a general overhaul at Doncaster approximately every two years. During such an overhaul, an engine would receive a refurbished boiler from another A4 or A3 which had passed through the works earlier, and would emerge as an effectively new engine. Previous works dates for these four initial transfers were 60031 (March 1961), 60009 (July 1961), 60027 (January 1962), and 60011 (May 1962). Apart from these latter two, 14 other A4s were overhauled between January 1962 and January 1963, and of these no less than 10 would later transfer to Scotland. Perhaps even more remarkably, two received another general overhaul at Doncaster, 60031 in July 1963 followed by 60009 in November. The latter was the final steam locomotive overhauled there. In December 1962 five A4s were withdrawn from King’s Cross, 60003/14/28/30/33, as new Class 47s began to arrive. A shock to enthusiasts but an otherwise sensible choice as by previous standards all five would have needed a general overhaul in 1963. The biggest change came in 1963 with the closure of King’s Cross shed at the start of the summer timetable in June. As a precaution against diesel failures the Region transferred all its 11 surviving A4s to New England. These were 60006/7/8/10/17/21/25/26/29/32/34, although 60008 only lasted until July. Once the summer timetable was over, five further withdrawals occurred whilst five engines moved to Scotland in October, 60006/7/10/26/34, all of which had received a general overhaul at Doncaster during the second half of 1962. Likewise, the North Eastern Region transferred three to Scotland from Gateshead in the same month. These were 60005/16/19 and again all had been overhauled during 1962. By November 1963 all three were at Aberdeen Ferryhill whilst the rest of the new arrivals were at St Margarets shed (including a few stored at Dalry Road), as Haymarket had by then closed to steam. At the end of December 1963 15 A4s were in Scotland with another four still at Gateshead. Remarkably there was relatively little change during 1964. Only three out of 15 Scottish A4s were withdrawn during the year. Three out of the four left at Gateshead also went and their remaining A4, 60023, transferred to Aberdeen in May but only lasted until October. 1964 thus closed with 12 examples still in traffic, all bar one at Aberdeen. Enthusiasts travelled from all over the country certain they could experience these engines at work. Likewise, they were much in demand for enthusiasts’ specials not just in Scotland, where the Waverley route was especially popular, but variously around England. Perhaps the most memorable of these trips was made on 24th October 1964. The RCTS and SLS organised a tour from London to Newcastle and back, ‘The Jubilee Requiem’, hauled by 60009. This commemorated the 29th anniversary of the inauguration of the LNER’s ‘Silver Jubilee’. The policy of concentrating A4s in Scotland proved a success. The same could not be said of

96 the North British Type 2s. Many were stored unserviceable and, worse, were being cannibalised for spares to keep others running. A comprehensive rebuilding was the only possible solution. In March 1963 D6123 was sent to Paxman’s works at Colchester for evaluation and fitting with a Paxman engine. It returned to St Rollox in June and then began a series of test runs on several routes plus some scheduled trains, including Aberdeen to Glasgow workings. By early 1964 it was clear that D6123 was much improved, albeit still troubled by faults especially in its generator. The Scottish Region sought authority for a rebuild programme which the BR Board approved in November 1964 but for 20 units only. At the time availability for the Class was stated as 65%, a figure which excluded the many in store. As 1965 began it was obvious the Region would still need its A4s. Darlington works was still open and consequently four A4s were sent there for a heavy overhaul, between September 1964 and August 1965, 60004/19/24/34, of which 60004 was the final one. During the first half of 1965 three more A4s succumbed followed by three more towards the year end. However only a handful of NB Type 2s had been rebuilt, progress being hampered by extensive rectification work on long out of use examples. Even though the Region was under pressure to eliminate steam as quickly as possible, slow delivery of the rebuilt diesels meant six A4s continued at work into 1966. First to go was 60007 in February, being sold to the A4 Preservation Society. This was followed into preservation by 60009, bought by James Cameron in June. July saw 60004 withdrawn. Geoffrey Drury purchased 60019 out of service in August, leaving just two to be withdrawn, 60034 in the same month and 60024 in early September. As for the North British Type 2s, a request to rebuild the other 38 examples was rejected in October 1967 on the grounds of excessive costs and falling traffic levels. At that year’s end all 38 were withdrawn leaving just the 20 rebuilds. Apart from one withdrawn in 1971, the remaining 19 lasted until summer 1972 when withdrawals began with the final three, D6100/3/13, going in November 1972. None are preserved. Note: Principal sources for this article were: ‘The North British Type 2 Bo-Bo Diesel Electric Classes 21 and 29’ by Anthony Sayer – the most authoritative account of these troubled engines; and, for the A4s, ‘Yeadon’s Register of LNER Locomotives Volume 2’ and Hugh Longworth’s ‘BR Steam Locomotives Complete Allocation History 1948-1968’. OFF THE SHED Bill Davies Once settled in the shed link in 1964 at Nottingham Loco, I found that we had a few turns away from the confines of the roundhouses, nothing too arduous, as the three turns all involved carriage shunting using 78xxx locos. However the ‘day job’ involved a main line trip out to Langley Mill with a parcel train, leaving the stock before returning light engine to Eastcroft Carriage Sidings to engage in assembling stock for expresses before taking them into Nottingham Midland Station. Here the main line locomotive was attached, normally a Class 45/6 or, when shortages occurred, 2 x Class 25. Most coaches for expresses were formed of Mk 1 stock equipped with buck eye couplings which periodically required examination, greasing and any repairs. This required the entire train to be split between each coach, a very prolonged, tedious process. Heavy work for the shunters who, to make the job lighter work, used an unofficial tool to assist lifting the buck eye to remove the pin that held the coupling in place. This tool consisted of a sawn off brake stick whose official use was to pin down brakes on wagons and also lift brakes before departure. An 11 coach set required 10 splits which, once examined, required recoupling and a pull away test, rather a lot of winding the ‘bacon slicer’ reversers which these locos had. Thus the old drivers rostered in this link were very happy when they found their young fireman was competent enough for the task.

97 Needless to say things can go awry as it did one morning when we had finished shunting. My driver, Fred Ramsdale, was cooking his kippers in traditional style, utilising our shovel, when the shunter asked me to just ease the engine up. I did, with disastrous results, as with the regulator quickly being opened and shut, Fred’s breakfast shot into the fire! I was not popular as an aroma of burning kippers pervaded the morning air. LETTER TO THE EDITOR Dear Mr Editor Mile a Minute Start to Stop with Steam Since my letter in Bulletin 6/22 two even time steam runs have been reported: Date From To Miles Time Loco Load 2/7/22 Exeter St Davids --recorded by Peter Thrussell Bristol Temple Meads (finished with only front part of train in platform, for crew change) 75.3 71m 10s 35028 10/353t/380g 27/8/22 Carnforth loop --recorded by Bill Long Carlisle 63.1 61m 15s 35018 11/417t/435g Long-time favourite ‘Merchant 28’ recorded its 16th even time run in preservation. Then ‘Merchant 18’, only recently back on the main line, after a most unimpressive initial spell, burst into life with its first, a stupendous effort over Shap. David Veltom (member 2479) BOOK REVIEW Quiet between Trains. Lampeter, the Teifi Valley and the Aberayron Branch in the Final Years of Steam - 1963 to 1965. Photographs by Vernon Parry; edited by David Gowan. Paperback, 21 x 15 cm. 44 pages, 64 monochrome photos plus map. ISBN 978 1 912078387. Price £8. Supported by the Lampeter History Society. A small collection of b & w pictures taken in the last days of a remote Great Western line form the substance of this slim local railway history book. The photos are well composed and show the trains, passenger and freight, and stations on the line well. Mr Parry must have been a sociable chap, always welcome on the bouncing cab of a pannier tank, as he has befriended and named the railwaymen who ran the line and many of these stalwarts pose for his camera. The pictures have been well enough captioned but historical railway explanations are not expansive, although we learn much about the photographer. Layout and presentation are good. Closure of this Carmarthen to Aberystwyth link could be considered as a Beeching strategic blunder as it forced rail passengers from South Wales to the Cardigan Bay towns (if any!) into the long voyage via Shrewsbury, and the dreamers have it on their resuscitate list. So do buy the book, perhaps to help this cause, or simply to enjoy the views of a busy Great Western antiquity before it all collapsed. Mr.Gowan offers his email address for you to pursue the purchase: [email protected] (DAB)

98 At long last, the debut in public service of the Stadler Class 777 occurred on 23/1/23 when 777049 formed the 2K17 10.50 departure from Liverpool Central to Kirkby. All four carriages were full and standing as many enthusiasts, politicians, Merseytravel staff and the general public were eager to sample this unique occasion. First impressions, albeit the personal opinion of the photographer, were that the ride is smooth and quiet, the large windows are generally aligned with the seats (this being in marked contrast to the Class 507s and 508 they are to replace). The removal of the need to step up to enter the carriage is very welcome but this has only been possible by incorporating some sloping sections of the internal flooring. This could pose a problem should the floors ever become wet. Air conditioning is provided and on this winter day, the temperature inside the carriages was quite acceptable. Two other points were noted: the seat squabs are thin and quite firm with little ‘give’. It remains to be seen how the public react when the units are used on longer journeys such as Southport to Hunts Cross or Liverpool to Chester. There is one power point situated between each pair of seats at quite a low level and this might prove to be a challenge for passengers lacking in dexterity! A member of staff informed us that the next service to be handed over to the 777s would be Liverpool Central to Ormskirk. Apart from the present destinations, Headbolt Lane station, about a mile to the east of Kirkby station, is to be served by a small fleet of 777/1s fitted with batteries and this is planned for later in the year, and other aspirations using such vehicles could include the Wrexham (Wrecsam) line and perhaps even Wigan Wallgate and Warrington Central! Above left: 777049 reaches Kirkby at the end of its first public journey. Above right: The interior of the unit during its second trip to Kirkby after the initial riders had dispersed. (Both photographs by Neville Bond)

99 3/2/23 was a railway strike day, but was not devoid of movements at Winwick Junction on the WCML. This train, headed by DB’s 66004 in its ‘green’ livery, is the 6E26 10.50 Knowsley Freight Terminal to Wilton Efw Terminal where its load of rubbish will be combusted to turn it into electricity. Knowsley is situated in what used to be part of Lancashire and Wilton is in Teesside to the north-east of Knowsley on the other side of the Pennines. Because of the gradients on the two shortest routes over the hills, namely Copy Pit and the exit from Manchester Victoria to Miles Platting, this train has to firstly head south, joining the Up WCML (ex-LNWR) after Wigan Wallgate (ex-L&Y) and proceeding through Warrington to Hartford in Cheshire where it will join the CLC route towards Altrincham and thence to Heaton Norris Junction via Stockport. A circumnavigation around the eastern suburbs of Manchester then ensues and L&Y metals are gained after a couple of miles heading due west (!) for a sharp turn right towards Summit Tunnel. A more direct route is then followed through Wakefield Kirkgate to Altofts Junction and the former NER towards York and eventually Wilton via Middlesbrough. The whole journey occupies eight hours and twenty-three minutes, progress having been via all points of the compass! The distance between the start and finish points is around 100 miles as the crow flies! Avanti’s first Class 805, No. 805001, was out on test for the first time on 6/2/23 with a run from its depot at Oxley, near Wolverhampton, to Glasgow Central and return. As it is brand new, it has yet to be clad in Avanti’s livery. It ran as 5Q30 08.38 Oxley Car. M.D. to Glasgow Central and returned as 5Q31 13.58 Glasgow Central to Oxley Car M.D. It’s seen here passing Winwick Junction under electric power and is running one minute late. It arrived at Glasgow one minute early. (Both photographs by Neville Bond)

100 46100 had worked in on the ‘Lakelander’, which had been organised by Saphos Trains and originated at Rugby. The Royal Scot had worked from Preston over Shap, and returned to Carnforth by the Cumbrian Coast route. Electric locomotive No. 90001 had been scheduled to work the other parts of the trip from and to Rugby. 46115 was on a Railway Touring Company ‘Winter Cumbrian Mountain Express’, which had originated at Euston. It had worked from Carnforth over Shap and returned to Preston via the Settle and Carlisle. AL6 No. 86259 had been in charge to and from Euston. (Both photographs by Howard Forster) On Saturday 11/2/23, there was the potential of a rare sight at Carlisle, when two Royal Scots were scheduled to be in adjacent platforms at the same time. Unfortunately 46100 Royal Scot arrived early, and had departed before the arrival of 46115 Scots Guardsman which was slightly late.

101 The Epping & Ongar Railway put on a bus running day over the weekend 18-19/2/23. The railway was working with two steam and a diesel engine. 0-6-0ST Hawthorn Leslie Works No. 3437 Isabel was built in 1919 for ICI and spent its entire working life in the dye works at Blackley, Manchester, until it was retired in 1969. It was giving brake van rides within station limits. Seen here on 19/2/23 at North Weald. The other steam engine working at the EOR on 19/2/23 was Churchward-designed Prairie (a Collett development with larger tanks) No. 5521 still wearing its L150 London Transport livery. It’s seen at North Weald preparing to take the first steam working of the day to Ongar. (Both photographs by Chris George)

102 The former quarry at Barrington is currently receiving two trainloads per day of spoil from tunnel boring machines working on HS2. These originate at Willesden Euroterminal Gbrf. At Foxton, near Cambridge, they stop beyond the A10 level crossing and then reverse into the quarry branch, under control of shunting signals. Once off the main line there are the former exchange sidings, where the train may be split. It is then worked forward over two gated crossings, which have to be unlocked by a shunter, and finally over an ungated crossing protected by traffic lights into the former quarry area, where there is a newly laid run round loop. The pictures show 6L05, the 07.45 ex-Willesden, arriving at 11.15 on 7/2/23 and then reversing onto the branch. Foxton signal box, in the background, controls the crossing and entrance to the sidings. It is a GNR box dating from 1878 with characteristic bargeboards, although its levers were replaced with an electronic control panel in 1983 and it will presumably disappear once the current Cambridge area re-signalling project is finished. The second picture is of the loco backing up to collect the empties from the quarry sidings area. Whilst it was doing this the early morning working from Willesden (with 66709: no picture), after waiting in the former BR exchange sidings for 66715’s arrival, ran forward to Cambridge station. There it ran round to work back to Willesden. Later 66715 did likewise. The pictures, taken on 7/2/23, show 66715 arriving from Willesden at Foxton, to back its train onto the branch, and as a light engine in the quarry sidings (the disused quarry face can be seen in the background). (Both photographs by Michael Smyth) NEW FREIGHT WORKING NEAR CAMBRIDGE

103 Now 150 years old, the Bluebell Railway’s No. 72 Fenchurch departing Horsted Keynes hauling the 2:15pm service to Sheffield Park on 13/2/23. (Photograph by Norman Hayllar) On 19/1/23, a train of new Greater Anglia stock, with GBrf Class 47 No.47739 in charge, passes through Ridgmont station, heading for Bletchley. The train is running from Litchurch Lane to Wembley International Depot. (Photograph by John Morgan)

104 OVERSEAS NEWS Brian Garvin, Flat 5, 91 Albemarle Road, Beckenham, Kent BR3 5JZ. 020 8658 2340. E-mail: [email protected] AUSTRIA Achenseebahn. In 2022 the line carried about 70,000 passengers and will restart operations on 29 April this year with the same timetable as last year i.e. a three train service. However, in the peak summer service 24/6 – 17/9 there is to be a five train service with an additional shuttle Seespitz – Eben and return. Compared to 2022 this is a 50% increase. The line reports that all four steam locomotives will be available allowing trains to run on Mondays, which has previously been a maintenance day. Locomotives 1, 3 and 4 all had successful boiler tests in November 2022 but the boiler of No. 2 is away in Poland for a general overhaul. Preservation. Former ÖBB 4-6-2T 77.250 has been with a Lichtenstein group for some years and has now gone to Eurovapor in Sulgen, Switzerland. It is likely to go to Germany for attention some time in 2023. Visit Report. Allan Baxter reporting on a day trip from Germany to Linz. We crossed the river at Passau and entered Austria, a while after passing Wels where 193 208/761/895/552 were stabled before running into Platform 7 at Linz. I got out and settled myself on a seat facing the freight lines. The Westbahn has received a new batch of Class 4010, starting at 018, and 032 was the highest number I saw. 4010 001-008 and 4110-4117 have been sold to DB. There were plenty of Railjet services, some with locos which have been added to the Railjet pool in the last 3 years. There were also two or three locos which were not in Railjet livery, including 1116 095 and 1216 006. 1116 196 attached itself to a faulty DVT (1116 222 on the rear) before heading off east. The local stuff was 4024s and 5022s plus 4744s, and of the latter Class 070 was the highest number visible. Three of the soon-to-be withdrawn Class 1142 passed. Freight traffic was not as busy as on my previous visits to Linz. I noted 1216 960, an OBB Vectron 1293 187, 182 569, and a real golden oldie from the Arlberg, 1110 524, in yellow livery hauling a rake of black coaching stock with logos “Majeste Imperator”, also on freight were 193 602, 182 582, 193 250 and 1216 933. DB Class 185 also appeared from time to time. I had noted that EC22, due to depart at 16.35, was 55 minutes late(no surprise there then) and after CD383 111 had passed 411 064 reappeared with the train for Wurzburg and beyond and so back to Germany. CAMBODIA News. Ross Middleton reporting. The Cambodian government has announced that it is investigating another rebuild of the Phnom Penn to Poipot Railway. The plan is to rebuild it as a standard gauge 100mph railway. This would mean those railways connected to it would both be of a different gauge. However, looking ahead, Vietnam is looking towards conversion of its railways to standard gauge as is Thailand. So in the future this may make a lot more sense than it does currently. CANADA Preservation. CNR 4-8-2 6060 was withdrawn in 1959 and preserved, being displayed in Jasper (AB) 1962-1972 then restored to working order for tourist trains and seeing use between Toronto and Niagara Falls later in the 1970s. In 1980 CN donated the loco to the province of Alberta, the loco remaining in use including some workings in the Vancouver (BC) area. It was stored for a while in Stettler (AB) but was back in use again on CN excursions 1998-2012. Since then it has been in the care of the Rocky Mountain Railway Society with restoration taking place very slowly. Financial help in 2020/22 has seen work moving forward with work taking place on the crown sheet and stay bolts. Another C$650,000 is needed to get the loco active again.

105 CZECHIA Preservation. Solvayovylomy open air museum in Svatý Jan pod Skalou, some 20 km SW of Praha, has acquired a steam locomotive and a diesel in time to count as Christmas presents. Both locos are from the UK, latterly on the Richmond Light Railway in Kent. The steam loco is Bronhilde (BMAG 9124/1927) which has seen service at Bredgar and was at Bressingham in the 1970s. The diesel is Jung 7649/1937, once in Argentina. DENMARK International Services. From December this year, the new timetable will mean the end of DSB DMUs working to Hamburg. Earlier this year the first set of DB IC stock arrived in København and within a short time driver training with this stock started. At the moment the stock is returned to Hamburg for maintenance, this move being incorporated into the training programme. There are also reports that some IC3 workings may change over to the new workings as early as April this year. EGYPT Locomotives. Those with an interest in foreign railways and locomotives will know that Egypt has many ‘Class 66s’. However a news item shown on the internet in January revealed the arrival of some new 66s to work Talgo trains. It was thought that the locos were probably rebuilds but no, they are brand new and capable of 100 mph on the Talgo trains. It was thought that the production of class 66s had finished but that is only as far as Europe is concerned as they do not meet the criteria for emission levels. The locos are numbered 4001-4006 and are model JT42CWRM with order number 20168406 and work the new Talgo trains in top and tail mode. FRANCE New Stock. SNCF is getting even more EMUs. Units of the Z54500 type (Alstom Regiolis) are now being delivered and will replace loco-hauled workings between Paris Bercy – Dijon – Lyon services, replacing BB 7200 and Corail stock. Go and sample the loco-hauled workings before it is too late. Preservation. Surplus Swiss stock on the La Mure system has been sold to the ‘SABA’ line Bas Berry based on the old Blanc Argent system. P’tit Train de la Haute Somme has a new loco with the arrival on 18/08/22 of 0-4-0WT OK 1486/1905 from a plinth at Jouy aux Arches (Moselle).(Note the loco was previously reported as OK 1488/1905.) GERMANY ICE. So many ICE4s have now been built that DB is now replacing its standby IC sets. They have been replaced by ICEs in Hannover and Karlsruhe by ICE1s, Köln (ICE2), Frankfurt/M and Leipzig (411s). Spare IC sets remain in Dresden to cover the nonavailability of KISS units and in Hannover to cover for IC2s. Basically a failed ICE will be replaced by another ICE. LKM. This is an old abbreviation dating from DDR days but now has a new meaning, Lokomotiven Konstruieren und Modernisieren. It has taken over the old MaK loco works site and in fact some of the first work to be done there is on locos that were built there! Locos RDC 251 002/3/7 and Hector Rail 861 001/3 are in fact all the same type built originally for Norway. Also reported there were BUVL 295 061/73. 2159. This is the class number for the Euro-Dual locomotives which are flavour of the month in Germany. The DB now has six of them working principally between the Mühldorf and Heilbronn areas to Duisburg Ruhrort and Oberhausen West. The IGE firm is to get 2159 247 and by June 2159 254. More reports vary as to the locos being 2159 or plain 159. Preservation. Several recent movements of preserved locos can now be confirmed. E18 19 is at the Vissman museum in Battenberg, 52 8039 is displayed at the Serengeti Park in Hodenhagen whilst E93 08 is confirmed as having gone to Horb. Another loco on the move

106 is 89 7531 which has left Heilbronn and is now with Historischer Eisenbahn Niederrhein at Rheinkamp. In the 1972-75 period it was stored at Lehrte and was then reported as going to the DDM in Neuenmarkt-Wirsverg but in fact it went on a plinth at Reimboldshausen before moving in 1988 to the NMLE group at Finsterwalde and then in 2003 to the museum in Heilbronn. It left Heilbronn in November 2022 and was put on show at a Christmas market in Essen before arriving at Rheinkamp. V2.004 (MaK 500004/1954) has left the Exertal line and gone back home to Braunschweig after some years on loan. Another Mak loco is on the move with 220023/1955 having left the Bentheimer Eisenbahn and gone home to Wunstorf where it used to be No. 263 on the Steinhuder Meer Bahn. INDIA News: Ross Middleton reporting. The massive 272 km Himalayan railway project connecting Udhampur, Srinagar and Baramulla is 90 per cent complete, according to Indian Railways. The gigantic construction project has been named as Udhampur – Srinagar – Baramulla Rail Link (USBRL) project. As per reports, it will connect the Kashmir region with the rest of the country with a broadgauge railway line. According to a tweet by the Railway Ministry, Katra-Banihal Section’s 162.6 km of tunnel mining and 31.3 km of total 117.7 km of track laying have both been finished. Also, 21 of the total of 26 main bridges have been constructed and 11 minor bridges have also been completed. Around 7 stations are almost 80 per cent complete and the overall progress of the project is 90 per cent, the tweet by Railway Ministry stated. According to a report by India Infrahub, the USBRL project’s three segments of line have been completed. The train lines —25 km from Udhampur to Katra, 18 km from Banihal to Qazigund, and 118 km from Qazigund to Baramulla – are completed. However, work in the most arduous and treacherous portion of the 111-kilometre Katra-Banihal section is still ongoing. In JammuUdhampur-Katra and Baramulla-Banihal, train services have been operating for several years with operations now handled by electric trains. Shatabdi Express trains are now to be replaced by the Vande Bharat Express and the sleeper version will be an alternative to Rajdhani Express trains. The sleeper version of the Vande Bharat Express trains, which has been in the headlines and attracting passengers since its launch, will be designed to travel at a speed of 220 km per hour. These aluminium-made sleeper version trains will run at a speed of 200 km per hour on the tracks. Indian Railways has floated a tender for 400 Vande Bharat trains and the work was expected to be approved by the end of February. The first initial lot of such trains could also be sleeper versions of the indigenously made trains. Meanwhile, four major domestic and foreign companies have submitted proposals for the production of the trains. Four hundred trains will be produced at the Integrated Coach Factory (ICF) at Chennai in Tamil Nadu, Latur Rail Factory in Maharashtra and Sonepat in Haryana over the next two years. The Vande Bharat trains are fixed formation trains with a power car at each end. Currently, eight Vande Bharat Express trains are running on different routes in the country with the latest one being the SecunderabadVisakhapatnam Vande Bharat Express connecting Telangana and Andhra Pradesh. Earlier, Union Railways Minister Ashwini Vaishnaw said that Vande Bharat is an excellent train. “It can travel 0-100 km in 52 seconds, while other trains in the world take 54 to 60 seconds. India’s designs are even better than aeroplanes. It can provide the most comfortable travel experience,” the minister had said. The railways are now also developing a metro version of the Vande Bharat express that will operate between city pairs within a couple of hours of each other. Siemens Electric Locomotives. Siemens has won an order from Indian Railways to supply 1,200 electric locomotives of 9,000 hp output, probably a Co-Co version of a Vectron, certainly a Co-Co is illustrated in the press release. Assembly will take place in India at the Dahod plant in Gujarat province. The locomotives will be allocated to depots in Vishakhapatnam, Raipur, Kharagpur and Pune. The delivery of the locos will be over a period of 11 years. The locomotives can haul 4,500 tons and run at 120 km/h.

107 INTERNATIONAL Finland/Sweden News, Ove Tovås reporting. The Swedish Trafikverket has announced that they are planning to build a new platform for the Finnish broad gauge in Haparanda station and that the broad gauge Haparanda – Tornio – Laurila will be electrified. Laurila is on the main line from Kemi to Rovaniemi. The project has EU financial support and construction will start in 2024. The line between Haparanda and Tornio is combined 1435/1524 mm with four rails. The possibly last traffic on that section was when a Hector Rail Vectron with Last Mile function collected eight former DB BDcmz 874.1 couchette coaches across the border from Tornio in October 2021. The coaches belong to Vy Tog in Norway and had been upgraded at VR FleetCare in Oulu for use on the Oslo – Bergen line. They were transported from Oulu to Tornio by road. The line from Boden C to Haparanda was reopened for passenger trains in April 2021 and has currently three trains in each direction per day. The line has ERTMS and some parts of the line have been upgraded to 250 km/h. Operator is Norrtåg with Regina EMUs. When the project is completed, a direct sleeping car from Haparanda to Helsinki will be possible. Germany, Belgium, UK. Visit Report. The last part of Allan Baxter’s reports covers three countries so is grouped under this heading. Wednesday 28 September 2022. We crossed from Germany into Belgium and a quick run on the NBS had us at Liège at 12.49. Another fast run saw us into Brussels Midi at 14.00 and I now had the best part of an hour with the Brussels traffic before going to the Eurostar terminal. A train for Amsterdam had 2806 at the rear and the next service to that place was in the charge of 186 005. Two of the new DD sets numbered 76031 and 76050 were noted and a train for Luxembourg at 14.33 was DD stock hauled by 1849. I went down to check in at Eurostar which was called at 15.30. We made our way to Platform 3 to await Train 9145, which was from Amsterdam, and 374 019/020 arrived forming that service. We left punctually at 15.56 and passed Lille Fives half an hour later where 67275 was present with two of the new BB79000. We called at Lille and left again but hadn’t gone far when we came to a grinding halt and sat for about 10 minutes before restarting and nosing into a loop where we stopped again. Apparently the train computer had gone on the blink and we sat there while the driver tried to reboot it. We were at a stand for 63 minutes before we nosed out of the loop and resumed our journey, and soon entered the Channel Tunnel where the transit time was 19 minutes. Then it was a fast run through Kent and under the river and through Essex, finally arriving into St. Pancras Platform 6 at 18.11, to mark the end of another wonderful holiday. NEW ZEALAND News. Ross Middleton reporting. Planning permission has finally been granted for the new rail ferry terminal at Kaiwharawhara in Wellington. This had been held up for some time as KiwiRail had wanted to use a site close to the main railway station. Construction of the new terminal should commence in June this year and will need to be completed by mid-2025. Given that they need to work around the existing terminal area without disrupting the current operations, this will prove to be a difficult time scale. The new terminal at Picton is already under construction and recently saw the turntable moved to a new location. More good news, the Dunedin City Council has decided to retain Dunedin Railways. A new business plan is being developed to ensure the operation is profitable. In the meantime the limited operations that have run over the last couple of seasons will continue. Then the bad news; New Zealand’s new Prime Minister wants to reduce spending, first for the chop is the plan for light railways in Auckland, these are now under review. SWITZERLAND Preservation. Ralph Schorno in Winterthur has sold Ae4/7 11002 to Swisstrain but SBB Historic loco Ae4/7 10905 remains kept at Winterthur. Swisstrain has sold privately SBB RFe

108 4/4 601. So, on 06/08/22, SBB-H Ae4/7 10950 was used to haul 601 from Payerne to Brugg and returned hauling 11002. RBe540 019, once SBB and latterly with the OeBB as 205, is now reported owned by Prestige Continental Express and moved from Basel Gbf to Payerne last May. It is now reported preserved in Lausanne “Platform 10” which is understood to be part of the old loco depot. RhB Be4/4 514 is reported sold to Bahnmuseum Albula. Visit Report. Allan Baxter reporting on the last days of his 2022 tour. Sunday 25 September 2022. I wandered back to Würzburg Hbf and decided to have another day at Gemunden, which I accessed in 440 308. 193 997 was sitting in the yard with containers, and soon a northbound car train came past with 193 244. Then a southbound tank train went through with 151 027, and was immediately followed by another car train with 185 642. However it was then 50 minutes before the next freight hove in sight, a northbound container service with 193 247, and then a southbound container service went through with 152 151. It was then another 25 minutes before another freight appeared, an Altmann train of car parts with 185 529 going north, and then 193 858 passed through in the other direction with more containers. Twenty minutes later 187 147 was in charge of a northbound container service, and almost immediately afterwards Hector Rail loco 162 001 went south with yet more containers. Then a northbound swap-body service was headed by 185 576. It was half-an-hour before the next freight arrived, 192 034 leading some tanks northbound, and EuroDual 159 231 went past in the other direction with a train of logs. IC2082 went past with 101 071 for Hamburg Altona, and another northbound container service had 193 266 at its head. Then an empty car train passed going south with 186 383, and two minutes later 185 070 arrived with hoppers and 185 153 on the rear. A Munchen S-Bahn unit, 423 209, appeared, and then 185 603 went north with a train of flats and a southbound train of logs had 193 728 for haulage. There was then a 50 minute gap before a southbound container train passed with 152 109, then a northbound swap-body service was double-headed by Vectrons 193 228/922. Another northbound train, 185 349, went through with tanks, and after another Munchen S-Bahn set, 423 266, passed, we had another two northbounds, 152 015 with vans and 139 287 again with vans. The next train was again going north, a swap-body service with 185 359. By this time it was nearly 18.00 and so I went back to Wurzburg in 445 058, with 445 049 on the rear. I noted that the two rescue locos sitting in the yard were 714 101/107 and SGLs 203 161 was also there Finally, 193 756 appeared before I decided that was enough. It had been a somewhat fractured day for freight with not nearly as much passing as on the day before. Monday 26 September 2022. Today’s run was to Stuttgart and then back via Ulm and Nürnberg. The train for Stuttgart was a new Flirt 4-section set, 1428 017, which entered traffic 2 years ago. Before we left 192 032 came in alongside with a freight. 203 012 was parked up outside the station. A new Class 8442 326 passed as we made our way to the first stop at Lauda. The scenery was very rural as we called at Osterburken and then Mockmühl but became more industrial at Bad Friedrichshall and then Heilbronn where 185 289/185/276 and 152 037 were parked up along with some Karlsruhe trams. Continuing, we passed some more 1442s and a diesel loco, ESG12 or 275 022; 218 468 was also seen and 187 165 before we eventually ran into the building site that is still Stuttgart. However this shouldn’t be for much longer as the base tunnel from Wendlingen to Ulm opens with the timetable change in December which will take the long distance trains off the 1 in 44 via Geislingen. The line through the new tunnel is even steeper than this but is straighter. I noted a number of EMUs in Baden-Württemberg livery sitting around Stuttgart and it was in one of these, 5-section 1429 046, that I went with to Geislingen, passing on the way the depot at Plochingen where a new batch of S-Bahn 430s in a different livery were stabled. On then through Göppingen and then up the hill to Geislingen where the train terminated. Geislingen is served by RE5 Stuttgart to Lindau and there is another RB train from Plochingen to Ulm. Quite soon a freight appeared going uphill, headed by 151 170 and banked by 143 276/856, and then a double-headed IC, which was later identified as Oberstdorf-Dortmund, went past with 218 415/446, the latter in blue and cream livery.

109 Then RE5 for Lindau appeared with 146 210 in charge of DD stock. The other RB for Plochingen called with 1429 036, and a southbound IC passed headed by 101 047. One of the former Westbahn EMUs numbered 4114 headed towards Stuttgart and an ICE4 set 412 9453 went towards Ulm before 1429 037 arrived with the next RB to Ulm. There will be more paths for freight on this line after the timetable change. There is a container depot on the right at the top of the hill, at a place called Beinerswetter, and 193 901 was one of the two Vectrons waiting to leave. Approaching Ulm, the south portal of the base tunnel is seen on the right before running in to Ulm Hbf. This is always a busy place and 1293 026 was stabled there, and 1016 040, while DMUs on show included a new batch of Class 622 and some 633s. I watched traffic for a while before going on to Donauwörth in 440 107, an Agilis set. We left via the ridiculously high noise barriers at Neu Ulm and 187 320 was seen en route before arrival at Donauwörth. Here, there was an ICT, 415 004, waiting to go on to Nürnberg so I jumped on and we passed 159 227 before arrival into Nürnberg. This place has lost the last of its S-Bahn 143s which have been replaced by a new batch of 4-section Class 1440. 403 023 arrived with the next ICE for Wurzburg and beyond and we passed 223 156 at Furth with 185 008 sitting alongside at the head of a container service. 152 056 was also seen with containers before arrival in Wurzburg. Tuesday 27 September 2022. I had a trip to Linz, Austria, planned for today, starting with the 08.41 to Nürnberg, via Bamberg, in 442 305. 185 072/339 passed with a freight as we left. 193 294 was at Schweinfurt as we left, and 152 148 was at Bamberg. The line from Bamberg on to Nürnberg is being widened to four tracks and there was some slow running. We were about 10 minutes late at Nürnberg as I crossed from Platform 3 to Platform 15 to get the ICE to Linz. But it was not in sight and when I looked at the departure screen I noted that it was 53 minutes late. I sat down to wait and noted a number of 1440 and 442 forming S-Bahn services. Also present was 102 001 on a train for Munchen. Eventually 411 064 arrived with the train for Wien. I noted 143 250 in DR livery parked up somewhere en route to the first stop at Regensburg and 193 845 on a freight heading towards Nürnberg. We ran into Regensburg where 223 063 and 183 003 were exchanging trains, and 192 001 was in the yard. We stopped at Plattling and then came into Passau where locos present included 193 754, 1116 158 and three CD Vectrons, 383 115/117/201. MAV 471 509 was also present. Wednesday 28 September 2022. My holiday was nearly at an end but I still had to get myself back to Blighty and the first leg was by ICE728 at 08.32 off Würzburg.   An engineer’s train passed through Platform 6, 187 319 leading and 187 317 trailing. 401 016 then called at the same platform and was followed by 403 029/032 forming ICE728. We set off via Gemünden which was empty and uphill to Lohr Bahnhof and so through the Spessart hills to Aschaffenburg where 193 565 was in the yard. We continued via Hanau and, approaching Frankfurt Hbf, we learned that the incoming train from Amsterdam, which was to form ICE16 to Brussels, was turning round at the Flughafen, but those requiring to be on ICE16 could stay on ICE728 and get out at the Flughafen. I did so and dismounted at Flughafen Platform 7, noting there that the train I was intending to catch was due in at 10.42. It duly appeared at that time, formed of 406 007, and left again for Brussels at 10.54, first stop Koln 11.44-11.49, then it was on to Aachen 12.25-12.27. The last items I saw before we turned left to climb towards the Busch-Tunnel were 462 045/006. SPAIN Preservation. On 26/12/22 diesel loco 333 356 hauled Garratts 282F0421 and 462F0401, together with electric loco 1003, from Lleida to Mora la Nueva. Maybe some restoration work will be done there or is it a permanent move to a new home to make room for DMUs at Lleida? THAILAND News. Brian Garvin and Ross Middleton reporting. Bangkok. It was announced many years ago that there was to be a new main station at Bang Sue on the outskirts of Bangkok which would replace the existing terminal station

110 called Hua Lamphong in the centre of Bangkok. Well time has passed and Bang Sue Grand Station has been open for some time. The big change has now happened with most main line trains now diverted to terminate at the new station which opened for the main line trains on 19/1/23. Fifty-two main line services are now dealt with there instead of the old terminal which for the time being still has some suburban trains serving it. Bang Sue Grand Central has been renamed Krungthep Aphiivat Central Terminal. Northern and North Eastern trains depart from platforms 1 and 2 with platforms 5 and 6 used for arrivals. Southern Line trains leave from platforms 7 and 8 with arrivals dealt with at platforms 11 and 12. The new station is built on part of the site of Bang Sue freight yard with the main locomotive depot being not far away, with carriage servicing for coaches and DMUs also close to hand. One of the reasons for the closure of the old terminal is that the approach to Hua Lamphong involved many level crossings which tended to cause major traffic jams on surrounding roads. Figures about the number of trains involved vary but one set shows trains from the new station total 14 for the Northern Line, 18 for the North East Line and 20 for the Southern Line which total 52 as above but Thonburi stays open and deals with 10 trains a day. Hua Lamphong is reported to be still handling at least 22 trains, all being local trains from the above lines but also handling all trains for the Eastern Line. The cost of the new terminal, including the station, elevated train tracks and a connecting station for Bangkok’s mass transit system, is around $1 billion, according to Takun Indarachome, director of traffic operations for the State Railway of Thailand. Almost all of Thailand’s long-distance domestic and international rail services will pass through the new terminal, on which work began ten years ago. The first train out of the new station was bound for Sungai Kolok, on Thailand’s southern border with Malaysia. Many Thais, however, are lamenting the shunting aside of the previous terminal, Hua Lamphong, on the edge of Bangkok’s Chinatown in the middle of the capital. The classic station, with its highceilinged waiting room, has hosted generations of travellers, ranging from rural workers looking for jobs in the city to backpacking tourists headed south to chill at seaside resorts. All is not lost for the nostalgia, however. Several lines — running locally and mostly to the east — will still wend their way to the older, more central station. For the time being at least, 62 trains will use it daily. This includes trains to Malaysia and the river Kwai. (Something may have been lost in translation- Ed.) Locomotives. In 2020, 50 new diesel locomotives were ordered from CRRC China. The first ones arrived in February 2022 with all 50 now delivered. They are numbered 5201- 5250, passed for 120 km/h, and are fitted with MTU engines developing 2,380 kW and have AC transmission. They have been gradually settling in and now the days of the old GE ‘shovel nose’ locos must be over and perhaps some of the Alstom locos as well. USA News. Ross Middleton reporting. Amtrak. Nearly a year after they made their main line debut, Amtrak’s new Siemens Mobility ALC-42 ‘Chargers’ are still having teething issues, especially in cold weather. This winter, the Empire Builder connecting Chicago with Portland and Seattle has been plagued by delays and even cancellations. Some of the delays have been caused by weather and freight train interference, but perhaps the biggest issue has been with the ALC-42 locomotives, which have been running on the route since February last year. Issues with the locomotives losing power have resulted in hours of delays for passengers across the route. In some instances, BNSF Railway has even had to provide freight locomotives to get the train over the road. Kara Evanko, a spokesperson for Siemens Mobility, has said the units have lost power during “unusually extreme circumstances where the locomotive experiences drastic changes in temperature.” Siemens officials say that hardware and software issues are impacting the locomotives, but both are being addressed. New software is being installed and hardware — specifically a pipe — is being replaced. Siemens officials

111 didn’t comment on what exactly the pipe in question did or why it needed to be replaced. However, they did tell Railfan & Railroad that the work is happening on the locomotives that are already on Amtrak property and that it does not require them to go back to Siemens. This isn’t the first time that cold and snow have challenged Siemens products. The SC44 locomotives used on Amtrak’s Midwest service have also had issues in winter, but when Amtrak announced it was purchasing Chargers for long-distance services, officials said those problems would be addressed. Presently, a number of ALC-42s are in service on the Empire Builder, usually paired up with P42 locomotives that they will eventually replace. Amtrak expects to acquire 125 ALC-42 locomotives as part of its current order. New York. For decades, work on a massive rail project has been grinding on, 15 stories below the shuffling footsteps of millions of New Yorkers and beneath the East Hudson River and Manhattan skyscrapers. After years of delays and massive cost overruns, the enormously expensive railway project shuttled its first passengers on Wednesday 1/2/23 from Long Island to a new annexe in New York City’s iconic Grand Central Terminal. The new terminal, adorned with colourful mosaics and replete with storefronts and restaurants — most still empty — is the country’s largest new railway station in nearly seven decades and the most significant expansion over the last century of the Long Island Rail Road, the busiest commuter railroad in North America. The two-level concourse supports four platforms and eight tracks. The station was to have opened by the end of 2022 but was delayed slightly by issues with heating, ventilation and air conditioning. For Long Island commuters headed for Manhattan, the terminal’s key benefit is the ability to take a train directly to the East Side, where previously the only option was to go to Pennsylvania Station on the West Side, then travel back by subway or bus. Many of the subterranean tunnels that carry rail passengers below the Hudson River are more than a century old, some of which are in need of deeper maintenance. The new tunnels built for the project will also allow Amtrak to temporarily divert its trains to USA. US Sugar Corporation Bo-Bo GP11 308, nee GP9 IC 9206 (EMD 22329/1957), brings another load of sugar cane to the mill at Clewiston (FL). Depicted on 17/12/22. (Photograph by Terry Bagworth)

112 the new tunnels so it can begin refurbishing aging east-side tunnels and tracks. When full service begins to Grand Central Madison, the LIRR will add another 269 trains per weekday on top of the roughly 660 trains already in operation, officials said. About 160,000 passengers are expected to hop on and off platforms at the new terminal. Omnitrax, a Denver based operator, is to buy the 155 mile San Luis & Rio Grande RR which went bankrupt about three years ago. The line runs from Alamosa and Antonito to a UP connection at Walsenburg, all places being in Colorado. The defunct company ran steam excursion trains but the loco and stock was sold so whether the new owner will wish to restart a tourist operation is unknown. Preservation. The line between Cass and Elkins had several washouts caused by flooding in 1985. This year should see the line reopened by the Durbin and Greenbrier Valley Railroad after the final section of track including a bridge was completed in January. The loco intended to be used is currently awaiting a new boiler so that when operations start in the spring, a geared loco from the Cass collection will be used. The reopened line is 15 miles long and will make Cass even more of an attraction. On 1/2/23 Cass Shay No. 5 made a test run over the reopened line, the first steam run since 1985. It brought back Meadow River Lumber Company three-truck Heisler No. 6 for attention in the Cass workshops. About six months’ work is thought to be needed to make it a runner again. East Broad Top. 2-8-2 No.16 has been steam tested and was scheduled to be in use at the line’s winter festival in February. This loco had not been used since 1956 but is understood to have been the best one for a quick restoration (67 years sleeping in the roundhouse!). Alaska. The Alaska Railroad is overhauling S160 2-8-0 557(BLW 70480/1944), once USATC 3523). Withdrawn in 1959, it was sold to a scrap dealer in Washington State but it was kept as an educational item for school children. It was purchased in 2011 by the owners of an Alaskan transport company and donated to the ARR. Steady work on an overhaul has taken place since then and it is hoped to have it working again in 2024. Port Clinton (PA). The blue 4-6-2 No. 425 of the Reading, Blue Mountain & Northern has been operating from here for many years but its licence to run has now expired and it has been stopped for its 1,572 days or 15 year overhaul. Fortunately the line has recently restored Reading 4-8-4 2102, so excursions can continue. Silvis (IL). RR Heritage of Midwest America has received a $25,000 grant from the Candelaria Fund which, with matching grants, totalled $75,000 so money is now available to allow work to proceed on restoring the Challenger 4-6-6-4 3985. Visit Report: Terry Bagworth reporting. Touring over the Christmas and New Year holiday period, it was possible to visit Clewiston for a Santa Special. The first time they had operated such trains was Saturday 17/12/22 in a three weekends season. We saw and rode behind 148 on a short Santa trip. Their new coaches are very good and their website USSugar.com links to the steam operations. They are feeling their feet on steam operations so the plans they have for the future are more ambitious. I had a talk with a ‘mechanical man’ on the staff and complemented him on the loco and coaches. He said the second loco is still under full overhaul in Tennessee and he didn’t know when it will be returned. The stock they have bought from, originally, Southern Railway is also good, not at all worn out, so that is also a bonus. It’s an amazing railway, said by the man to be 400 miles long and working 24 hours a day, 7 days a week. We saw several sugar trains in the four hours we had there and I got a couple of good shots. Brightline. Looking at Brightline, we went up to Orlando for a short family visit and I was told trial running has started and there have been a number of level crossing ‘incidents’ in the area. A new depot is understood to have been built near Orlando International Airport. (LOK-Report, Drehscheibe, Siemens Mobility, Allan Baxter (4), Eisenbahn Kurier, Facebook, Ross Middleton (5), Trains News Wire, Terry Bagworth, Railfan)

The opinions expressed in this Bulletin are those of the Editor and his contributors. Compiled and produced by M. J. Eckett (Hon. Editor) for and on behalf of the Locomotive Club of Great Britain, Flat 22, Gadebury Heights, Bury Road, Hemel Hempstead, Herts. HP1 1HG. © Copyright 2007-2023. Photographs – original photographer. Content – LCGB. All rights reserved. The Printed Word, Unit 2, Graylands Estate, Langhurstwood Road, Horsham, West Sussex RH12 4QD. Telephone 01403 255650. Built in 1954 as part of the plans of the British Transport Commission to reduce costs of branch line operation, heritage DMU M79900 has a trundle during a visit from the Ecclesbourne Valley Railway to the Great Central Railway, 1/10/22. (Photograph by John Palmer)

A recent cleaning of digitalised slides by Howard Forster uncovered these two views of the Club’s ‘West Countryman’ railtour of 24/2/1963. In the first picture, A4 No. 60022 Mallard was pictured at Tiverton Junction, prior to departing for Paddington. Ex-GWR 0-4-2T No. 1450 was depicted at Hemyock, in the course of working a round supplementary trip from Tiverton Junction. (Both photographs by Howard Forster)