72187 LCGB Bulletin 76 03 Digi

BULLETIN VOLUME 76 NO.03 FEBRUARY 2024 THE LOCOMOTIVE CLUB OF GREAT BRITAIN LCGB More Roundhouse Tales Byeways of the North-East (Part 4) and much more ... www.lcgb.org.uk

MANAGEMENT COMMITTEE Club President: Charles Firminger. Past President: Bob Breakwell. Vice-Presidents: John Cramp, Brian Garvin, Robin Patrick. Chairman: Cedric Spiller, 9 Hurst Avenue, Worthing, Sussex BN11 5NY. Tel: 078 5020 5020. Email: [email protected] Club Secretary: Tony Stratford, 15 Booths Close, Welham Green, North Mymms, Herts. AL9 7NW. Email: [email protected] Treasurer: Chris Lewis, 15 Nursery Close, Widnes, Cheshire WA8 3HB. Tel: 07720-755829. Email: [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: Bert Etherington, Pine View, Moor End Lane, Stibbard, Fakenham, Norfolk NR21 0EJ. Tel: 01328 829185. E-mail: [email protected] 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: Vacant. Renewals Officer: R. T. Rolland, as above. Independent Accounts Examiner: 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. Contact: [email protected] (* Library facility available.)

57 THE BULLETIN OF THE LOCOMOTIVE CLUB OF GREAT BRITAIN VOLUME 76 No.03 21st February 2024 CLUB NOTICEBOARD Murray Eckett, Flat 22, Gadebury Heights, Bury Road, Hemel Hempstead, Herts. HP1 1HG. Tel. 01442-247083. Email: [email protected] Overseas Subscription Rates: After careful consideration, the Management Committee of the Club has decided to increase the subscription rate to £57.00 sterling annually for printed copies of the LCGB Bulletin. This figure represents an increase in costs to the Club andincreased postal charges. The Committee wishes to point out that overseas rates have not changed for several years. The new rate is based on £35 inland membership plus £22 for overseas despatch. Our overseas members may be interested in making use of electronic copies which can be sent for £20 sterling per annum and can be delivered almost instantaneously. Club Annual General Meeting: The Club Annual General Meeting will take place at the Dorking Christian Centre on 11/05/24, the doors will open at 11:00 am. It is planned that the Branch Officers’ meeting will commence at 12.00 midday and will be chaired by Branch Liaison Officer Albert Etherington. The main AGM will commence at 2:00 pm and will be chaired by Cedric Spiller. Lunch will be provided for the Branch Officers and MC. Further details will follow. Central London Branch: The CLB’s meeting on 19/4 will be 34007 Wadebridge: Barry to the Main Line? The speakers will be Stephen Evans and David Ford, both of whom are directors of the owning society of Wadebridge. Dorking Branch: There has been a change to the meeting planned for 8/5, which is now to be The History and Mystery of the Milwaukee Railroad, the speaker being Guy Hardy. Start time will be 14.00. Press Day: Press Day for Bulletin 4/24 will be Tuesday 27/2/24 and distribution day for the same edition will be Wednesday 27/3/24. Press Day for Bulletin 5/24 is 2/4/24. BRANCH MEETINGS Bedford: 5/3/24: A Colour Rail Journey. Speaker: Paul Chancellor Central London: 15/3/24: The Grime and Glory Days. Speaker: Simon Colbeck Dorking: 13/3/24: The Welshman. Speaker: Ken Owen North London: 12/3/24: That Was The Year That Was: 1964. Speaker: Geoff Plumb North West: 5/3/24: The LCGB at the Red Lion. Various speakers St Albans: 14/3/24: The Peter Bland Collection: The Story Continues (PT2). Speaker: Bryan Cross BRANCH REPORTS Murray Eckett Bedford: On 7/11/23 Robin Cullip made his sixth visit to the Branch to cover the last few branches and main lines via a presentation entitled Railways of Northamptonshire Part 6. (Part 7 is likely to cover the industrials, if what we have seen so far is anything to go by it will be a great evening.) Peterborough to Thorney was our first outing towards the flat fens so very Front Cover: 60103 Flying Scotsman worked an RTC special from Cambridge to Worcester on 13/12/23, 06.25, 1Z37 ex-Cambridge. The A3 is seen passing Waterbeach station at 06.33 on its way to Ely. (Photograph by Michael Smyth)

58 much brick flavoured and via the so-called Rhubarb bridge with its soil lining packed with that tasty vegetable. No doubt out of bounds today. We moved west into the rising ground with a look at the Wansford to Stamford branch (a very early closure in 1930) with a surviving relic in Water Street Station, now an old folks’ home, and news that Wansford Road is going to Rail World nearby. Then Glendon to Manton via Harringworth where we were shown the 1860 Glendon North box just before closure. Via Geddington, Weldon and Corby to the heavy industry of Northamptonshire, now all a memory. Train loads of scrap and even a diverted Waverley passing through. Robin recounted his time in a local signal box, something we all enjoy hearing about in those far off days of tea, chat and bells. Gretton station had its last train pictured and nearby we were treated to many superb and striking lineside shots featured before by local PW man Mr Harris, so good that this collection from the 1950s has been preserved by Robin. Before the break we enjoyed inside shots of Manton Junction box. The GCR came up next and a special memory for your scribe who travelled on a dark night behind a rusty Black Five from Marylebone to Rugby Central in the winter of 1965. At Leicester Central a WR engine (a County no less) was hauling a Sheffield to Swindon parcels. A local trainspotter friend once told me how they looked in at the GCR shed at Leicester to see what GW engines were lurking there having arrived from Banbury South via another Harris picture of a splendid V2 in full cry. Even a wartime US 2-8-0 on a freight. I loved Staverton Road box on its stilty magnificence sitting on an embankment. The GCR had such notable large boxes. 34006 passed us on an exchange trip. Via a neat and tidy Charwelton, clean of bushes and trees, to the magnificence of Woodford. The shed was shown complimented by maps of the yards. Local engine Chicheley Hall was seen on a Bournemouth to York working. Shots followed as we travelled towards London via Culworth and Helmdon with a good Leonard Mill shot of the last train. Colin Walker (inveterate photographer of the Welsh Borders) had captured a shot of a train crossing the splendid but now mourned Brackley viaduct. Eydon Road cabin, another splendid ‘box, with an L1 nearby. We finished with County of Northampton on the GCR as a tribute to Ian Lyman and the Northampton Regiment. Researching and searching for information on old lines is but ultimately rewarding so thank you, Robin, as these lines deserve not to be forgotten. Central London Branch welcomed Tom Ingall on 19/1 to give us a presentation on the Great Central Railway Reunification. The present Great Central Railway heritage line runs between Leicester North and Loughborough Central and is one of this writer’s favourite preserved railways because of its main line character. Tom outlined the history of the original Great Central Railway as the London extension, opened in 1899, of the Manchester, Sheffield and Lincolnshire Railway from Annesley near Nottingham to Marylebone with an end on junction with the Metropolitan Railway at Quainton Road. This will all be well known to readers of this wonderful journal! The main line closed in sections, with closure of the smaller stations in 1963 followed by closure as a through route in 1966. The final Rugby Central to Nottingham Arkwright Street section closed in 1969. The preservationists were soon on the case and the first open days were held at Loughborough in 1973. While most of the remaining GC was lifted there remained, for commercial reasons, a section north of Loughborough to Ruddington near Nottingham for the gypsum (aka plaster of Paris) traffic and the MoD depot. The bridge taking the Great Central over the Midland main line was dismantled in 1980 and a link to the Midland line was subsequently constructed on the north side. The material from the GCR embankment was used to build the link which remains in situ and will be invaluable as a connection to the modern main line in future. Thus there were two railways. Following the Atkins Report of 2009, and to cut a long story short, there is now a strong case, supported by many worthy bodies, including Network Rail and Charnwood Borough Council, for joining the two lines. Tom’s fascinating presentation focussed on three major infrastructure aspects of this reunification project. The most important one was the construction of a single track bridge over the Midland main line just south of Loughborough Midland station. The work began in 2014 and the single span bridge is now in place and awaits the rails and completion of the surrounding groundwork. Nearby is the bridge over the canal between the southern side of the

59 MR and Loughborough Central station. That was in a poor state but it has now been completely refurbished in a process that started in December 2018. It required a cocoon around the bridge above the canal to allow engineers to access the main girders from underneath. This structure is now complete and the canal available for traffic once more. The other significant underline structure is the bridge over the A60 on the Ruddington side of the bridge over the Midland line. The general condition of the old structure was such that total replacement was the only sensible option. Work began in August 2022 and the old girders were taken down overnight on October 1st 2022. The new abutments were installed in early November 2022 and the bridge was completed by November 19th 2022. The whole reunification project will be finally completed whenever the money has been raised. £2 million is already in the bank for the remaining Factory Flyover, taking the GCR northward over a new road junction and a factory car park. Prospects for the reunited railway are exciting indeed, including both as an eighteen mile heritage railway and as a destination for incoming main line railtours. The Branch gives many grateful thanks to Tom for such a fascinating look at a UK prime heritage railway which in the third decade of the 21st century is actively expanding. The Branch also made a small donation to the project. Tom advised that further donations can be made on-line via www.gcrailway.co.uk/unify. Dorking: The Branch meeting on 13/12 commenced with the AGM for 2023. The Chairman reported that a full programme of meetings had been held with only one late change caused by the withdrawal of the booked speaker for health reasons. A full programme of meetings has been arranged for 2024 and details are available on the Branch page of the Club website. Two of these meetings will be held in the afternoon as an experiment. Encouragingly, there has been a modest increase in attendance levels, particularly in the latter part of the year, sufficient to produce a small financial surplus which led to a decision not to increase entrance fees at present. The modest return to outside activities continued with a very successful walking tour of items of railway and other interest in the Waterloo area led by our recent speaker John King. The meeting was attended by the Branch Liaison Officer Bert Etherington who, as well as outlining his background and previous links to the Dorking Branch, gave an update on Club level matters which echoed the Club Chairman’s message in the November 2023 Bulletin. The formal business concluded with a vote of thanks to, and the re-election of, the existing Branch Committee plus Andrew Foster as an additional member. After the customary seasonal refreshments provided by the Committee, four presentations were given. Two of these concluded previous unfinished presentations, Robert Jackson with Ken Nunn pictures of further Ireland railways in addition to the coverage of Ireland in his September 2023 talk and David Clark with further coverage of present day scenes around London from December 2021. Bert Etherington gave a history and description of one of the country’s lesser known heritage railways, the Mid Norfolk, where he currently volunteers, whilst David Heal provided a noisy finale to the evening with videos of the Bluebell Railway and of steam around Dresden. All four speakers were thanked for bringing the evening, and the year, to a successful conclusion. Obituary: John Drake: The Club has been informed of the passing of John Drake (member 2677), who had been a long-standing member. Mr Drake was 82 and lived at Newmarket. LCGB REUNION 20TH JANUARY 2024 Bob Stonehouse The Club Annual Reunion took place on Saturday 20th January at the same venue as in 2023, St Cyprian’s church near Baker Street in London. This early 20th Century church is very conveniently located and contains some ornate wooden carvings and beautiful stained glass. As before, the morning session was organised by the writer and the afternoon session, dealing with non-UK topics, was organised by Adrian Palmer. The first of the four main items of the day was Oxford to Cambridge then and now presented by Dick Crane. Dick gave a thorough and comprehensive review of all the stations on the line between

60 these two well-established University cities, starting with a brief look at Oxford Rewley Road. This was closed in 1951 but it was of note because the station building was constructed along the principles of the original 1851 Crystal Palace. It was LNWR owned from 1879 and is now resident at the Quainton Road site. Dick then reviewed all the stations along the line to Cambridge with views from steam days and as some of them are now. Islip, now operating under Chiltern Railways, was gas lit until its first closure. A new station opened as Bicester Village in 2015 to serve the shopping outlet. At Claydon there was a wartime link to the GC and possibly a future nearby link to the new HS2. At Verney Junction there was a service to Baker Street from 1891 up to 1936. At Winslow there is an entirely new station a quarter of a mile from the original establishment. Swanbourne station has gone completely but the embankment has been strengthened in anticipation of 100 mph running. The scene at Bletchley has changed greatly. Gone are the original station buildings and there are now new platforms on the new flyover for the East-West link. Eastwards from Bletchley is Bow Brickhill, opened in 1905 and where the platforms were raised to accommodate the new DMUs in 1959. Ridgmont station is Grade 2 listed and houses a tea room and visitor’s centre. At Millbrook the station building, now in private ownership, is also Grade 2 listed. It also has a bench seat in memory of the late great Captain Sir Tom Moore, the late charity fund raiser. Stewartby was the site of the London Brick Company’s site and at one time had 30 chimneys. The last one was removed in 2021. Bedford St Johns is now a shadow of its former self, the original station having closed in 1984, and the present day Marston Vale route now ends at Bedford Midland station on the Thameslink route. The route beyond Bedford towards Sandy and Cambridge remains closed and will not be reopened. Blunham station is now two residential homes. The ECML was crossed on a flyover at Sandy which was the starting point of Captain Peel’s railway to Potton. The line continued on through to Gamlingay, 31 miles east of Bletchley and then on to Old North Road. The trackbed beyond at Lord’s Bridge is now used as the base for the Mullard Radio Astronomy Observatory and the Trumpington to Cambridge section is now used for the guided busway. So the Bedford to Cambridge original route is unrestorable. This section of the East West Railway alignment is now subject to a new route, awaiting final approval in 2024 from a point on the GNR Cambridge to Hitchin line, to Camborne, to Tempsford and on to Bedford. It was interesting to note that this cross country link, that many would argue should never have closed in 1968, is now fully up and running at its western end but the eastern end is subject to final approval for construction of an entirely new alignment. This was a superbly prepared and fascinating presentation. Our Club President, Charles Firminger, then took us up to the lunch interval with a wonderful look back at 1962 (was that really over 60 years ago?). Your scribe was catching up on his boyhood trainspotting, thanks to the Online Transport Treasury resource. BR Cl. 4MT Mogul 77003 was noted at Kirkby Stephen on an RCTS Stainmore route special, 46225 Duchess of Gloucester was recorded in glorious LMS red, N15 King Arthur Class No. 30782 Sir Brian was noted at Victoria on the Club Kentish Venturer railtour, and 30926 Repton was recorded later on the same Club tour. The writer was pleased to note an ex-GE Britannia, 70012 John of Gaunt, location not noted, in action and N7 69621 adjacent to Brush Type 2 D5587 at Liverpool Street. The Caledonian 4-2-2 No. 123, the Highland Railway Jones Goods 4-6-0 and GNoScR 4-4-0 Gordon Highlander were all recorded in railtour action, making an interesting contrast to the last days of the Wisbech and Upwell tramway and early preservation days on the Bluebell Railway. The afternoon session began switched to the scene outside the UK with a review of the Club 2023 study tours and those proposed for the near future. There is no further news of the tour to Angola but developments are awaited from Geoff Warren. The Dordrecht Steam Festival in late May 2024 was mentioned along with the 2023 visit to the Hoorn-Medemblik line in the Netherlands. Some pictures from this visit have appeared in Bulletins 1 and 2, Volume 76. As if that was not enough fun, there were pictures of the 2023 Study Tour to the Isle of Man, all superbly illustrated, as always, by Colin Miell. Thanks, Colin! LCGB Vice President Brian Garvin then gave a comprehensive review of the Club tour to a hot and humid Japan in August 2023 which was reported in Bulletin 1 for this year. For an advanced modern country with a world class railway system, there is a surprising amount of steam traction around! Apparently, the Japanese term for a steam locomotive is SL!

61 Examples shown, included amongst a myriad of images too many to describe individually, were a 2-4-2, No. 403, built by Naismith Wilson in 1886, C11 292, a Nippon built 2-6-4T of 1945, C58 363, a 2-6-2 by Kawasaki of 1944 and C61-2, a 4-6-4 built by Mitsubishi in 1948. This locomotive used the boiler from D51 1109 and Brian describes this as the main line locomotive! Non-steam traction was also copiously illustrated with electric multiple units, electric locomotives and trams including the atomic bomb survivor in Hiroshima. The prototype of the next generation of Bullet trains was also pictured. Peter Robins was the guest speaker for the last afternoon session on the topic of Cuba. As expected with Peter the standard of photography was very high. The scenes were recorded in 2001-2 and for the time showed a remarkable amount of vintage American-built locomotives as well as classic American cars. The reviewer was amused by the names of some of the sugar mills where the steam abounded, such as Australia, Reynold Garria and Jesus Rabi. Many of the vintage steam locomotives seen were in less than pristine condition but some, such as Espartaco No. 1326 and a Marselo Saladol 2-6-0, were in smart external condition. The presentation included a Brush-built diesel, No. 2729, in faded orange and blue livery and some vintage overhead electrics. It ended with the classic view of a 2-8-0 hauled freight on the Rafael Freyre system in a magnificent lush sub-tropical environment. This brought the Reunion to an excellent finish. Grateful thanks are due to our visiting guest speakers, Dick Crane and Peter Robins. However, the Club Reunion is a team effort. It could not have taken place without the contributions of Charles Firminger, for acting not only as a presenter but also as receptionist at the welcome table, Brian Garvin for his sterling work both as a presenter and on dealing with the refreshments revenue, and Tony Stratford for liaising with St Cyprian’s and providing the projector and screen. Thanks also must go to Robert Barker, our Librarian, for dealing with surplus library book sales and Trevor Rolland for handling membership renewals. However, special thanks must go to all those who attended, both Club members and our several guests whom we welcomed from the RCTS, SLS and Talking of Trains, Dick Crane’s evening talks in Surbiton. All are sincerely thanked for their attendance and generosity in donations, resulting in a truly triumphant day on which we comfortably covered our costs. Viva LCGB! The details of the 2025 Reunion will be announced in due course later this year. PRESERVATION NEWS Nigel Mundy New Build Projects by Michael Smyth (Ed: An aspect of ‘preservation’, scorned by a few, but more generally welcomed, not least because it can provide an injection of ‘new’ locomotives to augment the ageing array on which our steam railways rely, is represented by the various projects to construct new ex-main line steam locomotives. Having searched the internet, Michael was surprised to find how many there were although he doubts if some will ever be finished given spiralling costs, competition for resources to maintain existing locomotives in working order, and the dying generation of supporters. The point needs to be made that work on these projects frequently takes place at a number of locations, sometimes intentionally but also sometimes as a result of unforeseen circumstances. Smaller parts are also being made in many different places, including private workshops, so it is often not possible to credit a single location with a new-build!) For more than two decades various groups have been formed to build new main line steam locomotives, invariably with the aim of re-creating a class which has not survived into preservation. The biggest obstacle to progress is without exception their ability to raise sufficient funds to allow at least some work to progress. For most groups the costliest item by far is a new boiler, although in a few instances refurbishing an existing boiler has proved possible, albeit still a costly alternative. Consequently the first critical milestone is

62 invariably construction of a wheeled chassis. Once achieved this gives a fresh impetus to fundraising for boiler construction. Some costs for other items may be reduced if owners of existing locomotives have already procured patterns for castings or possibly have other suitable spare parts. For ex-GWR designs, which share many common parts, breaking up of ex-Barry locomotives no longer deemed worthy of restoration has proved invaluable. Another important consideration is the cost of a new tender from scratch as this will be a large six figure sum. (Ed: Many tenders sent to Barry were sold on to steelworks for use as ingot carriers so the requirement for new tenders is not unique to new-build locomotives.) However a few tender chassis survived late on after use by engineering departments of British Rail, typically as water carriers. In a few instances a loan from an existing engine under overhaul might offer at least a temporary solution. Another obstacle is the countrywide loss, since the end of steam, of companies with the necessary manufacturing equipment and skills. Volunteer labour, even if available, is only capable of manufacturing small items and some fitting work. Thus contracting out most work has become a costly necessity, made worse by the recent jump in inflation. Starting from scratch a new locomotive might nowadays cost at least £5 million. Even for those where work has already progressed well, million pound sums might still be needed for their completion. Summarised below is a survey of known projects, derived from internet sources, as of January 2024. In some instances the notes may not reflect the current position since some groups do not keep their internet postings up to date. (The list omits the early replicas produced in association with the 1980 Rainhill celebrations.) Completed Projects Liverpool & Manchester Railway 2-2-0 Planet was constructed by the Museum of Science & Industry in Manchester in 1992 as a working replica of an 1830 Robert Stephenson locomotive. 9351 – a small GWR 2-6-0 completed by the West Somerset Railway in 2004 by rebuilding a 5100 2-6-2T. This was not a class that ever existed in reality, although it is understood to have been considered at one stage, and is included here for the sake of completeness. 60163 Tornado – the first and most magnificent completely new achievement to date of a project begun wholly from scratch. After eighteen years of fundraising totalling £3m it was steamed in August 2008. Currently in the final stages of its 10 year overhaul, it should return to the main line later in 2024. GWR Steam Railmotor No. 93 – begun in 1998, this project involved building a new vertical boiler and associated steam powered bogie. The GWR Society at Didcot had previously bought a GWR push/pull ‘Trailer’, itself formerly a steam railmotor, and this was restored and united with the new powered bogie. In May 2013 it entered service at GWS Didcot. Currently it is out of use awaiting a statutory 10 year boiler overhaul. 2999 Lady of Legend – a project begun in 1995 making extensive use of parts from 4942 Maindy Hall which was actually purchased with the aim of re-creating a Saint. First steamed in 2019 at GWS Didcot and, although not equipped for main line running, it is a popular visiting locomotive on preserved lines. Projects Nearing Completion 6880 Betton Grange is a borderline case. It was recently reported as nearing completion at Tyseley and advertised for use at the Battlefield Line’s Winter Gala in early February. This will not take place, although it is expected to arrive at Shackerstone for running in, and hopefully regular service, during 2024.

63 32424 Beachy Head – a project which began in October 2000 and had the early advantage of a suitable boiler from an Ivatt Atlantic, recovered from a timber drying plant in Essex, and a suitable tender chassis from an ex-LB&SCR B4. Located on the Bluebell Railway at Sheffield Park this engine is nearing completion, with the cost of all outstanding parts already sponsored. It seems likely it could run sometime in 2024. Projects at an Advanced Stage (i.e. Boiler available or under construction plus a rolling chassis at or near completion) 82045 – a project first mooted in April 1998 has now reached the stage where a new firebox and boiler are nearly complete at SVR Bridgnorth. Once finished the chassis stands ready to receive them and final assembly can begin. There is as yet no announced completion date since further funding is still needed, but 2026 seems possible. 2007 Prince of Wales – a follow on project for the same team at Darlington who constructed Tornado. This locomotive is intended for main line running and is so designed to meet all the latest safety requirements and engineering standards. Recently delivered is its monobloc three cylinder casting which, once machined, will be fitted to the existing rolling chassis. Its new boiler, manufactured at Meiningen, should arrive early this year. Thus final assembly might commence later this year and although considerable funding is still sought – a first steaming could occur in 2027. 3840 County of Montgomery, 1014 County of Glamorgan, and 4709 – also 2221 (a GWR County 4-4-2T), noted as ‘in abeyance’ since November 2018 – this group of four exGWR locomotives under the auspices of GWS Didcot, utilising common parts from exBarry locomotives, with work ongoing at Tyseley, Didcot and Leaky Finders near Exeter. 45551 The Unknown Warrior – beginning with an appeal launched in April 2008 this project has encountered many setbacks, in particular having had to move base on three occasions as well as incurring significant unforeseen expenditure to replace faulty materials and rectify inadequate workmanship. Latest estimate for completion is 2027. 84030 – a very long running project which originated with the purchase of 78059, minus a tender, and its arrival at the Bluebell Railway in May 1983. Lacking a tender the decision was made to convert it to the equivalent tank engine version built as the 84xxx Standard class. Although the driving wheels were re-profiled at Swindon in 1991 subsequent progress has been very slow, due to lack of funds. Currently a rolling chassis fitted with new side tanks and bunker is nearing completion. Once this is finished work will start on overhauling the boiler, stored at Sheffield Park. Clearly several more years are likely to elapse before this engine makes its appearance on the Bluebell Railway. NER Worsdell 0-4-0T (LNER Class Y8) – a project to build a Y8 for use at Beamish was announced in October 2022. A private benefactor is to fund the whole cost and it is hoped the engine will be ready for the S&D 200th Anniversary celebrations in 2025. Current status is unknown. 1759 (NER 0-4-4T, LNER G5) – this project began in 2007 under the auspices of Class G5 Locomotive Services Ltd, at Shildon. A new boiler was completed in May 2012. Since then work has concentrated on purchasing and machining all other parts, many of which are now complete and assembly of the locomotive has started. An open day to view progress will be held at Shildon in October 2024. First steaming might be in 2027 for what will certainly become a very useful and popular locomotive.

64 670 ex-LNWR ‘Bloomer’ Class – begun at Tyseley in 1986, this locomotive was stated as 90% complete before work stopped in 1990. The project was revived in June 2019 but progress to date remains unreported. A full size non-working replica of a ‘Bloomer’, numbered 1009, is in Milton Keynes Museum. Projects with Frames and Associated Items, But No Boiler Lacking a boiler, all these projects seem unlikely to be completed during this decade. 61673 Spirit of Sandringham (LNER B17 4-6-0) – in 2008 the original plan was to build two locomotives, 61662 and 61673. In 2020 it was decided to close the 61662 project and some items were donated for use with 61673, most importantly a tender chassis from 61179. Current work is focussed on assembling a rolling chassis and preparing drawings for a new smokebox. 72010 Hengist (BR 6MT ‘Clan’ 4-6-2) – begun before 2010, progress is similar to 61673 and both are at CTL Seal in Sheffield. The smokebox is complete but ultimately a new or, perhaps, borrowed tender will be required. 789 (GER 2-4-2T, LNER F5) – initial work commenced in 2007 and currently work at Tyseley is concentrated on completing a rolling chassis with the majority of parts required now on order. 567 (GCR 4-4-0, LNER D7) – another long-standing project and current work at Ruddington is concentrated on finishing remaining parts to complete a rolling chassis. A GCR tender chassis is available for future use. 2001 Cock o’ the North – The Doncaster P2 Locomotive Trust plan to build this locomotive and obtained the frames in 2014 but, since then, little has been heard. Minimal Progress Projects These are ones where apart from announcements of intent there is little or no physical progress. It seems unlikely any of these will be complete until the 2030s, if ever. 3403 (61702) – a follow on project after completion of 2007 Prince of Wales. Preparation of CAD drawings has begun. 2013 Prince George (LNWR George the Fifth Class) – begun in 2012, assembly of smokebox, running plate, splashers and cab displayed at Crewe in July 2023. Ben Alder (Highland Railway Small Ben 4-4-0) – only a small amount of money raised since 2018, and in abeyance since the summer of 2022. 8783 (62614) (GER Claud Hamilton 4–4-0) – originated in 2016 and apart from a buffer beam no other work seems to have been done – last report in August 2019. 77021 – BR 3MT, a tender version of the 82000 Class, this project began in August 2013. Completion of a smokebox door reported in February 2018, but nothing since. SER 81 (Crampton 2-2-2-0) – initial fundraising only with the aim of producing working drawings. An original example of the Crampton type is preserved in France.

65 Abandoned Projects SE&CR Class E1 4-4-0 – planned as a follow-on to Beachy Head. Abandoned February 2019. 8905 LNER J50 Class – abandoned July 2020. 42424 – intended as a follow-on project after completion of 45551 The Unknown Warrior. Abandoned in July 2021. 64960 LNER J39 0-6-0 – no recent information. LNER L1 2-6-4T – no recent information. Severn Valley Railway staged two new events shortly after Christmas. On 29/12/23 it held a diesel day when visitor numbers exceeded all expectations with £30,000 of passenger revenue plus other secondary spend. Three locomotives, 40106, D182, and GWR 0-6-0PT 7714, provided steam heating, and variously worked in tandem with other locomotives not so fitted. The spring diesel gala will take place from 16 – 19/5/24 inclusive. A second innovation was a winter steam gala on 6-7/1/24 which also proved highly successful with around 2,500 tickets sold. 2968 made its return after overhaul whilst long time stalwart 43106 made its final run before withdrawal for a 10 year overhaul on 7/1. Other locomotives in action were 21C127 Taw Valley, 7714, 7812 and 75069. S160 Omaha was scheduled to work but failed due to a leaky boiler plug. This year the Spring Steam Gala will be held between 18 and 21/4. Current guest locomotives are Lambton 0-6-2T No. 29 from the NYMR and Terrier No. 72 Fenchurch from the Bluebell Railway. By then the Stanier Mogul will also be repainted into its original LMS condition as 13268. 7812 is booked to be away for the summer, firstly at the Bluebell’s gala on 10 – 12/5 and then on the West Somerset Railway until October. The newly restored Class 108 DMU, which made its debut in December, will also appear, possibly with a centre bar car added. Restoration work continues at Bridgnorth on 4150, 82045 and Dunrobin, whilst overhaul of 813 continues – they will now be joined by Taw Valley for an intermediate overhaul. After earlier installation of a new entrance crossover to the yard, further work is underway to refurbish and deepen the engine pits. (‘Branch Lines – SVR Supporters’ newsletter.) Watercress Line: Until recently there were four ‘yet to steam in preservation’ ex-Barry locomotives here. However 34058 Sir Frederick Pile has now moved to Sellindge under the care of Southern Locomotives Ltd. and, under a formal agreement, when restored will return to work on the Hampshire line. Restoration work continues on 30499 and 75079 whilst 80150 has been moved from storage at Alresford to Ropley with the hope that it might become the next long-term, volunteer-based, restoration project once 75079 has been completed. All positive news in the current difficult times, especially when it is remembered that they were withdrawn by BR between 58 and 60 years ago! (Watercress Line News.) MINIATURE RAILWAY NEWS NSM&EE, Ruddington: New Year’s Day, traditionally the day on which members come to pay their annual dues and, in some cases, have a mid-Winter run, was blessed with reasonable weather this year. Three trains were operating on the ground level track with B1 4-6-0 61283, Stafford 0-4-0ST+T Merlin and Tom Rolt 0-4-2T Bertie (McKie M/98), whilst Silver Crest Models GWR 2-6-2T 6132 and an anonymous Simplex 0-6-0T saw use on the raised track. (NM). ALTERATIONS TO SURVIVING STEAM IN THE BRITISH ISLES – 2017 EDITION Movements: “4709” to E8009, “45551” to E0700, 80064 to E8800, AH/1848 to WL030, HC 1700 to E3200, RSH 6947 to E5102, WB 2898 to E5102.

66 BYEWAYS OF THE NORTH-EAST PART 4 OF 4 Ray Schofield 13 – The Derwent Valley Light Railway (also known as the Blackberry Line due to some of the traffic it carried) was originally a privately owned railway in North Yorkshire. The line connected at each end to the NER and sort of paralleled the ECML but, it was neither absorbed into the LNER nor nationalised, and it operated as a private line throughout its life as a commercial railway. It ran between Layerthorpe, on the eastern outskirts of York (from the NER Foss Island branch), to Cliffe Common near Selby. After 1935, the line ceased using its own locomotives and hired locomotives from the LNER/ BR. These locos were housed at Layerthorpe, a sub-shed of York (50A). The picture at Layerthorpe shows a Neville Stead photo of a 1955 special hauled by a J17 and the inset, a J17 on Layerthorpe shed. The line closed in sections between 1965 and 1981, and between 1977 and 1979, a steam passenger service operated from Layerthorpe to Dunnington, about 4 miles. Here is that service with 69023 seen on an early visit that I made:

67 In 1993, a small section was re-opened at Murton as part of the Yorkshire Museum of Farming – appropriate, as the DVLR was a railway built to collect farm produce. Here is J72 69023 on a charter-freight at the Farming Museum. At the time of the J72 visit there was also another steam loco present.

68 14 – The Yorkshire Wolds Railway is another embryo museum line within the East Riding of Yorkshire. It is located on a short section of the Malton and Driffield Junction Railway near the village of Fimber. Currently it does not have too much to commend a visit (with apologies to the YWR). It’s a tad out of the way, it is only a few hundred metres in length, it has no stock – but does offer cab rides. There’s neither any steam nor any exBR motive power and to add to all of that, there’s not one brick of original infrastructure so far as I’m aware. With such a pedigree, I’ve not yet visited. I wish them well and have taken the photo of Fimber Halt from their website. 15 – Last but by no means least, there’s the North Yorkshire Moors Railway. This should need no introduction as it’s as fine a heritage railway operation as anywhere in the world. As an added attraction, it runs through the North Yorkshire Moors National Park. The original Whitby and Pickering Railway opened in stages in 1836 and was horseworked with the exception of a rope-worked incline of nearly a mile in length, climbing from Beckhole to Goathland. George Stephenson recommended this form of operation. I’m adding a selection of my photos with various steam locomotives, and here’s 2-6-0 76079 departing Whitby displaying a 50H shedplate, a code the NYMR have adopted for Grosmont as being the next in the series after 50G, the final shed in the 50 series. Whitby Abbey is seen on the skyline:

69 Following the River Esk, the line departs from Whitby and, seen here, is a train headed by a BR Standard 2-6-4T. The original 2-road Whitby loco shed (50G), which is now an art gallery, can be seen just around the curve: Seven miles from Whitby there’s Grosmont. In 1865, the Esk Valley line from Battersby joined the Whitby & Pickering there. Following the Beeching cuts of the 1960s, only the Grosmont to Whitby element of the W&P was retained as a part of the Esk Valley route. In 2007, after the NYMR became an established and professional museum line operating from Grosmont to Pickering, they obtained the necessary powers and agreements to operate their trains over the Network Rail line from Grosmont to Whitby – such that the complete W&P operates as a museum line. Here is 9F 2-10-0 No. 92134 at Grosmont NYMR station looking towards Whitby. The station is a V-shape junction and the Northern Rail Esk Valley platform is to the left. The 9F bears an 8H plate, the shed code for Birkenhead Woodside during the final years of its existence (originally 6C) and when it had several 9Fs on its books:

70 From Grosmont the original line approved by Stephenson went to the west of the current alignment as far as Beck Hole, a mile from Goathland, and from there, ascended to the high moors at Goathland by means of a 1,400m long rope-worked incline at an average gradient of 1 in 15. On 1 June 1865, the current ‘Deviation Line’ from Grosmont to Goathland was opened, and the incline was closed (but was used as a trial Fell-Incline for locomotives intended for Brazil). Here, taking the curve at Beck Hole, is V2 2-6-2 60800 Green Arrow adorned with what looks to be a 52A Gateshead plate. Did V2s ever work through from York or Leeds? Just past Beck Hole on the deviation there’s Water Arc Bridge, seen here with Black Five 45157 crossing. It’s just possible that an LMS 5MT 4-6-0 came to Whitby on a Sunday excursion.

71 High up on Goathland Moor at Moorgates, ex-L&NW 0-8-0 No. 49395 hauls 7 resplendent Blood n Custard coaches: Just past the summit of the line, ex–NER 0-8-0 No. 63395 takes a charter freight past Northdale Scar as the line enters Newton Dale:

72 Well inside Newton Dale and on a c.1 in 60 falling gradient, ex-LNER 0-6-2T No. 69523 takes its six coaches towards Pickering:

73 Then finally Pickering, and by 1846, the W&P became connected to and part of Hudson’s York & North Midland Railway. It was the Y&NM that originally constructed Pickering Station, connected the W&P to the rail network, and replaced horse power with steam locomotives. Here, BR Standard 2-6-4T 80072 enters Pickering. The locomotive bears a 6D plate representing Shrewsbury in the final years of steam: The south end of Pickering station is the end of the North Yorkshire Moors line, and so far as this article concerning Byeways of the North East, it’s the end of the line too. I hope it’s been enjoyed? MORE ROUNDHOUSE TALES GUARD GINGER SLADE OF NOTTINGHAM Bill Davies Many of the characters that I have introduced you to in my writings came from the footplate, so it is only appropriate that I introduce a man from the rear of the train. Ginger was a man of short stature, with the strength of an ox and a very, very loud voice. Such was the volume when we were sent to Trent to relieve a Class 40 hauling 20 coaches in thick fog I could hear him bellowing from the back, “Right away when you get the road”. I suspect half of Long Eaton also heard him. On another occasion some right hard specimens decided to take Ginger on within the confines of a passenger coach. Normally he was very mild mannered so when the bellowing stopped we rushed to the coach to assist him. We needn’t have bothered as the first bloodied miscreant landed on the platform at our feet, followed in short order by the other two. Ginger followed them, offering them some more if they wanted it. They certainly didn’t after making the mistake of taking on a former Marine who had kept his fitness as a goods guard and who thought nothing of hooking up fifty-odd wagons with his shunting pole without breaking sweat.

74 On another winter’s day we were making our way passenger to Wellingborough to work a train of coal empties back to Nottingham. We sat in an open coach of a very full train, Ginger opposite a young woman with a very vocal baby to such an extent that no amount of comforting from mother had any effect. I watched Ginger, who was obviously thinking of a silencing manoeuvre. Nothing happened then suddenly Ginger grabbed the baby, jigging it up and down whilst bellowing, “What’s up with you, you little bugger?” The infant’s mouth dropped open in surprise, then grinned back at Ginger, who was smiling back. Not exactly the approved method of parenting but how it worked. A move up saw him in the passenger link working expresses to London, Leeds and Manchester. One Sunday evening on a packed London service he was called to an incident concerning an agitated Alsatian who wouldn’t settle, causing alarm to other passengers. Ginger took the dog with him, who immediately calmed down, and placed him in the brake with him. All was well until it was PA time. Welcome on board this is the 17.10 to St Pancras, woof, calling at Loughborough, woof, Leicester, woof, Market Harborough, woof, woof, each station name called got a woof which reverberated throughout the train. I continued to see Ginger after I moved to Bedford, travelling with him whenever he was on the train for a good old natter. He told me that he never liked passenger work and that he was much happier as a freight guard in a brake van behind 56 loose coupled vehicles. It would be lovely to think he was still alive and well. He made a huge impression on me that I have always cherished. LETTER TO THE EDITOR Dear Murray, A surprise passenger! On Thursday 11/1, I joined Cross Country service 1S45 09.27 Plymouth – Aberdeen, a five car Voyager departing Leeds Station at 15.08 after a meeting at Ilkley with retired railway friends. I had got seated with a friend and just before departure a group came into our coach and spread around in the empty seats. Sitting across the aisle from me was a person I soon recognised as Prince William/Prince of Wales and the other seven spread around were his security team keeping an eye on us! The catering lady soon came out with teas, coffees and snacks and he was treated as a normal passenger by all in the coach, I don’t think he showed his ticket! Obviously his travel arrangements were ad hoc as there were no reservations and no sign of the Train Manager. I got off at York and Prince William continued beyond. He had been at Leeds Headingley Stadium giving CBEs to Kevin Sinfield and Rob Burrow for their raising awareness of the Motor Neurone disease. Robin Patrick BOOK REVIEWS Railways Remembered: North-East England by Martin Jenkins and Charles Roberts. Crecy Publishing. Hardback, 25 x 25cm. 160 pages, approximately 220 colour photographs. ISBN 978180032759. Price £22.50. Here we have the first of a possible series of regional albums fuelled mostly by collections of slides from such collectors as Online Transport Archive and not previously published. The period covered is from the 1950s to the 1970s and photos show us the railway activity in the North-East before coal extraction, steel making and heavy engineering virtually disappeared. So NCB antiques appear along with tiny private shunting engines and the usual LNER stars and sloggers, and some of the new diesels looking for work.

75 Also covered are the electric Tyneside loop (now the Metro) and the NCB 600v lines in South Shields and to the Quayside in Newcastle. The scope is broad. The book is well researched with detailed captions, although it is not chaptered, indexed or page headed, so the reader can start swimming laboriously in the captions to reach a salient point, such as “where is it? Or date?”. Many of the photos are poor quality with faded Agfa almost gone, but their content usually justifies inclusion. So there it is, an interesting backward look to an era long gone. Thanks to those who pressed the shutters (that’s you Messrs Firminger and Tatt and the others). If you knew the North-East then dear reader, why delay purchase? (DAB) Peak Rail Stock Book (Second Edition). Compiled by Brian Cuttell. Higham Press Publishing. Softback, A5 size. 93 pages. 37 colour photographs. The Peak Rail organisation have established themselves over many years as one of the most well-known heritage lines in Britain, running over a four-mile section of line between Matlock and Rowsley South. They have now issued a second edition of their stock book, a sample copy of which was recently forwarded to your Editor. The book is a most wellpresented and well-written publication, with in-depth profiles of all PR’s locomotives and rolling stock. The detail contained therein should satisfy the majority of railway enthusiasts and makes an interesting souvenir as part of a good day out. Copies can be obtained either at the railway itself or by post from: Stock Book, Moorland View, Westhill Lane, Grassmoor, Chesterfield S42 5BE. Cost per book is £10 (including postage and packaging); if paying by cheque, these should be made payable to: Peak Railway Association Limited. (MJE) OVERSEAS NEWS Brian Garvin, Flat 5, 91 Albemarle Road, Beckenham, Kent BR3 5JZ. 020 8658 2340. E-mail: [email protected] AUSTRIA Orders. Stadler has been awarded a framework contract for 120 battery/electric EMUs. The first tranche of 16 will be for the Kamptal (Hadersdorf – Sigmundsherberg) and Krems/St. Pölten areas where they will replace DMUs of class 5047. Steiermarkbahn. This railway has received Talent units VT 0003/6/8 from Alpha Train. EVNs are 643 110/3/5, originally working with OME/OLA in northern Germany. They are to be used to strengthen services on the Graz to Gleisdorf route. Visit Report. Brian Garvin reporting. Saturday 30 September 2023. Villach Hbf. Overnight more foreign locos had arrived, the west end bay sidings now having filled up with four Czech locos, 383 001/002/009 and 187 341! Back at Klagenfurt two strangers were now stabled opposite the depot, these being 1187 932 in multiple with 5370 036. Three 1293s passed through within 10 minutes – cops galore. My Railjet towards Graz soon came in. There was confusion here as it was shown as not calling at Bruck/Mur but the indicator in the train showed it did. The conductor confirmed it was not stopping there today and that I should detrain at Leoben. Whilst standing at Knittelfeld a large number of 2016s were seen in the shed yard so at Leoben I detrained but caught a train back to Knittelfeld! Leoben is another rebuilt station which includes a Spar supermarket but the restaurant was shut – another covid calamity. Knittelfeld had no less than eleven 2016s stabled (most being from Graz) but 2016 049/050 were from Villach whilst 2016 032 was a Wiener Neustadt loco. It became clear later that a major possession was about to start in the area within a few days! Knittelfeld station still has a restaurant but not open at weekends. Bruck/Mur was eventually reached by a local train and, yes, the next Railjet went through without stopping. This appears to be a time saving move because

76 of the engineering works but they had not yet started! Another Railjet was taken to Graz. At Graz the contents of the shed yard can mostly be viewed from the platforms but others can be seen from the road behind the shed. At the GKB station some DMUs and locos could be viewed easily. Sunday 1 October 2023. 1216 249 in CD livery was in charge of the 08.25 Railjet departure from Graz. At Bruck an der Mur there were three 4744s with 1063 016 stabled further on at the start of the freight yard where four main line electric locos were also stabled. There was something unidentified in the roundhouse. At Mürzzuschlag two 4744s and one 4024 were stabled. Banking locos still stable down the yard but now hide behind the entrance to the Semmering Base Tunnel. On the other side of the mountain Gloggnitz had six 1144 bankers stabled. There was a long stretch of single line working before Wiener Neustadt with a new trackbed being laid and new catenary installed. The shed at Wiener Neustadt proved accessible, perhaps being a Sunday helped. 17x 2016s, 8x 5047s and 5x 5022s made up most of the stock present. To get to Wien the route via Ebenfurt was taken mainly as the train was one running through to Brück an der Leitha, passing both Grillgasse and Kledering stabling points and the new private depot at Gramatneusiedl. GySEV 470 505 was seen at the first place and two Vectrons were bagged at Kledering whilst Gramatneusiedl produced another four. Brück an der Leitha was unrecognisable like several other places visited as where the old depot was is now a park and ride area! H-Start EMUs work in from Hungary whilst some freights were seen with 183 717, 193 761 and 1144 126.The train back to Wien Hbf was a 4746 EMU. The Hbf sees all the ÖBB main line trains that either terminate or work through but also suburban EMUs which include GySEV units which are integrated with the S-Bahn services. HSL 187 536 was stabled but a surprise was ZSSK 383 101 passing through on a freight. Another two such trains were seen. In the area of the old Wien Ost shed there are stabling sidings and another Wien Hbf station but this is the one dedicated to car sleeper trains. A run out to Floridsdorf for old time’s sake revealed there was no trace of Wien Nord depot and yard, now covered by blocks of flats and offices. The main S-Bahn trains are class 4746 EMUs now but there are a few 4020s still in traffic. The S-Bahn also has some City Shuttle trains which are formed of 1116s and doubledeckers. A run via Hütteldorf to Wien Westbahnhof revealed the latter to be rather quiet but it was noted that the local trains here were 4744s not 4746s! The only main line expresses here were the privately operated Westbahn ones going to Salzburg, etc. Monday 2 October 2023. The morning peak was spent at Wien Meidling station, thus making a big inroad into the 4746 fleet with 54 sets seen but there were some repetitions. Then it was back to Hütteldorf, changing there into 4744 009 to get to St.Pölten. I did not see very much as this train was a semi-fast and ran via the new tunnel line, surfacing at Tullnerfeld for interchange, then back into the tunnel to just before St. Pölten. Almost immediately 1293 050 followed my train out of the tunnel with a train of Polish coal heading for Linz steelworks. A 4020 was found in use here on a train to Wien FJB station. Two Mariazellerbahn (NOVOG) EMUs were in the narrow gauge bays and some 5047s wandered in and out. 4744 003 formed my train to Amstetten. A short break there saw 1293 180 on the shed and Czech 7383 402. 4744 007 came in from St. Valentin and formed my service to that place where white 193 962 came through with oil tanks heading for Linz. One hour later, it was on to Linz, with 4024 055 forming the train from Klein Reifling. Linz is a very good centre with the locomotive depot right opposite the platforms. Most of the locos seen were regular 1144s, 1116s, even Metrans 761 007 I had seen before. The 15.54 to Praha had CD 380 008. Local trains were a mix of 4024, 4744, 4746 EMUs. The scene was enlivened by the appearance of Euro9000 2019 305 now coupled to 193 962 and its train of oil tanks. 1116 105 came through with a train of sugar beet, a sure sign that autumn was approaching. 1216 021 (which I had been looking for at Innsbrück) came through on a Railjet as did another needed loco, 1116 274 of Villach! 2016 067/71 came off shed and worked trains towards Simbach. The Ibis hotel here has closed so it was back to an old favourite, the hotel Lokomotive. But although the exterior is the same, inside it was now all modern including the old restaurant which is no longer open in the evening. Tuesday 3 October 2023. Observations at Linz Hbf took place 08.00 -10.00 during which time no 1142s appeared but several 1144s came in on passenger train workings along with 4744 EMUs and the odd 5022. 1116s appeared on local trains, RailJet trains and freights,

77 sharing the last mentioned with 185s and 193s. The 2016 diesel locos also had a few turns whilst a surprise was 5022 009/20 working in from St. Valentin, which no doubt is a changeover working. 1116 093 took out the 09.39 to Ceske Budejovice. A surprise was DB Kiss unit 4113 running empty to Wien West, no doubt a result of overnight engineering works. Amongst the Vectrons seen, 1293 192 was in charge of a sugar beet train, 193 991 appeared on westbound containers and 7393 002 had a train load of autos in tow but 193 244 had an empty train going east. Then it was on to Wels for the rest of the day. Wels yard was quite full with several trains recessed awaiting pathways. Wels today had the main line to Germany closed for engineering works so freight traffic was concentrated on the Salzburg route. Some local workings did take the Passau line. Class 5022 and 5047 DMUs were in use on several branch line trains.18 freight trains appeared between 10.30 and 13.00. Of interest were new 193 092 (Railpool) on a car train, 193 595 (GySEV) with LKW Walter containers, 2016 912 (StH) on a local trip freight but 1216 960 (StB) was in charge of a train of MSC containers. After a lunch break another LKW Walter train had Foxrail 193 961 in charge; 2016 910 came in light engine from the Salzburg direction. 193 585 double headed Czech 388 004 with steel wagons heading for Linz. 193 837 was another GySEV locomotive which headed off light engine towards Salzburg followed soon after by Wiener Lokalbahn 187 326 with containers, my 400th cop of the trip! DB ICEs from Wien were terminating here and working back to Wien, connecting with road coaches taking Autobahn 8 to Passau much quicker than a rail diversion via Salzburg. 28 freights were seen after lunch before calling it a day at 18.00. Perhaps the surprise loco of the day was in the afternoon when Polish Vectron 5370 051 turned up branded CD Cargo and heading for Salzburg on a freight. Wednesday 4 October 2023. The morning was spent at Wels but operations were slightly different as some freight trains took the Passau route which must have been open but the ICEs still terminated. EMU 4744 051 took me to Attnang Pucheim, noting StH 20.011 and 193 932 at Lambach. With no diversions it was much quieter here. 5047 025 worked the 10.16 to Schärding. The depot is closed and all doors are shut. Nearby a 5047 was stabled as was 1293 008. Plinthed 1045.12 looked tatty.1116 081 took an InterCity to Stainach Irdning whilst 1116 192 headed for Salzburg with tank wagons. 4744 037 was my ride to Salzburg, which called at Vocklabrück where there was a line of stored electric locos, there being about 12 in total of classes 1142 and 1144. Timmelkam had lots of ÖGEG carriages and wagons stabled but also locos 1046 007, 1020 003, 1046 001 and a former Montafonerbahn loco. Salzburg Hbf was busy with passenger trains going to various destinations but there were some freight trains mostly to and from the Tauern route but Czech, Metrans 7383 423 was in charge of a container train heading for München. Whilst some modern EMUs were present, they were well outnumbered by the older class 4024s on S-Bahn workings. A surprise was CRRC 4100 004, a new double-deck EMU built in China for Westbahn and yet to get authorisation to go into traffic. There was time to explore the roundhouse nearby but, horror of horrors, it is now all gated including the stabling point area. But there are also frosted glass windows preventing the sighting of any locos inside the building. Soon it was time to call it a day before flying home from the local airport next morning; 421 cops was a good total! CZECHIA Visit Report. Rod Smith reporting. Thursday 5 October 2023. Praha. National Technical Museum. A surprise was to find outside 200.001 Sereny 0-4-0T StEG 3201/1905. It was being loaded on to a lorry and presumably had been there for an event as normally it is found at the Chomutov store. Other exhibits were as expected. Saturday 7 October 2023. Bubovice. Solvay Mining Museum. The recent arrival from the U.K., 600mm 0-4-0WT Bronhilde, was in steam and worked a special train. The remaining locos are all diesel/petrol or even battery industrial locos, about 24 of them. Jaromer. The museum here contained some surprises. 310.006 and 403.303 were expected but 556.0304 has arrived from Luzna. The bits of a 2-6-2 previously identified as 365.024 are now identified as being 365.025 with the other loco now at Luzna.

78 Sunday 8 October 2023. A visit to the industrial line at Mladĕjov saw 600mm No. 5, 0-6-2T (KrLi 1518/1929) in steam and used on a special train whilst two other steam locos were both numbered 1, being 0-4-0T (CKD 3195/1951) and 0-6-2T (KrLi 7485/1918). Monday 9 October 2023. Lužná u Rakovnika Museum. Besides being the CD Museum this is also a repair centre for CD locos, some well worn plinthed locos coming here for sprucing up and then going back to their plinth or, indeed, in some cases coming for a full overhaul to working order. So there is always something new or missing. On this occasion new items were SONP 29, 0-6-0T (Skoda 2438/1950) ex-Veseli 3624, 0-6-0T (CKD 3624/1957) in from Zdice and 4-8-4T 464.008 ex-Hradec Kralove for which 464.044 is a supplier of spares. Still here is 310.127 ex-Prostejov plinth. Tuesday 10 October 2023. Žamberk. The old textile factory here is being converted into a museum (Museum of Old Machines and Technologies) which contains steam locomotives and machines, a steam lorry plus old cars and motor bikes, etc. There is now a running line outside. It is also a restoration centre and when visited by the LCGB in 2014 had just built a replica O&K loco. Locos present on this occasion were of several gauges. 1000mm: 0-8-0T KrMu 7558 /1919 ex-Wim Pater (NL) ex-Haapamaki (FIN); 760mm: 0-4-0WT Wolf KrLi 4928/1902 ex-Mürzzuschlag (AT), 0-6-0WT Schmoschewer 625/1928 ex-Slovakia, 1 0-6-0T CKD 2210/1948 ex-Slovakia; 750mm: 0-6-0WT Chrzanow 4968/1956 ex-Ampflwang (AT); 660mm: 0-4-0T KrMu 4924/1903 ex-Hanau (DE). The 600mm gauge had the most representatives including the O&K replica mentioned above being Kolin 001/2014. Others were: 1 0-4-0WT CKD 1858/1940 (ex-private, ex-DDR industrial); 3 Olleros Clt 11318/1900 ex-Collection X, ex-Spain; 0-6-0WT WLF 2571/1918 ex-Slovenia; 0-4-0WT Jung 8293/1938 ex-Weisswasser (DE); 0-6-0WT DD 259/1949 ex-Slovenia; Mladejov 4, 0-4-0WT CKD 2992/1951. Several of these locos defied identification but with the help of club members Garvin and Mundy everything eventually dropped into place. But one loco was difficult and this has now been identified as 800mm 0-4-0WT from Poldi in Kladno quoted as KrMu 6783/1913. Road steam totalled about 20! Definitely a place to visit, but a little remote so allow a full day. Wednesday 11 October 2023. Ostrava. Time was spent here tracking various plinths. Industrial 317.123 (Skoda 2458/1950) is still at the Landek Park whilst at Ostrava Stred station is CD 310.001 WrN 22782/1893. Finally 317.015 0-6-0T Skoda 2466/1950 was at the Arcelor Mittal/Liberty Steel works inside the gate and photography was declined. Thursday 12 October 2023. Krnov. 200.003 0-4-0T CKD 3581/1955 is plinthed some distance south of the station on the east side of the line and appeared to have been recently repainted. (It was at Luzna in 2016-Ed.) Tremesna. The 760mm line had two steam locos ready for charters. 764.368 is a Romanian 0-8-0T (Resita 1186/1951) whilst 19-32 is an 0-10- 0 Skoda 1932/1949 originally on the Steinbeisbahn. Sunday 15 October 2023. Lupene. Industrial 0-6-0T 317.053 (Skoda 2453/1950) was seen from a passing train. DENMARK Storm Henk. This storm arrived in Denmark, causing lots of problems for trains on January 2. Jutland was badly affected. Only one IC per hour ran from Fredercia to Århus with local trains cancelled on that route as well as on the lines from Århus to Viborg and Silkeborg. The Århus tramway was also suspended. The usual problems of fallen trees, etc were found after the storm passed. FRANCE Preservation. Towards the end of the season in September last year the Train de l’Ardèche (ex- Vivarais) had a guest locomotive from the nearby Velay system. It was former Enterprise Frot 0-8-0T 22 (CL 1614/1923) celebrating its 100th birthday, which worked several special trains. Of the usual locos on the line Mallet 414 is in the shops for a lift and

79 inspect exam and should be back in use for the 2024 season. Meanwhile 403’s boiler had been taken to the CITEV workshops for an overhaul and hopefully this will be available for the high season in 2024. GERMANY Aachen Euregiobahn. This year work will start on electrifying another part of the network with work taking place between Herzogenrath and Alsdorf Annapark. IGE Bahn. The freight operations of IGE have been absorbed into BBL Logistik. Neumünster Works. It has been announced by DB that this works will be responsible for the new ICE-L sets. Railpool. This leasing company, realising that 60% of shunting locomotives are over 40 years old, has placed a framework order with Vossloh for up to 187 Modular locomotives. A mixture of diesel or battery/diesel shunting locos is envisaged. The first drawn down from the contract is for 45 locos to be delivered 2026/27. 218. 218 399 has been overhauled by Wisag in Brieske and turned out in green Kübler Heavy Rail livery. 232/233. In October 2023 there were no less than 16 locomotives in Cottbus works for attention. On DB an overhaul must happen every six years but this period can be extended by a year twice following a special inspection. Discussions still take place from time to time why this old steam locomotive overhaul period continues. If a locomotive or unit is in good condition why take it out of service on a given date? Many EMUs see service only in the morning and evening peak periods, so these ought to be on longer overhaul periods. 298. Poor availability in some cases self-imposed as DB waits for the certification of the new class 249s. Consequently, with many locos stopped, DB Cargo has had to hire 298 052/88 from MEG but also G6 locos 0650 148/300. 3462 002. A new type has been seen on test and is a Mireo ‘Smart’ EMU. Siemens is offering this as a standard off the shelf unit. 485. This class of Berlin S-Bahn unit finished service on 12/11/23 with four train formations, each in use on workings which saw them all meet up at Schöneweide station each hour! The next sets for cutting up were waiting for Bender at Opladen to open up after the Christmas holiday period. The Chemins de Fer de Provence is a small metre gauge railway company providing a daily train service between Nice and Digne-les-Bains in Provence, France. On 11/10/2023 autocar X301 is seen departing from Puget-Théniers on the 12.20 Nice CP to La Mure-Agens where the service connects with a bus to Digne-les-Bains. (Photograph by Norman Hayllar)

80 Japan. Japanese industrial 0-6-0T S-304 (Nippon 550/1939) came from the Muroran Iron & Steelworks located on Hokkaido. It is seen on the island waiting to do a shuttle trip at the Mikasa Railway Village on 15/08/23. Japan. The Moka (or Mooka) station and museum buildings are shaped to represent steam locomotives. At the museum, on the right 2-8-0 49671(Kawasaki 624/1920) is moving out powered by compressed air whilst on the left is 2-8-2 D51 146 (Nippon 670/1939). Seen on 19/08/23. (Both photographs by Brian Garvin)

81 648. All six units of the 648.0 series were stored at Mukran and have been sold to Bentheimer Eisenbahn as it is to restart passenger trains over its line. But a transit move with several units was involved in a side swipe with an ICE but it is not known how severe the damage is. Preservation. The Frankfurt/M Feldbahn Museum has surprised quite a few people with its new acquisition. It is a 600mm 0-4-0WT Jung 255/1896 which has been on show in a factory in Mexico City for some years (originally built for FC de Tacubaya). On 8/11/23, 365 514 hauled 23 105 from Heilbronn to Augsburg Bahnpark. The locomotive is now on long term loan from DB Museum to the Bahnpark. An appeal has been launched to get some spare parts as there are items missing after the fire at Nürnberg. ITALY Visit Report. John Miller reporting. Monday 11 September 2023. Roma Tiburtina. 90 minutes here in the late afternoon saw that although Ale426 TAF units are still in evidence, more of the local services are now in the hands of ETR521/621 units. Apart from the high speed services, class E464 still rule on medium distance trains albeit reduced compared to previous visits. For long distance loco hauled, E401.018 was the only representative. E483.104 and G520.12 passed through on freights. Later on, a run past Roma Smistamento depot produced E483.056/102 and E494.553. Tuesday 12 September 2023. Pomezia. A large freight terminal exists here with 245.2113 in charge of shunting. Elsewhere in the complex 245.2174/2247/6111 were out of use and appeared to have not worked for some time. At the local station E494.239, carrying MEDWAY livery, was in charge of a lengthy freight. Piana Delle Orme Museum. This appeared to be a former military base with a variety of non railway exhibits contained in various buildings including charting the battle of Cassino. A collection of aircraft was on an open air site. The railway was not forgotten with a very smart 640.019 on display whilst 835.051 was plinthed elsewhere in the grounds. San Giovanni Yard. This p/way yard contained the following: RFI 270.049 (KHD 56596), 1206-907/9/10 (ex-Banverket 0907D, etc) together with exSNCB 5183. Cassino West yard. Stabled here were CFI 191 009/30, E652.065 and 245.6073 whilst the nearby station hosted MD 078 and ALn668.3301/37. Cassino Station. The sole occupant was E464.661. The nearby depot now lies out of use and semi derelict. Vairano. The p/way yard had D740 496 stabled together with a rather nondescript locomotive carrying the number LCB 1500DB . (This loco is SVI Armafer and was exhibited at Innotrans 2022 – Ed.) Marcianese Depot and yard. The far end stabling point contained 245.6088/96, both in mercitalia red livery together with 494.021, E652.020/90/155. The main freight yard contained the majority of recently withdrawn Ale724 units together with E655.245/264 and E656.011. Wednesday 13 September 2023. Caserta. Whilst waiting for a local train to Napoli, E652.169 passed through on a freight. On arrival in Napoli, Gianturco station proved a good vantage point for all movements in and out of the main station. Now that the Ale741 units have finished, all the cross city services are now operated with a mix of ETR 104/425 units. Long distance loco hauled trains were in the hands of class E401 with top/tail E464s in inter city livery covering services to and from Sicily. High speed services were as expected. Torre Annunziata. Some years ago there was a cutting up centre here but today the only item appeared to be a part of a long withdrawn Ale724. Vila Literno. Having travelled across Napoli, this is the junction to get back to Caserta via Aversa. Two former DB cl. 323s were in the adjacent yard numbered RFI 151060 and RFI 152237. As usual it was impossible to ascertain their original identities. Thursday 14 September 2023. The first port of call was to the p/way yard north of Caserta. Two locos belonging to the contractor Armafer of Lecce were present, both former D341s. If current information is correct these should be D341.2005/29 however, one of the locos had 2021 painted on one bogie which throws identities into doubt. (Bogies do get swapped – Ed.)Marcianese Depot. A positive response here with no less than the capo himself providing a full visit (things are looking up!). Around 40 locos were present. The store lines had eight D145s and even two D146s, so clearly not a lot of work for these large shunters. Also, mostly stored, were 214.1012/30/57/1110/35/52.

82 Most of the dozen or so 245s appeared serviceable whilst the eight class 345 and two 445s appeared to be from other depots, although painted allocations nowadays are very suspect. A very smart DE753.004 and new class DE18 numbered 318 006 completed the scene. Interporto di Nola. This large site could only provide E494.572 and DE18 2366, the number being part of the works number. Its EVN is 92 83 2318 001 and is a hire loco from Nextrail. Quarto Officino. Sepsa Depot. Old units ET 102/510 were dumped whilst ET 405-409 inclusive were either under repair or spare leaving the main service largely in the hands of the new ET 500 class. Ale122.001-004 were all out of use whilst a clutch of miscellaneous locos comprised ABL 5, DHL 2, L1, L3, Tm2/2 501 and ex-Porto di Napoli 2 and 3, these last two being Henschel 31872, 31870 respectively of 1975. Potenza station. E464.252/358 (both in Intercity livery) were top and tailing a rake of coaches whilst ALn668.3310 was on a local service. The small shed appeared out of use. Ceraso Airfield. A somewhat remote location but it is home to long withdrawn ALE782.001. Altamuri – Bari. En route an ex-DB Köf in ex-works condition was noted near Mellito. In this instance it was identified being numbered T 6 ex-322 638. Bari Centrale Station. One hour here, 18.00 – 19.00, found D445.1027 stabled at the north end (rescue loco) and two 402s at the south end. G2000.16 was also stabled nearby. An influx of ETR104 units has seen a reduction in E464 operations. Friday 15 September 2023. Bari FSE Depot. Now incorporated into FS, the main fleet now comprises a mix of ATR220 and ATR322 units. A few remnants of the old fleet remain on site, being Ad 083/4/5/6 and locos DE122 412/3/4. Also stored where they have been for some time were 753.701/2. Bari Zona Industriale. This is the location of the main stabling point for freight locomotives. GTS also has a small maintenance depot here. Present were D145.2029, E405.031, E483.051/5, E652.068/97/149 and G2000.23. Also here were CZ locos D741.746/51/52 which are rebuilt CZ cl. 740 and shunt the nearby extensive yard. In an adjacent disused yard a number of long withdrawn locos are still present, being 214.1111, 225.5011/25/28 together with E646.138, now thought to be the last extant example apart from preserved locos. Further down the same yard amongst the undergrowth were Ale783.001-004 with their respective trailers. Foggia. A surprise here was to be given permission to look around with a guide provided; a major change from previous attempts. With the arrival of new units, at least six of the depot’s class E464s were parked up back to back and probably in warm storage, reflecting less use on the main line. Plenty of ALn668s still seem active here. A very smart 214 1040 was depot pilot with other shunters being 225.5022/24/39 and 245 2131. Large diesels still find employment in the area with D445.1036/1132 active, however, D445.1034/65 were not so lucky with the latter having suffered fire damage. For no obvious reason E633.109 is dumped. Foggia Station/Yard. Present were D345.1014, E652.074/118 together with D744.021/22 which are CZ Loko new Effi Shunters. San Severo FG Depot. There was little sign of activity here with only a couple of older units out of service in the yard. Saletti. This location is west of the main line some distance south of Pescara with D744.033 noted on a trip working. At the nearby yard were D752.503/6/ 7, all operated by FAS. Treviglio Depot. Too late in the day for a visit but viewed were five units plus D752.508 and small diesels 031/3 together with ALn776.002. Pescara. 740.351 is still plinthed near the station. Saturday 16 September 2023. Civitanova. 214.4281 was in the small p/way yard. Ancona. This is another location where class E464s have lost some work to new units, in this case ETR521s, the result being E464.008/53/113/187 were stored adjacent to the depot. Also here were E655.502 and E656.568 which may still be employed moving stock around the country when required. 245.2144/2229 were available for depot shunting whilst D345.1048 was in charge of the emergency train. Stabled adjacent to the north end of the station was ex-SNCB 8067 now numbered RFI 270 139. Falconara. E652.034/136/157 were stabled whilst the p/way yard a little further north had former DB 333 681 present. JAPAN Visit Report. Brian Garvin reporting. Monday 14 August 2023. Four members off the organised tour stayed on for another week to explore a little of Hokkaido, the island north of the principal island of Honshu.

83 We had problems getting a reservation from Tokyo with all trains fully booked but we had to get there and accepted reserved standing places! Two people are allowed to stand in the vestibule area – not in the saloon. We worked out that people would be getting off after one to two hours and sure enough, after two hours standing, seats were empty after Morioka. The Shinkansen now runs through the Seikan Tunnel which is dual gauge and terminates at Shin Hakodate Hokuto, some distance out of the town of Hakodate. The line is still under construction to Sapporo, not expecting to open there until 2030. The journey onwards was back on the 1067 mm gauge and in fact a DMU (261-1225) as part of the line is not electrified. Various DMUs were seen at junctions with the first steam loco seen being at Shiraoi where D51 323 was seen plinthed in splendid condition near the station. Hokkaido railways are JR Hokkaido which has some rolling stock not encountered in other parts of Japan such as H100 DMUs and class 733 EMUs. It was an eight hour journey from Tokyo with plenty of Japan to see. We soon found out why the trains were full – public holidays in Hokkaido! Sapporo was reached at 17.29. Tuesday 15 August 2023. Because of the holiday the museum at Otaru was not open but would be on the following day so we simply swapped our plans and today we went south-east of Sapporo. But first a look at the rush hour with plenty of units but a surprise was to find an inbound EMU 731 112 in multiple with a DMU, 201 102! Plenty of EMUs of classes 733 but 789 2002 was another new class. A 733 took us to Iwamizama where diesel loco DE15 2511 stood in the station. The bus station is adjacent but we could not find our No.22 09.30 to Mikasa but after making enquiries because it was a holiday it was going at 10.00 to Mikasa Shiminkaihon for another bus to Mikasa. But whilst waiting for the bus a taxi turned up and we took this instead. Between four the fare per person was cheaper than the bus! Mikasa Railway Village is located in what was an old coal mining area and lost its passenger service some time ago. A surprise awaited in the shape of 0-6-0T S-304 in steam and working shuttles. A roundhouse contained four exhibits: C12-2, 59609, ED76-505 and DD13-353. Other exhibits were stabled in the open air on various sidings and include snowplough locos with their ploughs including types DD14, 15 and 16. Various railcars and carriages made up the numbers together with some mining locos and wagons. Looking at the various displays it was found that there is another site which we had passed already but not noticed. So a taxi was ordered and the driver instructed to call in at Crawford Park which has the original Mikasa station building with a DD51 diesel present and a six car class 80/82 DMU. The taxi duly got us back to the No. 22 bus stop which was opposite a park where a village fete was in progress, allowing an opportunity for food and drink. Back at Iwamizawa we soon located two plinths in the Minimani Park. Here were C57-144 (Pacific) and D51-47 (Mikado). We then took a Lilac Limited Express formed of 789 203 (another new class) for a nine minute run to Bibai. We managed to squeeze into a rather small taxi to go about four kilometres to the old Bibai Tetsudo station (a former coal haulage line). Here, magnificently preserved, was 0-10-0T No.2 (Mitsubishi 1/1919). Back at Bibai station another Lilac Limited Express got us back to Sapporo just after 18.00, having noted en route the diesel depot which was stacked out with Red Bear diesel locos as no freight trains were running. Wednesday 16 August 2023. Another look at the morning rush hour; EMU 721-3202 took us north-west to Otaru noting en route an EMU depot at Teine which had DE10-1715 as pilot. Otaru station was explored and amazingly some good old railway practices were found in that the roof was supported by old rails. Most startling was one marked B & V Co. 1902 which on investigation turned out to be Bolckow & Vaughan, a steelworks in Middlesbrough! The Otaru Museum is located at Temiya on the site of the first railway in Hokkaido and once a major coal handling yard shipping coal to Honshu. On entering the museum the main hall contains Hokkaido Coal No. 6 Shizuka, 2-6-0, HKP 672/1884. The yard contains many snowploughs and their locos. There were two small roundhouses; one contained No. 30, another 2-6-0 built locally being Temiya 1/1895, the other roundhouse had United Fruit Guatamala No. 3, 914 mm 2-6-0 HKP 4514/1909 and it was in steam! (Holiday time!) It would come out at 13.00 and operate after 13.30. This site was as big as Mikasa with locos and stock scattered about including steam locos C55 50, C12 6 and various diesels and electric locos plus several railcars.

84 But the new 914mm line has cut through the area making movement of some exhibits difficult as well as probably preventing additions to the site. The time soon passed so back to the train for an EMU to Teine, changing to another to Kotoni in the Sapporo suburbs where in the Noshi Park we found another D51 plinthed, this time low numbered D51 11. Continuing on another EMU through Sapporo to Naebo station, the main JR Hokkaido workshops were explored. But no staff to allow a visit – it’s a holiday! So, searching around, it was possible to find another D51 plinth, this time D51 237 which was built here as 1/1938. Nearby was 4w railcar 5005 dating from 1929. From the station footbridge it was possible to see in the works 4-6-4 C62 3 which until a few years ago was a working loco. An evening train was taken to Osatsu where the Kirin Brewery is located and D51 1052 is in the restaurant garden. It can be visited as the restaurant is open until 21.00. We ate there and were back in Sapporo just after 21.00. Thursday 17 August 2023. On this day we retraced our route back to Hakodate, breaking off for some steam visits. At Tokomai two plinths were located. At Acacia Park Oji Paper No. 4, a 762mm 0-6-0ST+T, and, a little further on, C11 133 was found outside the Technology Centre. The next place was Muroran where from the train the steelworks’ preserved 0-4-0T S-205 was spotted. The railway in Muroran has been cut back, giving some new space to the town. The old station still exists and is now the tourist office outside which D51 506 is exhibited. Then it was on to Hakodate but we detrained at the suburban station of Goryokaku. There is a depot nearby which houses electric locos, and freights reverse here changing diesel to electric or vice versa. This gave the opportunity to photograph some Red Bear diesel locos of class DF200 whilst private line KiHa40 DMU worked some local trains. Then into Hakodate for photos of the trams and train ferry museum ship Masu Maru. Friday 18 August 2023. Before heading south back to Tokyo there was time to see more trams before taking the train to the Shinkansen station. En route a freight train was seen changing locos at Goryokaku with DF200 9 coming off and EH800 4 taking over. The Shinkansen train was formed of set E525-3 which got us to Shin Aomori where EMU E751-2 formed the connection into Aomori. This diversion was to visit the train ferry ship Hakkoda Maru which is berthed close to the station at the old train ferry berth. This ship was preferred to the one in Hakodate as the train deck is open to visitors where we found KiHa railcar 82-101 and diesel DD16 31 displayed. Then back to the station and off to Tokyo. Saturday 19 August 2023. The main objective today was the Moka line steam operation. This was accessed by taking a Shinkansen to Oyama working where a 40 minute connection allowed preserved 2-6-0 C50 123 to be photographed. EMU E530 2006 took us to Shimodate, the junction for the Moka line. The steam train is based at Moka, about halfway along the line to Motegi. DE10 1535 powered the ecs into the station with the steam locomotive C12 66 on the rear. The whole train then shunted into the sidings to allow a service train to arrive and depart. The steam train then shunted into the platform, leaving the diesel in the sidings for the final train. The ride was splendid as the train called all stations and it was like stepping back into the past with locals getting on and off at the various stops. The train pauses at Motegi for some hours allowing us to drop back to Moka, the centre of operations and headquarters of the system, where the museum is also located. Both the station and museum building are designed to look like steam locomotives. There are two locomotives in the museum, both of which can operate using compressed air. They are D51 146 and 2-8-0 49671, both having been obtained from plinths elsewhere in the country. The steam train was taken back to Shimodate, then changing trains to get back to Oyama but as there was plenty of time a local EMU was taken back to Tokyo. Sunday 20 August 2023. Last day. Some photos taken in Tokyo station before having a look at Nippori and then going back to a place we had seen earlier at Saitaima Shintoshi where a freight yard was located. We arrived there at 11.58 and within minutes the action started with electric locos of classes EH200, EF210, EH500 with a total of eight being seen before it got quiet so we went back via Tokyo to Yokohama for a period of observation there and then it was all over. Back to the hotel for an early night followed by an early flight next day back to the U.K. The routeing was a surprise as we flew via the Pacific, Alaska, Canada, Iceland, etc.

POLAND Visit Report. Rod Smith reporting. Friday 13 October 2023. Rudy. The narrow gauge system here was part of the Silesian 785mm network. Three steam locos are located here. Pw53-02, an 0-10-0 (Chrz 3996/1954), is located in a museum located at the back of the shed with four diesels also present. 0-4-0T (Borsig, 12050/1929) was very much o.o.u. in the yard. Active is 7, 0-6-0T (Chrz 3343/1954), a Las 49 type. Saturday 14 October 2023. A visit was made to the 785mm system at Bytom. Here were found some locomotives that used to be at Rudy. Tkb-27 0-4-0T (Chrz 2002/1950) was in steam having been restored over a long period at different locations. Tw53-2566 0-10-0T (Chrz 2647/1954) used to be at Rudy whilst Tw47-2558 (Chrz 1678/1948) is a long time resident of the area, being allocated here from new. 27, 0-6-0T (Chrz 4255/1955), used to be at a steelworks. Apart from the loco in steam the others were noted to be in varying degrees of disrepair in the yard. SWEDEN News. After the four tracking of the Malmö – Lund section of the main line north, attention is now to turn to continuing on to Hässleholm and doubling on from there to Kristianstad. Elsewhere there is talk of a brand new line from Stockholm (Jarna) to Linköping whilst plans are being made for further improvements to the West Coast Railway. Additionally there is an investigation about a new line from Göteborg to Borås and other improvements in the area. Derailment. On 17/12/23 an iron ore train from Kiruna to Narvik derailed after passing through Vassijaure near the border with Norway. The wagon concerned seems to have derailed several kilometres before the station, running upright and smashing up the sleepers. But at Vassijaure it eventually tipped over as it entered a snow shed, smashing into it. It caused a line blockage that was still taking place towards the end of January, cutting off Narvik from the rail network. There were lots of problems. Temperatures of minus 30 degrees, little daylight, and lots of ice and snow. When the snow was cleared away at different places it became clear the train had run derailed for over 15 kilometres! It is thought the wagon was one of the 32 tonne axle load ones built locally in Kiruna. Later it was reported 40 similar wagons had been parked up in Kiruna because of wheel damage. So investigations are starting to unravel the causes. Meanwhile it is reported that 25,000 concrete sleepers have to be changed in snow and icy conditions. Iron ore shipments obviously ceased but intermodal trains were halted that deliver food and house goods to Narvik and the north of Norway. These were having to be unloaded in Kiruna (?) and sent on by road. Nordic Re-Finance. This leasing company has bought 44 class 843 diesel locomotives from SBB but initially leased back for about a five year period until SBB finds a suitable, environmental loco to replace them. Railcare has ordered some Czech built Effi Shunters. Five are expected that will work at Vännäs, Boden and Kiruna and elsewhere. Train Alliance is building a new locomotive workshop in Hallsberg which is the location of a major freight yard in central Sweden. Siemens are also opening a new depot here (or is it one and the same?). Hector Rail also has a large base in Hallsberg. Train Alliance is also reported to be establishing a new depot in Göteborg harbour area. Weather. The low temperatures in northern Sweden were down to minus 40 degrees early in the new year causing operators to suspend passenger train operations north of Vännäs on Wednesday 4 January. Authorities did not want any stranded trains with no heat or light if power supplies were affected by the weather. (Brian Garvin (2), Rod Smith (2), Drehscheibe, Voie Etroite, Eisenbahn Kurier, John Miller, Jernbanen) 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 2007-2024. 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.

Flying Scotsman at Copmanthorpe with the 1Z37, 08.38 York – Carlisle ‘The Waverley’, in brief sunshine and a rainbow edged into the picture after a brief shower of rain, 19/11/23. (Both photographs by Robin Patrick) Sir Nigel Gresley at Beningbrough, just north of York, with the 1Z46, 08.44 King’s Cross – Edinburgh ‘Steam Dreams Excursion’, having replaced Deltic D9000 Royal Scots Grey at York. Seen on 23/11/23.