BULLETINVOLUME 78 NO.01 DECEMBER 2025THE LOCOMOTIVE CLUBOF GREAT BRITAINLCGBVisit To The Crown Street TunnelThe Capital’s Old and New Trainsand much more ...www.lcgb.org.uk
MANAGEMENT COMMITTEEClub President: Charles Firminger.Past President: Bob Breakwell.Vice-Presidents: John Cramp, Brian Garvin, Colin Miell and Robin Patrick.Chairman: Cedric Spiller, 9 Hurst Avenue, Worthing, Sussex BN11 5NY. Tel: 078 5020 5020. Email: [email protected] 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]: M. J. Eckett, Flat 22, Gadebury Heights, Bury Road, Hemel Hempstead, Herts. HP1 1HG.Tel. 01442-247083. Email: [email protected] Chairmen:Overseas Tours: Adrian Palmer, 46 Heathside, Weybridge, Surrey KT13 9YL. Tel: 07774 859871. E-mail: [email protected] Liaison: Bert Etherington, Pine View, Moor End Lane, Stibbard, Fakenham, Norfolk NR21 0EJ. Tel: 01328 829185.E-mail: [email protected] Services: R. D. Stonehouse, 47 Christchurch Gardens, Kenton, Harrow, Middlesex HA3 8NP. E-mail: [email protected]: 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] News: M. J. Eckett, as above.Distribution Officer: R. T. Rolland, 4a Northbrook Road, Ilford, Essex IG1 3BS. E-mail: [email protected] CLUB OFFICIALSLibrarian: 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] Officer: R. C. MearmanInternet: http://www.lcgb.org.uk E-mail: [email protected]: P. Crossman, 58 Osprey Road, Biggleswade, Bedfordshire SG18 8HE.BRANCH OFFICIALS AND MEETING PLACESBEDFORDMeetings at: St. John’s Church Hall, St. John’s Street, Bedford, at 19.30.Secretary: Chris Jones. Tel. 01234-211759. Email: [email protected] 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] LONDONMeetings at: Keen House, Calshot Street, London N1, at 18.30.* (Ring lower doorbell to gain admission.)Fixtures Officer: R.D. Stonehouse. Email: [email protected] LONDONMeetings 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] WESTMeetings 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]. ALBANSMeetings at: St Bartholomew’s Church, 47 Vesta Avenue, St Albans, Herts. AL1 2PE, at 19.30.Contact: [email protected] (* Library facility available.)
225THE BULLETIN OF THE LOCOMOTIVE CLUB OF GREAT BRITAINVOLUME 78 No.01 10th December 2025CLUB NOTICEBOARDMurray Eckett, Flat 22, Gadebury Heights, Bury Road, Hemel Hempstead, Herts.HP1 1HG. Tel. 01442-247083. Email: [email protected] Bookbinders: The Modern Bookbinders, suppliers of Bulletin-sized binders, which closed towards the end of 2024, has now reopened as part of the Flow Group. Contact details are: (postal address) Flow Group, Unit J, Royds Mill, Royd Business Park, Dyehouse Lane, Brighouse, West Yorkshire HD6 1LL, (website) www.modernbookbinders.co.uk, (telephone) 01254-59371 and email: [email protected] email address for NW Branch: Due to technical issues with the usual email address for the North West Branch, could all members please use the following email address for the time being: [email protected] Day: Press Day for Bulletin 2/26 will be Tuesday 16/12/25 and distribution day for the same edition will be Wednesday 14/1/26. Press Day for Bulletin 3/26 is 20/1/26.BRANCH MEETINGSBedford 16.12.25: Christmas Food and FilmsCentral London 19.12.25: The Great Indian Train Journey. Speaker: Colin MiellSt Albans 11.12.25: Railway Photography: A Different Point of View. Speaker: Steve SedgwickBRANCH REPORTSCentral London Branch held its AGM in time-honoured fashion on 17/10. The meeting was, it has to be said, sparsely attended but the lack of numbers was made up for by much enthusiasm and drive. The Chairman and acting Secretary -the latter after 27 years!- outlined both the previous year’s and forthcoming programmes, the latter of which will see several favourites return. A motion requesting support for the Members’ Image August meeting -a Central London Branch staple going back to the old pre-1978 London Branch days- was approved with two abstentions. Otherwise, it would have been removed from the schedule. Therefore the CLB programme will continue to have a Members’ Images August meeting. So please support it; all Club members welcome! The Branch is currently solvent but the sizeable room hire charge (arguably still cheap for the location in central London) remains a challenge. The MC has generously provided a substantial grant to each Club Branch which means that CLB will be able to pay for the room hire for the next Front Cover: The Branch Line Society organised a visit to the walkway on the Runcorn to Widnes railway bridge on 8/11. Representation by the LCGB was our Treasurer, Chris Lewis, and myself. Having negotiated the bramble strewn “path” from the access point, arrival at the lineside gave a unique photographic opportunity when the 4M61 02.20 Felixstowe North to Ditton (O’Connor) container train thundered through the bridge and started the descent to the Ditton Reception Sidings. Motive power was provided by diesel No. 66310, one of the locomotives recently imported from Europe and previously numbered 77507. It is now named Bo’ness & Kinneil Railway.(Photograph by Neville Bond)
226On 27/11/1965 GWR/BR Castle Class No. 7029 Clun Castle ran the “Farewell to Steam” special train from Paddington to Bristol Temple Meads. This special run brought down the curtain on steam traction over the Western Region under British Railways. Vintage Trains ran a commemorative charter from Birmingham New Street to Paddington on 1/11 with the same steam locomotive used in the 1965 run. Looking superb, Clun Castle is seen approaching Hanwell station topping and tailing with diesel No. 37240, with the ‘Farewell to Steam’ commemorative special train. No. 7029 was piloted from Birmingham to Hanwell Loop by diesel engine No. 37240. At the Hanwell Loop, the diesel engine ran round and No.7029 took the train forward via the Greenford triangle so that the diesel engine could work the train into Paddington. The object being to have No. 7029 facing out of Paddington for its later departure to Bristol. The photographer could only assume that this move was to conserve fuel and water, his conjecture only. (Photograph by Chris George)A view on 11/11 of the special cake created to mark the Dorking Branch’s 50th Anniversary of its foundation.(Photograph by Bert Etherington)
227year or so without problems. Therefore, the requested £5 donation per head per meeting currently remains. The existing Committee of Rob Mearman and Bob Stonehouse were re-elected nem con as was our independent examiner of accounts, Brian Place. Grateful thanks must go to these Branch stalwarts for keeping up the Branch fortunes (however, a couple of volunteers to join the Committee would very much be welcome!). Our Branch Liaison Officer and now Vice-Chairman Bert Etherington then addressed the meeting and amongst other things assured the Branch of financial support if necessary. Bert’s support for us is much appreciated.Following the formalities, Members’ Images featured some archive material presented by our President, Charles Firminger, which featured Bulleid Pacifics including Nos. 34102 Lapford, 34057 Biggin Hill and 34013 on 1960s Club railtours. John Curry gave a brief review of the current heritage scene including the 70th birthday of No.73082 Camelot, another Bulleid unmodified Pacific, No. 34072 257 Squadron, at North Weald on the Epping Ongar Railway, scenes at Wood Green main line station as A4 No.60007 passed through light engine, and at the Statfold Barn system. Club Librarian Robert Barker brought the proceedings to a magnificent close with a look at steam in the former Czechoslovakia at the 150th anniversary parade in Brno in 1989. The parade included this writer’s favourite Czech locos, the magnificent Cl. 477 4-8-4 tank locomotive and the equally impressive Cl. 498 4-8-2 beast. There were many other classes recorded in the line up. On another occasion, the 141R look-alike 475 101 4-8-2 was observed leaving Brno on a railtour. Grateful thanks are due to all three contributors for the entertainment!St Albans: Chris Jones travelled across from the Bedford Branch on 9/10 to give an excellent presentation entitled The Seven Railway Termini of Swansea. Mr Jones is a native of Swansea and was able to add personal anecdotes to back up the information available on screen. He began by explaining that the existence of industry in Swansea, even as far back as the start of the nineteenth century, was the attraction for railway companies expanding into the area. First on the scene was the famous Mumbles Train/Tram Railway. This line was some nine miles in length, running from Swansea to the Mumbles. Horses supplied the power from 1804 to 1826; the line was temporarily closed until 1855. Steam power was used from then to 1929 – then the famous electric trams, the largest in Britain, reigned until the line’s closure in 1960. The following main line stations were then added: Swansea Landore: opened in 1850 by the broad-gauge South Wales Railway, it was subsequently taken over by the GWR and closed in 1964. St Thomas: opened by the Swansea Valley Railway in 1860, absorbed by the Midland Railway in 1876 and closed in 1950. Wind Street: a short-lived mixed-gauge terminus, opened in 1863 and closed ten years later due to freight trains passing through being delayed. Victoria: it opened in 1867 as part of the Llanelli Railway, then being drawn into the LNWR group four years later. Closure came in 1964. Riverside: another short-lived station –the Rhondda and Swansea Bay Railway opened it in 1895 but it was closed in 1925. East Dock: another station with a short working life. East Dock opened in 1923 and closed nine years later. (Swansea High Street survives alone of all these. Opened as a wooden two platform broad gauge station in 1850, it was modernised several times in its history with extra platforms and stone buildings.) The St Albans Branch would like to thank Mr Jones for a splendid presentation.PRESERVATION NEWSThe Bluebell Railway: The “Giants of Steam” event over the weekend of 17-9/10 featured the four ‘new-build’ steam locomotives – Nos. 2999, 6880, 32424 and 60163. I visited on the Saturday, 18/10, and found the trains to be very busy. The Southern service to East Grinstead was running half-hourly and I reached East Grinstead in good time to patronise the excellent buffet before taking the 1.05 train to Sheffield Park behind No.
2286880 (the BR uses the 12-hour clock). The now-usual A4-sized timetable and information leaflet was provided; this showed a gap in services at Horsted Keynes, with trains from East Grinstead at 2.25 and Sheffield Park at 2.45 terminating there. The 2.35 East Grinstead to Sheffield Park was booked to stand at Horsted Keynes from 3.00 to 3.50! It was only after I arrived at 2.45 that I established what was to happen. No. 2999 ran round the train from East Grinstead and stood in platform 1; No. 32424, having arrived in platform 4/5, remained there whilst No. 60163 ran round the 2.35 from East Grinstead before standing at Platform 3 whilst the quartet of locomotives was completed with No. 6880 standing in platform 2 from 3.15 to 3.30 with the 3.0 Sheffield Park-East Grinstead working. Onlookers were escorted via the boarded crossing at the north end of the station to the slope on the west side of the line – a favourite photographic location – to view the line up of the four locomotives; unfortunately, the sun failed to cooperate! I travelled back to East Grinstead in the GNR saloon, for which a £7 supplement (including an afternoon cream tea or equivalent) was being charged per single journey – a nice civilised way of travelling! Most trains were single headed by one or other of the new-build quartet, although the 4.40 from Sheffield Park and 5.55 from East Grinstead were double-headed by Nos. 32424 and 60163. I believe that on the other days of the Gala, Nos. 2999/6880 were booked to double-head. I consider that this Gala proved a great success for the BR. (CF)Mid Hants Railway: The MHR Autumn Steam Gala was held on 3-5/10. I visited on the Friday, 3/10, and found the trains to be well loaded but not overcrowded. Arriving at around 13.10, I found that the next train was at 13.55 and that the rover ticket was priced at £39 - £4 more than if booked online in advance. Additionally, there was no monetary reduction for members – whilst I do not expect a free ticket, I do feel that a discount (say 25-40%) would be reasonable. The service operated on all three days was identical – eleven trains from Alton and ten, plus one starting from Ropley, in the opposite direction, except that the last northbound train (17.25 from Alresford) did not run on the Sunday. This Visitor No. 70000 Britannia recreates the ‘Fenman’ as part of the 50th Anniversary celebration event at the North Norfolk Railway, 25/10-2/11. The train shown is departing from Sheringham.(Photograph by John Palmer)
229meant that the last departure from Alresford on the Sunday was at 16.10 – far too early in the writer’s opinion! (There was a 16.50 departure for Ropley only.) The locomotives that were rostered for all three days were Nos. 30506, 34059, 35005, 41312 and 60007. The roster was adhered to on the Friday and of note was the 16.10 departure from Alresford, doubled headed by Nos. 34059 and 35005! Each passenger rake was of 5-6 coaches, each with catering facilities and/or real ale on board. There was also a demonstration freight train of 6-7 wagons plus a brake van at each end. Passengers could be carried in one of the brake vans at a supplementary fare on short workings between Alresford and Ropley only. Overall I found the event of interest and well run, albeit rather expensive – I also got the impression that the staff were anxious to get away at the end of the day, the shop and buffet at Alresford being shut well before the departure of the last train on my visit. (CF)North Norfolk Railway: During the final week of October and the first weekend of November the NNR acknowledged half a century of running up to 5.5 miles of railway between Sheringham and Weybourne, with the extension added to Holt more recently. In support of the NNR, Locomotive Services at Crewe agreed to provide a steam locomotive and a diesel locomotive; No. 70000 Britannia and Deltic No. D9000 Royal Scots Grey arrived at Sheringham via the national network on 25/10. In addition, the Railway scheduled operational appearances by home based locomotives--steam 2-8-0 7F BR No. 53809 running as LMS No. 13809 and an 0-6-0 ex-National Coal Board saddle tank--plus diesels Brush Type 2 No. D5631, English Electric Type 3 No. D6732 and diesel multiple unit vehicles Nos. M56182 paired with M51188 as a BR classes 101 and 104 combination. Complementing the motive power were the Quad-articulated set plus covered van, the suburban four carriage rake and two sets of five carriages formed of BR Mk 1 stock, one with an ex-LNER buffet car with a suitable carriage board as appropriate for The Broadsman train. Apart from the two home based steam locomotives and the livery of the Quad-art set, the feel of the event Britannia is seen here approaching Weybourne while working a non-stop Sheringham-Holt train on 30/10.(Photograph by John Palmer)
230was very much BR transition era. The timetable as planned did not allow for the running of a goods stock train. In common with most other heritage railways, the NNR adopted a Day Rover ticket approach giving unlimited travel over the line, though for travel with Britannia during Monday-Friday seat reservations in advance were stipulated. For an adult the daily cost was £25 and for families of 4/5 there were some marginal discounts. Your reporter visited on two days, travelling on one and photographing on the other. The attraction between Monday and Friday included non-stop runs over the length of the line by Britannia. The Signalman at Weybourne therefore had exchanges of tokens at speed to manage and smart timekeeping in the two main sections to allow the ‘non-stop’ a clear passage. It was quite a novelty to listen as the driver of Britannia whistled for the Weybourne Outer Home signal to be cleared and then opened the regulator to let the inhabitants of Weybourne hear it chatter up to Kelling Heath and on to Holt. The feel of the event was complemented by Britannia carrying train headboards appropriate to BR Great Eastern main line steam era expresses. Britannia (and at the weekend No. D9000) was scheduled to make four round trips over the line, with the afternoon services in midweek being the more popular in terms of passenger loadings. The greater attraction at the weekend was undoubtedly the Deltic and it looked splendid, adorned on at least one round trip by the thistle denoting The Flying Scotsman train as 1A35. The event was very enjoyable, the infrastructure well maintained, the stations looking as we would wish to remember, and the staff well turned out and helpful. Well done NNR. (JP)North Norfolk Railway (a second report): To celebrate its 50th anniversary the North Norfolk Railway arranged for both No. 70000 Britannia and No. D9000 Royal Scots Greyto visit. The locomotives ran together from their base at Crewe and worked over the level crossing linking the Network Rail station with the NNR’s station at Sheringham. From Saturday 25/10 through to Friday 31/10 a special timetable operated with No. 70000 making four non-stop runs to Holt and back each day, at one and three quarter hour intervals. In addition, on the evenings of 29/10 and 30/10 it worked a ‘fish and chips’ special. Also in use during a visit on 25/10 were ex-S&D 2-8-0 No. 13809 with four stopping service returns and DMU set Nos. M51188 and M56182 did likewise. Special fares applied either booked in advance or £25 (one adult) if bought on the day. This covered one return trip with No. 70000, with a reserved seat but boarding allowed only at Sheringham, and unlimited travel on all other trains. No. D9000 remained stabled at Weybourne. For the weekend of 1-2/11 a more intensive service, termed the Fiftieth Finale Gala, operated with 15 departures at half hourly intervals beginning at 09.30 from Sheringham to Weybourne and Holt. Unfortunately, your correspondent was only able to pay a brief visit on one of the Saturdays. However, there was sufficient time to photograph No. D9000 leaving Sheringham with its characteristic Deltic exhaust fumes and sounds. On both days it worked four return trips, as did the other locomotives, of which Nos. 70000 and 13809 were seen whilst No. D5631 was scheduled (No. D6732 on Sunday) as was a second steam locomotive to replace No. 13809 in the afternoon (presumably either No. 4277 or No. 80080). Passengers were reasonably numerous on both weekends but No. D9000 attracted significantly more enthusiasts on 1/11. Hopefully revenues from these special running days will make a significant contribution to the Railway’s financial results for 2025/6, following on from a profit of £208,000 in 2024/5. (MS)(Charles Firminger, John Palmer, Michael Smyth)OBITUARYNigel Mundy. 17 May 1938 – 03 October 2025. Member No. 7312.Charles Firminger writes as follows: Nigel was born in Beckenham but the family relocated
231to Amersham during the Second World War. Growing up he did National Service with the Royal Artillery. Details of his railway career are a bit patchy but it is known that he started with BR on the Eastern Region at Stratford and subsequently spent a number of years in Scotland at Edinburgh and Glasgow, being involved with train planning. One of his jobs at this time involved planning diversions, etc in connection with the Penmanshiel Tunnel incident. Returning south he ended up at BR HQ at Euston before taking early retirement. His job there involved dealing with correspondence with MPs around the time of privatisation when many experienced members of staff left the railway. Nigel was a Club member for over 30 years and participated in a number of the Club’s Overseas Tours. His most notable contribution to the Club was his production of Surviving Steam in the British Isles in two parts and Miniature Steam Locomotives in the British Isles to which amendments were published in the Bulletin as news became available. Nigel had been in poor health for several weeks and had indicated that he felt unable to continue producing the Preservation News for the Bulletin. It turned out he had a terminal illness. I went to see him at home on 24/9, spending the afternoon with him and noticing how ill he looked; in fact, he appeared to have aged by about 30 years since I last saw him six months earlier. I telephoned him a few days later to enquire how he felt, the phone being answered by his step-daughter, Helen, who was staying with him. I was not surprised when I received a phone call on 3/10 saying that he had passed away. Nigel’s funeral service was held on 23/10 at Our Lady of the Angels Catholic Church in East Leake followed by cremation at Rushcliffe Oaks Crematorium and a reception at the village hall in Rempstone. (Nigel had left instructions regarding the form of service.) Messrs. Awde, Firminger, Garvin and Patrick represented the Club.Brian Garvin writes as follows: Nigel came on several overseas tours that the Club organised but we both went on private expeditions searching out preserved locomotives in countries such as Denmark, The Netherlands and Sweden. We also travelled together with other Club members on private trips to the USA and Canada. In the latter country his interest in traction engines was thwarted a bit when a large barn type building held about 100 of them but so tightly packed there was insufficient time to clamber over them. Whilst I had produced books for the Club on preserved locomotives in Europe, as Charles Firminger has reported Nigel did similar books for the British Isles. Nigel and I spoke on the telephone most weeks exchanging information, etc. Nigel’s knowledge of locomotives was exceptional, reflecting the age he had lived through. I shall miss those telephone calls!OBITUARYRodney Graham Farr “Tommy Farr” 23 April 1940 – 31 October 2025. Member No. 553.Charles Firminger writes as follows: A long standing member, I remember him from the 1960s. His membership had lapsed in recent years as he was unable to take advantage of it. Tommy had a long career on the railways. When I first knew him he was a fireman at Kentish Town on such engines as MR 2P 4-4-0s. He ended up driving Pendolinos on the West Coast Main Line from which he retired at 65. One of his claims to fame was to be chosen to work the Pendolino that set a record of 113 minutes 52 seconds from London Euston to Manchester Piccadilly on 20/9/04 – a photograph of Tommy with a report of the event appeared in the “20 Years Ago” section of the Railway Magazine for 9/24. (Tommy trained quite a few drivers on how to drive and handle the Pendolinos and had a locomotive named after him.) For a few years more Tommy was a driver with West Coast Railways subject to a medical check each year. During this period he drove a number of steam hauled trains over many routes including the GE main line. I believe he suffered
232a medical emergency on one of these workings which effectively finished his main line driving career.Tommy took over the position of Club Overseas Tours Officer in the 1960s after participating in many tours. On one occasion when I was not present, he had a mishap at a Spanish locomotive depot and ended up covered in oil – other members had to smuggle him into his hotel unseen so that he could get cleaned up. With the handover of Bowater’s Railway to the Club in 10/1969, Tommy, with David Rollins, became the obvious choice for the basis of the motive power department and he remained involved with driving and maintenance of the locomotives for some 50 years or so.Brian Garvin writes as follows: I knew Tommy from my first Club Overseas Tour – the amazing 1964 tour to Bulgaria and Yugoslavia. There were many more including the Spanish tour referred to by Charles Firminger. The incident was in Valencia. After dinner Tommy decided to go back to the depot to see if any more Garratts had worked in. Perhaps forgetting the track was broad gauge he ended up in a pit. Yes, the hotel receptionist was kept busy as we got Tommy upstairs. But there were oily footprints leading to his room! Members spent ages scouring for shampoos and soap to wash off traces of the oil, some using their toothbrushes! Meanwhile a call had gone out for replacement clothes whilst Tommy had the first of several baths. The Renfe Garratts were oil burners – thick “mazout”! Tommy led several tours to African countries as well as India. He organised the Club Tour to Australia in 1988. He was a Midland man and enthused about the Jubilee 4-6-0s on the Midland Main Line. Before getting to Euston he was a driver at Cricklewood and one of the trains he used to work was a Brent to Southfleet coal train with a Class 45 diesel. He swore about the incline from Ravensbourne to Shortlands which was the only one he knew that slowed down a 45! Tom, it was good to know you and call you a friend.VISIT TO THE CROWN STREET TUNNELby Chris LewisA visit to the Crown Street Tunnel in Liverpool was the fifth trip in just over a year led by Adam Turner that I have been on. While he works for Network Rail, he does these trips normally for the Branch Line Society (BLS) (except the one he did for me over the Widnes to Runcorn Railway Bridge). This Society has some 2,500 members. Despite his youngish age compared with most others, he is interested in my recollections of visits to the north with my father in the late 1950s when steam still reigned. Very different locomotives of course to my beloved Bulleid Pacifics of southern England. I do remember in 1962 seeing the Red Rose with a Coronation going straight through Crewe before catching an electric train from Crewe to Liverpool, passing through Edge Hill. The Red Rose was still at Lime Street.A group of twenty-three assembled at Edge Hill Station for a 10.00 start on 14/7 for this visit. Apart from Adam there were three people from Network Rail, three from the Liverpool and Manchester Railway Trust (L&MRT) and everyone else from the BLS. Alan from Network Rail gave a comprehensive safety briefing. We obviously had to wear appropriate safety gear including a helmet, orange safety jacket and boots. We needed a torch too. From the entrance to Edge Hill Station we walked a short distance along Tunnel Road to a metal door which led to a ramp with steps down to the railway below. It was obvious that the undergrowth had been cleared to provide a walking route. We walked in single file along the cutting. The remaining operational railway line ran parallel to our path, which is still used as a reversing siding for freight trains but was obscured by a dense screen of undergrowth. We came upon the location of the original Edge Hill Engine station. The entrance to this area was identified by the visible remains of the Moorish Arch structure which originally consisted of two towers with a connecting arched bridge over the tracks. All of which unfortunately had been demolished in 1864 when additional tracks were
233needed through the cutting. The only remaining evidence was the back and side wall of one of the towers which were cut into the sandstone wall as well as the remains of a set of steps up to ground level. Also cut into the wall were two stables, three boiler houses and arched recesses for storing coke. Connecting these was a small tunnel that carried steam pipes across to the current Edge Hill Station area to operate the static engines driving the winding ropes to pull the trains up the incline from Liverpool Lime Street (used until a separate dedicated power source was established at the Edge Hill Station site). There are three tunnel portals visible, the right- hand one that led to Crown Street Station, the middle one called the Wapping Tunnel that led to the docks south of the Pier Head and was large enough for double track, and the third tunnel that became double track and led to Crown Street freight yard. The Wapping Tunnel closed to traffic in 1965.The entrance to the right-hand Crown Street Tunnel was unlocked for us to enter. It was completed in 1829, a year before the railway was operating. This happened on September 15th, 1830. It is one of the oldest railway passenger tunnels in the world but other tunnels (such as on the Canterbury & Whitstable Railway) were in use before the Liverpool & Manchester Railway opened. It is 291 yards long, 15ft wide and 12ft high. There is no way out at the other end of the tunnel so we could only go as far as where it has been sealed. In the tunnel we could see a small horse water trough and spectacular displays of stalactites. Network Rail had installed temporary lighting at regular intervals to help us see in conjunction with our torches. Beyond here was the former site of Crown Street Station, the end of the Liverpool and Manchester Railway. It was the oldest purpose-designed passenger terminus station in the world at the time of construction, along with the Manchester terminal at Liverpool Road. The location had been chosen because locomotives were not allowed to enter Liverpool. However, the success of the railway meant that by 1836 a more convenient station location was needed, so On the occasion of the Branch Line Society visit to Crown Street Tunnel on 14/7, the interior of the tunnel is depicted, complete with the impressive stalactites formed after many years of disuse. (Photograph by Chris Lewis)
234Lime Street was opened. Crown Street closed to passengers but remained open for freight until 1972. There is now no evidence that this station ever existed (except the lithographs drawn by contemporary artists such as TT Bury`s Ackermann prints and Isaac Shaw`s lithographs).I had an appointment in London so I left the trip when we returned to Tunnel Road. Most of the party went with Adam to view the top of the ventilation shaft of the Wapping Tunnel nearby and the remnants of the Crown Street tunnel portal. Thanks are given to Adam for organising the trip, for the other Network Rail people who made it possible and to the L&MRT. The members of the latter added information during the trip and corrected my initial draft of the visit. As usual the money we paid for the trip was given to a local charity, in this case £500 to Clatterbridge Cancer Centre.The day’s adventure continued for me. I asked at Edge Hill Station for a return to Euston. The next train to Lime Street would have missed the next train to London, the 12.44. The booking clerk looked and his computer said go via Wigan. I thought this would not be a permitted route and confirmed later it wasn’t. I told him try changing at Liverpool Parkway and Runcorn and that worked to catch the 12.44 there. We passed Stafford eight minutes late so pretty good for the West Coast main line now. However we ground to a halt near Atherstone. After some time the Train Manager announced there had been a fatality north of Nuneaton and all trains had been stopped in the area. (I found out later we were the first southbound train approaching the site.) Using RealTimeTrains and OpenTrainTimes I guessed it was a northbound Manchester train and a suicide. We stayed put for over 1.5 hours when we moved back northwards (on the Up fast). However, we stopped at every signal, about seven, being hand signalled until we could cross onto the Down fast near Tamworth. The Up fast is signalled for reversible despite it being four tracked so I wondered why. I only thought later that the system still believed we were heading south in the section so would not allow the northbound signals to give greens. Accelerating from On the occasion of the Club’s “GCR Railtour” of 3/9/1966, the B1 duo, Nos. 61131/73, are depicted at Staveley. (Photograph by Ian Krause)
235one stop we made an emergency stop and it took half an hour for the driver to reboot. This happened with a previous Evero journey.When it gained the Down fast it ran at a much-reduced speed. I asked the train manager if I could be allowed out at Stafford to go home? She didn’t know that it would be there it returned south but I could see the lights were green to Stafford. She then announced the doors would be opened at Stafford. I could then get a train north that was just an hour late even though it had come from London via Birmingham, not Nuneaton. The train I had left departed for London after being at Stafford twenty minutes and went direct to London, via Tamworth, etc. and arrived Euston 284 minutes late. It had departed Stafford 238 minutes later than it had passed earlier. I thanked the Train Manager for doing the best she could, and she thanked me for my better knowledge of railways. I whispered to her that I was probably the only person on the train that enjoyed their afternoon! The people in the train near me thanked me for what I could tell them. A lady going to Hove was particularly pleased and said my wife must be pleased to travel with me. I replied that she was completely bored with my analyses of these situations.I feel very sorry for the drivers when these incidents occur. I believe sometimes they never drive again. We had over 330 people on our train and there will have been thousands of others inconvenienced that afternoon and evening. I also have the greatest respect to those who have the problems of keeping the best service possible with the limited availability of trains and railway staff following these incidents. I believe this continued all the evening with Euston full of trains, with others awaiting an empty platform.THE GREAT CENTRAL RAILTOUR: SATURDAY SEPTEMBER 3RD 1966by Cedric SpillerThis tour was planned to mark the demise of the Great Central line from Marylebone to, inter alia, Rugby, Leicester, Nottingham and Sheffield. It covered some 390 miles and included travel around Rotherham, Penistone and Mansfield.The closure had been sanctioned by the then Minister of Transport, one Barbara Castle. It was being sacrificed so that the preferred route north was to be from St Pancras on the Midland lines. From memory I believe that BR had resisted all applications for railtours over the GC up to this date. As it was the end of an era the powers that be relented and allowed this final operation. There was no doubt in the minds of tour participants that this was going to be a very sad occasion. Many enthusiasts had been travelling on, and photting, the steam hauled trains between Marylebone and Nottingham that had been in operation for the previous few months, run down locos, many speed restrictions, short trains. All showing a decline of a great railway.And so to September 3rd 1966, the last day of public operation. Our train departed fromWaterloo at 09.00hrs on the dot. Pulling eleven vehicles was Merchant Navy No.35030 Elder Dempster Lines. To get to the GC proper was quite a convoluted affair. From Clapham we went via Barnes, Kew East, Acton Wells in order to reach Neasden South Junction. From here it was necessary to reverse in order to get to the required GC tracks. Moving on it was disheartening to pass a really run down Neasden shed.No. 35030 then got going, including a speed of 58mph at Amersham, until we arrived at a booked stop at Aylesbury to pick up passengers and take water. Between here and Rugby (Central) the MN ran at consistent speeds in the seventies with a maximum of 75mph at Culworth Junction. Between here and Rugby one passed the utter desolation of Woodford Halse; in its day a thriving shed.At Loughborough was the booked photostop. Then onto Nottingham and into Victoria
236station: a picture of decay, doom and gloom. Here our MN came off and made its way to Colwick where it would be serviced and await our return from northern lines.Here we picked up two B1s: numbers 61173 and 61131. They had only just arrived fromWakefield and immediately ran into problems in turning at Victoria. Thanks to some smartenginemanship they were on our front and off only sixteen minutes late. The route then was somewhat convoluted (at least to a southerner). Leaving Nottingham we went to Staveley Central for a photo stop.Then on to Darnall, Rotherham and Wath in order to arrive at Elsecar Junction. Here the B1s were detached and replaced by electric loco E 26021.The route then took us to Penistone where the electric ran round to take us to Sheffield Victoria where our B1s were waiting. The route then was via Mansfield, Annersley, Bulwell Common and finally back to Nottingham Victoria. By this time the light was beginning to fade but there were enormous crowds waiting to see us prepare for our return journey with No. 35030.In the hands of a Marylebone crew together with the Southern’s Traction Inspector Jupp, No. 35030 went off on the very last steam hauled train to run throughout. The route had been plagued with speed restrictions but the driver of No. 35030 let it rip, running consistently in the seventies until a stop for setting down passengers at High Wycombe. We ran into Marylebone 17 minutes late.Here there were lots of flashlights going off. The saddest part was meeting the footplate crew, who had given us a momentous run, at the bufferstops. It was here that we experienced the saddest part of the day. SR Inspector Arthur Jupp introduced us to this fantastic crew who immediately upon arrival at Marylebone booked off for the last time as they were then officially redundant.So was written the final page in the history of a 67-year-old railway line. Writing this memoir in 2025- nearly 60 years since closure- makes me feel very bitter for many reasons. The line was fast with undulating gradients. It was pretty straight unlike the Midland with bends all over the place. It was closed by a Labour (!!!) Minister(ess) of Transport. It could and should have been an ideal route for HS2 instead of the latter going through miles and miles of (bat) tunnels and viaducts through nimby land in the Chilterns. For those of us in those days the closure of the GC was a catastrophe. So for this author I unashamedly believe the decision to annihilate a great railway line was a disaster. Rant over. At least for those of us on this last day special there are the memories of meeting folks along the route and the sheer professionalism of our crews on that day who had no future.THE CAPITAL’S OLD & NEW TRAINSby Bill DaviesIn need of a confidence booster following my incarceration in Royal Papworth, on 23/9 I made my way to Bedford Station to have a ride out to London to view and travel on the oldest and newest trains. As Tuesday is a ‘Twats’ day (as the drivers call it) there were no spaces in the public car parks. This is because Covid expanded rapidly working from home, now down to two days per week, Monday and Friday. Thus Tuesday, Wednesday and Thursdays equals TWATS. Hopefully this doesn’t cause too much offence in this oh so sensitive society.With the intention of catching an EMR electric to London, I saw in the bay platform DMU No.150 139 going to Bletchley on a ‘rail replacement service’ and of course reported this immediately as suspicious to “See It Say it Sorted” as normally a bus replacement is in operation. Immediately changing my plans, I decided that Euston via Bletchley was a much more attractive option as I would get to see some of the newer units in service. Firstly, to
237observe ‘The Branch’ as us Drivers at Bedford knew it. St Johns revealed a couple of foxes enjoying the vegetation whilst it lasts before ‘HS3’ obliterates it on its way to Cambridge. Forder’s Sidings has now reopened; No. 66179 was shunting some wagons about on the roads which were previously used for the Fleetliner Brick trains and also ‘Binliner’ services from Cricklewood. How long they will remain open this time remains to be seen as it appears that their current traffic is waste from HS2, of which there are vast quantities. No. 66755 passed us by on the empties from the cement plant at Bletchley bound for Peak Forest.Arriving at Bletchley allowed a brief view over Cambridge Sidings of the Cl. 196 Units which may be pressed into service between Bletchley and Oxford sometime in the future. The Drivers recruited for this service are already in situ with absolutely no sign of the service starting. I hope very soon, especially as such a lavish facility has been constructed at Winslow for the expected rush of passengers. Also in abundance were Cl.730s in various liveries making our 150 look positively antique. Much to my delight the Euston train was a Cl.350 EMU of the first batch which I find very comfortable compared with far more recent offerings. It was at Euston I realised that in my quest for trains recently in service I had overlooked the Class 805. Added to that was a very shiny new looking Cl. 710. My new Combined Volume was now becoming very useful as I have lost touch of all the new trains that have been introduced over the last 5 years. At this stage I changed my challenge to riding on the oldest trains in London and the newly introduced Cl.701s out of Waterloo. Onto the Northern Line to change at Oxford Circus for a 1972 tube stock to Waterloo. These trains outdate those on the Piccadilly line by around a year. At Waterloo I had time to look around the interior of the Cl. 701 I was to travel on to Clapham Junction. Seats just as hard as most new units but a minor improvement was small table provision on some 4-seater areas; other than that, a bit of a disappointment as they very much resemble a DC version of Thameslink’s Cl. 700s minus the First Class. A Cl. 701 duo at Waterloo.(Photograph by Bill Davies)
238Off to Clapham’s London and South Western themed Wetherspoons for a snack before returning home via Victoria on a luxurious Cl. 377, downgraded to suburban sets as replacements for the now withdrawn Cl. 455s. I decided that a trip back to St Pancras could be accomplished on the bus by way of a change, so I resampled the delights of a 390 ‘Borismaster’, sadly with the back platforms out of use making the whole exercise of providing them pointless and extremely expensive compared with the alternative. Lurching our way through the sights of London, stopping at every stop and traffic light made the alternative Victoria Line rather more attractive and of course much quicker. My last train was an EMR Corby Flyer which managed a 4-minute early arrival at Bedford. So, experts - can you please tell me just which are the newest trains in London currently? I am confused.LETTERS TO THE EDITORNigel MundyHi MurrayIt’s a curious fact that while women will tell each other their life stories within minutes of meeting, men with hobbies can be friends for 40 years yet hardly ever exchange details of their private lives! When I first met Nigel around 1982 he was working in the Parliamentary Section of BRB Public Affairs at 222 Marylebone Road, dealing with MPs’ correspondence, and he retired from there towards the end of the decade. Before that he was based in Scotland. I believe he started his railway career on the Eastern Region at Liverpool Street where a sympathetic senior manager allowed him use of a duty pass at weekends to explore the system. Later he The Statfold Barn Railway’s version of the ‘The Galloping Goose’ at Oak Tree Halt on 11/10/25.(Photograph by John Curry)
239was at Euston, keeping an eye on morning arrivals in case a rare loco turned up and he could have a run behind it on its return working that evening!I think Nigel was born in Berkhamsted, where he went to school with Richard Casserley, famous Henry’s son. Nigel was married twice. The first marriage in 1962 ended acrimoniously as his wife believed he should have given up his railway interest and he was not allowed to see his son while the boy was a minor. He married a widow with children this century and was much happier until she passed away. He is thus survived by both a child and step-children. Sometime at the end of the 1980s or the early 1990s, Nigel had a crisis of faith and, encouraged by a devout Catholic lady friend, accompanied her to Lourdes and seriously considered taking up a religious vocation. To this end he disposed of a lot of his railway collection, some of which I have. Happily (for us) the crisis passed and Nigel renewed his railway enthusiasm with even greater vigour, to the benefit of the LCGB!Among other memorable trips, Nigel and I took part in two wonderful tours to Turkey in 1983/4 and a private tour of East Germany in 1987. He was always the best of companions - always good humoured, helpful and supportive when energy flagged, a fund of knowledge easily imparted, an intimate knowledge of railway history and present day working, a meticulous note-taker, and ever a twinkle in his eye for the ladies!I shall miss him.Best wishesMike Bowler (Member 1654) and Mrs Barbara Bowler (Member 6284)A Visit to Statfold BarnHello Murray,This is a write-up of a visit Tony Stratford and I made to Statfold Barn on 11/10. We began the day by taking the LUL Victoria line to Euston, for the 7.46am London North Also depicted at Oak Tree Halt on 11/10/25 at 11.10am is 0-4-OST Trangkil with a passenger working.(Photograph by John Curry)
240Western train to Tamworth, which arrived at 9.07. Connection to Statfold Barn and the event itself was via a vintage bus, which was waiting opposite the station car park. After a rolling ride on country lanes, we came into Statfold at 9.20. As we were early, it was an ideal opportunity to have a look at some of the model layouts, then a tea. Trains start running at 10.00am, so our first ride was on the Miniature Railway from Oak Tree Halt – round the park and past a lake. An exciting incident occurred, just before the end of the run. This was a wheel slip on an uphill gradient – we were then blocking an entrance – however, all was saved when a member of staff appeared with some sand, so away we went. I had a look round in the Museum; this had plenty of exhibits (narrow-gauge locomotives) plus a look at some of the model railways that were being set up for the weekend event, “Warley at Statfold”. I then met Tony Stratford – who had travelled on a later train – so our next run was on a steam-hauled tour to the opposite end of the park. After refreshments, we went to the Works Halt and managed a trip on a Railbus – another great ride, after it had been rotated on the turntable. This is an unusual machine and well worth a try. Tony and myself both thought that, overall, Statfold Barn was quite a well-run outfit with many volunteers around to offer advice. It was not too busy and trains seem to run quite frequently. We took the heritage bus departing at 16.00 back to Tamworth Station, followed by the 16.56 train to Euston, arriving there at 18.25. The only downside to the day was that the weather was a bit dull and on the cold side. Can’t have everything – but, on the whole, a very good day.John Curry (Member No. 8308)BOOK REVIEWRailway Atlas Then And Now: 4th Edition. Published By Crecy: £20This is the new, revised and fully updated 4th edition of a very popular atlas. Fundamentally, it makes it easy to make comparisons between today’s railway network and that which existed in 1923.The book includes 45 maps from each period along with a gazetteer. The contemporary maps have all been revised and updated for this new edition. One excellent aspect of the book is that it shows those closed railways that have since been converted into walking or cycling routes. Also shows tramway conversions and heritage routes. Very interesting are the references to steam sheds, current diesel and electric depots, railway museums as well as narrow gauge and miniature railways. For me the joy of perusing this atlas is to see how the rail network has changed across a period of over one hundred years.The atlas is printed on very high quality paper and is a bargain at £20. It is a credit to the two authors, Paul Smith and Keith Turner, for producing what is clearly a labour of love. Every now and again I dip into one specific area to see how the railway landscape has changed. To bring this home is to look at Map 41 of Derby, Nottingham and Sheffield in 1923 to see just how much of the network has vanished. (CS)OVERSEAS NEWSBrian Garvin, Flat 5, 91 Albemarle Road, Beckenham, Kent BR3 5JZ. 020 8658 2340. E-mail: [email protected] Report: Howard Forster reporting on two visits made in 2025.Sunday 22 June. Wien Handelskai: The former WLB depot has closed, the office building was boarded up and the gates were padlocked. Parked at the end of the yard was 111 215.
241Monday 23 June. Wien Hbf produced a good selection of 1116/1216 as well as 182.563, 193.433 in CT Train livery on a Regiojet service to Czechia; 193.503; 6193.963 in CD livery; 1293.183 on freight; 470.0003 and GySEV 4746.316. Friday 18 July. Wien Hbf: additional locomotives of interest were 187.324 still in WLC livery; 388.327 Regiojet; 193.450, 470.002 and CD 1216.952.Saturday 19 July. Krems: 1144.066/110 were on Wien p&p trains. Stabled were 6193.141, 383.429/34 Metrans and 1063.030. Sunday 20 July. Linz: 1116/44 dominated the passenger workings. 380.018 was on EC344 to Praha. Except for 1016.014, Vectrons dominated the freights; 193.250/588/99/629, 1193.980, 1293.093/103/99 were all noted.Visit Report: Graham Leach reporting.Visit to Austria and Germany, 17-29 September 2025. This was a cultural visit to Vienna, flying from Stansted to Vienna by Ryanair, and returning by train with stays in Zell am See and Frankfurt. The dates were arranged to coincide with a steam day at Eisenbahnmuseum Strasshof, the weekly steam run on the Pinzgauer Lokalbahn at Zell am See, and a train running day at the Frankfurter Feldbahnmuseum.Thursday 18 September 2025. After overnight at Stansted, flight to Vienna, then train to Wien Hbf (normal train, not the more expensive CAT), and Ibis Hotel next to Hbf.Sunday 12 September 2025. By train from Wien Hbf to Silberwald, then short walk to Eisenbahnmuseum Strasshof.List of steam locomotives seen:58.744 2-10-0 WrN 5754 1923 beside shed;109.13 4-6-0 WrN 5080 1912 in shed;30.33 2-6-2T WrN 4027 1897 in shed; 310.23 2-6-4 StEG 3791 1911 in shed;97.208 0-6-2RT Flor 820 1892 in shed; 197.301 0-12-0RT Flor 2090 1912 in shed;1 0-4-0T StEG 3841 1912 in shed; DT1.07 2-4-2T Flor 3081 1935 in shed;97.73 0-6-0T StEG 2404 1894 in yard; 229.222 2-6-2T WrN 5444 1918 by turntable;1665 0-6-0 StEG 2466 1895 by turntable; 78.606 4-6-4T Flor 3050 1931 by turntable;156.3423 2-8-0 Flor 2617 1920 by turntable; 93.1403 2-8-2T StEG 4827 1928 by turntable;55.5708 0-8-0 WrN 3169 1887 by turntable; 106 Fusch 0-6-0 Sigl 652 1868 by turntable;852 0-6-0 StEG 940 1869 by turntable; 69.02 2-2-2T KrLi 3822 1898 in yard;54.14 2-6-0 WrN 4221 1899 in yard; 0-6-0T Flor 3007 1930 in yard, good condition;1 0-6-0F SGPF 18185 1961 in yard; 257.601 0-10-0 StEG 4358 1921 overgrown;30.109 2-6-2T StEG 2809 1900 overgrown; 4 0-6-0F SGPF 18458 1973 overgrown;35.233 2-6-2 StEG 4147 1916 overgrown;021 0-4-0T StEG 4692 1923 in yard;42.2708 2-10-0 Flor 17591 1946 in yard; 15.13 2-6-2 WrN 4995 1910 in yard;33.102 4-8-0 StEG 4694 1923 in yard; 580.03 2-10-0 StEG 3826 1912 in yard;52.7594 2-10-0 Flor 16942 1944 in yard; 92.2234 0-8-0T KrLi 6249 1910 overgrown, very derelict;
242175.817 2-6-2T BMMF 432 1912 overgrown, very derelict; 372 4-4-0 Flor 768 1881 in workshop, far side of shed.52.100 2-10-0 KM 16411 1943 was working a train of 4-wheel coaches in the grounds.78.606 and Flor 3007 were unexpected additions. (The 78 has been there some years but 3007 is a more recent arrival – Ed.) The absence of barriers and freedom to walk around the entire site were a refreshing change from some locations, but somewhat surprising with many families with young children present (open pits in the shed, turntable pit, moving train).Monday 22 September 2025. By train from Wien Hbf to Zell am See, via Salzburg Hbf. Hotel Steinerwirt, in town centre not far from station. As hotel guests we were issued with a Summer Pass, giving free local public transport and reduced price admission to various local attractions. One of these was a motor museum in Kaprun which, according to the brochure, included a ‘steam locomotive of 1893’. We caught a local bus to Kaprun to investigate.Wednesday 24 September 2025. Vötter’s Oldtimer Museum, Schlossstrasse 32, Kaprun. 760 mm gauge. 298.55 0-6-2T KrLi 4182 1899 plinthed outside, with a bogie coach.Not 1893 as billed, but an interesting find. The Blue Book shows it at Mittersill in 2001.Thursday 25 September 2025. Pinzgauer Lokalbahn, Zell am See 760 mm gauge.73-019 2-6-2 Bp 3287 1913 working to Mittersill and back.The line beyond Mittersill to Krimml remains closed, with buses in operation. The loco was in superb condition and gave a lively performance. The other working loco, Mh3, was not seen.Friday 26 September 2025.By train from Zell am See to Frankfurt Hbf, via Salzburg Hbf and München Hbf. Ibis Hotel south of Hbf, near river (continued under Germany).CZECHIAVisit Report. Robert Barker reports on a Railtrail visit.Benesov. The steam locomotive festival held here 26-28 September 2025 was something of a misnomer, with the six steam locomotives outnumbered by preserved diesels and electrics. Present were: 434.2186, 464.102, 464.202, 555.0153, 524.1110, and DR 86.333 of which 524.1110 was not in steam.The group visited the museum at Luzna, where, locked in the workshop, were 411.096, 534.0323, a 2-6-2 minus boiler lagging, cab and tender, and the frames of a 4-8-2. 800mm gauge 0-4-0WT 21 (KrLz 6682/1912) was in steam giving rides around the site, though it is not clear whether or not it was steamed specially for the group.The only modern traction sighting to mention was on 24 September when brand new 362.001, a.k.a. ES499.1001, arrived at Kolin on a public passenger train to Brno. (Not brand new perhaps ex-works or well looked after as it is a traffic locomotive carrying also its original number and dating from 1980 – Ed.)The group also visited three 600mm gauge lines.Kolin Sugar Beet Railway, Sendrazice. This line is 4.5km long reached by bus routes 1 and 10 from the main station in Brno. Motive power consists of 0-4-0WT CKD 2984/1951 exKralovodvorske steel works and some small diesels.Solvay Quarries Open Air Museum. Here, Bronhilde (BMAG 9124/1927), late of Bressingham and Bredgar & Wormshill, hauled the group on a 2km line. Also present was another 0-4-0WT numbered 9 completely dismantled and many small diesels.Mladejov Industrial Museum incorporates an 11km line to former mines at Hrebec, the upper part of which climbs, Vale of Rheidol style, on a ledge on a hillside. We were hauled by 0-4-0WT (CKD 3195/1951) of the same type as at Kolin. This was a shame as the two extraordinary looking 0-6-2Ts were inside the shed. These were 1 (KrLz 7485/ 1920) and 5 (KrLz 1518/1929). (As these locos are Engerth types they are usually referred to as 0-6+2T – Ed.) The two large Romanian Faur diesels used on the line in its latter working days appeared to be out of use.
243FRANCEVisit Report: Howard Forster reportingMonday 2 June 2025. Libourne: 3 car B 81500 units were working most of the services, some Z56300s were also seen. 27322, running light engine, was the only freight locomotive seen during an afternoon session.Friday 6 June. Bordeaux St Jean: There are very few locomotive hauled passenger trains to be seen in Bordeaux these days. One of the few had 7390 on the 16.12 to Marseilles St Charles.GERMANYPreservation. During October 12/13, 01 1081 and V20 101 were moved from Neckarbischofsheim to Bielefeld hauled by 111 094 and presumably now at the roundhouse there. The same month saw plinthed 99 211 moved from Wangerooge to Bruchhausen Vilsen where it will be overhauled and put into use on the line there. Despite over 50 years on display a good oiling must have been done over a period as temporary track was laid down the street and the loco hauled by the public to the jetty for shipment to the mainland!Visit Report: Howard Forster reporting on visits in 2025.Wednesday 25 June. Passau is a very good station to photograph trains, as it is fairly open and there is little clutter. Class 185s and Vectrons dominated on the freight workings, with 14 out of 18 noted. 183.717 and 1216.920 were stabled west of the station. Other locomotives of interest were 1293.207 GMP, 1293.902 RSAT and 2019.317, a Stadler Euro 9000 (did the guy in the EVN office make a typo error and put the 0 in the wrong place, as it was carrying 2190.317!).Thursday 26 June. Passau: stabled west of the station was 155.049; other locomotives of interest were 187.084, 2019.311/7, 2159.256, GySEV 471.003 and Akiem/SETG 7193.010. Germany. No. 2019.317 ELP stabled at Passau, 26/6/25. One of the longest single locomotives in Europe.(Photograph by Howard Forster)
244Sunday 29 June. Würzburg: Either there were civil engineering works taking place or there was a shortage of staff as little was moving. 2248.087 was stabled at the former depot. Tuesday 1 July. Cruising along the Rhine Gorge no freights were seen in a six-hour period on the right bank, a similar situation to last year.Wednesday 2 July. Köln Hbf: during one hour in the afternoon, no locomotive hauled trains were seen, a dramatic change from last year. Stabled at the north end was 111.108 D ZUG. Monday 21 July. Passau did not disappoint with plenty of Vectron and 185 hauled freights rolling through. Of interest were 2159.259, 7193.608 and 4024.016 on a working from Linz, possibly deputising for the usual 1144.Tuesday 22 July. Passau: a similar selection to the previous day were on the majority of the freights, other locomotives of interest were 182.602, 1293.901, 1293.905 and 2159.256.Visit Report: Graham Leach reporting.Sunday 28 September 2025. By tram from Frankfurt Hbf; along Mainzer Landstrasse, to Schmidtstrasse, then a short walk to Frankfurter Feldbahnmuseum.600mm gauge.1 Besigheim 0-4-0WT Heil 393 1900 in workshop, under repair; 2 0-4-0WT Hen 20517 1925 outside;3 0-4-0WT AJ 255 1896 in new shed; 4 175 0-4-0WT OK 2053 1906 in new shed;5 0-4-0WT AJ 9295 1941 in shed; 6 0-4-0WT Hen 22826 1935 in workshop;7 0-6-0T Dec 1593 1915 in new shed; 8 99 3313 0-8-0T Bor 8836 1914 in shed;9 0-4-0T Hen 16047 1918 in shed, dismantled; 10 478 0-6-0T Hen 13070 1917 working;11 2 0-6-0T AJ 10137 1952 in new shed; 12 0-4-0WT Hen 28024 1948 in shed;13 0-4-4-0T OK 3902 1909 outside; 14 0-6-2T AJ 989 1906 in shed;15 0-4-0WT Hen 25180 1942 in workshop;16 E103 0-10-0T OK 11073 1925 in new shed;17 0-4-0WT KrMu 7656 1921 in workshop; 18 Emma 0-4-0WT OK 9244 1921 working;19 Tx4-559 0-8-0T Hano 10194 1923 in workshop, dismantled;20 209 0-4-4-0T BLW 43325 1916 in new shed;21 Gazengo 0-4-2T AJ 847 1905 in shed, under repair.The two working steam locomotives alternated with two diesels on passenger workings into the park. A couple of small diesels were also active, shunting wagons. The workshop was not open to the public, but a member of staff opened it up for me on request and showed me round. He happened to be the owner of Hano 10194, which is completely dismantled for long-term overhaul, with small parts being restored in a separate small shed.Several locos have moved elsewhere over the years, and running numbers have been re-used, which can cause confusion. For example, both number 6s have been Hen 0-4-0WTs. There have been three 3s and three 10s. For completeness, the following have all been here in the past:-3 0-4-0WT Hen 28033 1948 now on Park Eisenbahn, Chemnitz3 0-4-0T Dec 648 1912 now on Richmond Light Railway, Kent6 0-4-0WT Hen 24011 1939 now on Stumfwaldbahn, Ramsen9 Ty3812 0-6-0T Chrz 3812 1958 now with APEMVE, La Pinelière in France
24510 0-8-0T Maff 4135 1924 current location not known10 1 0-6-0T AJ 10142 1950 twin of AJ 10137, both here in 8/90, one was intended for Prora/Klütz.Monday 29 August 2025. By train from Frankfurt Hbf to Derby, via Brussels-Midi and St Pancras.HUNGARYVisit Report: Howard Forster reporting on visits in 2025.Saturday 21 June. Budapest Keleti. After being Vectron free last summer, the plague has now reached Keleti with four appearing in a two-hour period, 193.210/6/757/967. Class 415 EMUs have taken over nearly all of the 43x locomotive hauled trains. With the exception of 630.047, all of the long-distance trains were hauled by modern locomotives.Wednesday 16 July. Budapest Eiffel Art Studios: The main building housing the temporary transport museum was advertised as being open from 10.00 until 17.00 but at 15.00 it was locked up and deserted. 327.016, in the other building, was less obstructed than last year. Budapest Keleti: Parked adjacent to the platforms was 240.129 SK ZOS coupled to a set of CRS maroon coaches. 471.501 GySEV added to the variety of colourful locomotives which now appear. Thursday 17 July. Komarom. Akiem was very busy servicing locomotives in the former three road depot. Present were 185.635/6/9, 186.351, 189.844, 193.886/8, 285.109, 439.010, 469.104(DB 290.013), 491.002-5. Stabled at the east end of the station was 187.523 and at the west end was 242.287 CZ Lokotrain. 471.003 GySEV was on a main line passenger train.SPAINVisit Report: Jon Burdett reporting on a visit in early October 2025.Hungary. MAV 327,016 in the Eiffel Art Studios Budapest, 16/07/25.(Photograph by Howard Forster)
246Spain. Former Rio Tinto 2-6-0 201 RSH 7700/53 plinthed on a roundabout in Rio Tinto on 5/10/25.Spain. Former Rio Tinto 2-6-0+0-6-2 Garratt BP 6561/29 dumped on the former Rio Tinto shed at Las Zarandas on 5/10/25.(Both photographs by Jon Burdett)
247Saturday 4 October. We got to Seville Santa Justa station early afternoon, it was 36 degrees so a bit of a surprise for the first week of October. No particular issue to look at here, the trip dates were decided because we managed to get permits for depot visits in Portugal at Entroncamento and Barreiro Works in Lisbon - two places I’d long wanted to visit - so the stuff in Spain was added to the trip plan essentially to boost some cops seeing as I don’t want very much from Portugal (and after this trip, now virtually nothing!). We viewed what was working in the station for an hour or so:-Station - Do watch the Civia EMU sets as they have both four car and five car versions here and the set numbers conflict so it’s a case of having to check how many coaches the set has, one for the unwary.High Speed Trains: 100-01/03/15/16/17/20; 104-15; 112-14; 130-42; TGV822 - Ouigo449 007/008/019; 464 202/213/228; 465 208/225/229/267.The narrow gauge Krauss built 4-6-2 Nina Krauss Munchen 8456/29 is still on platform 8/9 but at the tunnel end in the dark off the end of the platform. If you didn’t know to look for it you probably wouldn’t see it. Santa Justa Renfe depot: 310 034; 319 225(s) /249 (s) /253(s) /257 (s) /304/311(s) /323 - these 319s have been dumped here since at least 2011 as they were here when I last visited Seville . 321 028(s) /057(s), 321 012???? (s), 333 403/407; 490 002 (w).The 310 was in for work. The active 319s were in the red/blue Al Andalus livery but they look as if they have no work now that they have 333s for the train. The stock was parked up in the carriage sidings at San Pablo. The 490 was fairly stripped. The other sets that were stored at San Pablo have gone to Malaga for overhaul and reinstatement but I understand this set is to be sold - most likely for scrap. We got in through a side gate that had been left open because the locals were having a BBQ at the nearby union HQ otherwise we wouldn’t have got a number off the 490 nor read the 310.I’ve a problem with the 321s. Two were in the blue/white older ADIF livery whereas 028 was in the modern green/white livery and all this gaggle of diesels were together nearest to the main station. 028 could be read off from the station but the other two were in the back line and blocked from view. As I got in I walked down and literally past the other pair of 321s. They were not particularly graffitied, which makes a change, and I walked by 012 first and then 057 nearest the buffer stops. I was pleased with 057 as I knew I wanted it along with 028. 012 however is a real problem. I’m certain it was 012 but that loco was withdrawn a little while ago according to Listadotren but the pictures show it as a green/white loco not a blue/white one. I’ve looked at all the pics for the remaining members of this class and can’t see any blue/white locos that fit the bill. I obviously made a mistake but I can’t offer any other explanation for this particular loco and I doubt we will get any more info on it so it’s a bit of a pain. Adjacent Permanent Way depot: 000 032; 000 461; 006 028; 010 125; 014 013; 020 143/163/169. Most of these looked out of service apart from maybe 000 461.Sevilla San Pablo depot - view from road overbridge and the surrounding roads: 109 013 - IRYO – passing; 446 119/181; 449 039 - this may be a reallocation as I can’t see a Leon based set being in Seville for any reason; 464 202/211/227; 465 203/204/225; 598 015/020 - one of these had been side swiped. The stock of the Al Andalus train was stabled alongside the main line. Another four EMUs that couldn’t be identified. We continued north out of the city to look at the yard at Majarbique where only a track machine was apparent. Very oddly, further to the north HST 100-13 was stabled and as that was the last set of this TGV derivative that I wanted I was pleased to get it. Why it was here though is a complete mystery.465 225 went past.We went on to Villaneurva del Rio y Minas station to view ‘plinthed’ 4-8-0 240 2081 which has been here for many years. It has been repainted relatively recently by the looks of things. No doubt because the station has been done up as it is to become part of the
248Cercannais network although presently it’s a bus substitution here - the bus was outside the station picking up zero passengers. Returning to Seville, we went to the east side of the city to where the Container Terminal is sited at or near Palmete. Transfesa 006 016, a Stadler Eurodual numbered in the 1435mm series but running on 1668mm bogies, was stabled and the yard shunter was 310 026 - both cops.Last view of the day was in the nearby Docks where Continental Rail 335 018 was hooked on to a loaded container train ready to go. The location is just below the ring motorway overbridge on the south-west side of the city.That was it then for the first half day on the Saturday.Sunday 5 October 2025. We headed west towards Huelva but didn’t go in as we were headed to Neurva to have a ride on the 13.00 tourist train on the old Rio Tinto industrial system.We went to Tharsis first - right in the sticks - to view the plinthed unnumbered Ruston and Hornsby 88DS shunter south of the town in Parque Natural Merendero. Thought to be likely the old number 61.Next was plinthed 0-4-0T number 5 named Saucita, built by Dübs, Glasgow in 1869 which is on Ciudad de Huelva, then round to the local Museum which should have been open but was not, to view the plinthed Wickham trolley at the front and a second 0-4-0T displayed in excellent condition inside the building - there are windows - this time number 7 Dübs 332/69.Moving north through the town, we photographed plinthed Bo-Bo diesel number 69 (Alsthom 1966) which is displayed with two iron ore wagons on a roundabout.The Tharsis Copper and Sulphate system ceased running in the 1970s I think. It once went from here down to Huelva to get the minerals out. It looked to me that there was still mining going on but it’s all road worked. Evidently there is another Ruston shunter in an old building in the old mining area with thoughts of a tourist railway but to be honest the place is so remote it’s hard to see that going anywhere. It’s only a small town and there were virtually no people about while we were here.Carrying on, about an hour’s drive later, we came to the Rio Tinto system. First stop was the park at El Campillo to view plinthed 0-6-0T number 110 (North British 18032/07) before coming into Rio Tinto proper for plinthed 2-6-0 number 201 also on a roundabout just north of the centre. In reasonable external condition, it’s RSH 7700/53. Heading to the east of Rio Tinto you come to Neurva where the present day tourist line starts. Originally there were workshops here but today there are a few old buildings and a single platform with run round. The loco today was 0-6-0DE number 931, decked out with local flags, built by Babcock and Wilcox 1164/75 to a Hunslet design. There were a good number of takers for the train ride. On the first Sunday of the month, November to March, it’s steam hauled and only goes as far as the depot but sadly we were at the start of October so we got the whole line but diesel hauled. It’s a good 45 minute run to the end of the line and then return with 20 minutes at the far end to inspect the bright red and yellow waters of the Rio Tinto. I couldn’t make my mind up if the water was actually that colour or whether it was a case of the underlying rocks being stained. On the way there is a full blown Spanish only commentary about the desolate landscape you are looking at - a true man-made scar on the planet with exposed seams of sulphur bearing rocks. It must have been an immense set of workings in its heyday and no wonder they had a fleet of over 100 steam locomotives at one time. One other thing to add, the gauge here is three foot six, Cape gauge. No real problem as it was a self-contained line from Rio Tinto to Huelva so no need to be Spanish broad gauge and, being British owned, easy enough to get off-the-shelf locos from home.On the way, you pass the remains of the old running shed at Las Zarandas. There is a platform alongside the shed but you go straight through. On the steam running days the train finishes here and maybe you get a peak in the shed at what they are doing there or,
249maybe knowing Spain, you don’t because it’s too dangerous.Outside near the remaining goods sidings before the shed are a dumped 2-6-0 with the tender seemingly marked 200 but the loco likely to be 203 and a Bo-Bo diesel which is 922 built by Cenemesa in 1965. There is also a four wheeled electric mining loco. All are dumped.Near the shed is the remaining Garratt loco 146 BP 6561/29. It is unrestored and missing the north end pony wheel set. The tender for preserved steam loco 51 was outside the shed. This is actually an 0-6-0T built again by Dübs in 1890 and has been a runner as a tender tank but whether it’s still active is debateable. Passing the shed, the rotting carcass of 2-6-0 205 is out the back. RSH 7704/54 together with quite a few wagons. So after jolting along for 45 minutes you get to the end of the current line - it once extended nearly 90kms - before coming back to where you started. Fascinating stuff all the same.From here it was back to Rio Tinto to visit the Museum in the old company hospital and look at the two steam and the four wheeled electric mining locos that are inside. Interesting museum and there are some fabulous pictures of how the system looked in its heyday together with details about the locos once owned listed on several boards. Worth going in to see the 0-4-0 Crane Tank as those are fairly rare nowadays. We looked at the pit at CortaAtalaya for the remains of 0-6-0T number 50 which is dumped on one of the mining levels above the water filled hole but despite our best efforts couldn’t see it so moved on.We were heading to Merida for our overnight stop. On the way we called at the station at Zafra where DMU 599 093 was in the station with 599 037 stabled plus 333 395 and Al Andaluces liveried 319 319. ADIF had unique 011 052 nearby, built by Polish builder Kolzam in 1991. There looked to be a cement works in the middle distance and I’m guessing that’s why the big diesels are stabled here. Strangely the current through station has another, what looks like, station building adjacent and in front of it as if there was once a terminus here as well, the latter is now part of the goods yard and the building disused but I thought it was an unusual arrangement. And so it was on to Merida. A quick look at the station turned up ADIF 000 462 and 000 829 behind the lengthy former goods shed which is now part of the car park. In the station were 599 003/049 and 087 - all Cerro Negro, Madrid based DMUs, - I wondered what they did with their large allocation, now I know - its Madrid - Caceres - Merida - Zafra - Huelva, a very long way on a DMU although I doubt there are many passengers who do the full distance in one go, you’d normally go high speed direct from Madrid to Sevilla and then change there to reach Huelva. Despite there only being 15 departures in 24 hours, access to the platforms was not permitted in that usual Spanish style - ticket holders only and only when a train is due to depart! That usual Spanish unhelpfulness when it comes to trains. Monday 6 October 2025. So that was it. A quick look at Badajoz station found 599 011 and 039 manoeuvring outside the modern two road shed adjacent to the station and the noses of two other sets of the same type inside which were unidentifiable before we pushed off into Portugal for a few days. Friday 10 October 2025. Coming back into Spain four days later we came back in from Vila Real de San Antonio having come along the Algarve the night before. This time we were going into Huelva and so we came in through Corrales where there are a number of former Tharsis locos dotted round the town in recognition of its past.Ruston and Hornsby shunters 56 and 57, both 0-4-0DMs built in 1949, are on the roundabout at Bellavista, both having been recently repainted. On the next roundabout at Gta Isla Bacuta is bigger Ruston number 59, an 0-6-0 DE built in 1956. Down at the former station site is another of the 0-4-0Ts, number 1, Odiel, another Dübs product, 231/67.We carried on to Huelva working our way round the town to the north and east and visiting the ADIF yard where there is a small wagon works and some loco stabling. We identified TRAXX electric 253 053 and diesels 333 340 and 346 plus 303 at the end of the
250yard but another loco was blocked behind two others so we didn’t get the chance to obtain its number before leaving.At the modern three road station a few units were whiling away the midday sun - 120 351, 598 001 and 014 - before we headed to the plinthed former Port Authority 0-4-0T number 1 OK 3014/08 in Placa de Nina. A coffee was enjoyed in its shadow before going to the Dock area to search out number 4 - OK 2353/07 - which is just over the river bridge. Quite a large amount of the dock and refinery area is still rail connected but despite searching we couldn’t find any more locos. This, no doubt, is the reason there are big RENFE diesels at Huelva yard.Leaving Huelva it was back to Sevilla Santa Justa via the plinthed steam loco at San Juan del Puerto - 0-4-0T BW 728/58 - to round off. A view of the shed area again only showed a couple of movements in the days we’d been away with only Al Andaluces liveried 333 405 as a fresh item. Three hours at the main station to round off produced the following:- 100-01/07/11/13/17; 104-01/08/11/14; 109 011/012 – IRYO; 112-20; 130-38; TGV 818/821 – Ouigo; 446 029/119; 449 008/015/050/053; 464 202/208/211/213/227; 465 202/203/204/225/229/267; 598 005; 599 096 plus mixed set 599 021+7 599 035+599 070 - no doubt a scratch set from two damaged units.SWITZERLANDRigi – Scheidegg Bahn (RSB). This long closed line of only 6.7km celebrated its 150th Birthday 30 August – 7 September 2025. A video has emerged showing a length of metre gauge track laid at Scheidegg and a 0-4-0WT, Ticino, running up and down it. The RSB was opened in two stages partially on 14/07/1874 and the full length 1/6/1875. It ran from Rigi Kaltbad where its station was at right angles to the VRB line. It was closed 21/09/1931 but the abandoned line was converted into a rail trail. The locomotive is in fact Jung 51/1889 which was recorded in the “Blue Book” as privately preserved in Mendrisio. It was built for the “Correzione del Fiume Ticino Bellinzona” or Ticino River Correction, Bellinzona. It was already preserved after WWII in Bellinzona, then in 1961 acquired by a private person in Mendrisio. Then it was lost for some years but reappeared as a guest loco at the Blonay – Chamby museum line in 2018. It now appears it was sold to a private person who now lives in the Arth Goldau area. It has been referred to as number 2 but this does not appear on the loco but it does carry the name Ticino on the side of the boiler. An internet search for Rigi Scheidegg Railway Video should give access to an eighteen-minute video showing the locomotive and track being transported to Scheidegg. USASteam News: John Biehn reporting.Sugar Express Photo Charter. The Sugar Express has announced that they are planning a two-day photographer’s special on January 17 & 18, 2026. This special event will be powered by 4-6-2 steam locomotive No.148 which will be backdated to reflect its late original career appearance as a steam locomotive being used in US Sugar Corporation service. Sugar Express is based in Clewiston, Florida.Steam in New Jersey. The Woodstown Central Railroad has been running SMS Lines No. 9 with quite a number of trips from October until the end of December. SMS Lines No. 9 is an 0-6-0 steam locomotive that was built in 1942 by Alco (70402) for the United States military. The original number for this locomotive was 4023.Age of Steam Roundhouse, Sugarcreek Ohio. There will be a three-day event at Sugarcreek, Ohio, taking place from April 9 to 11, 2026, featuring a variety of festivities, including a public ceremony of the Grand Christening of No. 19. McCloud River Railroad No. 19 is a 2-8-2 ‘Mikado’ built in April 1915 by the Baldwin Locomotive Works (42000) for the Caddo & Choctaw Railroad. It saw service on the McCloud River Railroad, Yreka Western Railroad and the Oregon Pacific & Eastern Railway. Age of Steam has acquired another steam locomotive and a big one at that. It is former
251The London Transport 1938 Tube Stock Set at Boston Manor on 11/7, as part of a public event.(Photograph by John Palmer)During the West Somerset Railway’s ‘Spring Steam Gala’ in 5/25, Jubilee No. 45596 Bahamascompliments the general scene with a Bishops Lydeard-Minehead train. A delay caused by lineside fires allowed the shadows across the track to disappear just in time for the picture.(Photograph by John Palmer)
252On 27/11, No.60532 Blue Peter is seen at Raskelf with 1Z46, the 08.45 King’s Cross - Edinburgh, Steam Dreams’ ‘Edinburgh Christmas Market’ working, having taken over the train at York from Deltic No. D9000.(Both photographs by Robin Patrick)On 27/11, No. D9000/55022 Royal Scots Grey at Copmanthorpe, just south of York, with 1Z46, the 08.45 King’s Cross - Edinburgh, Steam Dreams’ ‘Edinburgh Christmas Market’ special train. At York A2 No. 60532 ‘Blue Peter’ would replace the Deltic.
Chesapeake & Ohio Railway No. 1308 (Baldwin 74277/1942), a 2-6-6-2 locomotive from the Collis P. Huntington Railroad Historical Society of Huntington, West Virginia. “The 1308 has been displayed unprotected outdoors in a Huntington city park since October 9, 1962,” said Nathan Vance, Executive Director of Age of Steam Roundhouse Museum. “While CPH members regularly repainted their locomotive, paint protected No. 1308’s exterior surfaces, and rusting of the locomotive’s boiler and other steel parts has continued unabated from the inside out for 63 years. The Age of Steam Roundhouse Museum can end all that,” Vance added. No. 1308 is the Age of Steam’s 25th steam locomotive in its collection. Nashville Steam News. The Nashville Steam Preservation Society continues work on the restoration of 4-8-4 NC&STL No. 576. With the hydrostatic test of the boiler now complete, each day brings Nashville Steam workers closer to that first steam up and now there is plenty of progress to see. Portland, Oregon. One of the locomotives at the Oregon Rail Heritage Centre is undergoing changes. OR&N No. 197 will once again be referred to as UP No. 3203. This 4-6-2 steam locomotive was built by the Baldwin Locomotive Works (25717/1905) for the Oregon Railroad & Navigation Company and then numbered 197. Eventually, until its retirement in 1958, the majority of the locomotive’s service was with the Union Pacific as the 3203. Chief Mechanical Officer Luke Johnson, along with volunteers from the Friends of the 3203 and ORHC, have been steadily working on installing new tubes and flues in the locomotive’s boiler. This is the first time since the 1950s that the tubes and flues have been replaced.Southern Pine Locomotive Company News. In April 2025, newly formed Southern Pine Locomotive Company took ownership of two special pieces of history: a 1930 Baldwin (21435) 2-8-2 steam locomotive, Temple Lumber Company No. 20, along with the historic AT&SF Pineland depot from the early 1900s. Since 1985, locomotive No. 20 has stood on display in Katherine Sage Temple Park in Pineland, Texas. This summer, Southern Pine’s teams worked tirelessly to prepare the engine to move for the first time in forty years. After countless hours of work, cleaning and lubricating all bearings and journals, No. 20 finally rolled out of what was once thought to be its final resting place.NYS&W 142 Returns. New York, Susquehanna & Western SY 2-8-2 No. 142 has returned to service at the Belvidere & Delaware River Railway in New Jersey. The locomotive was last used on regular excursions in 2017 before being taken out of service for an overhaul. No. 142 is one of a half-dozen Chinese steam locomotives imported to the United States. It was built in 1989 for the Connecticut’s Valley Railroad, where it ran in the 1990s. The Susquehanna purchased its own SY locomotive but it was lost at sea when the ship sank. The NYS&W then purchased the Valley locomotive, then numbered 1647, and gave it the number 142.(Howard Forster (6), Robert Barker, Graham Leach, Jon Burdett, Richard Awde, John Biehn.)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 theLocomotive Club of Great Britain, Flat 22, Gadebury Heights, Bury Road, Hemel Hempstead, Herts. HP1 1HG.© Copyright 2007-2025. 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.
On 18/10, during the course of the Bluebell Railway’s splendid “Giants of Steam” Gala, new-build A1 No. 60163 Tornado is seen at East Grinstead.(Photograph by Cedric Spiller)