LCGB Bulletin 75 05

BULLETIN VOLUME 75 NO.05 MAY 2023 THE LOCOMOTIVE CLUB OF GREAT BRITAIN LCGB More roundhouse tales • A chance trip behind a Deltic Rodelblitz Plus and much more ... www.lcgb.org.uk

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

113 THE BULLETIN OF THE LOCOMOTIVE CLUB OF GREAT BRITAIN VOLUME 75 No.05 3rd May 2023 CLUB NOTICEBOARD Murray Eckett, Flat 22, Gadebury Heights, Bury Road, Hemel Hempstead, Herts. HP1 1HG. Tel. 01442-247083. Email: [email protected] 2023 Club AGM: The Annual General Meeting of the LCGB will take place at St Cyprian’s Church, Glentworth Street, London NW1 6AX (nearest Underground station is Baker Street) on the afternoon of the 13th of May 2023, starting at 14.00 (doors open from 13.00). Please note, there is no Branch Liaison Meeting in the morning. Thank you to all those who have responded to the initial invitation. The Club would like to point out that there is still time to notify us of your intentions regarding your attendance at the meeting. Please ensure that you respond to the invitation either by post or email at the addresses indicated by the 6th of May. Please note that corrected directions about how to get to the venue have been included on the reverse side of the enclosed Agenda. All other information remains the same. Club Visit Arranged: On 20/5/23, a Club visit has been arranged to CTL Sheffield, this being to view progress on the construction of the new-built B17 locomotive 61663 Spirit of Sandringham. Further details will be announced in due course. Forthcoming North London Branch Meetings: The North London Branch have arranged two meetings for the near future. On 9/5 Roger Tovey will present An Afternoon with Roger Tovey (this presentation includes slides, anecdotes and a video), whilst on 13/6, Club President Charles Firminger will present Foreign Tours, a collection of illustrations from his own collection. Help Required Please: Club member Giorgio Moreschi is looking for copies of photographs taken on a 1981 Club tour to Italy, a tour that Giorgio helped to organise but, for various reasons, was unable to take any illustrations himself. Also, he is looking for contact details for a Mr Edoardo Tonarelli. If any Club member can help on either matter, could they please make contact with the Bulletin Editor. Press Day: Press Day for Bulletin 6/23 will be Tuesday 9/5/23 and distribution day for the same edition will be Wednesday 7/6/23. Press Day for Bulletin 7/23 is Tuesday 20/6/23. BRANCH MEETINGS Murray Eckett Bedford: 2/5/23: The Corris Railway Yesterday and Today. Speaker: Chris Jones Bedford: 6/6/23: North Staffordshire Railway (Part 4). Speaker: Brian Sullivan Brighton: 22/5/23: Railways Around Brighton. Speaker: John Blackwell Central London. 19/5/23: TBA Dorking: 10/5/23: Eastleigh to Weymouth. Speaker: Peter Jones North London: 9/5/23: An Afternoon with Roger Tovey. Speaker: Roger Tovey St Albans: 11/5/23: Branch AGM + A History of the St Albans-Hatfield Branch Line. Speaker: Alastair Cameron Front Cover: On 4/3/23 two of the four Castle class locomotives for the ‘Four Castle Event’, staged at Didcot, arrived on a shareholders’ special from Birmingham Snow Hill. Nos. 7029 Clun Castle and 5043 Earl of Mount Edgcumbe are seen on arrival at Didcot Parkway. (Photograph by Chris George)

114 B17/5 4-6-0 No. 61659 East Anglian on Cambridge shed c1949. The only streamlined locomotive to be allocated to Cambridge. No. 60007 Sir Nigel Gresley at Shepreth Branch Junction heading north towards Cambridge with the ‘Eastern Counties Express’ special from Bishop’s Stortford to Ely on 25/6/1995. (Both photographs copyright David Scudamore collection)

115 BRANCH REPORTS Murray Eckett Bedford: On 7/2, Dave Scudamore presented a talk entitled The Cambridge Area Yesterday & Today – Part 3. This was a very comprehensive survey covering a relatively small area and only a few railway routes but gave us an extensive evening’s entertainment. All routes begin at Cambridge and our tour subsequently took us down to Audley End on GE metals then back via Bartlow to Cambridge again. The next run was to Hitchin where GE morphed into GN at Shepreth. Finally, back again to Cambridge before an LNWR run down to Sandy. Pre-Grouping companies and some narrow-gauge minor freight lines, so we all enjoyed an excellent evening’s tour. Cambridge always fascinates with even the MR getting a goods toe hold here. There were views of the station both historic and contemporary with the famous long platform shown even if it now has a fence across in C21 style. The two sheds were covered in good detail. Even some loaned SR Pacifics were seen but soon sent packing. What other great variety from N7s to V1s and V4s. Spotters’ notebooks needed. We enjoyed views to the south as spotters gathered and we could remember the late Geoff Webb with some of his excellent signal box shots featured. Sir Nigel and Tornado photographed heading south on specials added to the varied scene. Scenes to the south showed many changes under the wires but old photos revealed long lost people and shunting horses, very useful in mostly flat East Anglia. On the way round to Bartlow we were treated to Dave’s good grasp of his subject with opening and closing dates with more yesterday and today photos. Audley End featured a miniature railway as well as the Esslingen railbus. At Bartlow we were grateful for Tommy Tomalin and his legacy of photos available for talks like these. Towards Hitchin gave an opportunity for a tour of the Barrington complex with Sentinels blending in to modern traction views. South of Cambridge is Coprolite territory, as on parts of the Sandy branch, and Dave included much detail of the movement of this interesting product by NG rail. At Hitchin we enjoyed views of the ‘new’ flyover. Our final trip was down the line to Sandy with this time the LNWR to the fore. As in other parts, though long closed, many of the stations such as Old North Rd and Potton survive in private ownership. I was especially pleased to see that a photo of Sand Heath box has survived and was shown tonight. So thanks Dave for all your research and great photos of stations, people, both staff and passengers, and a few horses. (CHJ) Central London Branch welcomed the Club President, Charles Firminger, on 17/3 with (Mainly) Club Overseas tours 1957-59. As the title suggests it was a look back to at least two generations ago when travel to the near continent was a rarity for most people. Charles joined the LCGB in 1955 after National Service and the first LCGB overseas tour was to Austria in 1956. From his prolific collection of slides, now digitised thanks to the Online Transport Archives, we were treated to a magnificent parade of memories from Austria, Belgium, France, West Germany, Italy, Norway, Portugal, Sweden, Switzerland and The Netherlands. The scenes were many and varied from a RENFE 2-6-0 on the turntable at Bilbao, a magnificent 2-6-0, No. 377, (now preserved) at Trondheim to a steamhauled freight in Norway on which the photographer had a ride. An equally magnificent SNCF 231 D 578 was recorded at Le Havre, as well as DB 70 854 on a branch line near the Czech border, and DB 03 1017 was duly noted at Mõnchengladbach on a service to Leipzig. As if all that was not enough, further joy was provided by an ÖBB Cl. 35 at Unzmarkt in Austria (a country where a shed permit was also a footplate pass!) followed by a view of a superb 52 2073 on the turntable at a Vienna shed. There were some images of steam in Portugal on both the broad and narrow gauge lines, such as CP 4-6-0 No. 215, looking very smart, and Mallet 0-4-4-0T E170. Non-steam traction was also recorded such as diesel-hydraulic V200 003 (aka a WR Warship!) and an electric ‘crocodile’ locomotive seen at San Sebastian in Spain. Trams were observed

116 in Bilbao, Vienna, Rotterdam, Berne, Milan, and Porto. All of these scenes were taken on Kodachrome two if not three generations ago and so much has changed since. This show was a priceless record of what things were like when this writer was still at primary school! The Branch gives grateful thanks to Charles for yet another splendid evening’s entertainment to a full house. Dorking: On 8/3, local member David Heal gave another of his regular video presentations to the Branch, his principal topic this time being Double Headed Steam throughout Germany with IGE Tours. This featured a tour the length and breadth of Germany held over 9 days in September 2010 to celebrate the 175th anniversary of railways in Germany. The tour covered 4,227km including the 15km of 900mm gauge from Bad Doberan to Kuhlungsborn and utilised 15 standard gauge locos and one on the narrow gauge. The largest group of SG locos comprised 01 Class 4-6-2s but there were also examples of Class 23 2-6-2s, Class 38 4-6-0s, Class 41 2-8-2s, Class 50 2-10-0s and a lone Class 65 2-8-4T. Some were used only once but two of the 4-6-2s, Nos. 01-533 and 01-1066, were in use on no less than 5 of the 9 days. As befits the title of the talk, for much of the time these featured in various combinations of double heading and David’s video showed them either at rest in stations, on changeovers between trains or on photo run-pasts. Of many impressive scenes, the highlight was undoubtedly a long sequence of parallel running between two trains so that each could be filmed from the other as they passed and re-passed. After the interval, the second part of David’s show was somewhat quieter in nature, consisting as it did of scenes from gala days on the Great Central and Mid Hants railways. At the Great Central, David based himself around Rothley, although the traffic noise from a convenient road overbridge was unfortunately rather intrusive. Locos shown working, the majority on both passenger and freight turns, were 777, 6990 (on test after overhaul and then in service), 45305, 46521, 47406, 48624 and 92214, the latter two on the ‘Windcutter’ train of mineral wagons. The scenes at the Mid Hants were filmed at the 2017 gala commemorating 50 years since the end of Southern steam. Basing himself around Ropley, no less than four Bulleid Pacifics, 35006, 34046 (running as 34052), 34053 and 34081, were seen at work as well as 41312, 76017 and 80078. A more recent visit in 2022 added 506, 30925 and 53808 to the evening’s viewing, at the end of which David was deservedly thanked by his appreciative audience. St Albans: Bryan Cross paid a return visit to the Branch on 9/3 to show part four of his talk about the photographic work of the late Peter Bland. (During his life, amongst roles in the railway community, Mr Bland was chairman of the St Albans Branch.) The illustrations seen were all taken during 1953 and were mainly looking at industrial locomotives, of all gauges. One location seen was a pre-preservation Sittingbourne & Kemsley Railway; Peter also visited, amongst other places, the Staveley Iron Works (one locomotive seen was now-preserved MR 0-6-0T No. 41708), the British Sugar premises at Peterborough and the Stewartby Brick Works. Peter’s pictures showed how, even at this late stage in the steam era, a huge variety of engines were at work, ranging from conventional machines (including various Manning Wardles, Pecketts and others) to the more unusual, including Aveling Porter steamers and even machines with ‘coffee pot’ type boilers. A brief look at the national network was also included; Peter taking part in the RCTS’ ‘East Anglian Tour’ of 6/9/1953. This tour departed from the now-closed Bishopsgate Goods Station and travelled to Marks Tey, Bury St Edmunds and Cambridge, terminating at London Liverpool Street (a thank you goes to the ‘Six Bells Junction’ website for this information). The photographic ‘journey’ finished in North Wales, Peter taking in the Fairbourne and Snowdon Mountain railways, the latter featuring carriages with no windows and only curtains! Perhaps not the best thing on a journey to the top of Snowdon. The St Albans Branch would like to thank Mr Cross for a wonderfully nostalgic evening’s entertainment.

117 PRESERVATION NEWS Nigel Mundy Beeches Light Railway: The late Adrian Shooter’s private railway, including the Darjeeling 0-4-0ST+WT B 19 (SS 3518/1888), is to be auctioned on 21/6/23. (AF) Didcot Railway Centre hosted the ‘Didcot Castle Event’ on Saturday 4/3/23. Two Castles, 5043 and 7029, worked in with a train from Birmingham Moor Street, returning from Didcot at 15.00. On my arrival these two were standing alongside the coaling stage with 4079 behind – this was rostered later to replace 4144 on the shuttle. The fourth Castle, 5051, was outside the shed. There appeared to be good support for the event, but I did not stay long as I decided to go to Oxford to see the return special pass. This proved to be a wise decision as it passed on the fast line at high speed with both locomotives working hard and whistling constantly. A fine example of steam traction at its best which made an old man very happy! (CF) Hampton & Kempton Waterworks Railway was visited on 19/3/23. This short 610mm gauge circular line was being worked with a two-coach train hauled by 0-4-0ST Darent (AB 984/03), the trains generally being well loaded for a March Sunday afternoon. Conducted visits to the new restoration/storage/workshop building, recently given the Heritage Railway Infrastructure award, were available. (CF) Keighley & Worth Valley Railway: The railway held a Steam Gala between 9 and 12/3/23, and featured three guest locomotives – Black Fives 44871 and 45407 The Lancashire Fusilier and Jubilee 45690 Leander, together with seven locally based locos (45596 Bahamas, 45212, 52044, 75078, 78022, LNWR Coal Tank 1054 and Taff Vale 02 Class No. 85) operating an intensive service of trains including some double heading and freight trains. There were also shed tours, turntable demonstrations and the ex-Willesden 50-ton breakdown steam crane RS1015/50 was in steam at Ingrow West – this was built by Craven Brothers for the LMS in 1930. I understand the event was held overfour days to encourage the travellers to even out and avoid overcrowding of some trains, but travel was still popular and it was noted on the Saturday that some trains had standing room only. The weather changed over the four days - on the Thursday it was rather wet, but then there was overnight snow and the start to Friday made travel and operation a little difficult. But the snow and sunshine from mid-morning made for a picturesque scene for train operation. On the Saturday and Sunday it continued to be sunny with the snow still being around. A brief visit on the Saturday allowed only one return journey by the 13.45 from Keighley with TVR 85 and LNWR 1054, which gave a good performance keeping time apart from a delay at Damems Loop crossing, 75078 and 44871. Return was with Leander and Bahamas in a comfortable armchair in the L&Y Club carriage! Timekeeping seemed to be slipping slightly, with time appearing to be lost at the Damems Loop crossing – in fairness, I would not have fancied the signalman’s job there in the snow! (CF/RP) A visit on Tuesday 4/4/23 saw excellent weather with wall to wall sunshine and the moors, etc looking superb. One German registered car was noted at Haworth! The steam loco in use was 52044 with load 4, whilst the diesel service was Pacer 144011. Road 1 inOxenhope Exhibition shed contained 51218, 118 Brussels, 80002, 48431, 47279, whilstRoad 2 contained rolling stock as did Road 3 plus, at the back, 43924 together with 0-6-0T HC 679/1903. Outside in the yard was D2511, and a Hunslet 0-6-0D. Nos.75078, 37075, D0226 and 23 (HC D761/51) were visible in Haworth Yard, whilst alongside the shed and main line were grotty-looking DMU M50928 plus 08993 - another 08 could be seen within the shed. TVR85 should have been in steam but had failed early on and was inside the shed. According to Push/Pull magazine, Nos. 5820, “90733”, 5775, 41241 were noted as being in the shed/works earlier in the year. In the engine shed at Ingrow were 0-4-0ST Tiny, 0-6-0T Nunlow, a dismantled 0-4-0T (which is probably 0-4-0CT Southwick) and Coal Tank 1054. Outside was 0-4-0DE James (RH 431763/59). In the VCT shed was 0-4-0ST Lord

118 127mm gauge GNR small Atlantic No. 986 – (Sutcliffe E/). 127mm gauge large Atlantic LNER No. 3279 – (Shackleton G/) . (Both photographs by Nigel Mundy) HARROGATE MODEL ENGINEERING EXHIBITION 11/3/23

119 On 4/3/23 there was a grand sight at the Great Western Society Didcot Railway Centre - not seen for many years, certainly not in preservation. Four Castle Class steam locomotives lined up, three in steam, outside the GWR engine shed. In order: 4079 Pendennis Castle, 5043 Earl of Mount Edgcumbe, 5051 Drysllwyn Castle (not in steam) and 7029 Clun Castle. Picture taken from the coaling stage, a grandstand view! One more picture from the Didcot Castle Event on 4/3/23. The line up this time from ground level. The wind-blown steam makes it look as though all four are in steam! (Both photographs by Chris George)

120 Mayor and railbus 79962, whilst Pacer 143 625 was outside. Bahamas is on tour. I did not see 78022, 45231, D8031 or D5209. (BG) Statfold Barn Railway: The weather on Saturday, 18/3/23, the date of the Enthusiasts’ Day, left a lot to be desired! However there were 14 nominal 2’ 00” gauge locomotives in steam along with Jack, running light engine on the 457mm gauge track, and Victoria on the new 311mm gauge Mease Valley Light Railway (see below). The Burton & Ashby tram was also in use. A number of locomotives were not accounted for but could well have been hidden in the several buildings that were locked up on this occasion. A new arrival, now plinthed, is standard gauge 0-4-0CT Glenfield (AB 880/02). (NM) This provided arguably the most spectacular celebration of working narrow gauge steam locomotives, of both British and foreign origins, anywhere in the country. Altogether there were 15 engines used in various combinations of double headed, top and tail, single engined and even triple headed mode. These worked a variety of passenger stock, mixed trains and a freight train. Amongst this impressive gathering, the most historic locomotive was undoubtedly the original Garratt, Tasmania’s Class K No.1, which is now normally resident here. One of two built by Beyer, Peacock in 1909 for the North East Dundas Tramway in Tasmania, it was stored out of use from 1930 until 1947 when it was shipped back to England and placed on display at Beyer, Peacock’s Gorton works. There it remained until the works closed in 1965 when it was subsequently purchased by the Ffestiniog Railway. The line begins at a terminal station of three platforms, at the end of which is a turntable, allowing engines to be turned between workings, so they always run chimney first. From here there are two tracks to an intermediate station. This is the site of a large exhibition hall and turntable where many non-working locomotives, by no means all steam, are on display along with numerous artefacts. The two tracks continue through farmland to eventually merge into a balloon loop so that trains return with engines facing forward. Moreover these lines are worked reversibly so that trains may run in parallel or in opposite directions. This flexible layout facilitates an intensive service of trains every ten minutes or so. On this day the whole line of over a mile was accessible for lineside photographers. Judging by the full car parks, attendees must have numbered in the low thousands. Besides the expected older generation of enthusiasts, there were many families with young children enjoying the event. Unfortunately the day was mostly overcast with occasional heavy downpours, during one of which your correspondent received a thorough soaking. This inclement weather meant all trains ran full and passengers often had to queue to board. (MS) Today’s Railway: As a change from my normal day job on the modern railway, on 13/3/23 I was given the task of travelling to Burton on Trent to collect 47830, fresh off an exam, and take her back to Crewe. During the journey I passed a Class 37 hauling a Class 56, light engine at Stafford, and then ran past a line of Class 86s stabled in the yard at Basford Hall. While walking to the station at Crewe I saw 70000 Britannia, having just been lit up and being prepared to work a train. Once at the station 45627 “Lady Godiva” was sitting in the Up & Down Loop, en-route from Southall to Carnforth, while 44932 was sitting in Platform 12, travelling the other way from Carnforth to Southall. The Modern Railway in all its glory!! (PL) (Allan Faulkner, Charles Firminger, Brian Garvin,Peter Lea,Robin Patrick,Michael Smyth) MINIATURE RAILWAY NEWS Harrogate Model Engineering Exhibition: I visited on Saturday 11/3/23, having been put off my original plan to go on the Friday by dire weather forecasts! It was good to resume normal activities after the enforced break in recent years although, like so many things, I felt it was a shadow of what it had been pre-Covid with much space now taken up with model railways. Certainly there were far fewer 184 and 127mm gauge locomotives on

121 view than in the past, although several certainly did catch my eye. On the 7¼” Society stand Hunslet 0-4-0ST Maywyn and G5 0-4-4T 67338 looked very fine whilst 127mm gauge GNR small Atlantic 986 (Sale Society) and large Atlantic 3279 (Leeds Society) nicely showed the difference between the two types. Isle of Wight O2 0-4-4T W28 Ashey (Leeds) and LNER Y4 0-4-0T Departmental 33 brought back happy memories, especially the latter which was a daily sight below my office window when I worked at Stratford in 1956.Also seen was 2-4-0 + 0-4-2 freelance Garratt Austin, constructed during Lockdown on two adapted Simplex bottom halves with a Simplex boiler, a novel exhibit on the Scunthorpe stand. (NM) Mease Valley Light Railway: This new 311mm gauge addition at Statfold Barn is the home of 2-4-2T Victoria (ESR 332/2007), previously a static exhibit at the Scarborough Fair Museum at Lebberston, near Filey. There is a large, four-road shed on the far side of the car park from the roundhouse (next to the Transport Museum which houses traction engines, buses and a selection of MACK vehicles) in which a number of passenger vehicles are under restoration. Currently the line terminates at ‘Mallard Halt’, where the engine runs round, but it is believed that ultimately this will become an intermediate passing place with the line being extended. (NM) (Nigel Mundy) ALTERATIONS TO SURVIVING STEAM IN THE BRITISH ISLES – 2017 EDITION Import: OK/5745/12 0-4-0WT 610 AT-GB/03 -FR/05-DL/-GB/12/22 to E7434. Exports: Krupp 1308/34 to Sonneberg, Germany 3/23, NBRES 004/2018 (pl. Dec/684) Edgar 0-4-0T to Tacot des Lacs, France, BMAG 9124 to Czechia /22. Movements: 4144 o/l E9102, 5553 o/l E8300, 7812 o/l E8800, AB 880 to E0331, AB 2138 o/l E3005, AB 2157 to E8200, AB 2217 delete o/l E0600, RS 19/1829 to E5103. ALTERATIONS TO MINIATURE STEAM RAILWAYS IN THE BRITISH ISLES – 2017 EDITION New Location: E9081 (PRIVATE) Cropthorne (near Pershore) – Cropthorne Light Railway, Corehill Farm, Blacksmiths Lane WR10 3LX (260mm gauge). New Locomotive: NBRES/2023 - 0-6-0ST 381 to E9570. Movements: BL/26 Stanley Baldwin, Leach J K/75 6159 Royal Air Force (6100 Royal Scot), McClellan H/74 (UB011/70s) MR Compound, White L/u/c 2009 34104 Bere Alston (and others still to be identified) all to E9081. A CHANCE TRIP BEHIND A DELTIC Michael Smyth In December 1981 the Deltic era on the East Coast Main Line was almost over and enthusiasts knew the remaining active survivors were all to be withdrawn at the year’s end. On Saturday 4th December my wife and I were in York visiting her relatives, having driven up from the Midlands where we then lived. Here then was an opportunity to hopefully see some of these machines at work, perhaps for the last time. After lunch I excused myself and headed for the station. At the time Deltic scheduled services were semi-fast trains to King’s Cross from York and Newcastle to Liverpool workings, although, with declining availability, substitution by other classes was always a possibility. Walking on to the station I found 55010 The King’s Own Scottish Borderer in the south bay platform with its train for King’s Cross. On the spur of the moment I decided to take a trip behind it as far as Doncaster so I ran back to buy a ticket and telephone my wife explaining I wouldn’t be back for tea. Having done this, a familiar Deltic rumble heralded the arrival of 55007 Pinza with a train from Newcastle destined for Liverpool. It was then I noticed both were scheduled to depart at 15.50. Boarding the King’s Cross train I secured an open window, as did

122 many other enthusiasts. Luck was with us in that both Deltics departed simultaneously. Once clear of stations it was normal practice to open out a Deltic to full power thereby producing a roar of characteristic noise, clouds of exhaust smoke and rapid acceleration. It immediately became apparent that not only were both locomotives running at full power but that the crews were racing one another along the four track line. For a handful of minutes the two Deltics ran exactly parallel and together produced an unprecedented and unforgettable noise. It could not last because 55010 began to slow for the speed restriction through Chaloner Whin Junction, whilst 55007 sped on towards Leeds. Once through the Junction 55010 was opened out again to race across the Plain of York towards Selby. A process repeated after the heavy speed restriction over Selby swing bridge. Meanwhile the guard walked through the train shouting at everyone to shut the windows, it was after all a cold December day. When he had passed everyone opened the windows again determined to enjoy the sound of a Deltic at speed. Regretfully I got off at Doncaster knowing I had made my last trip behind a Deltic in normal service. All that remained was to watch it disappearing into the darkness and listen to a final crescendo of an accelerating Deltic. York on 4/12/1981. The illustration shows 55007 Pinza in the foreground with the 15.50 to Liverpool and 55010 The King’s Own Scottish Borderer just visible beyond with its 15.50 King’s Cross train, and some of the many enthusiasts and photographers present. (Photograph by Michael Smyth)

123 Seaham Harbour, halfway between Sunderland and Hartlepool on the Durham coast, was one of the most well-known industrial railway systems in Britain (information obtained from the East Durham History website). Charles Firminger paid a visit to the system in June 1958 and he depicted the following steam locomotives. Constructed by Head Wrightson of Stockton-on-Tees during the 1870s, steam locomotive No. 17 is seen on 14/6/1958, complete with its unusual vertical boiler, one of three similar such machines built at this time. A more conventional 0-4-0ST steam locomotive constructed by Hunslet, Dick, is also seen on 14/6/1958. (Both photographs by Charles Firminger) SEAHAM HARBOUR

124 The railway system serving Beckton Gas Works was another well-known example of its type. Charles Firminger visited this location also in June 1958 and found the following locomotives. North Thames Gas Board (NTGB) 0-4-0ST No. 38 seen at Beckton Gas Works on 21/6/1958. North Thames Gas Board (NTGB) 0-4-0T No. 11 also seen at Beckton Gas Works on 21/6/1958. (Both photographs by Charles Firminger) BECKTON GAS WORKS

125 MORE ROUNDHOUSE TALES Bill Davies Driver, Fireman and Shunter are summoned to the office of the Gaffer following a derailment in the carriage sidings, causing cancellations and delays as stock couldn’t get in or out. Gaffer has his office reorganised including his Midland Railway desk which he now sits behind in a position of ‘authority’ with his Chief Clerk to take notes, thus creating an intimidating position for the miscreants who have no chairs so have to stand. Shunter and Fireman, the latter a very nervous young hand, take up position. The Driver is the complete opposite with many years of service, so very well aware of the forthcoming ‘proceedings’. Put bluntly, he couldn’t care less, especially as he had been taken off his job to make him available for the hearing. He appears through the office door fully clothed in his uniform, hands in pockets of his overcoat, fag stuck to his bottom lip and cloth cap firmly in position on his head. The Gaffer, on sighting this apparition, bawls out, “Don’t you reckon to take your cap off when you come in front of me”, the driver replied in a quavering Nottingham accent, “I ain’t cum in ere for a b***** naircut”. Sadly all the Midland Railway furniture got thrown on the demolition mens’ fire after Nottingham Steam Shed closed for good in 1966 and all the men moved to a new signing on point in the old Parcel Office at the Midland Station. Back at the ‘Old Loco’ in one corner of Number 1 Roundhouse was the Stores issuing counter. Here countless footplate men had stood awaiting supplies of tools, oils and lamps. Hapless young cleaners had also stood there having been sent for a ‘long wait’. By 1965 steam days were numbered, leaving a dearth of new steam equipment including racks of new shovels. Full buckets of tools, lamps galore plus bales of washed cloths essential for loco work but not prized as new clothes, especially the ‘diesel’ type. The relevance of this became apparent when it came to obtaining these items which were fiercely guarded by storemen whose custody of all items issued was a personal loss. As always there was an exception, in this case a former driver removed from footplate duties for his profound deafness, not helped by his reluctance to switch his hearing aid on. Everyone was addressed as ‘Comrade’ as he undid all the retention techniques of his fellow storemen by issuing out anything and everything asked for. Passed Cleaner Davies was seconded to assist ‘Comrade’ on an afternoon shift, resulting in a ‘Black Friday’ issuing to all who came to the counter, culminating in a massive store clearance. We were summoned to see the Gaffer the following Monday whilst on day shift to explain the sudden loss of stock which followed the normal formula of words of accusation justified by the potential consequences caused by our misappropriation of valued assets to which replacements would have to be found. It continued on the lines of ‘you were placed in a position of trust; please explain yourselves’. At this point of the diatribe a loud whine emanated from ‘Comrade’s hearing aids as he switched them on before removing his pipe to ask me if ‘he’ had finished yet. He then turned to the ‘Gaffer’ to ask what was it he wanted with us, turning to go with a parting shot, ‘we’ve got work to do, nice talking to you ‘Comrade’ !!!! Having passed out for firing duties, I hadn’t realised that I could be moved from my notional rostered time of 06.00 to 00.01 on the first day of the week for ‘Fatting Up’ duties, a Monday only duty to supplement the existing crews as nearly all engines needed preparation after the weekend. My Driver was Harold Coles, an extremely nervous individual who, although having worked his way through the links as a fireman, the extra responsibilities of a Driver wore very heavily upon him. Loud in the mess room but not the best driver to work with, although he was always relatively cheerful until it came to work. Everything in life had to be approached very seriously as I found out as a sixteen year old when he gave me a lecture on contraception in between shunting duties in the Parcel Concentration Depot. Not very often was the cab of an 08 used as a lecture hall!!!

126 LNWR Coal Tank No. 1054 and Taff Vale O2 Class No.85 departing Keighley with the 11.45 passenger working to Ingrow West on 11/3/23 during the KWVR’s recent Gala. 46115 Scots Guardsman crossing the Royal Border Bridge approaching Berwick upon Tweed on 25/3/23 with 1Z78 07.27 York - Edinburgh ‘The Edinburgh Flyer’ with 47804 attached on the rear. There is work being carried out on the bridge as can be seen with scaffolding and work container location on the River Tweed bank. (Both photographs by Robin Patrick)

127 The West Coast Main Line has been closed due to engineering works at Preston. As a result freight trains have been diverted onto the ECML. 88005 and 68004 were pictured passing Birtley on 4/3/23 with the 4Z27 Mossend-Daventry which ran via the ECML and London. (Photograph by Howard Forster) On 24/2/23, Locomotive Services provided the motive power and stock for Intercity’s Push-Pull Scottish Tour which commenced at Crewe at 10 a.m. as 1Z11 and took the usual WCML route to Edinburgh. It’s seen here approaching Winwick Junction giving a degree of clag as 47712 Lady Diana Spencer opens up for the climb to Golborne Junction. The following day, the ensemble was due to do two push-pull journeys from Edinburgh to Glasgow Queen Street and then onwards to Inverness for an overnight stay. Return to Crewe on the Sunday would be via Glasgow Queen Street and the ECML through York to Wakefield Kirkgate, Hebden Bridge, Manchester Victoria, Earlestown and the WCML from Winwick Junction. (Photograph by Neville Bond)

128 Our first locomotive to prepare was 44918, relatively fresh out of shops in unlined black and an engine I became very fond of because of the ease with which it steamed. It was going out on the Wollaton Colliery Tripper, hardly a top link turn involving taking empties there, returning with loads to Beeston Yard, usually a couple of trips, encompassed in an 8 hour shift. I hadn’t met Harold before but he appeared extremely serious when we booked on at this unearthly hour. He complained about having such a ‘Young Hand’ as his fireman which hardly endeared me to him as he grumpily explained what he expected me to do. Slightly rebuffed I set about carrying out my duties to the letter. I started partially making up the fire so there was enough steam to test the injectors. He didn’t like that as in his opinion I should have been collecting a set of tools, followed by criticising everything I did. A steam engine required several items not affixed to be collected from the stores. From memory a bucket, brush, 4 spanners, can of detonators (sealed), spare gauge glass, shovel and coal pick. In addition two headlamps, 4 for carriage shunt engines, and a gauge glass lamp. Each headlamp had to be immaculately cleaned, trimmed, filled with paraffin and contain a red shade, for use as a tail lamp when running light engine. If the store man would allow it this could be an easy task, however, invariably they would only reluctantly give you some of the equipment, telling you to pinch the rest off other locomotives. I soon learnt to crib some full sets in the darkest hiding places for these frequent occurrences to make life much easier. Harold grumpily asserted that I had done some things right but then checked everything over again. Another task was to sweep all the running plates clear of any ash residue or dust and clean down all ‘the front’ (cab). I tested both injectors, ensured that 4 fire irons were in place but before that I filled the sandboxes. Harold had tested the sanders before I filled the boxes but no it had to be tested again, blowing half the sand I put in into the pit below, then telling me to fill them again. I filled them again, he tested them again. Things were not going well. Finally, he appeared reasonably satisfied and although I had checked the tender for dangerously loaded coal he disappeared. In his absence I got the ‘table’ ready to take the engine off the shed to stable it outside ready for departure. No sign of Harold. In the still of the night, with just hissing steam to break up the silence, I heard the sound of coal being moved around. He was on top of the tender stacking the coal as if it was going out on the Royal Train, not a humble low speed tripper. LETTER TO THE EDITOR Dear Murray The Steam Industry I was interested in Nigel Mundy’s article in Bulletin 3/23 on the above subject, which to me was a fair appraisal of the current situation. There are, however, a number of ways in which the operators could help themselves. As many Club members will be aware, I do not normally use modern communications such as the internet, but on the odd occasion that I have been assisted in doing so, I have not found the required information easy to find. One example concerns a railway that advertised steam working earlier this year; the website concerned merely showed brake van trips which needed to be booked in advance but did not say whether the full length of the line would be covered. The same railway, at a later date, was known to be operating but no timetable was shown on the website concerned. To my mind there is still no substitute for a printed timetable leaflet; the preserved lines are by no means alone in this, as the main lines also appear reluctant to publish timetables! Another thing that is useful to the older and less mobile visitor would be a bus connection. The vintage bus service is a very useful and interesting part of the whole experience when visiting the Epping Ongar Railway and I have made use of similar

129 facilities that have occasionally been provided between the stations at Loughborough and from Tamworth to Statfold Barn. Surely co-operation between the railways and local preserved bus owners should be possible! Most users, I am sure, would willingly put a pound or two in a donation box on the bus. Charles Firminger RODELBLITZ PLUS (FEBRUARY 2008) Nick Hodges I checked into my hotel in Eisenach, Germany, on the Friday then bought a ticket for Sunday’s Rodelblitz to Arnstadt and back which would give me about 130 miles of enjoyment. This steam hauled train ran on both weekend days for the whole of February - an annual event in Germany a few years ago. Many of the train’s passengers would alight at Oberhof where they could go tobogganing or enjoy other winter sports - hence the train’s name - the Rodelblitz. And Saturday - tomorrow - was its tenth anniversary. But the Rodelblitz would wait until Sunday; I could have ridden it on the Saturday but there was another steam special to be caught instead. A class 52 Kriegslok (2-10-0) hauled train from Frankfurt am Main was also travelling to Arnstadt, but via Meiningen, about an hour’s run south of Eisenach. I planned to travel from my base in Eisenach to Meiningen, and then connect there with the Frankfurt - Arnstadt special. Steam was diagrammed to replace diesel at Meiningen. I would then travel from that station to Arnstadt and back. Having replaced steam with the morning’s diesel, the train would then return to Frankfurt and I would catch a branch line DMU back to Eisenach immediately afterwards. I needed to breakfast early in order to catch the local train to Meiningen and was up and ready. But the waitress wanted to chat and was late in preparing my breakfast. I just had to be on the 8.15am. With only 22 minutes to eat, talk and leave I hurried through a dry roll and then stuffed back some very chewy muesli - not a wise choice. I got up to leave. “But the eggs!” cried the girl. I yelled words to the effect that I’d have more time tomorrow and ran. The 15 minute dash to the station was bitterly cold and windy but the diesel multiple unit was warm and I was also able to clean my neglected teeth in the loo. The train ambled through a black countryside but as we approached Meiningen, a journey of about 37 miles, the country turned white with snow. The station hadn’t changed much since Communist days. It was horribly cold, industrial, DDR like. A place of banging doors and much echoing. But then I glimpsed a wisp of steam at the end of a snow-covered platform. And there it was, 52.4867, a stunning black Kriegslok. The crew were fussing around it. I stamped up and down to keep warm and then the three coach special from Frankfurt ran in behind a 218 diesel. Locos were changed and we prepared to leave. I had no ticket but jumped on the train at the last moment then sought out the Zug Chef. No worries, no questions - I was sold a ticket for 29 Euros from Meiningen to Arnstadt and back. I was told to sit where I fancied and even found an empty compartment where I was able to enjoy the surprisingly noisy loco (bearing in mind the light load) and watch the countryside which was now enveloped in a raging storm; all that winter could throw at it. The snow increased as we climbed through Suhl, then it became deeper and deeper. We reached the line’s summit at Oberhof, the magnet for winter sports enthusiasts (and a major stop for the Rodelblitz train). Here there was a photo stop and a run past. Then we plunged into a lengthy tunnel and down the long, snowy gradient to Arnstadt. Arrival 11.36. Some passengers alighted but after a couple of minutes wait we steamed off to the nearby depot/museum, which was open for the day. Here we detrained to view, in the roundhouse, a number of diesels but more importantly for me, steam locos 01.1531, 44.1093, 50.3688, 89.6311, 95.027 and a couple of others. The depot was mind-numbingly cold so I walked into town and back to warm up. On my return I noticed a second train

130 at the depot; this was the Saturday Rodelblitz from Eisenach with 41.1144 (2-8-2) having arrived after my train while I was visiting town. I wanted a run with the 41 but, as stated earlier, that was planned for the morrow. I bought a snack in the works’ canteen. The lady there charged me about a euro and pushed over a plate containing six large, sugary items. I took one and thanked her. She gestured towards the plate. “It is all for you,” she said. “You have paid.” (It was the cheapest meal I can remember.) When, later, my train, hauled by 52.4867, began its return trip to Meiningen and Frankfurt I was surprised to see a second 52 - which was now on the front of the Rodelblitz train. Then I remembered; this was, of course, an important day because the Rodelblitz had been running for ten years and, on this its anniversary, ‘something special’, was, I remembered, due to happen, This ‘something special’ turned out to be 52. 8075, a rebuilt REKO 2-10-0, hauling the return train (with 41. 1144, which had been on the front, now on the rear). My Frankfurt bound special hooted loudly as we steamed off into the evening. I established from somebody on board my train that the Rodelblitz would indeed return soon to Eisenach with the 52 on the front and the 41 on the rear. I’d like a run today with 52. 8075 - which wouldn’t be working tomorrow. How could this be achieved? The Rodelblitz would travel behind us to Eisenach on the Meiningen avoiding line via Schmalkalden. Could I, having arrived at Meiningen, then catch a local up to Bad Salzungen and attempt to board the Rodelblitz at that station? I’d already jumped on one train without a ticket; could I do it twice? Surely if I found an official and held out some Euros I wouldn’t be thrown off? After all I would already be on board and proffering money. It had to be risked. My pocket timetables were incomplete but I hatched a plan. If I could catch a train from Meiningen, as soon as I arrived there behind 52. 4867, I could head off the Rodelblitz at Bad Sulzingen. Having traversed the Meiningen avoiding line, the top-and-tailed Rodelblitz would then arrive at Bad Sulzingen where I felt sure it would stop. The return trip with 52. 4867 went well; the climb up to Oberhof was suitably noisy. On arrival at Meiningen I had a few minutes to change trains and wait in the freezing cold before I was able to catch a DMU north to Bad Salzungen. It was even colder there and I half wished I’d stayed aboard the multiple unit all the way to Eisenach and my cosy hotel room. I wasn’t sure how long I would have to wait in the dark for the Rodelblitz but the weather, which had relented, now worsened. It snowed, it blew - and there were no station buildings open where I could seek refuge. I waited and waited. I climbed a run of 23 steps several dozen times to warm up and keep the frost at bay. Then - good news -I spotted a poster advertising the Rodelblitz which I discovered did indeed stop and was due at 18.43. I assumed this to be the set down time only. Still, I’d leap aboard as planned. However, I then noticed that there was an 18.43 departure for Eisenach advertised on the station departures board. There was no special indicated. Two trains at the same time? No! It clicked: there were not two trains - the 18.43 was in fact the Rodelblitz - which was a timetabled train and available to anybody who wished to travel. I heard a steam whistle and dashed back to the platform where 52. 8075 and train was arriving; a gleaming black beauty in the station lights. I forgot the cold and the waiting; I didn’t need to sneak aboard - it was all ‘above board’, so to speak. Two train staff helped me up the carriage’s steps. I showed them my return ticket from Eisenach to Meiningen which I’d purchased that morning, pointing out that I’d broken my journey on the return. Nobody cared; the ticket was waved aside and I was shown into an empty compartment up near the front of the train next to a roaring 52. 8075. I threw open the window and the snow came in but who cared? I never knew that 52s could travel so fast! I leaned out of a window on a bend and could see the 41 was on the back and making its own noise; the effect was astonishing: exciting. And so I had runs with three new main line locos in one day. The following morning at breakfast I apologised to the girl for my hasty departure. Today I had plenty of time. Even for eggs - which I enjoyed before ambling off to the station

131 The Ferrocarril De Sóller is an electrified 3 ft (914 mm) narrow gauge 27km line running between the towns of Sóller and Palma on the Spanish island of Mallorca. One of the attractions is the street running in Palma. A wooden bodied motor coach, number 3, is seen approaching Palma station hauling the 11.40 working from Soller on 8/3/23. Motor coach number 2 awaiting departure to Palma at Sóller station on 9/3/23. Sóller is the location for the Ferrocarril De Sóller depot and also the terminus for the vintage tram to Port de Sóller. (Both photographs by Norman Hayllar)

132 to catch the Sunday Rodelblitz to Arnstadt. It was a good run but couldn’t compete with the excitement of Saturday’s journeys. And the depot canteen was closed too; no plateful of cakes for me today. Nevertheless, a top class weekend. On the Monday I left Eisenach on an ICE which hurried me in the direction of Wolsztyn and Poland for more steam. OVERSEAS NEWS Brian Garvin, Flat 5, 91 Albemarle Road, Beckenham, Kent BR3 5JZ. 020 8658 2340. E-mail: [email protected] AUSTRIA 1142. Slowly disappearing with the last eight locos reported working from Linz on local passenger turns to and from Scharding and Passau in the morning and evening peaks. There is a midday working to Liezen and a local freight trip to and from Gmunden. Preservation. 77.250, technically preserved in Lichtenstein, has been stored at Wolfurt for some years. The Swiss Eurovapor group has obtained it and had it moved to the DGEG depot at Würzburg Zell in Germany where it will be overhauled. CZECHIA New DMUS. CD, in early March, received the first new DMU of class 847 from PESA in Poland. The type has been given a name after a public consultation and so will be known as a Regio Fox. The two-car unit is an updated Regio Shark (class 844) with a different front end. CD has so far ordered 76 units which will be replacing units of classes 814, 842 and 843 as well as locomotives of class 754 on push pull trains. They will be allocated to Central Bohemia, Praha, South Bohemia, Pardubice, and Vysočina. There are seven less seats compared to a class 844 allowing eight bicycles, three buggies and two wheelchairs to be carried. Hradec Kralove depot will get the lion’s share of the new units with 33 sets to be based there, followed by Plzen and Praha with ten each. DENMARK New depots. DSB is to establish some new depots as the electrified network expands. Naestved is to have a new train washing plant whilst a new EMU depot is to be opened at Morgenstrup, south of the town. The Århus area is to have a new EMU depot constructed at Brabrand to the west of the town. Engineering Work. DSB has released details of its major engineering projects for 2023. Track renewals will take place on the following lines between April and September: Roskilde – Ringsted; Slagelse – Korsør; Nyborg -Odense; Fredericia – Vejle. In 2023 electrification from København will be extended westwards to Vordingborg. In Jylland the electrification of the main line northwards is well underway and is expected to reach Århus and Aalborg by the end of 2026. Meanwhile work continues on a new line from Ringsted to the tunnel being constructed to Germany. The old line to Rødby is to be abandoned. When the tunnel is opened, the journey from København to Hamburg is envisaged to take only 2½ hours. København. The area around the old goods depot and central workshop is to be redeveloped but it is unclear how much of the old depot will be retained in the Jernbanebyen development which will include two large parks and three football fields. Will there be much railway left? Some good news is that the new IC5 depot is to be built on part of the freight yard site which has meant finding a new home for the infrastructure trains that used to be based there. It has been decided to locate Infra trains in new sidings on the west side of the Høje Taastrup container terminal where there is space for five new sidings. Padborg. The old DSB depot has been home to CFL Cargo for some years and is busy looking after its own locomotives but is also doing contract work for DB Scandinavia and others, in particular fitting ETCS equipment. There is always something of interest as other private operators often stable their locos here.

133 IC2/IC4. Having sold most of the IC2s to Romania, some spare IC4s are to follow them so what better place to store them than the vacated sidings at Tinglev. So, on 30/11/22 set 01 hauled set 58 to Tinglev and before the end of the year sets 28/33/35/47 were also moved there. EGYPT News. Ross Middleton reporting. French construction company TSO, part of the NGE group, has received a contract to build part of the Egyptian high speed railway. Under the contract, the company will be responsible for the construction of 330km of high-speed line in the country. Expected to begin at the start of this year, the works will cover the construction of 330km of double track, as well as over 100 turnouts between the cities of Ain Al Sokhna and Borg El Arab, via the October 6 City. Since 1981, NGE has completed various rail projects, such as lines 1 & 3 of the Cairo metro. It also renewed tracks on the Banha - Port Said regional line, as well as delivering the LRT 10th of Ramadan, a new regional train line that connects Cairo to the new Egyptian capital. Egypt’s National Authority for Tunnels in May signed a contract with Siemens Mobility, Orascom Construction (OC.DI) and Arab Contractors to build about 2,000km of high-speed railway for what would be the world’s sixth-largest such network. A section awarded to NGE is part of a 600km double-track line that will further extend to Marsa Matrouh on Egypt’s north-west coast, an NGE statement said. Egypt will later build another line from Cairo to Luxor and a third between Luxor and Hurghada on the Red Sea coast. FRANCE Main Line Steam in Use. During 2022 the following locos were reported used on various main line trips: 140C38 and 141R840 at Orleans; 140C27 and 141TD740 at Limoges; 141R1126 at Toulouse; 140C231 at Longueville. It is confirmed that 141R1199 (ex-Nantes) has now arrived at Les Aubrais. Baie de Somme. This line reports that 2022 was a satisfactory year post-pandemic with 215,000 passengers, of which 3,200 had meals on board. During this last winter there were major track works at Noyelles. 2023 Events. There is scheduled to be a major festival at Longueville 6-8 May but beware of main line engineering works. The Patrimoine weekend in France is to be 16/17 September. GERMANY Hamburg. DB is to extend the ICE depot in Hamburg. In effect there are several depots there. The most northern is at Eidelstedt where parts of the old steam depot and marshalling yard form the northern extremity of the depot. But this in effect continues southwards into the main carriage depot at Langenfelde, so covering a distance of eight kilometres at least. DB’s left hand has now caught up with the right hand as the depot is now home to 100 new ICE4 units and more sidings are needed. So, at Eidelstedt more of the old marshalling yard is to become an ICE pit stop but, unlike the racing cars, wheels will not be changed but basic carriage servicing and inspection. If there is anything serious found then the unit would be moved south into the proper maintenance depot. Langenfelde is at the southern end, being the old main carriage depot close to Altona station and used by IC and ICE trains. Here there are to be seven extra tracks, each at least 400 metres long, again for servicing. With trains being fitted with computer based defect reporting, long before a train from the south arrives in Hamburg decisions will be made as to where the empty train will go for servicing or repairs. To control the whole area a new electronic signalling centre is to be built at Eidenstedt. These then are the plans with work to start in 2025. Major Engineering Works. DB, like other railways, is now closing main lines for long periods for track renewals, in particular high speed and other main lines. Lately parts of the north – south high speed line have been shut and in 2024 Frankfurt/M - Mannheim

134 classic route is to be closed for a period ,and in 2025 Hamburg – Berlin and Oberhausen – Emmerich are to suffer the same fate. On 9 February some details were given for closures up to 2030. In 2026 Köln – Hagen, Hamburg – Hannover, Nürnberg – Regensburg, Obertraubling – Passau, Troisdorf – Koblenz and Koblenz – Wiesbaden are all to be worked on for various periods whilst in 2027 Bremen – Bremerhaven is scheduled and in 2028 Hamburg – Lübeck, Hamburg – Bremen, Würzburg – Nürnberg are listed. All this work is ahead of the German-wide regular interval passenger train service planned for 2030 but the freight operators are not happy, especially with freight train diversion via Hof – Regensburg which is not electrified and would mean diesel haulage. And what about Bremen – Bremerhaven? Reopening. The Münster – Sendenhorst line is to be reopened for passenger traffic and work is already underway. The Westfälische Landes-Eisenbahn (WLE) is responsible for the line which in fact runs through to Neubeckum and beyond. The section being reopened is approximately 21 kilometres long. The track layout at Münster Hbf will have to be reorganised and extended as there will be a need for an extra platform and stabling sidings. It is hoped to have the line reopened in 2026. 151. DB currently has about 30 locos leased from Railpool of which about half are in regular use. As many as 12 are used on container shuttles such as Maschen – Hamburg docks and Maschen to Bremerhaven / Jade Weser Port. Two locos are based in Altenhunden for banking duties. 143. Dresden is still using up to seven locos of this class on S-Bahn trains with route S1 (Meissen – Pirna) having two diagrams, S2 (Flughafen – Pirna) four diagrams and S3 (Dresden – Tharandt) one diagram. 249. On 9 February 249 006 was noted on test train workings between Straubing and Plattling. Indonesia. Lok 9: Locomotive No. 9 (D&B 81/1925) shunting at Sumberharjo Mill on 14/8/15. (Photograph by Petr Patočka)

135 USA. D&RGW 2-8-2 488 takes a rest at the summit after climbing up from Antonito. Cumbres 26/07/09. USA. Nickel Plate Road 190 is an Alco PA preserved by Doyle McCormack and seen here at the Oregon Rail Heritage Museum, Portland (OR) on 2/7/18. See USA Preservation News. (Both photographs by Brian Garvin)

136 412. On 10 February four carriages for set 9500 were noted heading for the Siemens test centre at Wegberg- Wildenrath. This set is the last long set and construction will now centre on class 408 units for which there is an order for 73 sets. A new 408 has been reported in Belgium on tests so there may be some relief for the class 406 units before too long. 1440. On 15 February 1440 403 was seen on test, this being a new 3-car battery/electric EMU. 485. These Berlin S-Bahn units have been going to Bender’s scrapyard in Opladen for cutting up but a pause is now expected as the units in traffic may now stay in use until September rather than finish in April as previously reported. This delay is put down to there being slow progress with fitting other units with new safety systems. No doubt Covid is to blame. Narrow Gauge Lines. The Drehscheibe-online website has mentioned some details of passenger and locomotive statistics for 2022. The top line was listed as the ‘Molli’ at Bad Doberan with one million passengers as against 517,000 in 2019. No.2 was reported as the Harz lines, again with over one million passengers but other aspects not mentioned got it into the second position. Third was the RuBB on Rügen with 1.07 million passengers and similarly the pre-covid figure was also 517,000. Fourth came SOEG Zittau with 199,844 passengers against 250,000 in 2019. Next, three SDG lines came in positions 5-7. The Radebeul Ost line had 265,000 passengers, 10,000 fewer than in 2019, whilst the Freital line had 200,000 passengers as against 132,000 in 2019. Finally, the Oberwiesenthal line had 230,000 as against 245,000 in 2019. The top kilometre figures for locomotives were as follows: 99 4011 (31,068); 99 784 (27,511); 99 324 (27,440); 99 793 (27,385); 99 783 (25,553) and finally 99 243 with 21,023km. The Harz loco had the lowest figure in the table, although it was the highest for the line but of course there is a bigger locomotive fleet. 2023 is proving to be a difficult year with some SDG lines shut down in March with no replacement buses. Coal prices are up to €1,000 a tonne! The Freital line came in for some criticism as the evening departure means there is only one daylight train to Kurort Kipsdorf in the winter months. So, a difficult year lies ahead. Some of the lines might end up only providing train services at weekends in the future unless there is more financial help. Harzer Schmalspurbahn. On 7 March 99 7232 arrived back at Wernigerode from repairs at Meiningen after breaking a connecting rod in January 2022. The low loader then took 99 5902 to Meiningen for major overhaul so that it can take part in the 2025 celebrations for 125 Years of the Harzquerbahn and Brockenbahn. Preservation. A store of 600 mm gauge locomotives has come to light. The locomotives are all from the August Oppermann Light Railway in Einbeck and are stored in some old premises. They are all 600 mm gauge and are Freudenstein Gravel 0-4-0T Nos. 2 & 3, Henschel 29493/1949 and 28507/1952, Freudenstein Gravel 5 & 7 are 0-6-0T Henschel 25351/1953 and 25335/1942 (HF 11789 and 11174) whilst another 0-4-0T ex-900 mm gauge is Henschel 22695/1935. 50 2652 is to move from its plinth in Kaiserslautern to a new site in Otterbach . 50 3501 has changed hands. Previously it was owned by DB and based at Meiningen works as a back up to cover failures of locos the works had overhauled. DB has now sold it to a preservation group based at the works – Meininger Dampflokverein so no change of location; an overhaul is planned. 101 001 is now with DB Museum, Koblenz. 140 003/070, both recently with private operators, have gone into preservation with the Passauer Eisenbahnfreunde in Passau. 322 520 (Kof 6382) has been preserved – again! It was preserved by UEF at Heilbronn Museum (2003-2009) but it was sold to Northrail which has been leasing it to various firms. Now it has been withdrawn and obtained by VVM at Schönberg in Schleswig-Holstein. 381 018 (Windhoff 403/1938) has been withdrawn by Dessau Works and is now preserved at Bw Arnstadt. Stop Press: 64 305 has left the Nene Valley Railway in early March and gone home to Germany where it is reported to have arrived by road at Sonneberg in Thüringen after travelling via Immingham – Rotterdam and devious routes to its final destination due to weight and height restrictions.

137 GREECE Train Crash. Greek Railways had the headlines in large parts of the world in early March following the head on crash between a northbound passenger train and a southbound freight some 27 km north of Larissa at 23.21 hrs local time on 28 February. The freight train was running from Thessaloniki to Larissa (for Volos?) double-headed by electric locos 120 012/22 whilst the passenger train was IC 62, 19.22 Athens to Thessaloniki hauled by 120 023. The combined collision speed must have been about 140 mph, causing terrible damage and a fire. The latter is thought to be as a result of one of the front carriages being in fact a dining car and gas cylinders are reported to have been involved, leading to very high temperatures, with over 1,000 C being mentioned. Later it was denied there were any gas cylinders involved but there was a big explosion seconds after the crash with some photos published in Greek newspapers showing it. The impact left little trace of two locomotives and not much of the first two carriages. Some 342 passengers and 12 staff in total were on the trains. 57 deaths have been reported with 85 injuries. 250 passengers were evacuated to Thessaloniki. When the rescue was over and site clearance started there were reports of at least 50 persons “missing”. The line has been modernised and electrified and equipped with ETCS but it is reported that the signalling has not worked for years due to alleged cable thefts and other vandalism. So, the station master at Larissa was in charge of signalling trains by radio and probably keeping paper records; he was arrested soon after the crash. Big demonstrations were held in Athens and elsewhere after the crash mostly aimed at politicians and others involved. Train services in Greece were suspended for most of March. Lots of information is now coming to light on how poorly run the Greek Railways have been for many years. INDIA News. Ross Middleton reporting. The Central government has granted in principle approval to the 235km Nashik-Pune high-speed railway project. The detailed project report would be put before the cabinet for approval. The rail link would boost development in both cities and offer seamless connectivity between the industrial zones of Pune and Nashik, the project would provide a rail link between two important cities of Maharashtra. Maharashtra Railway Infrastructure Development Corporation (MRIDC), a 50:50 joint venture between Indian Railways and the Maharashtra government, plans to build the rail project. The rail line with 24 stations would pass through Pune, Ahmednagar and Nashik districts, run at a speed of 200 km per hour and reduce travel time to two hours from around five to six hours at present. NETHERLANDS Freight Traffic. Prorail has given some details of freight traffic in the Netherlands in 2022. Freight traffic was up again with the war in Ukraine affecting various flows. This was very noticeable in coal train traffic with 3,900 trains operated, which is 1,000 more than in 2021. But on the negative side there was less traffic arriving from China via Russia. Most of the freight trains leaving the Netherlands run to or via Germany with nearly 50,000 trains in 2022, which is an increase of 7% with most of these going via the Betuwe route. It was also reported that there was an increase in freight movements via Venlo. Preservation News. Hans Scherpenhuizen reporting. At the end of March 2023, two 700 mm narrow gauge steam locomotives left Java, Indonesia, bound for preservation in the Netherlands. They were built in the twenties by the Dutch company Du Croo & Brauns, Weesp, and among many others built by this company and exported to Indonesia for work in the sugar mills. They are No.9 of Sumberharjo Mill, 0-8-0T, a Klien-Lindner axled steam locomotive built by Du Croo & Brauns in 1925 (Works No. 81) and No. 214 of Pesantren Baru Mill at Kediri, a Mallet 0-4-4-0T built by Du Croo & Brauns in 1928 (Works No. 159).

138 USA. D&RGW 168 pictured on its plinth where it stood for over 80 years before being reactivated. Colorado Springs 20/7/09. USA. D&RGW 2-8-2 488 gets ready to leave Chama on 22/7/09 with the first train of the day to Osier. (Both photographs by Brian Garvin)

139 The locomotives will be transported to the Stoomtrein Katwijk Leiden where they will undergo a complete overhaul. They will be the only locomotives built by Du Croo & Brauns to be preserved in the Netherlands. NEW ZEALAND News. Ross Middleton reporting. Late January and February have been bad for New Zealand, a series of storms hit the country, causing widespread flooding in the Northland, Bay of Plenty, East Cape and Hawkes Bay areas. Whilst the line between Palmerston North and Hastings is expected to be reopened before you read this, the line north of Hastings and the north Auckland line are both expected to be closed for 12-18 months, and the line north of Napier may never reopen. Better news, the ‘new’ train set for the Capital Connection service has emerged from Hutt shops and is currently under test. Rebuilt from ex-Auckland transport Sa/d cars, they form a 6 car rake. It is expected to enter service in May after the platforms at Otaki, Levin, Shannon and Palmerston North have been raised. At the same time the first of three Galley cars was also released from Hutt shops and is also now on test and appraisal. These have been rebuilt from ex-Auckland Sa cars and will be used on the three scenic trains. Kiwirail says they are to support the new series of tour packages. This would seem to mean that those on the Kiwirail tours will be able to have full meals at their seats on the trains. NORWAY Orders. Norske Tog announced on 17 February that it had awarded Stadler the contract to build 17 new long-distance trains which will be dual-mode unit trains. Construction of the trains should start in 2024 with the first arriving in Norway in 2025 for testing with service use starting in 2026 on the Bergen line. The trains will be known as FLIRT NEX and 6P5F Jubilee Class No. 45699 Galatea, masquerading as 45627 Sierra Leone, rushes past Northwick Park on the Up WCML fast line, running as 5V42 en route from Carnforth to Southall West Coast Railway depot, on 1/2/23. The locomotive was in steam but doing no work because the diesel was obviously pushing. (Photograph by Bob Stonehouse)

140 will have couchettes and sleeping accommodation as well as a bistro, family areas and, of course, space for luggage. Each train set will have eight carriages and up to 542 seats per train. With various options, up to 100 sets could be ordered. Freight Traffic. Bane NOR reports that freight traffic on the railway is increasing. In 2022, freight traffic was up 8% on the Nordlandsbanen, 7% on the Dovrebanen and 5% on the Østfoldbanen. Other routes showed a decrease but overall there was a 4% increase. Euro Dual Locomotives. It is understood there are now four of these locomotives in Norway. 91 74 2159 001/2, which had been with Green Cargo, are now with Cargo Net. Note the locomotives are registered in Sweden. They were joined by 2159 003/4 in late 2022. Their main works is on long distance freight trains from Oslo Alnabru Yard to Bodø which probably means more than half of the distance will be on diesel power. Being a powerful electro-diesel locomotive, they will be handy for diversions via the Røros route should the main line to Trondheim get blocked. RUSSIA News. Ross Middleton reporting, using items from Washington Post and Daily Express newspapers. A secret railway and a network of stations leading to his residences were built in Russia for Vladimir Putin. Earlier, it was reported that Putin has started travelling around the country on his armoured train. “All of Vladimir Putin’s main residences have been connected to railway lines, and secret stations have been built nearby. This confirms the reports of the ‘Dossier Center’ that the head of state has recently begun to use the train more often than the plane.” The media outlet has found at least three locations that may be associated with Putin’s secret railway service. In particular, on the territory of the Valdaysky National Park, there is a guarded railway station with a helipad near the village of Dolgiye Borody, the nearest settlement to Putin’s favourite Valday residence. Three local residents told the media outlet that the station and a special railway line to it were built only for the president. In addition, according to satellite images, the station in Novo-Ogaryovo appeared in 2015 and is located 400 metres from Putin’s residence in Moscow Oblast. The land under the station was withdrawn from private ownership in favour of the Federal Guard Service by the decision of the then Russian prime minister, Dmitry Medvedev. The special station itself is designed for a small number of cars and is hidden behind a high fence with surveillance cameras installed every 10 metres. To stop the train near the Sochi residence at Bocharov Ruchey, a platform and a new dead-end railway line appeared in 2017, hidden from the tracks used by electric trains by a high fence. The president’s special train has repeatedly been caught on camera by railway enthusiasts and railway workers. For example, in November 2018, or April 2020. According to a former driver, Putin’s armoured train is based in a depot at the MoscowKalanchyovskaya railway station with a closed terminal for VIPs. This special station is still functioning, and the high fence surrounding it is additionally reinforced with barbed wire. In 2017, a new highway was laid directly to the platform of the VIP terminal on Kalanchyovskaya. The president’s special train belongs to the Grand Service Express Company, which was associated with Putin’s close friend Yury Kovalchuk. (Photographs of the train on the web show it hauled by three locomotives, with Bo-Bo electric ER20-051 leading what look like two Co-Co diesels of the TEP70BS class – Ed.) SWITZERLAND Schaffhausen Fire. During the night of 19/20 January, a fire destroyed part of the old loco shed at Schaffhausen which was home to the DLM – Dampflokomotive & Maschinenfabrik. Four steam locomotives were damaged, 52 8055 and three fireless locos. The latter were Meiningen 0-6-0F 03147/60 (both 1987) and Jung 0-6-0F 13254/1959, previously with Martinswerke GmbH, Bergheim (D). All are damaged but can be repaired at a cost. The 52 has damaged electronics, etc but a picture after the fire just shows superficial damage.

There are no reports of the damage to the fireless locos. These had been acquired for resale on the basis of steam being cheaper than diesel where factories have steam to spare. Erstfeld Depot. SBB is renovating part of the depot that is home now to SBB historic locomotives. Work started in March and will take a year to complete. USA Preservation. Genesee Valley Transportation (GVT) has acquired the Alco PA preserved for some years at the Oregon Rail Heritage Museum in Portland where it has been restored as Nickel Plate Road 190. Built as Sante Fe 62L in 1948, it was sold to the Delaware & Hudson RR in 1967 where it became No. 18, being used on the New York – Albany – Montreal route passenger trains. Later it was rebuilt with a more powerful engine, becoming a PA4. It and some others were sold to Mexico in 1978. In 2000 the shell of the locomotive came back to the USA for preservation, having been purchased by Doyle McCormack. He had a cab ride in such a loco at an early age and liked the Nickel Plate colour scheme so that is why it is blue. In the years since purchase Doyle has been searching around for parts to restore the loco. He got two A1A bogies from a scrapyard and purchased a written off BC Rail Alco M420B and thus obtained and restored its 12-251C engine, traction motors and electrical gear. What is certain is that the new owner, GVT, intends to run it on office car specials and public excursions. It is to go to Scranton (PA) for attention at the GVT shops before seeing use on the Delaware – Lakawanna line. The GVT is no stranger to Alco locos having over 50 of its own, with the largest number operating out of Scranton. Cumbres & Toltec Scenic RR. This line is one of the best lines in the USA, being part of the old Denver & Rio Grande Three Feet narrow gauge system and currently runs between Chama (NM) and Antonito (CO). The main depot is at Chama but Antonito has the carriage workshop and stabling facilities. When your editor visited the line some years ago trains left from both ends in the morning and met at Osier where lunch could be taken. Passengers normally return back to where they started but it is possible to make a through journey from Chama to Antonito and return by bus. Winters can be severe but in the main tourist season the line is a delight. Although no trains run in the winter months, staff are still at work overhauling and restoring locos and stock. The locomotive situation earlier this year was as follows: 168, 4-6-0 (BLW 6670/1883) awaits repairs to a cracked cylinder saddle. This loco was restored in 2019 after many years on a plinth in Colorado Springs. 315, 2-8-0 (BLW 14352/1895) is having its mandatory 1,472 day inspection at Antonito and has recently been steamed. 463, 484, 2-8-2. Both are available at Chama. (NB: Most of the 2-8-2s were built by BLW 1925-1928.) 487, 2-8-2. Currently being converted to oil firing with other work also being done. 488, 2-8-2. A new tender tank is being fabricated. 489, 2-8-2. The running gear is being overhauled and a new ‘firepan’ is being installed. 492, 2-8-2. Various new bits and pieces being sourced with lead times up to one year. New connecting rods have been ordered, also taking a year before delivery. Finally, the line has two centre cab GE diesels (15, 19) but 15 needs a new traction motor which is to hand but warmer weather is awaited for the change to take place. There is also good news from the line as bookings for this year are reported as being 44% ahead of last year with over 5,000 seats already sold and some trains nearly sold out. (Jernbanen, Ross Middleton (4), Voie Etroite, DB, Drehscheibe, Eisenbahn Kurier, LOK-Report, Prorail, Hans Scherpenhizen, Norske Tog, Bane NOR, Stadler, Trains Newswire, Terry Bagworth) The opinions expressed in this Bulletin are those of the Editor and his contributors. Compiled and produced by M. J. Eckett (Hon. Editor) for and on behalf of the Locomotive Club of Great Britain, Flat 22, Gadebury Heights, Bury Road, Hemel Hempstead, Herts. HP1 1HG. © Copyright 2007-2023. Photographs – original photographer. Content – LCGB. All rights reserved. The Printed Word, Unit 2, Graylands Estate, Langhurstwood Road, Horsham, West Sussex RH12 4QD. Telephone 01403 255650.

English Electric Type 3 No. 37418 and Caroline, ex-Hastings DEMU buffet now an inspection saloon, at Chester on 2/3/23. English Electric Type 4 No. 40013 at Chester on 27/2/23, believed to have been on test prior to working part of a Saphos charter two days later. (Both photographs by Neil Berry)