slieve_gullion.jpg

Slieve Gullion steams for first time in over 20 years

No.-11-Maitland.jpg

The official voice of preservation

bagnalls.jpg

The right person for the job…

north_norfolk.jpg

Change at the top at North Norfolk

dinting.jpg

Dinting when it ran out of steam

blue_peter.jpg

Blue Peter hauls first railtour in over 20 years

david_buck_web.jpg

David Buck (1944-2024)

tornado_storms_web.jpg

Tornado steams – but Nene Valley visit delayed again

nene_valley_welcomes_web.jpg

Nene Valley welcomes ‘fantastic’ response to appeal

beachy_head.jpg

Beachy Head is the star at Brighton-themed weekend

misson-accomplished_web.jpg

Mission accomplished

gone_and_perhaps_forgotten_web.jpg

Gone and perhaps forgotten?

long_service_web.jpg

Long service

inside_the_latest_issue_563.jpg

Steam Railway SR563 – out now!

SRA_XMAS_BWS_GRID_.jpg

Subscribe to Steam Railway magazine

Articles

News

Features

Steam Railway Magazine

Back Issues

Latest Issue

Newsletter

Our Magazine

EX-GREAT NORTHERN Railway (Ireland) ‘S’ class 4 ‐ 4‐0 No. 171 _Slieve Gullion_ returned to steam for the first time in two decades at the Railway Preservation Society of Ireland’s Whitehead headquarters on July 27.

Last steamed in July 2002, the overhaul of the 1913-built locomotive originally began in January 2014 when it was sent to Railway Restoration North East Ltd in Shildon. However, No. 171 returned to Ireland after the company ceased trading in February 2015, and it was temporarily re-assembled for display inside the RPSI’s Whitehead Railway Museum. Work resumed in September 2019, when it was moved to the RPSI’s Dunleath workshops.

The society said: “We now need to work our way through 30 minor defects and other matters identified during the test. And there are also two major items – painting and the electrical work.”

The first steam test took place in January last year, while the wheels and frames were reunited in May 2023. At present, the RPSI is unable to operate on the main line in Northern Ireland, but plans are afoot to move No. 171 to Dublin for trials.

#### **HERITAGE RAILWAY ASSOCIATION CHIEF EXEC STEVE OATES TACKLES STEAM’S BURNING ISSUES**

WHEN JOE Biden announced he was withdrawing from the race to be President of the United States, it inevitably hit the headlines the world over. It even knocked a Heritage Railway Association story out of one of the tabloids! But that’s not why it resonated with me as relevant to our sector.

It’s easy to forget that someone with such a huge place in the world – arguably the most influential man on the globe – is still a mere mortal. Despite all of the advisers, media circus and speculation, the decision to call it a day must still have been a deeply personal one – and actually quite an honourable one, praise for which has been widespread.

Because how many people, when sat in the top chair or at the ‘top table’, would be able to decide that it’s time for someone else to have a go? Perhaps someone with different ideas and experiences; maybe a bit younger or from a different background; even someone who might need a bit of trial and error to find their feet, but ultimately with fresh perspectives and very capable of making a better job of things than you.

And sadly, here’s the point. I think parallels exist around the boardroom tables of heritage railways up and down the country.

Of course, some longevity of relevant experience and corporate knowledge is vital, but how much stronger would our sector be if some of our elder statesmen took a more Biden-esque approach?

As a sector, we’re very good at saying that we need ‘new blood’, ‘younger people’ and different demographics to come and get stuck in. But what we’re not so good at is giving those people of different ages, sex, background or skill sets a chance at the higher levels.

There are many cases where the founding fathers of our heritage railways are still to be found in senior positions and on their boards all these decades later. And, yes, I understand the temptations and the thought processes that go on in the minds of longstanding directors and trustees. They’re the people who have put in decades of hard work and often put their hands in their pockets during those early years. In the eyes of many, it’s ‘their’ railway.

Some could scarcely have imagined 40 or 50 years ago what their railway would become… probably a sizeable (often multi-million pound) business, an employer, a key part of the local and regional visitor economy, a charity with public benefit obligations, and subject to a wealth of compliance and safety obligations. It’s much more than just ‘your’ railway now.

And there’s the rub. Running a heritage railway in 2024 is very, very different to running one in 1974, 1984 or even 1994. I know, I was there (albeit as a youngster). The skills needed are completely different and the responsibilities placed on boards and trusts are certainly not reduced.

If you’re an elder statesman of heritage rail, are you genuinely having those difficult discussions and thinking about what’s really best for ‘your’ railway – even if it’s an internal monologue for now? Can you be certain that you’re still the best person to occupy a board position? And even if you might still be the best person for the job today, have you worked out how to ensure a sensible and structured transition in the not-too-distant future?

None of us got involved with railway preservation to take it to the grave with us. The only way we can avoid doing that is by truly embracing succession planning – and well before we need to emulate President Biden.

#### **FOR SOME, MANAGING A HERITAGE RAILWAY CAN BECOME A POISONED CHALICE.**

A LOT OF vacancies have been advertised at heritage railways over the past few years, including some pretty senior positions. Things are tough, with nearly all railways wondering how to make ends meet yet, and all the while the ORR seems to be tightening its grip on railway safety.

This is understandable. With incidents on heritage lines niggling away and refusing to reduce year on year, management of competence is so very important. Management of competence also means competent managers and the expectations of (and demands on) senior management grow. Try recruiting someone with the right skills and the chances are they are already in a role of equal standing, but almost certainly earning quite a bit more than the heritage sector can offer.

For most, it is by far the easier and better option to stay in ‘mainstream’ employment, particularly as once you jump ship it’s hard to get back on. The most successful recruiting scenario is of someone who has done volunteer work at a heritage railway, is passionate about it, has amassed the skills and experience needed and is prepared to give up salary and pensions in return for following their passion. Such people are in short supply.

We have seen railways using recruitment consultants and reaching out to sectors such as the museum sector as they try to find someone who has a fighting chance of leading the team. Sometimes this works, but I suspect the failure rate is a bit higher than one might expect. Take a few steps away from the arena of railway management and it can be really difficult to see why it is such a problem. Surely it is a great job and a lifestyle choice, away from the rat race and doing something really rather nice? Get closer though and there are challenges well beyond any ‘normal’ management job. For managers drawn from within the ranks, the job can be a very lonely one. Things usually start well enough with the new manager heralded as being just the person and the one who ‘knows how we tick’ etc. The honeymoon period soon passes, however, when two people at odds with each other and possibly both considered to be friends of the new manager have some sort of disagreement. Things end up with that senior manager being called upon to make a decision. It suddenly becomes apparent to the manager that of the two friends in the room, one will no longer be such a firm friend. With experience, one can envisage such circumstances emerging and possibly find a solution, but ultimately making those decisions is a tough job.

Over time, the number of difficult decisions can take its toll, and there will always a cohort of people that really don’t like the person making them. Normally, managers are not there to be liked, and those who primarily seek popularity will struggle to win through. Paid staff can bring challenges for railway managers too. Money is not everything in life, this we know, and responsibility and the satisfaction of a job well done is motivating. However, a lack of money is a big issue as anyone who has struggled to make ends meet or to bring up a family will tell you. Low wages mean employees looking for ‘side hustles’, becoming weary of doing it, or having their minds occupied by working on some deal that will earn a few extra pounds. Some will feel awkward doing this, some will try to hide it and, for some, it will become a normal part of what they do.

All this costs the organisation in one way or another and can build animosity towards the leaders and managers. It can be rather painful when these matters come to a head and an employee has to leave. Management feels angry about the behaviours and the employees feel they were driven to it. It’s hard to maintain your fascination for railways/locos/history when things like this are going on all around you. Minimum wage legislation that drives us away from a low ‐wage economy can help with some of these problems, but with many heritage railways reliant on manual labour (well, we are preserving both railways and working practices of bygone times) it brings further problems in balancing the books and the stress that goes with that. A railway manager once remarked that it was necessary to grow skin thicker than a rhinoceros hide to be able to run a heritage line.

Another protection mechanism is for the manager to build some distance between themselves and the people they manage. All too quickly, however, this can go wrong. The manager may seem distant and detached, ultimately losing that all ‐important link with the people and things that make the railway tick, and typically this has terminal consequences for that leader. Surely it is all worth it though, and great fun to be part of all those projects and events? Well, yes, it is to a degree, but it would be interesting to peer into the diaries of some of those managers. Ever heard volunteers complaining that the managers are not around at the weekends while all the volunteers are working? Managers are, of course, required to attend committees and members’ meetings, event planning and local business link ‐ups. The list goes on and, of course, if the manager does have to work all weekend then they can always have a couple of days off in the week, right? Except many of the staff who, most unreasonably, would like to work a regular working week expect the manager to be around when they are to get stuff done. Those Monday morning meetings can be so important for getting things done, but not so effective if the manager is not in until Wednesday.

So, back to recruitment, what can we do? The long list of vacancies tells us we have to do something if we want to keep enjoying our railways. As I have said before, a heritage railway is a very expensive hobby. We have to face up to the fact that if we want them to survive, which means competent people managing them safely, then we need to attract managers and leaders to work for the sector in a fair and reasonable way.

Some folk liken railway leaders to football club managers, both subject to huge amounts of opinion on social media about how the job should be done. The difference is, of course, that those football managers get paid a king’s ransom, but heritage railway managers don’t. There has been much talk of the railway preservation bubble bursting. I have commented that it is happening if we could but recognise the signs. One of the signs is that some people simply walk away because they don’t like running them any more.

Recently overhauled Giesl ejector-fitted Hunslet ‘Austerity’ 0‐6‐0ST NCB East Fife Area No. 18 (Works No. 3809) departs from Sheringham with a Holt-bound drain during the NNR’s ‘Vintage Week’ on July 10. Previously based at the NNR from 1988 until 2006, the 1954-built locomotive will remain at the NNR for the rest of the year. HAYDEN SHEPPARD

GRAHAM HUKINS has been appointed as the North Norfolk Railway’s full-time general manager. Hukins has been on the ‘Poppy Line’s’ senior management team since August 2021 when he was appointed commercial manager, but for the last few months has been in the post of interim general manager. NNR chairman Steve Allen said that since joining the railway, Hukins had “demonstrated a clear understanding of the particular challenges associated with the heritage railway sector and the NNR in particular and has provided the leadership and stability needed in recent months as Interim GM. He is the right person for the job.”

Hukins’ appointment comes as the NNR’s managing director, Hugh Harkett, has decided to step down from the role after 17 years. Harkett was taken ill earlier this year and is recuperating with his family in Wales.

Commenting on Harkett’s departure, Allen said: “Hugh’s management of the finances has helped us keep our head above water – especially during Covid.”

Meanwhile, the NNR has reported that the last financial year was a “marked improvement” on the previous year, with the line posting an operating profit of £58,798 – a turnaround of £267,816 compared to 2022/3. Trading performance was also good, with fare income exceeding expectations. In addition, trains ran on 30 fewer days in 2023 compared with 2022 to reduce pressures on staff and volunteers, and while overall passenger numbers fell from 152,322 to 148,801, passenger loadings per day were up 9%.

This year, the railway has carried 46,330 passengers as of the end of June, which is within a day’s loadings of 2023, and income was reportedly above budget and ahead of last year.

#### PETE SKELLON offers a personal view of a much-missed preservation pioneer.

We often muse over recollections and nostalgia for the days of steam or, perhaps, the diesel era of our youth. Such emotions have formed the basis from which grew the success of our heritage railway industry. However, rarely is this attribution proffered to a lost venue, one created specifically for the preservation of those days of old. The Dinting Railway Centre, however, is one such location. Its closure in 1990 has left some observers wistful over past memories of attending with family or friends in, what was then, the rarefied atmosphere of steam.

The growing fondness for Dinting tends to manifest itself as ‘chat’ on various media sites. Some propose that the centre should be revived, while others express conjecture as to the reasons for its closure, or astonishment at how quickly nature has taken over what was once an important setting for nurturing embryonic enthusiasts.

Two views of Hudswell, Clarke No. 1704 Nunlow and the ex‐Baddesley Colliery Avonside No. 1883, being prepared on the ash pit. This activity was visible to observers from the car park, thus providing the ideal advertisement for any teenager wishing to emulate the young cleaners such as Nick Morgan and Tony Smith, here cleaning Nunlow’s wheels and frames. PETE SKELLON

Why should that be? What was the allure of the place to cause this reaction? And why did it close when all around were apparently prospering?

The railway press has reported on the rise and fall story on a number of occasions. Usually these have focused on the negotiations over the rent, the subsequent dispersal of the collection, and the move and rebirth of the Bahamas Locomotive Society – the centre’s operator – together with the transfer of its core objects to Ingrow on the Keighley & Worth Valley Railway.

The return to steam of No. 6115 Scots Guardsman was a major milestone in all that was achieved at Dinting. On the occasion of its first main line outing on October 14 1978 it is seen here receiving a quick clean at York in the days before such support crew activities became formalised. PETE SKELLON

But what of the people, those volunteers who built, maintained and developed the site, and the visitors who came along to enjoy the fruits of all that labour? What was the effect on those who built the place and witnessed its demise?

We often overlook that ‘railway preservation’ is a product of people. While the majority will record the spectacle portrayed by locomotives, rolling stock, signalling, etc, there is less recorded about the people, a key component of all railway systems.

In a previous article (SR560) I recounted the purchase of ‘Jubilee’ No. 45596 _Bahamas_ and the group who would create a home for it at Dinting. It highlighted how circumstance and personality often affect the outcome of any enterprise, in particular where volunteers and ‘authority’ negotiate across the table. It was, of course, the volunteer who created the heritage railway movement, not the entrepreneur. Back in the late 1960s and early 1970s, nobody had the cash to invest in place, product, and people to inaugurate and build the industry in which we now luxuriate, and what little investment was available was harnessed by the efforts of those volunteers.

Brake van rides were a highlight for any visitor to Dinting and offered what is now referred to as an ‘immersive experience’. Here Hudswell, Clarke No. 1704 Nunlow propels the NE brake van and slows at the crossing for the driver to take instruction from Harold Moss, this no doubt with regard to the shunting arrangements required at the end of the day. BILL SKELLON

Enthusiasm, skills and luck were required to succeed. Those three facets fortunately shone sufficiently to establish the Dinting Railway Centre in 1968. The venture was as remarkable as those at Carnforth, Didcot or Tysley; if not more so when it is considered Dinting had little in the way of infrastructure in the beginning.

While other railways began to evolve and were rising from the ground (literally), the concept of a ‘working museum’ was new. These ‘centres’, where visitors could get close to a large operational express engine without it departing out of view for an hour or so before returning were, and remain, few in number. Dinting forged its place among the growing railway preservation scene. The place was not unique, but it was sufficiently different that its closure, now almost 35 years ago, left something of a vacuum that has never effectively been filled.

It’s Enthusiast’s Day 1981 and the caretaker, Harold Povey, is in conversation with chief engineer Steve Allsop by the side of ‘Austerity’ 0 ‐ 6‐0ST WD150 Warrington. PETE SKELLON

From the outset, Dinting was created to attract the general public, with one member of the founding society, Eddie Hoskins, noting in 1969 that it would be they, the visitors, who would pay for the privilege of allowing members to enjoy their hobby. The building of the exhibition hall in the early 1970s, partially erected as a DIY job by volunteers and enabling all the locomotives to be under cover, was a primary aim; a souvenir shop to maximise income being part of that facility. Next would come a picnic area where families could gather adjacent to the demonstration line, a setting enhanced by views across Dinting Vale and the surrounding Derbyshire countryside, an attraction in its own right. Eddie’s Lawn, as it was known by some members, was cheap and easy to create, but it would be many years before funds became available for the construction of a dedicated refreshment room and adequate toilet facilities, amenities that came to be expected by a more demanding public in a growing tourist industry.

In today’s world of lottery funding or grant aid from specialist agencies, it is hard to recall that in the 1970s these game-changing sources of income were all but unheard of. That the highpoint of visitors attending Dinting was in 1979 is all the more noteworthy because this had been achieved solely by the combined efforts of society volunteers who created the attraction to entice them. The effort expended formed a strong spirit of camaraderie among the working members, a trait that no doubt existed in many similar enterprises, but it was nevertheless a key feature of survival through all that was to come.

Andrew Barclay 0 ‐ 4‐0ST No. 2258 Tiny, freshly repainted in a livery typical of the GER. In the foreground is one the LNWR ground signals controlling yard operations. This signal was operated by the ex ‐GCR electropneumatic interlocking system equipment installed by S&T engineer Pete Essex. BILL SKELLON

This sense of community should not to be underestimated. It made achievable such goals as the overhaul of rebuilt ‘Royal Scot’ No. 6115 _Scots Guardsman_ and its return to the main line in 1978\. This helped the team to develop the skills necessary to tackle the overhaul and return to steam of the LNWR ‘Coal Tank’ – a task completed in two years, and one which received numerous plaudits for the standard of it restoration.

With the completion of the ‘Coal Tank’, and its inclusion in the ‘Rocket 150’ event at Rainhill, greater things were envisaged for 1980. Yet despite the array of visiting engines working to or from Dinting for the event assembly site at Bold colliery, a decline in public attendance began to cause concern to those who managed the centre.

The working week of 1986 with the steam breakdown crane in use to help replace the bogie beneath No. 45596 Bahamas. It’s all smiles from Steve Peach, Gordon Greenhalgh and George Bowler, although Garry Howard appears to be more concerned perhaps over some scratches in the paintwork on the bogie wheels. STEVE ALLSOP

The management committee, supported by two or three sub-committees, ran the business to the best of their abilities, albeit within the confines of the time each had available from the usual pressures of personal life.

Peter Beebe, an engineer, took on the honorary position of treasurer in 1980 and in his report to the society newsletter pointedly remarked, “…we could describe ourselves as a bunch of amateurs running a business and, so far, we have not made a bad job of it, but as trade is becoming more difficult I sometimes feel we could benefit from certain specialist advice or guidance. Unfortunately, none of the committee is a banker or an accountant, or runs an advertising agency, or is a marketing director…”

The effect of competition from other tourist venues was having a negative effect. The nearby Alton Towers had just opened as a theme park and the growth of industrial museums was under way as a reaction to the demise of engineering and manufacturing industries. Also, what would be a two-year economic recession began in 1980. And then the landlord, Jack Warburton, raised the rent by 50%.

A mid ‐1980s view from the veranda of the NE brake Van, as it is propelled towards Platform 2. The site had reached what turned out to be the high point of its maturity with the fully signalled demonstration track, the installation of a rare telephone box with stamp dispenser and direction signage in traditional railway style. LNER No. 532 Blue Peter is in the yard on No. 3 road, being cleaned by Garry Howard. BILL SKELLON

Recovering some of the permanent way and S&T equipment in September 1990. Chairman Simon Bryant, on the right, oversees the group whose smiles belie the trauma of uprooting all that had been achieved over the previous 21 years. GORDON COLTAS/BLS ARCHIVE

One way to overcome rent increases is to purchase the land. Despite this proposal, the offer was declined for the landlord had no wish to sell. Maybe this was not too much of a concern; Jack was a friend, a vice-president and, as a solicitors clerk, undertook on behalf of the centre all the legal negotiations with BR over siding and bridge maintenance agreements; he was trusted. One drawback with the rent agreement was that it was for a period of five years, with the option to renew. Such a short-term agreement was not conducive to attracting grants. Long-term tenure of venue was, and is, usually a stipulation for any grant support. This source of funding, which was then becoming available at the behest of a government wishing to support tourism, was unattainable to the society. Income could only be generated by visitors coming through the gate or by outreach (a term then unknown, but what we referred to as ‘outside sales’).

The former signal box from Rushton station was refurbished and used to control the signalling system on No. 4 Road. Here No. 6115 Scots Guardsman sets back to pick up its brake van while crossing keeper Eddie Rutter controls his gate and Mike Stevens converses with Harold Moss. STEVE ALLSOP

The rural aspect of the site was used to advantage in good weather. Here some of the lads have their lunch break on the plateau behind the ‘old shed’. This was a useful vantage point to view operations in the yard or, as here, ideal for hurling abuse at any passing photographer eager to record their spirit of fun. PETE SKELLON

If these economics appeared gloomy to the few responsible for overseeing the ‘business’, then for others the day-to-day (weekend-to-weekend) tasks were not only enjoyable they were ‘fun’. The hard core of volunteers centred on the locomotives. With engines being prepared for the Sunday steaming, or at Bank Holidays, these activities were very much in public view. Visitors would see engines being cleaned, often by youngsters. This unhindered view, that was even ‘hands on’ for some, became a magnet to others wanting to join in. The result was an almost constant supply of teenagers willing to become involved and experience something new, different, and ‘fun’. And although an older and experienced group undertook their responsibilities to the full, they also took under their wing these ‘enginemen of tomorrow’, nurturing them in the ways of locomotives and the world, with discipline and mutual respect – but still with an air of fun.

Following the completion of the ‘Coal Tank’, a start was made on the overhaul of _Bahamas._ As the raison d’être for establishing Dinting, a start on _Bahamas_ was significant. The engine had last steamed seven years previous, following the open day at Reddish Electric Depot in September 1973 and the expiry of its boiler certificate. With the restoration team having gained substantial experience, the original concept of having others undertake the known significant boiler repairs was modified. Steve Allsop, as chief engineer, considered the task could now be achieved in ‐house, bringing in specialist contractors only when required. And with the purchase of the Allerton breakdown crane, the members had the necessary lifting capability to handle the job, albeit subject to the vagaries of the Derbyshire weather as all the boiler work was undertaken outside. Repairing boilers in the snow! Told you it was fun!

And while the job would endure for the next eight years, development of the site to improve the amenities continued as the limited funds and labour would allow. Use was made of social assistance from groups such as ‘Manpower Services’ and the ‘probation lads’, whose past misdemeanours would hopefully be changed for the better by such public service. These groups were put to work on development projects, such as the construction of the platform at the end of the demonstration track or renewing boundary and lineside fencing.

This input was just what was needed, for throughout the 1980s there was a gradual decline in volunteers willing to undertake the innumerable maintenance tasks. This decline continued right through to the end of the decade when, on many Saturdays, there was nobody available to collect entrance fees, and on some Sundays, when the shop remained closed because of unavailability of staff, each resulting in loss of income.

And income was needed. The expenditure on essentials such as rents and rates was growing at an alarming rate. Negotiations over the renewal of the lease had broken down in 1983 and the society was given notice to quit the site by the landlord. The action by the society’s solicitors failed in their duty to respond and so the protection of the Landlords and Tenants Act was lost. The landlord could and did increase the rent as he wished, the 500% increase over the ten years from 1978 was substantial. The only comeback was to take action against the solicitors. The resulting payout came just in time to fund the move away from Dinting and prepare for setting up at Ingrow.

The acrimony with the landlord over rent turned to hostility following damage to a model car racing track that he had laid on the car park. This track was much larger than had been envisaged and, after some visitors used it to park their cars during a busy ‘Santa’ weekend, the damage so caused resulted in a notice to vacate the site.

This was received only a few months after the society celebrated its 21st birthday, an event in which the overhaul of No. 45596 _Bahamas_ was completed. Talk about highs and lows!

The refreshment room constructed on the car park and opened in 1983. This allowed the Enginemen’s Room, adjacent to the ‘old shed’ to revert to its former purpose, having previously been used to serve the public cups of tea and sandwiches amidst the needs for the members mess facilities. BILL SKELLON

The packing of the ‘thousand ton suitcase’, the hunt for a new home, the acrimony over what items could be taken and what had to be left behind, was faced, endured and accomplished in a most remarkable manner. The fortitude shown proved the value of community embedded in the members. For some of an older generation, the upset was too much for them to consider starting all over again. And for those younger?

Well, we had grown up together; we had worked, rested, played, even dated. We mocked our committee, we mocked our competitors and we mocked establishment. Moreover, we mocked ourselves. We were family. It bred a special kind of humour, one not always understood or appreciated by others, but it was ours, something we owned. We were young, eager, bursting with life and ideas, with a common cause, a sense of satisfaction of a job well done for each project completed. We were like sponges, soaking up the knowledge of others who had been there, done that, until the time came to squeeze the sponge and show those coming up behind how it should be done.

Would the like ever happen again? In view of the way society changes, it’s doubtful. It was the right place at the right time with the right people. Things don’t last forever and the business at Dinting just ran out of steam. And the people? Well, we keep on keeping on. What other way is there?

As Simon Bryant, 36 years our chairman and subsequently our president, has stated, “We’ve survived because of our love of the steam locomotives we look after and – dare I say it – our love of each other. That’s how we’ve survived, and if you have both those things, then you’ll succeed.”

KING’S CROSS was the perfect backdrop to the start of Peppercorn ‘A2’ No. 60532 _Blue Peter’s_ first railtour since 2001, on July 13.

The 1948-built 4‐6‐2 was formally rededicated at the former Great Northern Railway terminus in London to celebrate the completion of its overhaul, which took seven years and cost an estimated £5 million. After the ceremony, the BR blue ‘Pacific’ hauled a special train of trustees of the Royal Scot Locomotive & General Trust and other invited guests from London to York.

Trust founder and chairman Jeremy Hosking said: “Today marks the return to main line service (after a 22-year absence) of locomotive 60532 _Blue Peter,_ one of the most powerful steam locomotives ever built in this country. I would like to thank my fellow trustees at Royal Scot Locomotive & General Trust for bringing this seven-year, £5m, project to completion, and to our engineering colleagues at Crewe. All of us are also indebted to the Drury family, who rescued _Blue Peter_ from the scrapman’s torch in 1968.” Richard Drury – son of the late Geoff Drury who originally purchased _Blue Peter_ from BR, and an RSL & GT trustee – added: “It is wonderful and incredibly moving to see _Blue Peter_ restored to such immaculate and, dare I say, ‘better than new’ condition. I know that my late father Geoff, who stepped in to help save the engine, would be thrilled and delighted to see 60532 in such a magnificent and ‘in steam’ state, perfectly rebuilt. _Blue Peter_ was saved to inspire new generations of enthusiasts and now, in its stunning new livery, it will certainly achieve that goal. Both I and my fellow trustees wish to express our enormous thanks to Jeremy and all in LNWRH, who have been involved in restoring this magnificent locomotive.”

Fully restored to working order in late 1991 by the North Eastern Locomotive Preservation Group, _Blue Peter_ was a regular sight on main line railtours until its ‘ticket’ expired in September 2001, after which it ran at the North Yorkshire Moors Railway until the end of the 2002 season. Purchased by Jeremy Hosking in October 2014, it returned to steam at Crewe in March before moving to the Severn Valley Railway for running-in ahead of its full-time return to the national network (SR557).

#### **‘Mayflower’s’ main line champion dies**

DAVID BUCK, who died at his home in Oxfordshire on August 24 aged 80, and after a long illness, achieved his ambition of owning a main line LNER locomotive – although he actually wanted two, writes HOWARD JOHNSTON

The former Ipswich station trainspotter became well-known as the owner of Thompson ‘B1’ 4 ‐ 6‐0 No. 61306 ‘Mayflower’ for eight years, and enjoyed cab rides when it became the flagship locomotive of the Steam Dreams railtour company that he also bought, innovating regular steam specials from London to Windsor.

A highly successful self-made businessman, David was foiled when his cash offer for one of the two Gresley ‘A4s’ returned to Britain from North America in 2013 for display at the ‘Mallard 75’ line-up at the NRM was rejected, and thus both engines went back across the Atlantic. He had not been too fussed over whether it was No. 60008 _Dwight D. Eisenhower_ or No. 4489 _Dominion of Canada,_ simply that he wanted to restore one of them to a high standard for use on the main line. Acquiring ‘Mayflower’ had been an easier proposition, and he welcomed the idea of repainting it in lined BR black – the only colour that he remembered as a child – but it never happened during his ownership because the engine’s British Railways lined Apple green always seemed to be in too good condition.

David Peter Buck was born in Ipswich, close to the East Suffolk Line, in January 1944, and picked up his keen interest in locomotives from his father, who was secretary of the local Hornby Railway Society and worked from an office close to Ipswich station. He would idle away many hours on the platform, where he witnessed the final years of Great Eastern main line steam, which included BR ‘Britannia’ 4 ‐ 6‐2s, Gresley ‘B17’ and Thompson ‘B2’ 4 ‐ 6‐0s, and of course numerous Thompson ‘B1s’.

David spent many years working for the BBC as a television engineer before setting up on his own business in Slough in 1975 to make copies of films for the cinema. The company’s success and its eventual sale allowed him to seriously develop his railway interests, which included acquiring rolling and laying track of various gauges on his estate at Fifield in Berkshire. He also collected railwayana, and was proud to have a nameplate from almost every Ipswich ‐based ‘B17’.

David’s big opportunity to honour his East Anglian roots and go main line arrived in 2014 following the decision of the family of the late Gerald Boden to sell No. 61306 ‘Mayflower’. David said he was always in awe of Gerald’s tireless efforts to keep his engine in immaculate external condition.

The 4 ‐ 6‐0, the last of the original fleet of 410 to be withdrawn from Low Moor (Bradford) shed in September 1967 along with two others, was not then an Eastern Region engine, but already famous for being the last ‘B1’ to run over the Great Central line to Marylebone, and also was in charge of the last steamhauled portion of the ‘Yorkshire Pullman’ from Bradford Exchange to Leeds on its final day in service. It was taken to Steamtown Carnforth for storage (when it also acquired the ‘Mayflower’ identity carried by scrapped classmate No. 61379) and was then based variously at Loughborough, Hull Dairycoates, and Wansford on the Nene Valley Railway. Under David’s ownership, the ‘B1’ was overhauled for its main line debut in February 2015 on a special from Norwich to Windsor. However, it was soon sidelined for an extensive boiler overhaul that took three years. By this time, David had also developed a close working relationship with Steam Dreams owner Marcus Robertson, which would last for the next two decades. David took over the business at the end of 2018 (keeping Marcus on board), and refocused it to primarily operate regular trips out of London, with occasional forays to other locations and preserved lines.

David was a director of the National Transport Trust between 2015-18, and in early 2020 agreed to become patron of the Standard Steam Locomotive Company, succeeding the late Sir William McAlpine and supporting the construction of the 11th BR ‘Clan’ 4 ‐ 6‐2 No. 72010 _Hengist,_ which is planned to be completed in 2029 if £4 million can be raised.

Aware that he had cancer and had to scale down his activities, David sold Steam Dreams to Locomotive Services Group boss Jeremy Hosking in June 2022. ‘Mayflower’, which had undergone extensive work on its boiler and cylinders, was part of the package, along with a support coach and kitchen car. The ‘B1’ was already undergoing maintenance at LSL, which included the fitting of air brake equipment for the firm’s stock. The stated intention was to run Steam Dreams independently under the LSL banner, with its own booking office and staff.

David then spent much of his time at his home, which he had reputedly acquired because the land it occupied was flat and capable of accommodating railway track. It was where he kept his 5ft gauge Finnish ‘Hr1’ 4 ‐ 6‐2 No. 1016 which, it was claimed, was the largest operational steam locomotive in the UK. He had acquired it from Nigel Sill, whose ambitions to open a theme park never got off the ground, and it was stored for many years at Epping.

During its 14-month overhaul when it lost much of its ugly external pipework, the ‘Hr1’ was repainted Apple green, given the fictitious number 91016, and named ‘Lady Patricia’ after his wife. David also owned other smaller locomotives – both steam and diesel – including Aveling & Porter 4wWT Works No. 8800 _Sir Vincent,_ Hunslet 0 ‐ 4‐0ST Works No. 287 _Vigilant,_ and Peckett 0 ‐ 4‐0ST Works No. 1756 _Hornpipe,_ as well as a variety of rolling stock and at least one traction engine.

David was a popular local figure, generously opening up his estate every year to host the Fifield Fun Day, which raised thousands of pounds for local children’s and adult charities. His final brief public appearance was in a wheelchair at this year’s event on August 4, when he had the satisfaction of knowing that almost 2,000 visitors were thinking of him. David is survived by his wife and four children, Simon, Suzie, Sara and Sophie.

PEPPERCORN ‘A1’ No. 60163 _Tornado_ returned to steam for the first time in over two years at the Great Central Railway on August 23, marking the end of its much-delayed £1 million overhaul. However, plans for the 2008-built ‘Pacific’ to visit the Nene Valley Railway have been delayed yet again, until October.

Withdrawn at the GCR for its ‘ten-year’ overhaul in January 2022, the A1 Steam Locomotive Trust had originally hoped to return the new-build 4 ‐ 6‐2 to steam by June that year, using one of two new Diagram 118a boilers being built by DB Meiningen in Germany for use on both _Tornado_ and under-construction ‘P2’ No. 2007 _Prince of Wales._ However, owing to delays in completing those boilers, No. 60163’s existing boiler was instead sent to Meiningen for overhaul in February 2022.

Further delays in completing the overhaul of the boiler, as well as the complexities of installing the European Train Control System to the locomotive as part of the Network Rail-funded ‘Pathfinder’ project to fit digital in-cab signalling to a steam locomotive, forced the trust to cancel planned railtours for the rest of 2022. Although the overhauled boiler returned to Darlington in December that year, concerns raised by British Engineering Services over the quality and installation of the small tubes forced the trust to replace both the small tubes and flue tubes. The overhaul was further delayed when problems were discovered with these replacement tubes, necessitating the fitting of a third set.

The repaired boiler was finally reunited with the frames at Locomotive Maintenance Services in Loughborough in October 2023, before _Tornado_ moved to the GCR on May 23 this year for final finishing and snagging jobs prior to its steam test and ETCS testing. A warming fire was finally lit in the ‘A1’s’ firebox at Loughborough on August 12, with the A1SLT saying that _Tornado_ would “undertake initial movements at the Great Central Railway before moving by road to the Nene Valley Railway” ahead of its planned public services there on August 24-26. It would have been third time lucky for the NVR, as No. 60163 was originally scheduled to visit the Wansford-Peterborough line for March 28-April 1 this year, but the overrunning overhaul prompted the trust to reschedule No. 60163’s visit for May 21 ‐27, until this too was postponed until August.

However, on August 19, days after the warming fire was lit, the trust said: “It has become apparent that we no longer have the time required to confidently meet our August bank holiday heritage line commitments and operate reliably. We had hoped to expedite the running-in process by having a boiler inspector visit the engine at the end of last week. However, despite provisional agreement, it did not prove possible.

“In effect, with the necessity to cool the engine before travel, this left no time for meaningful mileage accumulation before moving to the Nene Valley Railway, leaving no contingency time to address any potential minor issues that may arise. This risked last ‐minute disappointment for the NVR and its visitors; something we did not wish to occur. Therefore, in conjunction with the NVR, difficult decisions have been made to prioritise _Tornado’s_ running-in closer to our engineering resources in Loughborough and move our Nene Valley Railway visit to an extended period in October.”

The revised dates for _Tornado’s_ NVR visit are now October 19/20 and 26/27. Until then, the ‘A1’ is undergoing mileage accumulation at the GCR, including running at up to 60mph, before moving to Tyseley Locomotive Works as a base for main line testing in the first half of September. _Tornado’s_ first railtour since late 2021 is expected to be the A1SLT’s Leicester-Chesterfield-Doncaster-LeedsSkipton-Carlisle and return ‘Ribblehead Rambler’ on September 21.

THE NENE Valley Railway’s £300,000 ‘Back on Track’ appeal has got off to a positive start, having raised £65,000.

It comes a few months after the railway launched the appeal in response to the financial challenges caused by rising operating costs and the coronavirus pandemic’s effect on income. Although the railway described the challenges as “stark”, it affirmed that the Peterborough-Wansford line “is not in immediate danger of closing. We are running as normal and will continue to do so. The £300,000 fundraising target is there to refill our reserves. It will enable the railway to maintain operations, conduct essential repairs and embark on vital infrastructure upgrades and restoration projects to ensure its longterm viability.”

The line added: “Initial response to the appeal has been fantastic with over £65,000 having been raised so far. We have seen donations coming in from around the world and there have been people carrying out their own sponsored challenges to support the railway too.”

Meanwhile, the Garfield Weston Foundation – a family-founded grant-maker that supports charities across the UK – has allocated £20,000 towards the NVR’s core costs. “We are, of course, very grateful for this generosity. The money does not go to a specific purpose but makes a significant contribution to the general funding level within the railway, keeping wheels turning and boilers steaming,” the NVR said. It added: “Although the initial response to our appeal has been great, we must keep the momentum going.”

● To donate, visit _:a[www.nvr.org.uk/product.php/164]{href='http://www.nvr.org.uk/product.php/164' }_ or _:a[www.gofund.me/5f75ca51]{href='http://www.gofund.me/5f75ca51' }_

AFTER WEEKS of testing and running-in, replica London, Brighton & South Coast Railway ‘H2’ No. 32424 _Beachy Head_ made its public debut at the Bluebell Railway on August 23.

The new-build ‘Atlantic’ – Britain’s first operational ‘true’ 4 ‐ 4‐2 since Great Northern Railway ‘C2’ No. 990 _Henry_ _Oakley_ last steamed at the Keighley & Worth Valley Railway in 1978 – hauled its maiden revenue-earning passenger services five days after it was formally handed over to the Bluebell Railway from the Brighton Atlantic Group at a ceremony at Sheffield Park on August 18. Among the many special guests in attendance was Ralph Gillam, who joined the Southern Region in February 1948 and is one of the last surviving ex-BR enginemen to have worked on the original ‘H2s’.

The handover marked the culmination of what has been a 24-year, £1.4 million project, officially started in October 2000. With _Beachy Head_ now in regular, everyday service on the Bluebell, the Brighton Atlantic Group is turning its attention to the overhauls of ex-LSWR ‘B4’ No. 96 _Normandy_ – which is already largely disassembled inside Atlantic House at Sheffield Park – and former Lyme Regis branch Adams ‘Radial’ 4 ‐ 4‐2T No. 30583, work on which will start in earnest once _Normandy_ has returned to steam.

The day after its first day hauling regular service trains, _Beachy Head_ starred in the Bluebell’s ‘Brighton Works Weekend’ on August 24 ‐26, alongside three other Brighton-built locomotives from the Bluebell’s resident fleet. Joining No. 32424 were 1872-built LBSCR ‘A1’ 0‐6‐0T No. 72 _Fenchurch,_ rebuilt ‘Battle of Britain’ No. 34059 _Sir Archibald Sinclair_ (originally built in air-smoothed form at Brighton in April 1947), and BR Standard ‘4MT’ 2‐6‐4T No. 80151. Built at Brighton in January 1957, it masqueraded at the event as scrapped classmate No. 80154 – the last locomotive to be outshopped from Brighton Works, in March 1957. One interloper was Ashford-built ex-South Eastern & Chatham Railway ‘O1’ 0‐6‐0 No. 65, which deputised for _Fenchurch_ on the Bank Holiday Monday.

Following its week-long launch event, _Beachy Head’s_ remaining rostered turns for 2024 are October 5/6, and October 1113 (as part of the line’s ‘Giants of Steam’ gala, starring alongside visiting ‘A4’ No. 60007 _Sir Nigel Gresley)._

After 24 years of construction, replica LBSCR ‘H2’ No. 32424 Beachy Head is finally finished and in service at the Bluebell Railway. THOMAS BRIGHT reflects on the significance of this incredible achievement, and what the future holds for its creators.

“As each week goes by, more interesting pre-Grouping classes become extinct – the loss of the last Brighton ‘Atlantic’ was an irreparable catastrophe…”.

So said the December 1959 edition of _Bluebell News,_ the journal of the f ledgling Bluebell Railway Preservation Society. The Brighton ‘Atlantic’ in question was ‘H2’ No. 32424 _Beachy Head,_ which was scrapped at Eastleigh shortly after withdrawal in April 1958. Had it not been for the LNER preserving Ivatt ‘C1’ No. 251 and ‘C2’ No. 990 _Henry Oakley_ in its museum in York, _Beachy Head’s_ scrapping would have rendered ‘Atlantics’ extinct from Britain’s railways.

Considering its status as the last 4 ‐ 4‐2 to remain in BR service, it is interesting to wonder, had it held on for just a couple more years, whether the embryonic Bluebell Railway would have saved it. It is not beyond the realms of possibility, with the line being – and remaining – a safe haven for so many unique pre-Grouping designs that otherwise would have disappeared.

The scrapping of _Beachy Head_ and the extinction of the superb ex-LBSCR ‘H2s’ was indeed an undeniable catastrophe. But irreparable? Perhaps not…

Fast forward 66 years and _Beachy Head_ has been brilliantly resurrected. Following a formal handover ceremony at Sheffield Park on August 18, Britain’s newest steam locomotive finally entered public service five days later, and has just starred in the Bluebell’s Brighton-themed weekend.

But do you know what is most remarkable about No. 32424? It is not that it’s a near-perfect replica of the original ex-London, Brighton & South Coast Railway ‘H2’ in its latter-day BR guise. Nor is it the fact that it has become Britain’s first working ‘Atlantic’ in nearly 50 years, since _Henry Oakley_ bowed out at the Keighley & Worth Valley Railway in 1978. And nor is it the fact that it is the second standard gauge new-build steam locomotive to have been completed in 2024, after Collett ‘68X X’ No. 6880 _Betton Grange._

No. It’s actually how unremarkable it is. Make no mistake – the completion of _Beachy Head_ is an astonishing achievement, one of which ever yone involved can be enormously proud. But one of the reasons it is so special is how well it blends in. It already feels like part of the furniture, as if that ‘catastrophe’ had never happened and, instead of being scrapped, had been part of the Bluebell’s f leet for the last 60-odd years. It just looks ‘right’. It’s a proper time warp. Whereas some new-build locomotives feel decidedly ‘new’ and perhaps a little pastiche, _Beachy Head_ really feels like the real deal, as if it has always been at the Bluebell – and pulling that trick off is no mean feat.

The other remarkable thing about the Brighton ‘Atlantic’ is how undramatic its entry into service has been. There was a decided lack of hype and build-up prior to its first moves in steam at Sheffield Park on June 6. In fact, this unadvertised first steaming caught many people pleasantly by surprise, with fanfare conspicuous by its absence. Such an understated arrival is typical of a project which has always been modest – both in its ambitions and in how it conducts itself. Since day one, the project has always been clear in its intentions for _Beachy Head_ – to create a useful locomotive for the Bluebell Railway. No fanciful notions of taking it onto the main line. No plans to modify or improve the original design. Just a faithful replica using a redundant boiler that otherwise might have gone for scrap to resurrect a long-lost and much-missed locomotive class. This clarity of focus is arguably one of the secrets behind _Beachy Head’s_ success.

So, how does it feel now that _Beachy Head_ is finally in traffic? “It’s a bit of a relief actually,” says Brighton Atlantic Project secretary David Jones. “It’s taken so long and, of course, we had Covid as well which affected us for about two years. It has taken quite a long time to build – 24 years, in the end. But we’re quite pleased and we’ve had lots of compliments.”

While it may have taken 24 years to build – the project was formally launched at the Bluebell in October 2000 – the origins of _Beachy Head_ are actually much older. Indeed, had it not been for the discovery by former _Steam Railway_ editor Nick Pigott and Engine Shed Society member Steve Dymond of a pair of ex-Great Northern Railway Ivatt ‘Atlantic’ boilers at a joinery firm in Maldon in Essex in 1986, No. 32424 would never have happened. The railway had never previously harboured any ambitions of building an ‘H2’ until an appropriate boiler had been discovered, as those on the ‘C1s’ were all-but identical to those on the Brighton ‘Atlantics’. But once one of the boilers – believed to have been built in Doncaster in 1941 and fitted to ‘C1’ No. 3287 from 1943 until its withdrawal in October 1945 – had been acquired, “we then thought, ‘what shall we do with this boiler? We’d better make an engine to go with it!’.” So, was the railway ever tempted to resurrect an Ivatt ‘Atlantic’, seeing as No. 251 was – and remains – unlikely to ever run again? “Oh no! We’re a Brighton outfit, down here,” chuckles David.

The group had originally planned to number its proposed Brighton ‘Atlantic’ as No. 427 – the next in the series – but elected to replicate _Beachy Head_ owing to both its celebrity status among enthusiasts and its links with the Bluebell, the original locomotive having run over the Lewes-East Grinstead line in steam days, as well as hauling the Kew Junction-Horsted Keynes leg of the LCGB’s ‘Southern Counties Limited’ in February 1957.

Two other factors helped unlock this project and make it viable. The first was a set of original LBSCR tender frames that had originally run behind Billinton ‘B4’ 4 ‐ 4‐0 No. 63 _Pretoria,_ which was withdrawn in May 1951. Subsequently converted into a load bank (losing their central wheelset in the process) for diesel shunting locomotives for departmental use, the frames were acquired for the project in 1995. The second factor was the acquisition of some original LBSCR tender wheelsets. These had latterly been under the tender paired with ‘C2X’ 0 ‐ 6‐0 No. 32543 at the time of the locomotive’s withdrawal, with the tender passing into departmental use as a water tank/sludge carrier. It subsequently ended up at Woodham Bros. scrapyard in Barry, from where it was acquired in 1982 and loosely ‘Swindonised’ to become the tender behind the static replica of GWR Dean ‘Bogie Single’ No. 3041 _The Queen_ for Madame Tussauds’ ‘Royalty & Empire Exhibition’ at Windsor station. While the tender was later scrapped, the wheelsets, springs and axleboxes ended up at a scrap merchants in Uxbridge, before being acquired by the Bluebell in 1999. Thus, like _Betton Grange, Beachy Head_ incorporates a fair amount of original material.

Even though these components gave the project a healthy head-start, what have been the biggest challenges in building _Beachy Head?_ “Some people think it was the money, but the money was coming in quite well – it’s a popular project. Most of the Bluebell’s membership was behind it. One or two said, ‘It’s not really a Brighton engine, is it, because it’s got a Great Northern boiler’, but to build a new Brighton-pattern boiler would have been quite expensive, so it’s been useful to use the existing boiler.”

_Beachy Head_ certainly looks and sounds like the real deal, but just how authentic a replica is it, considering that the boiler is, strictly speaking, a GNR example and not a true LBSCR one?

“The firebox is about three inches deeper \[than on the original _Beachy Head\]_ but we knew that, and Fred Bailey, who did all the drawings, modified the drawings to suit. Apart from that, the boiler fitted quite well,” says David.

“We’ve had to change things a bit, of course. Originally, the coupling rods – for instance – would have been forgings. We couldn’t get forgings made, so we’ve had to use the water jet method, which is interesting as we’ve had enquiries from people as far away as Sweden asking us how we got our rods made.”

There have been some other changes as well, largely owing to operational necessity. The first has been the braking system. _Beachy Head_ – like the original ‘H2s’ – is air-braked, whereas the Bluebell’s rolling stock is all vacuum-braked, which has necessitated the fitting of proportional valves on the locomotive and in the tender to convert the air pressure into vacuum. “They’ve got fairly f lexible diaphragms in there, and we’ve had to replace those with stiffer diaphragms to make it work properly.”

The other has been the provision of steps on the rear of the tender because of concerns raised by the Office of Rail & Road. “They weren’t too happy with the access to the tender for filling the water,” explains David. “In the old days, the crew would come from the cab and walk across the coal to get to the tender filler cap. They didn’t like that, so we’ve fitted some steps up the back of the tender, which is not original, but most people probably won’t realise.”

Aside from these minor differences, _Beachy Head_ is pretty much as Douglas Earle Marsh designed it (although, strictly speaking, the ‘H2s’ were introduced under the auspices of Marsh’s successor, Lawson Billinton). “It’s very close, actually,” says David, “as we used the original drawings from the National Railway Museum.” For instance, the cab roof has been built in two parts, like the original ‘H2s’, as the rear part was designed to be removed to make way for lifting chains if the locomotive was ever craned off the rails. Likewise, the tender is double-skinned, as per the original drawings. “That was an odd Brighton idea,” says David, “so they wouldn’t have any rivets showing, as they wanted it to look very smooth on the outside.” One minor concession to modernity in this respect is that the inner skin is welded rather than riveted, but the fact the group has gone to the trouble of fitting a double skin in the first place when it makes no external difference shows their dedication to authenticity.

With all this attention to detail, what is the group most proud of? “I think we’re most proud of the support we’ve had from the Bluebell membership. Most of the funding has come from that.

I remember going to the Epping Ongar Railway and visiting the ‘Patriot’ stand, and they said, ‘We have to have these sales stands everywhere, otherwise we couldn’t proceed’. We’ve never had a sales stand, apart from the one in Atlantic House – and that was mainly for people coming in to see how we were getting on. We’ve been quite fortunate with the money; we’ve had one or two legacies, of course. One of the chaps who left us a large amount of money had also been sponsoring items previously, so he’s added quite a lot to the total.”

That total for completing _Beachy Head,_ as it happens, is estimated at £1.4 million. When you consider that some overhauls of existing locomotives are more frequently costing similar amounts – indeed, _Blue Peter’s_ recent overhaul cost an estimated five million pounds – No. 32424 is an absolute bargain.

Now that _Beachy Head_ is finished and under the care of the Bluebell’s operating department, what’s next for the group? For a long while, it was going to have been a second new-build locomotive – specifically, a South Eastern & Chatham Railway ‘E’ class 4 ‐ 4‐0.

“The original idea was to build a LBSCR ‘K’ class ‘Mogul’,” says David. “That would have been lovely, but having looked into it and realising that we’d never have seen the end of it because it would have taken so long, we decided to abandon that. And then this idea of an ‘E’ class came up. That was largely to do with the fact that it had similar parts to the ‘C’, ‘H’ and ‘O1’, so we thought we could combine things and build an ‘E’. It would have been quite a useful engine – even though it wasn’t LBSCR – but in the end we decided that it was going to be too big a job.

“So, we looked at other ideas, and there’s always been pressure on the Bluebell to get the Adams ‘Radial’ overhauled, so we thought we’d take that on instead. There wasn’t that much support for the ‘E’ actually, from within the Bluebell’s membership – they’re mainly Brighton people!”

Around the time the group decided to overhaul No. 30583, the Bulleid Society – which owns Bluebell-based ‘West Country’ No. 21C123 _Blackmore Vale_ – approached them to see if it’d be interested in also taking on the overhaul of the society’s other locomotive, ex-LSWR ‘B4’ 0 ‐ 4‐0T _Normandy_ (another Adams design) as a contract job. “The money was already available, so that was a plus point,” says David, “so we’ve decided to do both.”

For fans of the ‘Radial’, don’t expect the former Lyme Regis branch veteran to be making its much ‐anticipated comeback anytime soon, as the current priority is _Normandy._ The former Southampton Docks shunter is already largely dismantled inside the group’s Atlantic House workshop at Sheffield Park, with the boiler expected to be lifted from the frames very soon. “Then we can assess and see what’s needed and go ahead with the overhaul.”

As for No. 30583, “we can’t really do much until the money comes in, because that’s going to be quite expensive – probably more expensive than we think because we don’t know what the boiler is like. It might be the case of fitting a new boiler, which is not a problem, because we can get a boiler made; it’s just a question of money.”

David adds: “We hope _Normandy_ will be finished in three years’ time, and then we’ll start dismantling the ‘Radial’.”

Though the Adams ‘Radial’ may still be some years away from steaming again for the first time since 1990, had the Brighton ‘Atlantic’ group not decided to take it on, we’d have to wait even longer. “If we’d gone ahead with the ‘E’ class, nothing would have been done to the Adams – to either of the Adams engines, actually. In some respects, it’s been advantageous to both the ‘Radial’ and _Normandy_ to abandon the ‘E’ class.”

However, that’s not to say the ‘E’ is totally dead and buried. “We’ve left it so that, in the future, if anyone wants to build an ‘E’, there are parts available, because we collected lots of bits in Atlantic House.”

Arguably, neither _Beachy Head_ nor the revival of both _Normandy_ and the Adams ‘Radial’ are the greatest legacy from this project. It is, perhaps, the place that enabled these achievements to take place – Atlantic House.

“The first thing we always say to these new ‐build groups that come to see us is: ‘You must have a building’. When we started on the tender, we did it outside and when it rained we couldn’t do anything, and we thought, ‘We can’t progress without a building’. So that’s why we concentrated on building Atlantic House, and we were fortunate that the Bluebell Railway Trust funded most of it.

“It’s been a boon really, because we could just down tools and walk out, lock the door, come back the following day, and carry on.”

Looking back now, would the group have done anything differently? “I don’t think we would, really,” says David. “We were under a bit of pressure to get _Beachy Head_ finished because it took a bit longer than we’d anticipated. That caused a few hiccups with the people who were working on it, as they weren’t happy with being pushed, but in the end they were pleased that they managed to finish it. But I don’t think we’d do anything differently.”

It’s a sentiment many would agree with: _Beachy Head_ has been a superb achievement, and a very welcome addition to the Bluebell Railway’s fleet. The Brighton Atlantic Group has gone about its project without fuss, and the result is nothing short of astonishing. And its success means two more pre-Grouping veterans that might have otherwise remained in the overhaul queue – _Normandy_ and the Adams ‘Radial’ – are getting a second lease of life. It may have taken nearly 70 years to undo that ‘irreparable catastrophe’, but goodness it was well worth the wait.

#### The 4‐6‐0 Compounds designed for the Lancashire & Yorkshire Railway by George Hughes have passed into history – J. CROSSE revisits this attractive class.

Nostalgia is all about recalling events, usually from one’s youth, that conjure up a picture of something enjoyable and an event that would be good to either be able to relive or recreate. Our heritage railways have made an art form out of this, but it is evident that they have to move with the times – when the first preserved lines opened, many painted their engines in pre-nationalisation liveries, by then to be seen only some 25 years earlier in their customers’ memories. Today, most at least have a strong portrayal of the mid to late 1960s with the growing popularity of diesel galas showing that time never stands still.

Classes of locomotives remembered by our forebears may not even be recognised by enthusiasts today, such as the Great Western ‘Bulldogs’, the Southern ‘N15X’ class or the various ‘Atlantics’ inherited by the LMER, while the discovery recently of a picture of a locomotive carrying the identity 50455 raised the question ‘What is, or was, that?’ While the enthusiasts today might not know, many railway historians would have the answer at their fingertips, that being that it was the last surviving former Lancashire & Yorkshire Railway 4‐6‐0 and the only class member to receive its British Railways number, the class becoming extinct in 1951.

The story of the design starts in 1907 when George Hughes, then in charge of all things relating to Lancashire & Yorkshire Railway’s motive power policy and design, identified the need for something more powerful than the current four ‐coupled express power. While that was capable of dealing with services over flat routes, such as Manchester to Liverpool, working increasingly heavy trains over the Pennines to Leeds and York required a design that had ‘pulling power’, possibly at the expense of high speed. The answer, Hughes believed, lay with a new design of 4‐6‐0 four ‐cylindered tender engine, this becoming known as L&Y Class 1506. It was also soon christened ‘Dreadnought’, a term applied to many things of large size at the time, as a new ‘large’ warship carrying that name had recently been launched. They were deemed to have a power classification of 8 under the L&Y system, which translated to Class 5 under LMS rules.

The first of 20 examples emerged in 1908 at a time when both valve gear design and superheated boilers were evolving quite quickly, so perhaps the type was already dated when it entered traffic as it employed Joy valve gear and a saturated steam boiler, although it did feature a Belpaire firebox. The 6ft 3in driving wheels, combined with a boiler pressure of 180lb/sq. in gave a tractive effort of 27156lb/f. The first of the class emerged from Horwich Works in June, numbered 1506, denoted by a cast oval plate on the cabside. The L&Y livery of the time was lined black. It was evident almost immediately that the production of steam was not satisfactory and adjustments were made to the blast pipe and chimney dimensions even before No. 1507 appeared the next month. Improved draughting was also required at the firebox end and this was addressed by fitting pipework to add air to the fire via the ashpan. As already noted, the engines were built with saturated steam boilers but such was the rate of change that they turned out to be the last 4 ‐ 6‐0s built for a British railway that did not employ superheating.

The order for 20 machines was completed in March 1909 when No. 1525 entered traffic, having been built under Horwich Lot 60. Changes to draughting continued and the class had a reputation for devouring coal supplies when employed on duties across the Pennines to Leeds, York and eventually Hull. Hughes successfully produced superheated boilers for some L&Y engines prior to the First World War, but when the conflict began it was not possible to apply this to the ‘Dreadnoughts’. The war years took their toll on the class and many were dumped at Horwich works, awaiting repair. Five more saturated boilers were built as a shortterm measure to get some engines back into service and those were fitted to Nos. 1507/8 and 1512/3/5.

However, a more radical solution was required and this came in the shape of a rebuild, although it seems that not that much of the original locomotives remained. The major changes were the use of a superheated boiler and Walschaerts valve gear, and with a tractive effort of 28,880lb/f the class briefly became the second most powerful in the country behind the S&D ‘7Fs’. The engines also looked more modern as an extended cab with side windows was provided.

In initial trials, the first engine, No. 1522, worked from Southport and then Blackpool (Talbot Road) with the trains including a dynamometer car. The rebuilt engine entered traffic in November 1920. At this point it should be noted that in 1921 the L&Y became part of the LNWR empire, two years before the formation of the LMS. Initially, this had little effect on developments as George Hughes remained the ‘man in charge’ in the extended company. The 15 engines that had not had one of the new boilers were rebuilt but not in numerical order, with the last to be done, No. 1518, completed in July 1921. The five that received the new saturated steam boilers were, however, condemned and they met their fate in 1924/5 under LMS ownership. They had been allocated LMS numbers 10400 ‐4, but these were never applied, while the 15 rebuilds carried the numbers 10405-19 but in the order of reconstruction rather than original build.

In a decision probably taken in L&Y times, ten new engines, Nos. 1649-58, were built between August 1921 and May 1922. Later, they took LMS numbers 10420-10429 and were, again, constructed at Horwich under Lot 80. The amalgamation with the LNWR offered the chance to evaluate the class against the nominally similar ‘Claughton’ 4 ‐ 6‐0s. This showed the L&Y machines to be very capable and they extended their sphere of operation to work regularly over the West Coast Main Line to Carlisle, but also made occasional forays south to London. Still under LNWR control, Nos. 1659-64 were built under Lot 81 between November 1922 and January 1923 with production continuing under that lot for Nos. 1665 ‐77. These emerged still with the cast numberplates but bearing LM&SR initials rather than the L&YR branding of previous builds. In due course Nos. 1659-77 became LMS Nos. 10430-48. The final six locomotives under the lot, although allocated L&Y ‐series numbers Nos. 1678-83 did not carry them, and emerged as LMS Nos. 10449-54. It might have been expected that under LMS control No. 10454 might have been the last of the class, but George Hughes again became the man in charge – this time of the whole LMS locomotive fleet, and another order was placed for 20 engines, but initially as 4 ‐ 6‐4 ‘Baltic’ tanks under Lot 83 which were essentially a tank version of the type. However, it was felt that motive power needs could better be served by having 4 ‐ 6‐0s, which resulted in the appearance of Nos. 10455 ‐10474 between April 1924 and January 1925. With Hughes retiring a couple of years later, thus ended any hopes of building more ‘Dreadnoughts’.

As with most classes there were notable differences for the enthusiast. Nos. 10432-4 were fitted with Dabeg feed water heaters but they were soon removed owing to the cost of maintenance. The type were early converts to oil burning as a result of the 1926 coal miners’ strike, with 19 being so ‐fitted, and different sized tenders were paired with some engines. However, the future was not bright for the class. With the arrival of first the ‘Royal Scots’ and then the ‘Jubilees’ their presence on main line duties was no longer required. No. 10417 had met its end as early as 1926, and when No. 10414 was condemned in 1933, it heralded a rapid withdrawal of engines that were only ten to 15 years old.

Thirteen were condemned in 1934, seventeen the following year, and 20 in 1936, with another eight not making it to the start of the Second World War, that event almost certainly halting the final rapid removal from service of the ten survivors.

With three more condemnations taking place in 1946/7, British Railways inherited Nos. 10412/23/9/32/42/8/55 and allocated them matching numbers in the ‘50XXX’ range, but renumbering generally took some time to occur and so it was that the scrapman caught up with all but one while they still carried their LMS numbers, leaving 1924 ‐built No.50455 to attract the attention of enthusiasts. All seven of the survivors were allocated to Blackpool throughout their brief BR lives and generally seem to have done little worthy of recording in the railway press. The only reference in the RCTS’ _Railway Observer_ states that “the final two class members 10442 and 50455 were on shed at Blackpool on 16 April 1950 and seem to only find work on freight duties”. No. 10442 was withdrawn four months later, leaving No. 50455, by now in BR lined black, to soldier on. Its place in history was cemented by the Stephenson Locomotive Society and the Manchester Locomotive Society, who jointly ran a farewell tour from Blackpool to York on July 1 1951 but condemnation did not come until October, although No. 50455 was said to have done little work in the intervening period.

The railtour leaflet was less than complimentary, carrying the wording ‘Excursion by an “Old Locomotive”. At just 25 years old, it was at the time very much a modern engine in the BR fleet. The return fare from Blackpool was 12/6 (52½p) with a departure at 9.30am. The Six Bells Junction website has some timing information for the trip, which showed that arrival at York was due at 1.08pm but was actually 1.50 with a return at 6.15pm. However it was last timed at Manchester when some 15 minutes down. Thus the curtain came down on a class that possibly only joined the annals of BR nostalgia owing to that final railtour outing.

#### This year, the Kent & East Sussex Railway celebrated 50 years since it reopened to passengers. However, efforts to preserve it star ted long before – in 1961. One man was there from the start, and he continues to volunteer at the KESR to this day: ALAN CROTTY. This is his story.

INTERVIEW: **TIM DUNN** WORDS: **STEAM RAILWAY**

“I grew up in Tenterden from the age of about three months, so I don’t remember anywhere else,” muses Alan Crotty, sitting with his wife Cathy. “There are not many people now left here who can really tell you about that era.

“I suppose that’s why they chose me”, he laughs. Kent’s railways have been in Alan’s blood for many years – on a freezing cold January 2 1954, aged just five, he was taken to watch the last train to work from Tenterden to London, sparking off a lifelong interest that led to him becoming a lynchpin of the Kent & East Sussex Railway (KESR) from the start until the present day.

“Loads of people from town went down to see the last passenger train, which was an ‘O1’ and a ‘Terrier’, \[No. 31065, now preserved on the Bluebell Railway and ‘A1X’ ‘Terrier’ No. 32678 preserved here on the KESR\], that had worked through from Headcorn, and then it left with a wreath on the front to go down to Rolvenden, where the engines changed because the ‘O1s’ couldn’t work to Robertsbridge. They were too heavy. At Rolvenden they changed to a ‘Terrier’ \[No. 32655\] which took the last train all the way to Robertsbridge.

“Once the passenger service had finished,” he adds, “the freight service was one train a day, Monday to Friday. It started at Robertsbridge, came up dropping off wagons at the various stations \[and\] ended up at Tenterden. The main thing carried was coal, because every station had a coal yard. So, all these little 16-tonne mineral wagons full of coal would come up initially with a ‘Terrier’. You couldn’t help but see the train every day as my school playground overlooked Tenterden Town Station”.

Latest on Steam Railway

Latest Articles

Latest Steam Railway Magazine