Marcus' Model Railway Journey

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The site of the new Morley station

Hannah Lomas, Principal Programme Sponsor for Transpennine Route Upgrade said:

“This work is a key milestone for the Transpennine Route Upgrade and I’m looking forward to seeing the long-term benefits it will offer passengers travelling between Manchester, Huddersfield, Leeds, and York.

“Although no trains will run through the area while the work takes place, we have worked closely with our train operating colleagues to keep passengers moving, with diversions and rail replacement services in place.”

Chris Nutton, Major Projects Director for TransPennine Express said:

“As major upgrade work takes place for Morley station in February, as part of the Transpennine Route Upgrade, there will be some service alterations for TransPennine Express services.

“Customers are advised to allow for additional time to travel and to check carefully for the latest service alterations before they travel on our website www.tpexpress.co.uk/travel-updates/changes-to-train-times; updates will also be available on our social media channels. In addition, extra support will be available for customers from Customer Delivery Managers who will be on hand to assist customers with their journeys.”

Rob Warnes, Strategic Development Director for Northern said:

“We’d like to thank our customers for their patience whilst Morley station is closed for this work. During this closure, the foundations are quite literally being laid to enable us to bring better train services and improved accessibility for everybody using the station.

“We’re working hard to keep everybody moving whilst the station is closed, with plenty of colleagues on hand to help throughout. Our advice to our customers is to check before they travel.”
 

12th January 2023​

Severn Valley Railway: Plans revealed to help get railway through ‘challenging’ year ahead​

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75069 departs Hampton Loade on the Severn Valley Railway​

The Severn Valley Railway has released its plans for the up and coming season, with the railway saying that tourist attractions across the UK are being impacted by up to 30% drop in numbers.

SVR leaders say they remain committed to providing an experience for visitors and will continue to hold events throughout the year.

Measures announced today include changes to staff working patterns, a recruitment freeze and voluntary redundancies. The railway also wants to take steps to save energy across its business.

Whilst compulsory redundancies haven't been ruled out by the Severn Valley Railway, the railway says it is working hard to avoid these.

A mixed of hop-on, hop off services, mixed with excursion style trips will return for 2023 after the annual maintenance shut down period has ended.

Services will be concentrated into four days a week, with a mix of both steam and diesel services.

Both steam and diesel galas will return for 2023, as will the Step Back to the 1940s weekend.

Utility costs are one of the biggest expenses for the railway, and the SVR has asked volunteers to consolidate working patterns so that premises only heating and lighting at certain times, with a request for work to be postponed until the summer to save on costs.

Mike Ball, chairman of SVR (Holdings) Plc said:

“When we planned our programme and budgets for 2022, it was on the basis that we would see a gradual return to ‘normal’ pre-pandemic levels of activity as the year progressed. This did not happen, and the economic outlook suggests that 2023 may well be worse than 2022.

“What we believed were temporary changes are going to be longer term ones, and we must adapt in order to survive now and thrive in the future.”

“The SVR has been running as a preserved railway since 1970, and it has an inspirational and glorious history. We’re determined to do everything we can now to protect it for future generations to enjoy. The year ahead is going to be critical to achieving that aim.”

Helen Smith, the SVR’s managing director added:

“We are facing the double problem of a significant drop in passenger revenue and secondary spend alongside escalating costs across all areas of the business. The current situation in Ukraine means the cost of utilities to heat and light our premises has rocketed, along with the cost of coal and diesel to power our locomotives.

“We want to make these important changes, in the coming year and beyond, to ensure our award-winning attraction continues to offer an excellent value-for-money experience for visitors.

“The resourcefulness and dedication of the SVR’s staff, both paid and volunteer, is truly marvellous. They are literally the life-blood of what makes this railway tick, and we’re working actively with everyone to achieve our objectives this year. We’re also grateful to our wonderful visitors who choose us to spend their time with. We want to make sure they have a heritage experience to cherish in 2023.”
 

12th January 2023​

Transport for Wales adds L.B. Foster to Station Modification team​

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Transport for Wales (TfW) has appointed L.B. Foster to its four-year £194m Station Modification Infrastructure Enhancements Framework (SMIEF).

L.B. Foster is a global solutions provider of products and services for the rail and infrastructure markets, and has been appointed to carry out Pan Wales Station Information and Security Systems (SISS) projects.

The Station Modification Infrastructure Enhancements Framework (SMIEF) is divided into seven lots, and L.B. Foster was selected to carry out Lot 4.

Transport for Wales is in the process of the most comprehensive upgrade of rail infrastructure in Wales for a generation, to provide customers with a better experience through newer trains, faster and more frequent services, more capacity, and refurbished stations.
 
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Swansea station opening​

As part of this process, the Station Modification Infrastructure Enhancements Framework covers the provision across the Wales and Borders rail infrastructure of non-complex works at stations, remedial works to existing structures, major and complex works to stations and Infrastructure Owner works, including structures, fencing, civil works, and buildings and property.

The Station Modification Infrastructure Enhancements Framework is a four-year programme with the option of a two-year extension.
 
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Llandudno Junction in North Wales​

Emma Boura, Head of Technology Services for L.B. Foster Europe, said:

“We’re excited to be joining Transport for Wales on its mission to transform transport in Wales and make it fit for the future, inspiring a nation to change the way it travels and combating the climate emergency we all face.

“This is L.B. Foster’s first framework for Transport for Wales and reflects our growing reputation for excellence acquired on prestigious infrastructure projects, such as London’s Crossrail Project. The framework is all about delivering real, practical benefits for people who use railway stations on a day-to-day basis across Wales and its borders.

“Drawing on our long experience of installing Station Information and Security Systems, we will enable station managers to operate a station safely and securely, for the railway police to investigate incidents, to inform passengers of train departures, to help train operators maintain the timetable – and much more.”
 
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13th January 2023

DB Cargo train driver receives suspended sentence for causing crash​

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Damage caused to the CrossCountry train in the incident​

A DB Cargo train driver has been sentenced to a suspended prison sentence for using his mobile phone while driving a train.

Following a prosecution brought by the Office of Rail and Road, Mark Andrew Hubble was found guilty of breaching Section 7a of the Health and Safety at Work, etc Act 1974 and sentenced to eight month’s imprisonment, suspended for 18 months.

On Monday, 23rd March 2020, Mr. Hubble was sending and receiving messages on his phone while driving a locomotive owned and operated by DB Cargo (UK) Limited.

After entering a siding at Bromsgrove station, whilst he was reading a picture message on his mobile phone, he lost concentration and failed to control the speed of his locomotive.

As a result, his train struck the buffer stops, causing it to derail and partially obstruct the adjacent main line.

Mr. Hubble’s locomotive was struck by a passing CrossCountry passenger train, but fortunately, no one was injured, but there was extensive damage to both the locomotive and the CrossCountry train.

The prosecution’s case was that the defendant failed to control his train because he was distracted using his mobile phone while at the controls of his locomotive, an action that led to a serious incident.

It added that the incident may have had a “catastrophic outcome” under slightly different circumstances.

Judge Cartwright, in delivering the sentence, said:

“Luckily there were only six people on board; the guard, driver, and four passengers. But for the lockdown, the train might otherwise have been carrying a good number of others. Alan Jones, the driver, was immediately covered in glass, his driver’s door torn open. If the locomotive had derailed a little further over, this would have been a head-on collision and he would have been killed.”
 

13th January 2023​


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Report 14/2020: Passenger train collision with a derailed locomotive at Bromsgrove

Passenger train collision with a derailed locomotive at Bromsgrove, 23 March 2020.

Published 19 November 2020

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Summary​

At about 22:44 hrs on Monday 23 March 2020, the 21:05 Cardiff Central to Birmingham New Street service collided with a class 66 locomotive that had derailed at the end of a siding, south of Bromsgrove station.

The passenger train suffered significant damage along one side of all three vehicles, although it did not derail.

There were four passengers and two crew on board the passenger train and none reported any injuries.

The locomotive had just arrived in the siding and was to act as a ‘banking’ locomotive, assisting heavy freight trains up the 1 in 37 Lickey incline, to the north of Bromsgrove station.

It derailed after running through the buffer stop at the end of the siding and came to rest fouling the main line.

The driver of the locomotive was not injured in the collision, although the locomotive suffered damage to the corner of the leading cab.

The driver did not stop the locomotive before it reached the buffer stop because he became distracted from the driving task by personal issues arising from the national COVID-19 lockdown announced earlier that evening.

The collision occurred because there was insufficient time between the locomotive derailment and the passenger train’s arrival for the alarm to be raised and the passenger train to be stopped.
 
The sequence of events Events preceding the accident:

The locomotive driver had last worked on the previous Saturday, two days before the accident.

He worked the night shift, getting home at around 08:30 hrs on the Sunday morning, and rested until about midday.

He spent the rest of the day at home, going to bed at around 23:30 hrs.

He woke at about 08:00 hrs on the Monday morning and did not try to sleep during the day.

At 20:30 hrs, the driver watched the Prime Minister make a statement on television relating to the COVID-19 pandemic.

This was the statement which instructed people to stay at home, except for limited, predefined reasons, and that no-one was allowed to meet with friends or family unless they lived in the same household.

Immediately after watching this broadcast, the locomotive driver set off to work, which was a 20-minute drive away.

While en-route to work, the driver received a phone call from a family member and there was a worried discussion about what the earlier televised announcement would mean for his childcare arrangements.

The driver arrived at Bescot yard, near Walsall, and booked on punctually, by telephone, at 21:11 hrs.

He prepared the locomotive and departed at 21:32 hrs.

Although this departure was 27 minutes behind the published schedule, the timetable for the journey was such that it was possible to recover this time before Bromsgrove.

The locomotive travelled via the Sutton Park line before being stopped for a few minutes at a red signal at Castle Bromwich curve.

At 22:07 hrs, after the signal cleared, the driver took the locomotive towards Bromsgrove via St Andrews Junction and Kings Norton.

After passing Kings Norton, over a period of 11 minutes, the driver received three text messages on his personal mobile phone.

These were from the same family member as the earlier phone call and all related to concerns about childcare and the closure of schools.

The driver sent four text message replies to these. At 22:38 hrs he received a picture message showing advice from the school relating to school provision, and he sent a text reply.

Detail of message timings on mobile phone, along with later events
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The locomotive passed signal BA3611 at 22:39:51 hrs at 38 mph (61 km/h), and was routed from the down Gloucester line to the up Gloucester and then onto the up Bromsgrove loop through the station.

The train was only two minutes behind schedule arriving in the station.

The driver slowed the locomotive for the approach to signal BA7623, at the south end of the platforms in Bromsgrove station.

This signal is approach controlled, meaning that it was held at red for a fixed length of time as the train approached it, before it cleared to a proceed aspect.

This feature is intended to ensure that the speed of approaching trains is reduced, because of a speed restriction on the route beyond the signal.

The signal is also fitted with the Train Protection and Warning System (TPWS) which will automatically stop any train passing it at red.

At 22:42:01 hrs, when signal BA7623 cleared to a proceed aspect, with a route set for the up Bromsgrove neck, the driver released the brake and applied a low power demand.

The train passed the signal at 6 mph (10 km/h).

After passing the signal, the driver’s thoughts returned to the picture message that he had received at 22:38 hrs.

At 22:42:43 hrs, while travelling at 18 mph (29 km/h), he shut off the power, returning the controller to neutral.

At this point the locomotive was travelling at less than the maximum permitted speed of 30 mph (48 km/h) for the first 350 metres towards the up Bromsgrove neck, although this limit subsequently reduced to 15 mph (24 km/h) for the last 350 metres along the siding itself.

Approximate locations of the locomotive when messages were received and sent
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Events during the accident

The locomotive coasted for 52 seconds towards and into the up Bromsgrove neck.

The locomotive’s speed gradually increased on the 1 in 283 downhill gradient from 18 mph (29 km/h) to 23 mph (37 km/h).

At 22:43:35 hrs, and with the locomotive 40 metres from the buffer stop, the driver became aware of where he was and made an immediate, full application of the locomotive’s brakes.

Four seconds later, the locomotive collided with the buffer stop at approximately 21 mph (34 km/h).

The locomotive tore the buffer stop off the end of the siding, pushing it for about 20 metres before coming to a stop.

The locomotive ran off the end of the track, ploughing into the ballast, with only the last two sets of wheels remaining on the track.

As it ran on, unguided by the track, the locomotive deviated to the left, coming to a stop with its front left corner about 600 mm away from the nearest running rail of the up Gloucester main line.

The locomotive driver got out of the left side of the cab to investigate the consequences of the collision.

He soon became aware of the sound and lights of an approaching passenger train, and realised that he was on an open running line.

He immediately ran towards the back of the locomotive to get clear of the open line.

The passenger train, 1M87, was travelling at 85 mph (137 km/h) when it collided with the corner of the locomotive at 22:44:26 hrs, approximately 47 seconds after the locomotive had collided with the buffer stop.

Train CCTV image showing buffer stop light illuminated at 18:47 hrs on 23 March 2020
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Events following the accident

The driver of the passenger train immediately applied the emergency brake, coming to a stop just south of Bromsgrove station.

He reported the collision to the signaller, who blocked all the lines to trains.

Network Rail reported the accident to RAIB at 23:21 hrs.

The few passengers on 1M87 were evacuated on foot to Bromsgrove station at 23:55 hrs.

The train was moved to the station at 03:00 hrs on 24 March, ready for recovery to Tyseley depot that afternoon.

The locomotive was rerailed by 16:00 hrs on 24 March, and left in the siding to await recovery to Toton depot.

Network Rail undertook remedial work to remove parts of the buffer stop that remained foul of the up Gloucester line.

Work was also undertaken to clear up the diesel spillage that occurred during recovery of the locomotive.

The up and down Gloucester lines were reopened to trains at 00:04 hrs on 25 March 2020.

The up Bromsgrove neck remained out of use for several days until track repairs were completed.

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You can read the full 31 page report here:

 
13th January 2023

South Wales Metro’s electrification takes a further step forward.​

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Footbridge installation at Cwmcynon​

The electrification of South Wales Metro is making positive headway following the installation of more than 6,500 metres of overhead wires by Transport for Wales and saw around-the-clock work over the Christmas period.

The very first overhead electrification wires for the project were installed back in November, and the installation achieved over the Christmas period demonstrates the momentum of the project.

When complete, South Wales Metro will bring substantial improvements in connectivity for the region.

Further to the installation of the overhead electrification wires, engineering teams also carried out:
  • The erection of 250 metal masts
  • The installation of a new footbridge for Cwmcynon
  • Built two under-track crossings for Cardiff Queen Street
  • The testing of a new signalling system
The home of the brand-new electric tram-trains over the next few years is Taff Well’s depot which also saw a great deal of work completed including the installation of 195 sheet piles at Aberdare which will allow a new platform and track loop.
 
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The first of the South Wales Metro overhead electrification wires at Radyr​

Lee Waters, Deputy Minister for Climate Change with responsibility for Transport said:

“A lot of the work on the South Wales Metro has been largely hidden from view until now, this year and next will see that change.

“The impressive work over Christmas is just the start of a series of steps that will become more and more visible as we work towards our aim of building a new Metro system by the end of 2024. This circa £1 Billion project is the largest and most complex engineering project taking place in Wales and will make a real difference to communities”

Karl Gilmore, Rail Infrastructure Director at TfW said:

“Firstly, I’d like to thank all our teams and partners for the work they delivered over the Christmas period, they sacrificed their holidays so we could progress with delivering the South Wales Metro.

“I’d also like to thank all our lineside neighbours for their patience and understanding whilst we complete these upgrade works.

“We have reached another key milestone in our delivery of this project and we’re excited to continue moving forward into 2023.

“The South Wales Metro will transform the way people travel and provide a more sustainable option to taking the car, supporting the fight against climate change.”

The vast project has seen partial funding via the European Regional Development Fund through Welsh Government.
 
13th January 2023

Turbostar’s get positive response in new research by Transport Focus​

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Class 170 Turbostar in CrossCountry livery, westbound towards Leicester​

Independent watchdog Transport Focus was tasked by Transport Sector Leader, Porterbrook to conduct research to establish rail customers’ thoughts on the fleet’s interiors and any changes they would like to see.

The research focused on seating, interior decor, flooring, lighting, ventilation, toilets, dedicated space for bikes, wheelchairs, buggies and luggage, information, security and charging points.

Responses from passengers were mostly positive regarding the trains, and in regard to any changes they would like to see, responses were directed at improving what was already featured within the interior.

Transport Focus said: “Covid has reset passenger expectations on cleaning and passengers would value an increased focus on hygiene.

Respondents also said that any potential refurbishment plans should consider the cleanliness of seats, and the operation of toilet doors.

“More control over lighting and ventilation is valued – potentially by having controls for these overhead.

Passengers also want to be able to store luggage close to them and would like more space for this above seats.”


To view the report, please visit: Turbostar trains interiors: what passengers want
 
14th January 2023

SPOTLIGHT

British Rail Class 06​


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British Railways class 06 diesel shunter locomotive D2420, later renumbered to 06003, Rowsley South. Saturday 07 September 2019​

The British Rail Class 06 is a class of 0-4-0 diesel-mechanical shunters built by Andrew Barclay Sons and Company from 1958 to 1960 for use on the Scottish Region of British Railways.

They were originally numbered D2410–D2444 and later given the TOPS numbers 06001–06010.

Engine is a Gardner 8-cylinder 4 stroke "8L3" connected to a Wilson-Drewry CA5 5-speed epicyclic gearbox with Vulcan-Sinclair type 23 fluid coupling and a Wiseman type 15 RLGB gearbox.

While all technically similar, the locomotives had two different designs for the back of the cab, the first 15 locomotives having three windows, the remaining 20, having two.
 
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06006 shunting DUNDEE HARBOUR on 18th July 1979​

With a decline in shunting, BR was forced to reduce its shunter fleet in the 1960s and 70s, resulting in mass withdrawals.

The first class 06 locomotive to be withdrawn was D2441 in March 1967 and the last was 06002 (formerly D2414) in September 1981.
 
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British Rail Class 06 shunter 06003​

They were originally numbered D2410–D2444.

The ten still in service in January 1973, nos. D2413/14/20–23/26/37/40/44, were given the TOPS numbers 06001–06010.

With a decline in shunting, BR was forced to reduce its shunter fleet in the 1960s and 70s, resulting in mass withdrawals.

The first class 06 locomotive to be withdrawn was D2441 in March 1967 and the last was 06002 (formerly D2414) in September 1981.
 
A single locomotive survives, number 06003 (formerly D2420).

It was the second last locomotive of the class in service when it was withdrawn in February 1981.

It was transferred to the departmental fleet following withdrawal and renumbered 97804, and used at the Reading Signal Works where it replaced 97020.

After being withdrawn again in 1984, it was sold to Booth's scrapyard in Rotherham (date unknown) before being saved for preservation by the local South Yorkshire Railway based at Meadowhall in Sheffield.

Later owned by HNRC and visited several locations before been stored at the Museum of Science and Industry, Liverpool Road, Manchester, and in 2013 was moved into the Heritage Shunters Trust collection at Peak Rail, Rowsley.

One locomotive, D2432, was sold to P. Wood Shipbreakers of Queenborough, Kent in 1969.

The only Barclay class 06 to be sold for Industrial use, D2432 was withdrawn from Eastfield in 1968 and moved by road to Shipbreakers (Queenborough) the following year.

It was used as one of their fleet until March 1977 when it was exported to Italy, finally being scrapped there in 1986..

D-numberTOPS NumberStatusNotes
D2410Scrapped
D2411Scrapped
D2412Scrapped
D241306001Scrapped
D241406002Scrapped
D2415Scrapped
D2416Scrapped
D2417Scrapped
D2418Scrapped
D2419Scrapped
D242006003PreservedFor a considerable time, at Eastfield depot, carried the number 206003
D242106004Scrapped
D242206005Scrapped
D242306006Scrapped
D2424Scrapped
D2425Scrapped
D242606007Scrapped
D2427Scrapped
D2428Scrapped
D2429Scrapped
D2430Scrapped
D2431Scrapped
D2432ScrappedExported to Italy in 1977.
D2433Scrapped
D2434Scrapped
D2435Scrapped
D2436Scrapped
D243706008Scrapped
D2438Scrapped
D2439Scrapped
D244006009Scrapped
D2441Scrapped
D2442Scrapped
D2443Scrapped
D244406010Scrapped
 
14th January 2023

Peak Rail is hiring steam locomotive Austin No 1 for 2023.​

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Peak Rail will be hiring Austin No 1 from Llangollen Railway for 2023.

The locomotive is officially Kitson Works No. 5459 and was built for the Longbridge plant of the Austin Motor Company where it was known as Austin 1.

1968 saw mergers and redistribution within the motor industry and ownership of the locomotive moved to British Leyland.

November 1973 saw the locomotive purchased by Burtonwood Brewery for the Flint and Deeside Railway Society where it took on a new name ‘Burtonwood Brewery’ in celebration of the brewery which had paid for its restoration.

September 1975 saw the locomotive arrive with Llangollen but at that time there was no track in place, however by July 1978 it was able to operate on a short length of track and eventually began operating passenger services in 1981.

In 1998 the Llangollen Railway Trust took over ownership from Burtonwood Brewery and returned the locomotive to its original name ‘Austin No. 1.’
 
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Austin 1​

The locomotive underwent an overhaul at Llangollen in 2020 and the following year saw its Austin Motor Company livery returned.

Midsommer Norton then became Austin No 1’s home for a visit which was extended to cover the entire of 2022.

Peak Rail has revealed that both Dunlop and Austin No. 1 would have been hard at work in Birmingham at the very same time.
 
14th January 2023

Very Light Rail transport system to be demonstrated in Coventry​

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Testing underway at the VLRNIC in Dudley​

A ground-breaking Very Light Rail (VLR) transport system is to be demonstrated on the streets of Coventry as part of a programme to test the system in real-world conditions.

The testing programme has been made possible following approval of funding by the West Midlands Combined Authority (WMCA) Board, which has agreed to provide the first instalment of an expected £72 million investment in the emerging Very Light Rail technology.

Funding approval will also allow specialist on site-testing for other Very Light Rail systems to proceed.

Much of the new investment will fund the construction of a real-world demonstration track in Coventry city centre, and to develop a business case for a fully operational system.

Very Light Rail technology is designed to be both faster and cheaper to build than traditional tram and rail systems.

With development already underway in Dudley as well as Coventry, the West Midlands is at the forefront of the technology and is well-placed to become a global leader in both its design and manufacture.

Instead of using overhead cables, the Coventry system uses lightweight, battery-powered electric vehicles.

The track the vehicles run on is designed to require less extensive foundations than conventional light rail systems, so installation will be quicker and less expensive while delivering similar environmental benefits.

Further investment is also to be made in a new Very Light Rail National Innovation Centre (VLRNIC) in Dudley, which will allow equipment to be purchased so that the centre can become fully operational.

The funding will also be used develop business cases for further Very Light Rail lines, and for links with the existing West Midlands Metro network.
 
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The prototype for Coventry’s VLR project is on test at Dudley’s Very Light Rail National Innovation Centre​

In total, £72 million has been earmarked for the project from the West Midlands Combined Authority through its Sustainable Transport Settlement.

The board has agreed to fund the first £36.8 million of the project, which is enough to provide good progress for the project and which will now go to the Department for Transport for final sign-off.

Andy Street, Mayor of the West Midlands and WMCA Chair, said

“This funding will allow us to take Very Light Rail to the next level – from the workshop to real-world demonstration – and shows the WMCA Board’s unequivocal backing for innovation in Coventry.

“This technology has the potential to deliver tram systems at pace and at much lower cost – giving more people access to a modern rapid transit system as well as cleaner air and less congestion along with it.

“Coventry has helped pioneer VLR and will therefore – alongside our wider region – be well placed to take advantage of this growing industry and the new job opportunities it will bring in the months and years ahead. That’s why the WMCA is so pleased to support our partners on this exciting project.”

Cllr Jim O’Boyle, cabinet member for jobs, regeneration and climate change, said:

“This is a milestone investment in Coventry Very Light Rail, a project set to transform the way people in our city – and others throughout the UK and even the world – get around. By creating a new, clean and green form of transport, this investment is securing jobs in Coventry and, as in other cities which have installed light rail, will support regeneration in local areas.

“Of course, Coventry Very Light Rail is just one way that the council is working to improve air quality and combat climate change. We’ve installed more electric vehicle charge points than anywhere outside London, we’re set to become the UK’s first all-electric bus city by 2025, we have ambitions for a gigafactory and have committed to planting a tree for every person living in Coventry by 2032.”

Neil Fulton, chief executive officer of the Black Country Innovative Manufacturing Organisation (BCIMO), the legal entity responsible for operating the VLRNIC, said:

“BCIMO is delighted to be a part of the regional Very Light Rail programme and looks forward to providing continued R&D support to the CVLR project.

“The centre provides a unique opportunity for new rail technologies, such as VLR, to be developed and tested in a purpose-built facility and away from the mainline operating environment.”

Councillor David Stanley, Dudley Council’s cabinet member for regeneration and enterprise, said:

“The very light rail project will eventually revolutionise how people travel by rail. I am delighted this funding has been approved and is a significant step forward in showcasing Dudley and the wider region as a trailblazer for innovative transport.”
 
15th January 2023

SPOTLIGHT

British Rail Class 07​


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Eastleigh Works Open Day 12 October 1986. This Ruston & Hornsby loco entered service in 1962 and was officially withdrawn in 1973 without gaining its allocated TOPS number (07007), but remained working at Eastleigh Works. At this Open Day it was well-placed for photography in its BR green livery.

The British Rail Class 07 diesel locomotive is an off-centre cab 0-6-0 diesel-electric shunter type built by Ruston & Hornsby in 1962 for the Southern Region of British Railways.

The 14 members of the class were primarily used at Southampton Docks and later also at Eastleigh Works.

The 07 class was originally designed to replace steam power on the Southampton Docks network, which at its peak consisted of some 80 miles of track and immediately prior to the introduction of diesel power was operated by 6 ex-LBSCR 0-6-0 class E2 and 14 ex-Southern Railway USA class[a] 0-6-0 tank engines.

The specifications for the class arose from a report produced by the General Managers of British Transport Docks and the Southern Region of British Railways, in which the relative merits of the Drewry 204 hp 0-4-0 and BR 350 hp 0-6-0 diesel shunters were discussed.

Due to the need to traverse small radius curves on the docks network, it was concluded that a compromise between the shorter wheelbase of the former and greater power output of the latter was desirable, thus giving rise to the requirement for a locomotive with a fixed wheelbase not exceeding 10 ft and maximum power output of around 275 hp to 300 hp (with a weight not exceeding 10 tons).
 
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Class 07 07007 at Eastleigh Works on May 23, 2009

The locomotives were short-lived and this class had been withdrawn by British Rail by the end of 1977.

Several were bought for industrial use and have subsequently passed into preservation.

Two locomotives, no. 07001, owned by Harry Needle Railroad Company (HNRC), and 07007, owned by Knights Rail Services, are mainline registered.
 
Pre-Tops NumberTOPS numberDate into ServiceDate withdrawnFurther use or date scrapped
D29850700127 June 19622 July 1977Staveley Limeworks, Buxton 1976, later preserved, now owned by Harry Needle Railroad Company located at Barrow Hill
D29860700216 June 19622 July1977Powell Duffryn, Kidwelly, 1976, scrapped on site 1980s
D29870700316 June 19624 October 1976P Wood, Queenborough 1976, later British Industrial Sand at Oakamoor, scrapped 1985
D298807004 (not carried)16 June 19626 May 1973scrapped 1973 at Eastleigh Works
D29890700527 June 19622 July 1977ICI Wilton, Middlesbrough 1976, named Langbaurgh whilst at ICI Wilton. Now preserved at the Great Central Railway
D29900700613 July 19622 July 1977Powell Duffryn, Kidwelly 1976 scrapped on site 1980's
D299107007 (not carried)21 July 19626 May 1973Knights Rail Services at Eastleigh Works
D299207008 (not carried)28 July 19626 May 1973scrapped 1976 at Eastleigh Works
D29930700921 August 19624 October 1976P Wood, Queenborough 1976, later exported to Italy, scrapped 1997
D29940701005 September 19624 October 1976Preserved firstly at West Somerset Railway. now at Avon Valley Railway
D29950701122 September 19622 July 1977Privately owned at St Leonards TMD, fitted with high-level brake pipes on one end for shunting DEMU vehicles
D29960701206 October 19622 July 1977Powell Duffryn, Kidwelly 1976, currently at Scunthorpe Steelworks
D29970701320 October 19622 July 1977Dow Chemical Company, Kings Lynn 1976, preserved firstly at Barrow Hill, now at the East Lancashire Railway
D299807014 (not carried)10 November 19626 May 1973scrapped 1976 at Eastleigh Works
 
15th January 2023

Major Disruption: Landslip damage in Hampshire to disrupt London Waterloo – Basingstoke / Southampton trains​

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Hook Slip​

A landslip in Hampshire has left tracks on the mainline from London to Basingstoke hanging in mid air, and passengers are being warned to expect major disruption to trains.

The landslip, which has happened northeast of Hook station, has meant that only two of the four tracks are useable by trains – both of these tracks are designed to be used by the London-bound trains only.

The guidance for passengers for tomorrow (Monday 16th January 2023), is not to travel from the south or west of Basingstoke towards London or vice versa.
 
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