Marcus' Model Railway Journey

143617 at Cardiff Central, April 20th 2000 on the 1315 Maesteg-Coryton service.

November 17th, 2022

ETHNON RAIL

YouTube Channel News


https://www.youtube.com/channel/UC_Gv8b2T-qbLmt2tgAmJp1g/about

The Channel now has 9 subscribers, I'm amazed as I haven't uploaded any videos yet!

Update on videos, Neonlake being the perfectionist, has deemed the footage we took with my camera in AVI format is unusable due to the fact that it needs to be converted to MP4 and he's concerned about the quality being affected.

So now I have to re-shoot the footage with his 'tablet'.

So, hopefully, we may have our first video uploaded as soon as that work has been completed.

November 17th, 2022

Blue plaque commemorates Severn Valley Railway’s ‘forgotten heroes’​

The Severn Valley Railway has erected a commemorative blue plaque to honour ten navvies who perished 150 years ago during the construction of the original line.

Installation of the plaque marks the completion of a £1.3million project to restore the line’s Falling Sands Viaduct, which is located next to the new Silverwoods mixed-use development, half a mile from the Severn Valley Railway’s Kidderminster Town station.

As well as restoring the viaduct, which is a vital piece of the SVR’s infrastructure, the project also provided funds to create two permanent exhibitions that tell the story of the construction of the original line, and of the more than 1,000 navvies who built it.

Besides the exhibitions, new interpretation panels have also been fitted to the viaduct illustrating its original construction and eventual restoration more than 140 years later.

Railway construction in the Victorian era was extremely hard and dangerous.

There were many accidents, and significant numbers of people lost their lives.

The Severn Valley Railway was no exception, with many reports of serious accidents during the two phases of construction.

Seven navvies are known to have died during the construction of the first part of the line between 1858 and 1862, and three more during the construction of the Kidderminster to Bewdley ‘loop line’ between 1875 and 1878.

Restoration of Falling Sands Viaduct was made possible thanks to a substantial grant from the National Lottery Heritage Fund.

It was keen to see the navvies’ sacrifices recognised by funding the commemorative blue plaque in honour of the ten men who died building the railway during the Victorian era.

Helen Smith, the SVR’s managing director, said:

“Unlike today, health and safety measures were not considered important. For the Victorian navvy, danger was just an occupational hazard. It is fitting that we’re now commemorating these forgotten heroes, who constructed most of our rail system by hand and who, until now, have received little recognition.”

November 17th, 2022​

34070 "Manston" first test runs on the Swanage Railway​

Looking wonderfully weather-worn, Ex-SR 'Battle of Britain' Class - 34070 "Manston" made a welcome return to the rails, completing its first test runs along the Swanage Railway.

The last locomotive built by the Southern Railway before nationalisation, 34070 "Manston" was built at Brighton works in November 1947, emerging nameless and numbered 21C170.

Now under the ownership of Southern Locomotives Ltd, the Bulleid pacific has just reached the end of a mechanical overhaul with tests underway before 34070 can be accepted back into traffic.

34070 completed two return trips over the railway working light, before a light load was attached in the later afternoon; with the weathered paintwork looking spectacular in the late autumn conditions.

All footage filmed on Thursday the 17th of November 2022.

November 17th, 2022​

ECML A4! 4498 'Sir Nigel Gresley' | Steam Dreams York Christmas Market - Thursday 17th November 2022​

Thursday 17th November would see steam return to the southern end of the ECML for the first time in six months, an A4 on the ECML for the first time in two and a half years and Sir Nigel Gresley's return to the ECML for the first time since 2015, after returning from overhaul earlier this year.

With Steam Dreams tours now being operated by Locomotive Services this has opened up a wider pool of locomotives and this years Christmas tours are due to be shared by 'Sir Nigel Gresley' and 'Mayflower'.

The 'York Christmas Market' tour opens Steam Dreams Christmas programme for 2022, running from London Kings Cross to York and return via Peterborough, Lincoln and Doncaster and hauled throughout by A4 no.4498 'Sir Nigel Gresley'.

Still running in the wartime black livery she has had throughout 2022 at starring roles in galas at the Severn Valley Railway and North Yorkshire Moors Railway this was 'Sir Nigel Gresley' second main line tour since returning from overhaul. For the outward leg only one location was possible without driving beyond Peterborough so I went for my old favorite Welwyn North.

A pathing stop at Digswell Junction at the start of the twin track section meant 'Sir Nigel Gresley' would be working hard away over the viaduct and through the station and two cameras capture this in foul conditions, strong winds and heavy rain meant holding the umbrella over the cameras and taking still photos was somewhat challenging!

For the return leg the choice was Knebworth or Welwyn North again.

A Hull Trains service was due to overtake somewhere between Stevenage and Knebworth and take the twin track section first so it was a gamble if either the Hull Trains or 'Sir Nigel Gresley' would be running slightly late which would allow a clear path, luck was on my side this time and a four minute late departure from the Stevenage set down meant the route was set for the twin track section and two cameras show 'Sir Nigel Gresley' power through with a chime whistle.

As always huge thanks to all involved in running the tour!

Ashley Smith Steam Videos

November 17th, 2022​

'SPAM CAN' 34067, 'Tangmere', RETURNS to the South!! Hartford, 17th November 2022​

Southern Region, Battle of Britain class, 34067' Tangmere', is seen passing through a wet Hartford, en route from Carnforth to Southall, making a return down South for the first time since 2016. 17th November 2000.

November 18th, 2022​

Report released regarding incident involving near-miss of track workers at London Paddington​

A report has been released by the Rail Accident Investigation Branch in regard to an incident which took place at London Paddington station and saw a near-miss involving track workers.

The incident took place at 01.17hrs on the 18th of July 2022 when a passenger train travelling at 24mph was making its way into London Paddington station, narrowly missing two track workers who were walking very close to the line with their backs facing the train as it approached.

The driver of the train sounded a second audible warning before the track workers acknowledged the train’s approach and moved out of its path just one and two seconds before reaching the worker’s location.

The Network Rail track workers involved in the incident were working in a team of four people and were carrying out maintenance for signalling and telecommunications equipment 0.8 miles to the west of Paddington station.

The group were led by a Person in Charge or PIC who are responsible for the supervision and overseeing of the safe implementation of work.

The Person in Charge was also carrying out the role of Controller of Site Safety or COSS, and is the person who is accountable for establishing and maintaining safe working systems in order to ensure that track workers are protected from train movements.

Three further members of the group were carrying out the work which included the two team members involved in the incident.

Of the two track workers involved in the near miss, one was inexperienced and was wearing a blue helmet whilst working close to the line.

Inexperienced track workers are supported and mentored until they are able to demonstrate the knowledge, skills and behaviour needed in order to work safely.

The incident took place as the two track workers had moved from lines which were blocked to rail traffic and ended up walking extremely close to an operational line.

The Person in Charge who was also the Controller of Site Safety had not planned the work or supervision of the group well enough while they were completing work on the track.

The team did not raise any issues as to the unsafe nature of their working system set up by the Person in Charge or in regards to the unsafe behaviour of group members.

Initially, two Signalling and Telecommunications teams were supposed to access the tracks close to Paddington station as part of a possession which is when the railway is blocked to service trains in order for engineering work to be carried out.

Despite this, when the two teams met at a depot close to Paddington station at 18.00 hours on the 17th of July they opted to work as single Signalling and Telecommunications team using just one of the two Persons in Charge that had been assigned to the teams due to staff shortages.

With more than six hours to prepare ahead of starting the work, the Signalling and Telecommunications team did not take into consideration whether the work previously given to the two teams could be carried out safely with the remaining staff available and in compliance with planned safe systems of work.

None of the Persons in Charge who were responsible for the two original teams told the manager who had previously approved their safe systems of work of their plans to change their activity.

The Person in Charge/Controller of Site Safety responded for the newly formed single team and also did not inform or pass on the information contained in the relevant safe work packs which are used to record the safe system of work.

This is a procedure required by Network Rail’s procedures and specifically relating to standards NR/L2/OHS/019 issue 10 dated 5 December 2020 ‘Safety of people at work on or near the line’.

The Signalling and Telecommunication team entered the track via platform 10 at Paddington station at approximately 00.35hrs on the 18th of July.

The team inspected the axle counters for lines 4, 5 and 6 for 0.2 miles west of the station.

This work was originally assigned to the first of the two Signalling and Telecommunications teams and was carried out using a separated safe system of work and was arranged for lines 4, 5 and 6 which the team were working on and were blocked under the possession, however, the adjacent lines, 1, 2 and 3 were still open to traffic.

Part of a separated safe system of work sees a site warden appointed in order to warn team members should they attempt to move into an unsafe location which is within two metres of an operational line.

The Signalling and Telecommunications team were not allowed to step into the six-foot which is the space between two adjacent tracks, which separated line 4 which was blocked to traffic as well as lines 5 and 6 and line 3 which was still open.

If the track workers have tried to move into the six-foot they would usually have been warned via the site warden, alerting them to return to their designated safe area.

The Person in Charge/Controller of Site Safety had also given himself the job of site warden.

According to Handbook 7 of the Rule Book ‘GERT8000-HB7’, ‘General duties of a controller of site safety’ issue 6 dated September 2019′ says that ‘if you act as a site warden you must take no part in the actual work’.

Further to this, a frequently asked question’s supplement to NR/L2/OHS/019 is very clear that being a Person in Charge constitutes taking part in actual work.

This important detail demonstrates that the Person in Charge/Controller of Site safety was actually not allowed to work as a site warden as stated by the Rule Book and by the Network Rail standard.

00.50hrs saw the team complete the axle counter inspection which took place earlier than planned due to the Person in Charge/Controller of Site Safety deciding that there was time to carry out the maintenance work which had previously been given to the second Signalling and Telecommunications team.

The team walked to a signal post telephone which was 0.8 miles away from Paddington station where the Person in Charge/Controller of Site Safety told three members of the team to carry out an inspection of the telephone before walking back to Paddington station independently.

While the team followed their instructions, the Person in Charge/Controller of Site Safety inspected paperwork in a railway equipment building (REB) some 20 metres west of the work site and also elected to take a personal needs break ahead of walking back to Paddington station to re-join the team.

The Person in Charge/Controller of Site Safety’s instructions meant that he could no longer carry out the role of Controller of Site Safety effectively and this role meant that he would have to stay with the group.

The three track workers who headed to inspect the signal post telephone did have a qualified Controller of Site Safety and site warden, the Person in Charge/Controller of Site Safety had not appointed anyone to take on these positions once he left the team.

Members of the group did not question this unsafe approach to working despite two members of the group being experienced and holding the necessary knowledge/experience to know that this was not safe and did not follow the relevant rules.

Once the Person in Charge/Controller of Site Safety left the group, they completed the maintenance of the signal post telephone before making the walk back to Paddington Station.

One track worker walked in the four-foot which is the space between the rails, of line 5, and the other two track workers walked in the four-foot of line 4 due to conditions underfoot being better.

At approximately 0.6 miles from Paddington station, the group encountered a six-person permanent way team who were also working in the possession and had a hand trolley on line 4.

The inexperienced track worker of the signalling and telecommunication team was wearing a blue helmet and was walking ahead of the experienced team members, one of the team members was close to him on line 4 whilst the other was approximately 20 metres behind him on line 5.

The two track workers walking on line 4 made their way to the trolley and stepped out into the crossover between lines 4 and 3.

Stating that he was aware that line 3 was open to approaching traffic, the inexperienced track worker still opted to walk between the lines as it provided an easier route.

The experienced track worker reported that he had unintentionally followed the inexperienced worker as he lost concentration and both workers then continued to walk in the crossover for approximately 10 metres, neither aware that train 2P97 was on line 3.

It is unclear why the two track workers remained in the crossover after making their way past the trolley.

Train 2P97 data recorder provided evidence alongside forward-facing CCTV images showing the train making its way to Paddington station at approximately 01.17hrs.

Both the Signalling and Telecommunications teams and the permanent way teams could not be seen in the driver’s field of view until approximately 24 seconds prior to the train reaching their location, this was due to the train approaching the teams on a curve.

Four seconds after the track workers became visible the driver sounded the train’s horn in order to alert them to the train’s approach and was travelling at 36mph.

Five seconds prior to the near miss, the train was travelling at 32mph and the driver once again sounded the horn and then made an emergency brake application just one second later.

The driver said that initially, he believed all track workers to be on line 4, however, as the train approached he recognised that two of the track workers were in extremely close proximity to line 3.

The curve of the track, dark conditions and the reflective nature of the train’s headlights hitting a number of people wearing high-viz clothing also made it harder for the driver to distinguish the two track workers walking close to line 3 from the larger group of workers on the blocked lines.

It is unknown why the two track workers didn’t move when the driver sounded the first warning and when the driver sounded the second warning it was the more experienced track worker had just stepped off of line 3 into the four-foot which also suggests that he was not aware of the danger of the train approaching.

On the second warning horn, both track workers acknowledged the approaching train immediately, moving clear of the train’s swept path.

The train driver immediately reported the near miss and the track workers and in accordance with Network Rail’s drugs and alcohol policy at the time of the near miss (NR/L1/OHS/051, dated March 2016), all four of the Signalling and Telecommunications team were tested.

Three of the track worker’s results came back with a negative result, however, the inexperienced track worker did test positive for a recreational drug.

Incidents similar to this have been investigated by the Rail Accident Investigation Branch such as:

On the 14th of January 2022, a passenger train travelling at 95 mph narrowly missed two track workers but went on to strike a tree they had felled, at Uphill Junction, Somerset.

The tree’s location required a site warden to be appointed, however, the Controller of Site Safety had stood down as the group’s site warden prior to the tree being cut down.

On the 22nd of July 2021, an empty passenger train was travelling at 69 mph and narrowly missed two track workers who were working close to the edge of a platform at Eccles station, Greater Manchester.

The track workers were working under a line blockage which had been taken by a Controller of Site Safety.

On handing back the line blockage, the Controller of Site Safety told the signaller that all staff were clear of the line despite not telling the track workers to move to a position of safety or being in a position to see the workers personally.

On the 18th of September 2017, a passenger train travelling at 125 mph encountered three track workers on Dutton Viaduct, Cheshire.

The last of the workers moved clear of the track just half a second before the train passed.

The track workers had gained access to the track using an unplanned way and were working outside their planned safe system of work.

On the 4th of December 2012, a passenger train struck and fatally injured a track worker who was carrying out the role of Controller of Site Safety at Saxilby, Lincolnshire.

A group of five track workers had been working under a line blockage with an adjacent line open to traffic.

Prior to the accident and during an initial line blockage, the Controller of Site Safety had put in place a separated safe system of work, appointing himself as the site warden.

During a second line blockage, the Controller of Site Safety had not put in place a safe system of work and was struck by a train whilst working in the six-foot between the two lines.

None of the other track workers questioned the absence of a safe system of work or the actions of the Controller of Site Safety.

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

The incident demonstrates that it is vital that Persons in Charge and Controllers of Site Safety who ensure that deviations from the planned safe systems of work are sanctioned by a responsible manager.

It is also essential that Controllers of Site Safety are always with their work group whilst they are on or close to the line in order to ensure that they can personally see the team and monitor them.

The incident also raises the fact that it is important the rail staff challenge unsafe work practices and that safety-critical staff act in accordance with their employer’s drug and alcohol policies.

November 18th, 2022​

Supporting Wales at the World Cup​

Trains, a railway bridge and Transport for Wales’ (TfW) head office are all being transformed in support of the Wales men’s football team at the World Cup.

Several TfW trains are going to be adorned with an illustration by local artist Phil Morgan, created for Gŵyl Cymru Festival, in time for Wales’ first game of the tournament against the USA on Monday 21 November.

A separate World Cup trophy and bucket hat design has been turned into an iconic mural on Newport Road Bridge in Cardiff, one of the busiest routes into the Welsh capital.

The mural has been created by visual artists Yusuf Ismail and Shawqi Hasson, who make up Cardiff-based creative collective Unify and has been produced as part of Gŵyl Cymru, a festival from the Football Association of Wales (FAW) in partnership with the Arts Council of Wales.

Antonio DiCaprio, Rail Infrastructure Standards Manager at TfW, said:

“We are excited about the work Yusuf and Shawqi (Unify) have completed for us and the FAW on our infrastructure.

“We are committed to continuing our engagement with FAW and Unify to explore more artwork opportunities for our infrastructure with the purpose to connect, inspire and excite our local communities through sport and the work we at TfW are doing to improving public transport in Wales.”

TfW along with their Infrastructure Manager, Amey Infrastructure Wales, who own and maintain Newport Road Bridge, have worked closely with Cardiff Council and Centregreat Rail to facilitate and support the installation of the artwork on the bridge, which has been commissioned by the FAW.

Yusuf Ismail, from Unify, commented:

“We’re really pleased to be involved in the installation of this artwork and would like to thank all the partners involved in making this happen.

“The response has been overwhelmingly positive and helps cement the legacy in this historic moment in Welsh football.”

As well as the work to transform its trains and the Newport Road bridge, TfW will also be lighting up its head office red when Wales play the USA, Iran and England at the World Cup.

November 18th, 2022​

Leicester to Peterborough trains to resume after Rutland bridge strike​

After several weeks of disruption because of a bridge strike at Ketton in Rutland, passenger services between Leicester and Peterborough will resume next Wednesday 23rd November.

Foster’s Bridge at Ketton was struck by a lorry on Saturday, 5th November.

Since then, engineers have made good progress with repairing the bridge, and the line will reopen in both directions next Wednesday.

Tomorrow, Saturday, 19th November, there will be severe disruption to vehicle users in Oakham because of delays at the town’s level crossings.

Whilst engineers continue to make repairs to Foster’s Bridge, essential freight services are continuing to use it, but need to travel in the ‘wrong direction through the town and over the bridge as only one line is open following the incident.

That means the trains will travel slower than normal, and take longer to clear the level crossings.

Since the incident, freight traffic between the Midlands and the port of Felixstowe has been diverted via London.

However, essential engineering work is being carried out on the Crossrail route tomorrow, which means that the freight traffic will need to travel via Oakham and the town’s level crossing barriers will be down for much longer than usual.

The road underneath Foster’s Bridge, the A6121 Stamford Road, will remain closed until a vehicle collision beam is reinstated.

Weather permitting, that will take place tomorrow, Saturday, 19th November, which will allow the road to reopen by 18:00 next Friday, 25th November.

Gary Walsh, East Midlands Route Director for Network Rail, said:

“This has been a massive piece of work for our teams and I am pleased that the line between Leicester and Peterborough will fully reopen next Wednesday. The damage to the bridge at Ketton was substantial and we are very sorry for the impact this has caused.

“Our teams have worked hard to carry out these repairs as quickly as possible and I’d like to thank passengers and the local community for their patience. In the meantime, passengers should continue to check before they travel and drivers in the Oakham area should avoid the level crossings in the town wherever possible on Saturday.”

John Robson, Regional Director East Midlands and East Anglia for CrossCountry, said:

“We are looking forward to being able to run our services as normal again and are delighted with how efficient Network Rail have been to be able to reinstate services following the substantial impact the damage to the bridge has caused. We would like to echo Network Rail’s thanks to the local community and our customers for their patience.”

November 19th, 2022

More Rolling Stock Ordered Today for ETHNON RAIL

Dapol 4F-015-017 Fruit Mex wagon in GWR grey - 38255​

November 19th, 2022

Steam locomotive 45596 Bahamas and 6233 Duchess of Sutherland to visit Shrewsbury and Chester today​

45596 Bahamas and 6233 Duchess of Sutherland will haul the parts of The Christmas Cheshireman this Saturday, 19th November 2022.

45596 will haul the outbound trip, whilst 6233 will haul the return trip.

Departing Bristol Temple Meads at 07:00, Bahamas will pass through Filton Abbey Wood (07:09), Severn Tunnel Junction (07:27), Cwmbran (08:27), Abergavenny (08:52), Hereford (09:28), Craven Arms (11:12), Shrewsbury (11:38), Chirk (12:09), Wrexham General (12:41) and Chester at 13:07.

6233 Duchess of Sutherland arrives into Chester from Tyseley and 45596 Bahamas moves to the Keighley and Worth Valley Railway.

45596 Bahamas passing Grafton,Hereford on the 19:11:2022 with the 1Z32 Bristol Temple meads to Chester

The return journey will depart Chester at 16:35, and will pass through Wrexham General (16:51), Gobowen (17:12), Shrewsbury (17:55), Craven Arms (18:38), Hereford (20:03), Abergavenny (20:33), Cwmbran (20:52), Severn Tunnel Junction (22:01) and Chepstow at 22:10.

6233 "Duchess of Sutherland" Chester [221119k980] LMS steam loco "Duchess of Sutherland" in LMS livery number 6233 at Chester on November 19, 2022

Chester 19.11.2022 - 45596 Bahamas & 6233 Duchess of Sutherland on The Christmas Cheshireman - steam​

45596 Bahamas is seen arriving at Chester with the Christmas Cheshireman steam Railtour from Bristol Temple Meads, closely followed with 6233 Duchess of Sutherland arriving from Tyseley for the return trip.

Xuron Track Cutter​

It is quite simply the finest track cutter of its kind and is a favourite of model rail roaders worldwide, due to its Micro-shear cutting action that leaves clean square cuts on both brass and nickel track-sizes Z, N, HO and S with less effort due than conventional compression.

• Cuts quick, clean and square
• Less effort than conventional cutters
• Rated for Z,N, O, and S gauges

Xuron have supplied their fine range of pliers and cutters to the civilian and military electronics and aerospace industries since 1970. Now available to the hobbyist, crafter and engineer we are confident that you will be amazed by their precision and quality. Professional quality tools ideal for track cutting, cable cutting & wire stripping etc.

November 20th, 2022

Inside The Train Shed

Had a busy few days designing and manufacturing a baseboard concept for the project.

Here's what's been accomplished so far..........



The dimensions are 8' long by 2' wide.

The legs are to be secured and stiffener sections to support the baseboards are yet to be manufactured.

November 20th, 2022

Leia, the 'not' Station Cat.

As you may know from previous posts, we have 3 cats.

Tess, No.1 Station Cat.

The kitten, Lulu, who is the No. 2 Station Cat (in training).

And of course Leia, who would have been No.2 Station Cat but doesn't go anywhere near the Train Shed as she is very nervous of it.

Maybe one day she'll venture in and enjoy the trains.

Here she is all safe and warm indoors..........

Neonlake decided to make fun of Leia by messing with one of her photo's.

He's titled the picture 'Somethings Wrong With Leia'

Poor Leia!

She'll get her revenge on him.

November 20th, 2022



Report 14/2022: Fatal collision between a tram and a pedestrian at Cleveleys


At 18:11 hrs on Wednesday 24 November 2021, a pedestrian who was crossing the Blackpool tramway near Anchorsholme Park, in Cleveleys, was struck by a tram.

The pedestrian, who lived locally, was fatally injured as a result of the collision.

The tram involved was travelling at 32 km/h (20 mph) on a southbound journey from Fleetwood Ferry towards Starr Gate.

It was dark at the time of the accident.

The pedestrian was crossing at an uncontrolled crossing which passes over both tracks of the tramway and which is situated immediately south of a road junction controlled by traffic signals.

RAIB’s investigation concluded that the tram driver was unaware of the presence of the pedestrian until it was too late to take action to prevent the collision.

The pedestrian who was struck was seemingly unaware of the tram’s speed and proximity to him in the seconds before the collision.

The layout and lighting arrangements at the crossing were factors in the accident, along with the probable distraction of the tram driver as the tram approached the crossing.

RAIB concluded that the pedestrian’s possible beliefs about the tram’s speed and how conspicuous he was to other road users may also have been factors.

Recommendations​

RAIB has made three recommendations.

The first is that Blackpool Transport Services should review its process for identifying and assessing the risks arising from tramway activities.

The second is that Blackpool Council should review its process for identifying and assessing the risks arising from tramway activities, adopting and embedding best light rail industry practice as it does so.

The third is that Blackpool Council should review its assurance and audit process of Blackpool Transport Services.

RAIB also identified two learning points.

The first reminds duty holders of the value of having clear and well understood processes for staff to report near misses.

The second reminds tram operators of the importance of having arrangements in place to periodically check the alignment of tram headlights.

Notes​

1. The sole purpose of RAIB investigations is to prevent future accidents and incidents and improve railway safety. RAIB does not establish blame, liability or carry out prosecutions.

2. RAIB operates, as far as possible, in an open and transparent manner. While our investigations are completely independent of the railway industry, we do maintain close liaison with railway companies and if we discover matters that may affect the safety of the railway, we make sure that information about them is circulated to the right people as soon as possible, and certainly long before publication of our final report.

The full 38 page report can be found by clicking the link below

https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/1118140/R142022_221117_Cleveleys.pdf

November 21st, 2022

Class 89 locomotive to move to Loughborough for fitting of mainline equipment​

Locomotive Services Group and Electric Traction Ltd has announced plans for the next phase of work to bring Class 89 No. 89001 Avocet back to the mainline.

The design work for the mainline equipment is now complete and the parts have been obtained.

However, the workshops at Barrow Hill are at full capacity and the decision has been taken to move the locomotive to UK Rail Leasing’s Works in Loughborough for the installation to take place.

Other work will also be completed at Loughborough, including the replacement of a faulty blower motor and the overhaul of the air conditioning units for the driving cabs.

The repaired traction motors will also be fitted.

With the traction motors missing from the locomotive, the move to Loughborough is set to take place in the next few weeks by road.

It is hoped that most of the static testing can take place at Loughborough before moving to Crewe for further testing.

LSL’s AC Locomotive Engineer, Robert Fenner commented:

“After months of work behind the scenes and very much away from the public eye, 89001 is finally at a stage where all outstanding works can be completed now all materials have been sourced. This will be done at one of her original birth places in Loughborough thanks to UKRL. Works will now ramp up to get the ‘Badger’ over the finish line ready for a busy season of mainline operations with LSL in mid 2023.”

ETL’s Electrical Engineer, Paul Steane added

“Carrying out the design work for the installation, and obtaining the necessary parts, has been a long and arduous job. Some of the critical parts were on very long lead times, and it was pointless trying to plan the final installation until these items had been delivered. With the help of staff at LSL and our suppliers, we are now ready for this next step towards 89001 becoming a main line approved locomotive again.”

Thanks to UK Rail Leasing for accommodating 89001 for this work to take place.

British Rail Class 89

The British Rail Class 89 is a prototype electric locomotive.

Only one was built, in 1986, by British Rail Engineering Limited's Crewe Works.

It was used on test-trains on both the West Coast and East Coast Main Lines.

The locomotive was fitted with advanced power control systems and developed more than 6,000 bhp (4,500 kW).

After being withdrawn in 1992, it was returned to service in 1996, before being again withdrawn in 2000.

As of January 2021, it is in the final stages of an overhaul that will return it to the main line.


BR Class 89 No 89001 'Avocet' nears completion in British Rail Engineering Limited Crewe Works on 15th August 1986



Design

The Class 89 locomotive was designed by Brush Traction, Loughborough to meet a specification issued by British Rail.

BR subsequently changed the requirements of this specification, but not before Brush had committed to building the prototype locomotive.

The locomotive has six DC traction motors.

The main armature current for all the motors is fed from a common thyristor drive, with each motor having an independent field current controller.

The field current controllers comprise a two quadrant chopper inside a thyristor bridge.

The bipolar transistor based choppers provide a fast fine control of motor torque for electric braking and slip control, while the thyristor bridge is used to invert the field current polarity.

History

The specification for the locomotive was laid out in mid 1981, which then went out to tender in April 1982.

The contract to build the locomotive was awarded to Brush in June 1983, with BREL Crewe as the nominated subcontractor and delivery planned for September 1985.

The locomotive was built at British Rail Engineering Limited's Crewe Works in 1986, emerging and being initially delivered to Derby Litchurch Lane Works on 2 October 1986.

The Class 89 was then transferred by road to Brush Traction at Loughborough for static testing and commissioning.

It was initially delivered in the old-style InterCity Executive livery, with no British Rail double arrows, but these were added later when British Rail bought the locomotive from Brush.

The locomotive was taken to Crewe Electric TMD on 9 February 1987.

The following day, it first ran under its own power, inside the depot perimeter.

The first lone run on the mainline was on 20 February 1987.

On 6 March 1987, the locomotive visited the Railway Technical Centre for weighing and other tests.

89001 was moved to the Old Dalby Test Track for evaluation and pantograph tuning on 13 April 1987.

The locomotive was initially allocated to Crewe Electric depot for trials along the West Coast Main Line. Main line running between Crewe, Willesden and Carlisle was performed with the BREL International rake of Mark 3 coaches, along with measurement coaches.

Following successful testing, 89001 was transferred to Hornsey on 9 December 1987, having been run for 11,500 mi (18,500 km) by that point.

The locomotive was later transferred to Bounds Green, for passenger services on the East Coast Main Line.

In May 1988 the locomotive returned to Old Dalby for braking trials. On 22 May 1988, 89001 along with a Class 90, Class 91 and Class 150 left for Hamburg for display at the International Traffic and Transport Exhibition, returning on 17 June 1988.

On 3 July 1988, the locomotive hauled the Mallard 50th anniversary special from London King's Cross, along with the return journey.

The locomotive began regular passenger service from London King's Cross to Peterborough on 15 July 1988.

As the development of the ECML Electrification continued, the engine was painted into the new style InterCity Swallow livery and named Avocet, in recognition of the Royal Society for the Protection of Birds (RSPB), by Prime Minister Margaret Thatcher on 16 January 1989 at King's Cross station.

After the ceremony the locomotive hauled a special train conveying the RSPB president Magnus Magnusson, along with other VIPs, to Sandy.

Close up of 89001's nameplate in 1989

Passenger use continued on the ECML until 5 March 1989, a week before the Class 91s entered service on the diagrams.

89001 suffered a serious failure and was withdrawn from traffic in July 1992.

At the time of its failure it was still owned by British Rail and Brush had no contractual obligation with regard to it.

Additionally, having received no orders from BR in return for their design investment, there was little incentive for Brush to construct spare parts for it.

BR had written off the locomotive financially as part of the ECML development; thus it was seen as surplus and of nil value as an asset.

As such, the locomotive was side-lined.

It was saved for preservation at the Midland Railway Centre by a group of Brush Traction employees.

During this period of ownership the locomotive appeared at every major British Rail depot open day, in a slowly deteriorating Intercity Swallow livery.

Legacy

It was hoped that the Class 89 design would be used for electric locomotives for the Channel Tunnel and some investigation was undertaken.

It was also hoped the Class 89 would be a viable Class 86 replacement; however an upgraded version of the Class 87 was ordered instead, as the Class 90.

Ultimately only technology and ideas from 89001's internal design were used in the Class 9 Eurotunnel locomotives, and some similarity in electronics lives on today in the Class 92 locomotive design.

Brush did eventually win the contracts to build Channel Tunnel locomotives, and similarities between these and 89001 enabled suitable spares to be constructed.

GNER ownership


In 1996 the InterCity East Coast franchise was won by the Great North Eastern Railway (GNER).

Suffering from a motive power shortage, it purchased 89001 and repaired it for use on London to Leeds and Bradford services, investing £100,000 in an overhaul.

It was also repainted in the GNER blue and orange livery.

The locomotive returned to service in March 1997.

However, in October 2000 the locomotive again suffered a major failure and was withdrawn from traffic.

Its future was again in doubt, and it was laid up at Doncaster Works.

It moved to Bounds Green TMD in December 2001 for use as a depot generator, before returning to Doncaster.

In December 2004 the locomotive was moved into the care of the AC Locomotive Group at Barrow Hill Engine Shed for secure storage.

With the overhaul of the British Rail Class 91 fleet complete, along with the availability of Class 373 trains for lease, 89001 was seen as a one-off asset with little economic value.

Preservation

In October 2006 GNER put 89001 up for sale, with a six-week deadline for bids.

The AC Locomotive Group launched an appeal and fundraising effort to save the locomotive, which was ultimately successful, and purchased it in December 2006.

The locomotive was mostly complete, although a number of major components required expensive overhaul before it could run on the main line again.

A thorough survey was undertaken to establish exactly what was required and costs drawn up.

Cosmetic work in 2007 saw the loco return to its original InterCity Executive colour scheme.

AC 89001 at Barrow Hill at class 20 weekend on July 14, 2007


Electrical restoration work focused on repairing and/or refurbishing the items that led to the locomotive being withdrawn from service, namely the traction motors and their associated field converter electronics.

The locomotive was lifted by Harry Needle Railroad Company at Barrow Hill Engine Shed in December 2010 and three traction motors were removed, including the one known to be faulty.

In February 2011 these were being examined at Bowers to allow repair cost estimates to be made.

Two of the field converters were removed, one being faulty, and again repair estimates were sought.

Initially it was intended, as funds became available, to allow one power group (i.e. one bogie) to become fully operational.

On 30 April 2020 the locomotive was moved from Barrow Hill Engine Shed to Toton TMD to be repainted.

It was outshopped in Intercity Swallow Livery.

In October 2020 it was hauled to Soho TMD for testing.

In December 2021, the AC Locomotive Group announced it had formed a new partnership with Locomotive Services Limited (LSL) that would see the remaining tasks in the overhaul completed and 89001 returned to the mainline.

Once complete, it will operate with LSL for five years.

Station Cat No.2 (in training), Kitten Lulu, doing what she does best.