Posts Tagged ‘LNER’

The disintegrated railway

Tuesday, 21 April 2009

The New Zealand Railways Magazine, Volume 9, Issue 11 (February 1, 1935)

picture-23

The Home railways rank among the world’s largest dock-owners. Ports like Southampton, Harwich, Hull and Cardiff, are all railway-owned and operated, and at most of the railway-owned shipping centres increasing business has recently been recorded.

Because of the enormous development of Continental business at the Port of Harwich, the London and North Eastern Railway have just opened a new quay-side passenger station at this point, together with extensive new freight-handling facilities. The new passenger station is 920 feet long, and is equipped with booking offices, money exchange, parcels and inquiry offices, and a spacious refreshment room. For freight handling there is a huge new transit shed, 900 feet long and 63 feet wide, as well as a new quay 6,000 square yards in extent carrying three lines of railway track.

Regular sailings between Harwich and the Continent date back to 1863. At the present time, the L.&N.E.R. operate to and from Harwich nightly steamship services with Hook of Holland and Antwerp. The Zeeland S.S. Company operates a daily service to and from Flushing, Holland; and there is also a nightly service with Esjberg, Denmark, conducted by the United S.S. Company.

(Clck here for the remainder of this article held by the New Zealand Electronic Text Centre.)

It’s difficult for anyone who has only known the post-privatisation British railway scene to imagine the degree of vertical integration achieved by Britain’s railways at their peak. The ‘Big Four’ owned not only the railway stations, railway track, rolling stock, engines, and railway station, but also designed and built their own trains and employed their own direct labour force to maintain everything in tip top condition. Railway owned road vehicles based at railway owned warehouses collected and delivered goods traffic and for good measure the railways owned most of Britain’s ports and sea ferry services as well.

Today’s disconnected railway is not only the most expensive in the world, but also offers apalling customer service. On Monday, former British Ambassador, Craig Murray set out from Ealing at around 12:45 with pre-booked (and supposedly cheaper) return rail tickets to York.

We were due to get the 14.30. However the Central Line was entirely suspended, the District Line had “severe delays” and the Piccadilly Line train we eventually got sat still for a quarter of an hour in Hammersmith before proceeding at a snail’s pace between long rests. In short, a journey that normally takes about 45 minutes between our home and Kings Cross took 1 hour and 45 minutes, and we just missed our train.

National Express then told me that our tickets had no validity on another train; they could not even be upgraded. I had to buy new ones at on the day prices, which cost me over three hundred pounds. Now their train is getting later and later. I am only escorting somebody and coming straight back. I shall now miss my reserved train back and have to buy another on the day ticket.

(Click here for the rest of Craig’s post.)

You would have thought that Poland could benefit from Britain’s mistakes. Not a bit off it – they are taking the British model of the ‘disintegrated railway’ even further!

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Tornado and the Duke,

Monday, 2 February 2009

probably the most advanced steam locomotives in the world.

60163, Tornado, hauling the Peppercorn Pioneer, North of Darlington on the East Coast Main Line Saturday 31 January 2009.  Video nymfootage.

60163’s maiden main line run in revenue earning passenger service on Saturday is all the excuse that we needed to post another video clip of the locomotive running at speed. Through the magic of You Tube and the Internet there is quite lot of video material to chose from. (Just go to You Tube and type ‘Tornado A1’ into the search box.) We were highly selective. We wanted a clip that conveyed something of the power of the locomotive and that was also reasonably professional. 

Nymfootage’s clip is in our eyes, the best clip by far. The cameraman has gone to immense trouble to choose a location that gives him a long panning shot of the locomotive working at speed. The camera is set up on a tripod and the panning and zooming effects are used sparingly and professionally. The result is an impression of immense power, like a greyhound being held back on a leash or a race horse being taken for a light trot. The clip is only marred by wind noise. An external ‘gun mike’ with a decent windshield would have easily cured the problem.

60163 is fitted with a Kylchap exhaust, as originally specified by Peppercorn for his A1 pacifics. The result is a free steaming locomotive that combines the seemingly contradictory design goals of a good draught through the boiler and minimum back pressure in the cylinders. From the lineside the locomotive sounds more like a well-tuned diesel than a traditional steam locomotive. We will probably be lynched by the steam fraternity for saying this! 

60163 is a three cylinder express locomotive built by the A1 Locomotive Trust between 1990-2008. Apart from design changes which were necessary to accommodate modern manufacturing techniques and contemporary safety regulations, the locomotive follows the 1946-47 design drawings of Arthur Peppercorn. The Peppercorn A1 class is a logical progression of the engineering work of Sir Nigel Gresley, former Chief Mechanical Engineer of the LNER, and the designer of A4 Mallard, the fastest steam locomotive in the world.

A final note, the locomotive has not had her naming ceremony yet. (There are rumours that it is to be performed by HRH Prince Charles.) which is why we refer to her as 60163 rather than Tornado.

71000, Duke of Gloucester, hauling the Tynesider near Bradbury on the East Coast Main Line. Saturday 2nd February 2008. Video nymfootage.

Having found the clip of 60163 running at speed we looked at some of Nymfootage’s other work and were delighted to find this amazing clip of BR 8P ‘Standard’ pacific 71000 Duke of Gloucester. Again the location has been carefully chosen to show the locomotive running at speed and an impression of massive, yet contained, power is conveyed.

The ‘Duke’ was designed in 1952-53 by BR CME, Robin Riddles, and incorporated the revolutionary Caprotti valve gear, but with severe time and budget constraints, the design was not properly ‘debugged’ and the single locomotive was not considered a success. After a short working life of 8 years, the locomotive was sent to the scrapyard minus its cylinders. One of these was sectioned and set up with its valve gear in the Science Museum in Kensington.

In 1973 the locomotive was rescued from Barry scrapyard by the 71000 Preservation Society. The Society later became the 71000 Duke Of Gloucester Steam Locomotive Trust. A 13 year rebuild followed, during which all the known design defects were put right. The ‘Swindon’ double chimney was replaced with a Kylchap exhaust, and a new ashpan was constructed which admitted more air to the firebox.

In 1986 the ‘Duke’ steamed again working first on the preserved Great Central Railway and later on the BR main line. A major overhaul was completed in 2004 when the opportunity was taken to ‘tune up’ the locomotive’s valve gear and effect a number of other improvements. The result is that today, the ‘Duke’ is the most powerful steam locomotive to work in Great Britain.

£3 million new build A1 pacific steamed today

Friday, 1 August 2008

Peppercorn A1 pacific 60163 Tornado a few weeks before today’s test run,
photo, The A1 Steam Locomotive Trust

New build Peppercorn A1 pacific, 60163 Tornado, made its first public move under her own steam in Darlington at 11:00hrs today.

The new A1 class (there was an earlier Gresley class with the same designation) was designed by Arthur Peppercorn as the final embodiment of express passenger steam locomotive design for the London and North Eastern Railway. The newly formed British Railways constructed 49 Peppercorn A1s in 1948/49 at their works in Doncaster and Darlington. By 1966, 17 years after the last member of the class was built, all the A1s were scrapped. There was an abortive attempt to preserve the last survivor of the class 60145 St Mungo. The project to build a new Peppercorn class A1 was launched in 1990 and, after 18 years of planning, construction and raising over £2.9 million, 60163 Tornado made her first public run today.

Mark Allatt, chairman of The A1 Steam Locomotive Trust commented:

Tornado’s first public move in steam marks the beginning of the final phase for a project that many said could never be completed. In 1990 a group was formed with a vision and the determination to make it succeed – to build and operate a Peppercorn class A1 Pacific steam locomotive for main line and preserved railway use. 18 years later Tornado is complete. It is down to our more than 2,000 regular monthly and other donors, our sponsors lead by William Cook Cast Products Limited and the hard work of our volunteers and contractors that all that remains now between Tornado and main line operations is the successful completion of her test and trials programme, first on the Great Central Railway at Loughborough and then on Network Rail.

With 4th August marking the 40th anniversary of the end of British Railways steam and 6th August the 60th anniversary of the entry into traffic of the first Peppercorn class A1 60114 WP Allen, there could be no better time to celebrate steam’s second coming and no better way than the completion of the first new main line steam locomotive in Britain for almost 50 years. When this project was launched in 1990 many people said that it could not be done. The completion of the construction programme proves the doubters wrong and means that there is only £66,000 to pay for test and trials and less than four months between now and Tornado’s main line début.

The A1 Trust has built Peppercorn Class A1 Pacific 60163 Tornado at its Darlington Locomotive Works and when certified it will be used on charter trains operating on Network Rail. Fitted with additional water capacity and the latest railway safety electronics, Tornado is fully equipped for today’s main line railway. Over £2.9m has been raised to-date through deeds of covenant, commercial sponsorship (principal sponsor William Cook Cast Products Limited) and through a bond issue. In order to get Tornado on the main line as quickly as possible the Trust needs to raise a further £66,000 on top of its existing pledges.

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