100 million journeys!

Reform or decline
Elizabeth Line success Harper backs GBR

NEWS, VIEWS & ANALYSIS ON TODAY'S RAILWAY www.modernrailways.com

KNIVES OUT FOR HS2

 NO
EASTERN
LEG AT ALL?
 BUT THE
CHANCELLOR
BACKS EUSTON
NEW TRAIN BONANZA! FIVE NEW FLEETS
Merseyrail ‘777’ debut TfW ‘231’ enters service DLR B23 stock unveiled MARCH
2023
£5.99

PLUS
 AVANTI WEST COAST ‘805’ ON TEST  FIRST LOOK AT EMR ‘810’ AURORA BI-MODE
 Philip Sherratt Welcome
philip.sherratt@keypublishing.com An introduction to this issue of Modern Railways

An ETCS experience
M
ost of my media trips
tend to be at civilised
hours of the day, but
a recent outing with Govia
Thameslink Railway to see
progress with the move to digital
signalling on the Northern City
line took place, by necessity, in
the early hours of the morning.
Before our trip on the Moorgate
branch though there was the
chance to observe European Train
Control System in action with
a ride through the Thameslink
core. Readers may recall that the
original intention of introducing
ETCS with Automatic Train
Operation through the core was
to permit smooth operation of the
planned 24 trains per hour service
between St Pancras and Blackfriars
proposed as part of a series of
uplifts through 2018 and 2019.
Of course, this level of frequency
was never reached, and since then
Covid has slowed the pace of crew
training while GTR has focused on Having a go: Editor Philip Sherratt tries his hand on
fine-tuning the ETCS software. GTR’s driver simulator at Hornsey. Tony Miles
GTR reports that around one-
quarter of all services through of balises Jim selects a button on more manually lowering the (you can read more about the
the core now use ETCS and ATO the digital display and we then pass pantograph, although Jim does progress in our news pages).
– of around 700 affected drivers, a ‘cab’ sign, at which point ETCS is check the camera to ensure The transition to ETCS south of
some 200 are trained so far, and engaged. But we are not yet on the change has been made Finsbury Park is similar to that
it will take a couple more years ATO, as we are brought to a halt to successfully. The software on the into the Thameslink core (but
until all are trained. Once they await the passing of a southbound Siemens trains has allowed GTR to without ATO). Ordinarily ETCS
are trained there is an obligation train from Bedford across the deploy this technology at Drayton would permit a more generous
on the operator’s part to ensure junction north of St Pancras. Once Park on the Northern City line approach speed to a terminal
they use these systems, as they the signal turns to green (meaning with the Class 717s too, the ‘717s’ platform, but the notorious
are safer than the conventional the route is clear to the end of being from the same product accident at Moorgate means there
lineside signals and manual driving the platform at St Pancras) Jim family as the Thameslink ‘700s’. is a precautionary step down
(although manual driving remains presses the ‘ATO start’ button and After alighting at London Bridge built into the speed profile here.
on the handful of overnight the train moves off automatically. and performing the trip in reverse, This was a fascinating insight into
services to maintain train handling An interesting point of discussion next stop is GTR’s training facility the progress with the pioneering
skills even where ETCS is in use). is how easy it is to tell if a train is at Hornsey depot for a go on the East Coast Digital Programme. It
I join journalist colleagues using ETCS/ATO. For the ordinary simulators. We first get the chance is widely agreed that the capacity
at Finsbury Park at 20.00 on a passenger the difference is to try driving under conventional boost from ETCS was overstated in
Sunday evening to board the probably not noticeable, but those signals and then under ETCS on the past, but there can definitely
20.26 southbound service through in the know might be able to tell the Northern City line (which does be a capacity benefit – the aim
the core. Up front is driver Jim based on the less defensive driving not and will not use ATO). At first is to have virtual blocks which
O’Donnell, who was previously a style of ATO – the southbound the change to cab signalling seems mean something akin to moving
Test and Commissioning Driver uphill arrival at Farringdon being disarming, but once familiar with it block signalling can be achieved,
for ETCS training on Thameslink a notable example as ATO pushes GTR reports that drivers prefer it – it which could help at busy locations
and is now Simulator Manager the train hard up the gradient is inherently safer and gives them such as Welwyn viaduct.
for GTR supporting the rollout and through the platform. I muse a view of the line up to 4km ahead. But more than anything else,
on the Northern City line. that it would be an interesting This demonstrates the importance the emphasis was on cross-
After leaving Finsbury Park and experiment to observe this and of culture change and bringing industry collaboration and the
passing through Copenhagen try to spot which trains are on drivers on the journey, a key lesson cultural change required by
Tunnel we get a green signal ATO – without wishing to spoil for GTR and the wider East Coast the industry. On both fronts
and a ‘T’ route indication for the such an experiment, GTR says Digital Programme of which the the programme seems to be
line through Canal Tunnels to St its use is more common on St Northern City line rollout is part. succeeding, and we look forward
Pancras. The transition to ETCS Albans to Sutton services as more Then it is time to board a Class to following its journey over the
is simple and much like that I of those drivers are trained. 717 for a ‘test’ run under ETCS to coming months and years.
witnessed on the Elizabeth Line Speaking of Farringdon, this Moorgate, although in practice
back in December (p82, January is where the Automatic Power most of the tests required have Philip Sherratt
issue) – after passing over a group Change Over takes place – no already been carried out by now Editor

www.modernrailways.com March 2023 Modern Railways 3

Contents

FEATURES
IN FOCUS 70 Main lines into the capital

WEST MIDLANDS
West Midlands builds on Games success 72
A photographic showcase of key routes into London
Eurostar targets 30 million by 2030

52 An overview of service expansion plans in the

region, including Midlands Rail Hub ambitions
Joint brand with Thalys launched but
challenges lie ahead for growth

58 Building up the driver establishment

West Midlands Trains’ driver recovery plan explained
NEWS
61 End of an era at New Street
The challenges and successes of the recently 8 News Front
HS2 network could be cut back; Secretary of State backs rail reform
plans; East West Rail operational concerns; new DLR train unveiled
completed resignalling at Birmingham’s hub station

64 A grand collaboration
The work of the West Midlands Grand 20 Rail Freight
New flow of stone to Leyland; GBRf
temporarily withdraws Class 69s
Railway Collaboration in focus

66 Serving Birmingham’s construction sector

A visit to Tarmac’s new rail-served 22 Infrastructure News
First CVL wires to go live in April; CP7 contractors for
Wales and Western unveiled; 4LM progress
construction site at Washwood Heath

68 A centre for Very Light Rail

The West Midlands is pioneering this new technology 74 Europe View
Keith Fender reveals the latest news from across the Continent
aimed at cutting costs of urban transport systems
78 Moving Wheels
Rolling stock news

95 Crossrail update
Crossrail beats forecasts with 100 million journeys already

4 Modern Railways March 2023 www.modernrailways.com

 Contents

REGULARS
3 Welcome
An introduction from the Editor 86 Trackwatch
The latest changes to the rail network
ON THE
6 Railtalk
Our editorial view: the railway
must remove the shackles and
unleash its own entrepreneurs
88 Community Connections
Vicki Pipe highlights an initiative
in Derbyshire providing new
opportunities for young people
COVER 100 million journeys!
Elizabeth Line success
Reform or decline
Harper backs GBR

24 Informed Sources
Implementing Great British
90 People
The latest arrivals and departures
Railways will take a very long time, from across the railway NEWS, VIEWS & ANALYSIS ON TODAY'S RAILWAY www.modernrailways.com

suggests Roger Ford – plus analysis

of potential new entrants to the
passenger market, and assessment
of the threat posed by air mobility
91 All change
In a new quarterly column,
KNIVES OUT FOR HS2
Intuitive Talent Solutions Founder
and Director Nina Lockwood
highlights the benefits of improving

42 Pan Up
Ian Walmsley and the Superannuated
Equality, Diversity and Inclusion
 NO
EASTERN
Anoraks visit London to see what’s
new on the capital’s rail network
92 In Business
Contracts and developments
LEG AT ALL?
 BUT THE
CHANCELLOR
in the rail supply chain
BACKS EUSTON

48 Forum
Readers’ views and opinions
96 Alan Williams
Could the DfT’s cuts resurrect the
NEW TRAIN BONANZA! FIVE NEW FLEETS
Merseyrail ‘777’ debut TfW ‘231’ enters service DLR B23 stock unveiled MARCH
2023
£5.99

50 Blood and Custard

Our diary column
ghost of Dr Beeching in the 60th
anniversary year of his fateful report? PLUS
 AVANTI WEST COAST ‘805’ ON TEST  FIRST LOOK AT EMR ‘810’ AURORA BI-MODE

On 17 January 2023, Avanti West Coast Pendolino

‘Long Drag’ to reform? Direct Rail Services loco No 37425 works the 6K05 No 390111 passes Atherstone with the 09.30
Carlisle Yard to Crewe Basford Hall at Ais Gill on 19 January 2023. Jamie Squibbs Euston to Glasgow Central. Graham Nuttall
Insets: Philip Sherratt/TfL

95 100 million journeys!

10 Reform or decline
8 Knives out for HS2
78 Merseyrail ‘777’ debut
81 TfW ‘231’ enters service
14 DLR B23 stock unveiled
82 Avanti West Coast ‘805’ on test
83 First look at EMR ‘810’
Aurora bi-mode

A SUBSCRIPTION
TO MODERN
RAILWAYS
OFFERS GREAT
SAVINGS ON THE
COVER PRICE.
SEE PAGES 40 AND
41 FOR DETAILS
www.modernrailways.com March 2023 Modern Railways 5
Railtalk
Are we forgetting the railway?
T
ransport Secretary Mark
Harper’s much-trailed George
Bradshaw Address on 7
February was a reminder that when
it comes to railways, the Conservative
Party – as was said of the Bourbon
dynasty in France – has learnt
nothing and forgotten nothing.
What we got were the ideological
arguments in the 1992 Privatisation
White Paper with added open access
operators to appease the cabal
of former Conservative transport
ministers who fail to appreciate
that the current ‘broken railway’
was broken on their watch.
We should have some sympathy
for Mr Harper. In political terms,
he received a hospital pass in the
form of the Williams-Shapps Plan
for Rail. After a makeover by Boris
Johnson, his transport special advisor
6 Modern Railways March 2023
Andrew Gilligan and Grant Shapps,
the proposals must have seemed
somewhere to the left of Karl Marx
to the old school Tory grandees.
Keith Williams, to his credit, had
taken on board the central need
to bring track and train together
again. And while he couldn’t, dare
not, have a single organisation
responsible for track and trains, he
offered the next best thing, with
the putative Great British Railways
specifying timetables and fares and
subcontracting running the trains
to private sector services providers.
However, as the memory of
the chaos of the 2018 timetable
faded, the desire for a return of
private sector values to the railway
gradually reasserted itself. And
all the old tropes came flooding
back. Sadly, fondly remembered
Rail Minister Roger Freeman’s
concept of separate commuter
trains for ‘toffs and typists’ has yet
to re-emerge, but John Penrose MP
gives us a flavours of the mood.
Quoted in The Daily Telegraph, he
suggested: ‘Rather than bureaucrats
or politicians pretending they
know how much each passenger’s
journey should cost, why not get
lots of different rail firms competing
to beat each other’s prices, so
tickets are as cheap as possible?’
Mr Harper’s commitment was to
support more open access services,
with open access operators playing
an important role in the industry’s
future, ‘especially as we grow new
markets and make best use of
spare capacity on the network’.
Readers may recall his
Department’s long-running fight to
the death at Office of Rail and Road
hearings to keep revenue-abstracting,
ORCATS-raiding open access
operators off the East Coast main line.
One result of that pressure has been
ORR’s decision that Mr Harper’s legion
of new open access operators will
be paying their share of fixed track
access charges. You would need a
heart of stone not to laugh – or cry.
Meanwhile, the sense of frustration
among our professional readers will
grow as the policy drift continues.
UNCONSCIOUS IRONY?
‘Taking politics out of the railways
is the only way to build a truly
commercially-led industry....and,
for me, that is non-negotiable.’
Mark Harper, Secretary of State forTransport
7 February 2023
www.modernrailways.com
 Railtalk

And there is no sign of any resolution.
The Transport Secretary has made a
bid for the Transport Act containing
the GBR legislation to have a place
in the final Session of the current
Parliament – which is unlikely to
start much before the end of this
year. But he has yet to hear whether
the bid has been successful.
DRIFT
And so we drift on. And behind all
this political knockabout is the blithe
assumption that the railway will keep
on running through whatever delays
or reorganisations it encounters.
But the railway is not a collection
of hardware and software like a
baked bean factory, with operatives
monitoring what happens. It is
a living process dependent on
thousands of people turning
up on time every day, doing the
right things every time – where
the appropriate ‘right thing’ can
depend on multiple factors.
And while the politicians argue
about ownership and structure, what
trumps them both is leadership.
And it is the railway leadership that
is the most frustrated. They know
what needs to be done to provide a
better service, but they are frustrated
at every turn – whether it is Treasury
approval to procure and lease more
modern, more reliable, greener trains
or the Department for Transport
seeking across the board cost cuts.
Mr Harper cautioned that unless
the gap between revenue and costs
could be narrowed, service cuts
would be the inevitable result. But
when challenged that operators
were already being forced to make
cuts, for example by sending
whole fleets of trains off lease, the
Secretary of State seemed a bit
stumped, but eventually suggested
that while operators were asked
for ideas to save costs he would
push back on decisions where
this involved giving up revenue.
INDUSTRY EXPERTS
‘The role of ministers is to provide strategic direction and be accountable to Parliament.
It is not the role of ministers to pore over operational decisions. For example, I shouldn’t
need to approve whether a passenger train ought to be removed from the timetable
to allow a freight train to run instead, as I was doing earlier today. That will be left to
industry experts in five Regional GBR divisions working in partnership with regional
bodies such as the Greater Manchester and the West Midlands Combined Authorities.’
Mark Harper, Secretary of State for Transport, 7 February 2023
LEADERSHIP the late Adrian Shooter took the
Nor, when it comes to leadership, is view that if you came to him with
time on our side. When experienced a proposal costing £1 which brings
managers don’t know their next in £2, he’d do it. Challenged about
career step, a career outside the this very concept at the Bradshaw
railway becomes more attractive. Address, the Secretary of State
And the cadre of ex-BR managers agreed that if a such a proposal
able to do ‘total railway’ is shrinking. is presented the Department
A worrying straw in the wind for Transport should be biting
is Network Rail’s latest chart people’s hands off to accept it.
of Region, Route and function Not for the first time, all the
leaders. Out of the five Regional mood music about the Department
Managing Directors, one is an for Transport and Treasury
interim appointment. With Route relinquishing control was there.
Directors, this increases to four out Moving from these words to
of 14. And, as reported in ‘Informed putting this into practice is a huge
Sources’ (p24), all these leaders step. The clear suggestion from
will be expected to reapply for politicians at the Bradshaw Address
their jobs when GBR takes over. was that Whitehall stands ready to
We have remarked in the past relinquish the micromanagement
that the Williams-Shapps Plan of the railway and that its very
offered a transformed railway, but existence was due to the challenges
lacked much detail of how it was of the pandemic and subsequent
to be achieved. With Mark Harper’s political instability. The mood
speech, the mirage has just receded. after the Address suggested
Meanwhile, there is a railway to many in the industry are unsure
be run efficiently and safely. Time whether that willingness to
for senior leadership at Network relinquish control really exists.
Rail and the train operators to focus But, bluntly, we do not have
on running the railway – and shout a choice. It is time to take the
loudly for anyone obstructing shackles off and unleash the real
them to get out of the way. railway’s own entrepreneurs.
This applies equally to Otherwise, there may be not much
commercial matters, where it is time of a railway to reform if, or when,
to ‘be more Adrian’. As a manager, reform eventually happens.

HS2 SUCCESS IS CRITICAL

East Coast open access: Lumo’s No 803003 heads north at Thirsk on
4 January 2023 with the 12.18 King’s Cross to Edinburgh. Rob France
Reports that HS2 is already struggling
to meet targets of both cost and
schedule (p8) should be a cause of grave
concern for all in the railway industry.
The Government clearly believes in the
basis of the project and the jobs boost it
provides – both Transport Secretary Mark
Harper and Rail Minister Huw Merriman
have been out visiting sites to see the
project first hand. But we cannot expect
a blank cheque to complete the project,
especially with the troubled Great Western
electrification project and its cost overruns
still in Treasury officials’ memories.
Let us be clear – this is not an argument
about the rights and wrongs of the project,
which is now well into construction on
Phase One. But if the warnings about
exceeding its budget and delays are
anywhere near as bad as is being reported,
the portents for railway enhancements
more generally are not good. With so
much money being poured into HS2, the
Government (and especially the Treasury)
will want to see HS2 deliver if the railway
is to benefit from further investment.
Crossrail was for many years being
reported as on time and on budget, and
the delays only became apparent later.
While a good chunk of that was being
concealed within the project, it is worrying
if HS2 is already encountering these issues
as much as a decade before it even carries
a passenger. But, at the same time, there
is also a worrying lack of transparency
around HS2 costs and schedule, which
seems to be confined largely to Ministers’
six-monthly updates to Parliament.
Answering questions at the George
Bradshaw Address on 7 February, Transport
Secretary Mark Harper was very positive
about the impact of the Elizabeth Line
and suggested the economic boost it
offered would be replicated by HS2.
But to achieve that goal, we need HS2
Ltd and its contractors to deliver.

www.modernrailways.com March 2023 Modern Railways 7

News Front
HS2 faces threat of further cuts
But £1.2bn coming for Crewe and WCML North
Key interchange: Avanti West Coast Pendolino
No 390009 calls at Crewe with the 13.47 Blackpool
North to Euston on 29 August 2022. Philip Sherratt
THE GOVERNMENT is reviewing
options to further cut the scope
of High Speed 2 amid concerns
about costs, while Modern Railways
also understands the project is
running behind schedule.
On 27 January Chancellor Jeremy
Hunt moved quickly to rebuff
media reports that the section
from Old Oak Common to Euston
would be cut from the project,
telling the BBC he did not see ‘any
conceivable circumstances’ in which
the section to Euston would not go
ahead. However, Modern Railways
understands this section is unlikely
to be open until the late 2030s,
some way behind the initial Old Oak
Common to Birmingham Curzon
Street route and later than Phase 2a
from the West Midlands to Crewe.
Subsequent media reports
referenced reviews of the project
under the codenames ‘Project
Silverlight’ and ‘Operation Blue
Diamond’. It is understood cutting
Euston from the scope was just one of
a number of options tabled as part of
these reviews; others included cutting
the Handsacre link from HS2 to the
West Coast main line at the north
end of the Phase One route, and
Thompson is new HS2 Chair
SIR JONATHAN Thompson has
been appointed as the Chair of
HS2 Ltd, after almost a year as
Deputy Chair. The organisation
has not had a permanent Chair
for more than 18 months after
previous incumbent Allan Cook
stepped down in mid-2021.
8 Modern Railways March 2023
HS2 as it stands: map
showing the extent of
high-speed infrastructure
following the publication of
the Integrated Rail Plan but
prior to the latest review.
not building the eastern leg to East
Midlands Parkway. The latter element
already represented a significant cut
from the original plan to build a full
eastern leg via a hub at Toton and
through South Yorkshire to Leeds.
Giving the George Bradshaw
Address on 7 February, Transport
Secretary Mark Harper highlighted
the Government’s commitment to
Sir Jonathan has previously
served as Permanent Secretary
at both the Ministry of
Defence and HM Revenue
and Customs. He is a member
of the Chartered Institute of
Management Accountants
(CIMA) and the Chartered
HS2 from Euston to Manchester and
to the Integrated Rail Plan, of which
the eastern leg to East Midlands
Parkway is part. Asked by Modern
Railways about the media reports
concerning cuts, Mr Harper said he
would not comment on speculation.
However, the Secretary of State
hailed the success of Crossrail and
said it provides an example for HS2
Institute of Public Finance
(CIPFA), and after a period in
both roles will stand down
from his current role as the
Chief Executive of the Financial
Reporting Council (FRC).
The Department for Transport
says he will provide strategic
to follow. ‘I want to do on [HS2’s]
route what we see the Elizabeth Line
is doing – now it is open nobody
goes “you shouldn’t have done it”’
he said. He said the then Chancellor
George Osborne’s decision to
proceed with Crossrail when it
could have been axed showed the
long-term sense of importance the
Government attached to it, and Mr
Harper said the Elizabeth Line had
transformed London’s economic
geography and he believed HS2 will
do the same for the areas it serves.
Insiders have suggested the initial
Old Oak Common to Birmingham
section may open towards the back
end of its current opening window of
2029 to 2033, but the link into central
London at Euston may be as much
as five years behind it. The section to
Euston will almost certainly open after
the completion of Phase 2a to Crewe.
In more positive news, it is
understood the Government has
agreed to provide £1.2 billion
towards works associated with
HS2 in the North West. Around half
of the money will go towards a
major reconfiguration at Crewe to
accommodate high-speed services,
with a significant remodelling
and resignalling project being
developed by Network Rail in
partnership with HS2. The remainder
will fund a significant upgrade of
the northern stretch of the West
Coast main line, where much of the
infrastructure dates from the 1970s.
This route will be used by Anglo-
Scottish HS2 services after they leave
the dedicated high-speed line, and
there is widespread concern about
the capacity and capability of the
infrastructure on this stretch. While
the funding will not cover all aspects
of the work needed on WCML
North, it will allow good progress
to be made, including the potential
introduction of European Train
Control System (ETCS) signalling.
leadership, oversight and
accountability for the HS2
programme, ensuring it is
delivered on time and in budget
while continuing to create
jobs, boost local economies
and provide much-needed
capacity on our railways.
Elaine Holt, an existing Non-
Executive Director, has been
appointed as Deputy Chair.
www.modernrailways.com

Strikes hit economy by £700m – Merriman
RAIL MINISTER Huw Merriman
told the House of Commons
Transport Committee on 18
January that the impact of rail
strikes on the UK economy has
been calculated at around £700
million. He added that the strikes
have cost the railway a claimed
£25 million on weekdays and
£15 million on weekends.
Mr Merriman also agreed with
Exeter MP Ben Bradshaw, who
pointed out that with estimated
costs of the strikes to Government
of up to £500 million, the
Phase One construction forges ahead
Chiltern tunnel drives reach halfway point
ON PHASE One of HS2, boring of
the 10-mile-long Chiltern tunnels
has reached the halfway stage,
with Tunnel Boring Machines
Florence and Cecilia passing the
halfway mark on their drives.
Excavation of the five ventilation
shafts on the tunnels has now
been completed; these are sited
at Chalfont St Peter, Chalfont St
Giles, Amersham, Little Missenden
and Chesham Road. In excess of
56,000 fibre reinforced tunnel
lining segments have been
installed, with each made on
site in a temporary factory.
So far, more than 1.3 million
cubic metres of chalk and flint
have been excavated. This will be
used to help create 127 hectares
of new landscaping, wildlife
habitat and chalk grassland.
Meanwhile, the final piles on the
2.1-mile-long Colne Valley viaduct
have been installed to support 56
piers on the structure, which will be
one of the longest railway bridges
in Britain. To support piles in lakes,
temporary jetties with cofferdams
were installed. These jetties are
used to transport materials and
equipment during construction
of the piers and viaduct deck.
When the piles are completed, a
concrete pile cap is installed to
support the structure. The piles
were bored into the ground before
being backfilled with concrete.
Further north along the Phase
One route, Birmingham City
Council has granted planning
approval for construction of High
Speed 2’s maintenance and control
hub at Washwood Heath. The
facility will maintain, service and
www.modernrailways.com
industrial action has cost more
than settling would have done.
When asked what the cost savings
would be of closing ticket offices – as
per the Rail Delivery Group’s proposals
to the RMT union – Mr Merriman
said: ‘Of course, we cannot model the
exact financial efficiencies. To do that,
one would end up predetermining
the ticket office consultation
process ... we need to look at each
office and what the impacts are.’
ASLEF drivers at 13 operators took
strike action on 1 and 3 February.
ASLEF rejected proposals from the
Halfway through a mammoth job: inside one of the Chiltern tunnels in
November 2022, with a cross-passageway visible on the right. Courtesy HS2 Ltd
store HS2 trains, and the facility
includes the maintenance building,
Network Integrated Control Centre
Viaduct visitor: on 16 January Rail Minister Huw Merriman became the first person to officially
walk along the 3.4km structure crossing the Colne Valley on the outskirts of London. Courtesy HS2 Ltd
RDG, claiming it was an attempt to
‘get hundreds of millions of pounds
of productivity for a 20% pay cut’.
As we went to press, the RMT union
rejected offers from both Network
Rail and RDG (the latter on behalf of
train operators), saying ‘they do not
meet members’ expectations on pay,
job security or working conditions’.
At the Bradshaw Address earlier
the same week, Transport Secretary
Mark Harper had described the latest
offers to unions as ‘best and final’ and
said he hoped members would get
the opportunity to vote on them.
and staff facilities. Around 250
staff will work in the maintenance
building, which will also store
March 2023 Modern Railways
News Front
The TSSA, meanwhile, was
considering offers made by
train operators which include an
improved pay deal over two years,
no compulsory redundancies until
the end of 2024 and full consultation
over ticket office closures and
changes to terms and conditions.
However, a ballot launched on
1 February was still held while it
considered the offer. Planned strikes
by TSSA members on West Midlands
Trains on 14-15 February were
suspended as a ‘measure of goodwill’
while the offer was considered.
materials and equipment, while
more than 100 will work in the
standalone control centre, which
will operate and manage the HS2
network. A stabling facility will be
built on the west side of the depot.
On Phase 2b from Crewe to
Manchester, alterations have
been made around the proposed
station at Manchester Airport,
which would also serve Northern
Powerhouse Rail. Under revised
proposals, the M56 motorway
would be realigned to the south,
with Junction 6 converted to a
roundabout junction and HS2
running in a shallow tunnel
underneath. A direct road link
would be provided to the station,
with a flyover crossing Hale Road
and running parallel to the M56.
Community engagement sessions
are to take place in the area in early
March on the proposed changes.
9
News Front
Government commits to GBR vision
Harper: railways ‘aren’t fit for purpose’
SECRETARY OF State for Transport
Mark Harper said the railways ‘quite
frankly, aren’t fit for purpose’ at the
annual George Bradshaw Address
on 7 February, adding that ‘only
major reform’ can break the ‘cycle of
decline’ the railway would otherwise
be facing. He described the current
operation of the railway as ‘financially
unsustainable’ with revenue lower
and costs higher than before Covid,
adding ‘any other industry would
have collapsed years ago’ and
that it isn’t fair ‘to continue to ask
taxpayers to foot the bill, many of
whom don’t regularly use railways’.
Mr Harper said the Government
would ‘pick up the pace of reform’.
The winner of the Great British
Railways headquarters competition
is to be announced ‘before Easter’. In
the summer, the Government will
respond to the consultation on GBR’s
legislative powers, and the Great
British Railways Transition Team will
publish a guiding long-term strategy
for rail later this year. Mr Harper
emphasised that the plans he was
outlining ‘have the full support of the
Prime Minister and the Chancellor’.
However, there was no clarity as
to the timescale for the legislation
Trialling ticketing changes: with steam from Little Barford gas power station filling
the sky, LNER’s driving van trailer No 82214 leads an InterCity 225 set working the
07.15 Leeds to King’s Cross at Sandy on 23 January 2023. Blake Cracknell
10 Modern Railways March 2023
to create GBR, which Mr Harper
said is ‘not in my gift to promise’.
PRIVATE SECTOR ROLE
A heavy emphasis was placed
on creating a greater role for the
private sector as compared with the
proposals in the Williams-Shapps
Plan for Rail, which was published in
May 2021. Described as a ‘pragmatic
partnership’ between the state and
private sector, Mr Harper said the
private sector would, in partnership
with GBR, reinvigorate the railway,
drive innovation and attract more
customers. Current National Rail
Contracts are ‘a short-term fix’ and
‘will be phased out’, replaced by new
Passenger Service Contracts which
will ‘balance the right performance
incentives with simple, commercially
driven targets’. Risk will sit ‘where
it is best managed’, which could
be with operators, but ‘only where
it drives the best outcomes for
passengers and taxpayers’.
Another strong focus of the
speech was on providing greater
freedom for the railway from
Government control. Mr Harper
said the role of ministers ‘is to
provide strategic direction and be
accountable to Parliament’ and not
‘to pore over operational decisions’. ‘I
shouldn’t need to approve whether
a passenger train ought to be
removed from the timetable to allow
a freight train to run instead’ said
Mr Harper. ‘Instead, that will be left
to industry experts in five regional
GBR divisions working in partnership
with regional bodies such as the
Greater Manchester and the West
Midlands Combined Authorities.’
Discussing the new operating
contracts, he said: ‘We shouldn’t be
afraid to let Managing Directors of
SINGLE LEG PRICING TRIAL TO BE EXPANDED
A trial of single leg pricing will be
expanded across more LNER routes,
Transport Secretary Mark Harper
confirmed in the Bradshaw Address.
Mr Harper said raising revenue will
require the instilling of a ‘customer first
culture’, and that this means tackling the
issue of ticketing. LNER began trialling
single leg pricing in January 2020 on
certain routes, with return fares dropped
in favour of two single tickets at the
same price. This is to be extended across
the LNER network from the spring, with
the results assessed before any wider
Train Operating Companies actually
manage and direct their operations’
and that GBR should be ‘a slim
controller, not a fat controller’.
OPEN ACCESS OPPORTUNITY
Mr Harper said another aspect of
reform would be providing a greater
opportunity for open access services
‘where it benefits passengers and
taxpayers’. He highlighted the
benefits offered by Hull Trains,
Grand Central and Lumo on the East
Coast main line, saying ‘Open access
operators will play an important role
in the industry’s future, especially
as we grow new markets and
make best use of spare capacity on
extension. Mr Harper emphasised that
this is ‘not about increasing fares’, but
allowing passengers ‘to benefit from
simpler ticketing that meets their needs’.
LNER is also the chosen operator to trial
Demand Based Pricing, which Mr Harper
said would allow the railways to ‘learn from
aviation and better manage capacity’.
The Secretary of State confirmed the
extension of pay as you go ticketing,
with a further 52 stations across the
South East to be completed this year,
including on Chiltern Railways, London
Northwestern and c2c services.
www.modernrailways.com
 News Front

Merger with TPE mooted: after not having seen a passenger

the network’. Mr Harper said DfT
train since New Year’s Day 2022, the Saturday-only service
resistance to open access proposals
finally returned to the Brigg line on 14 January 2023. Northern’s
arose from the ‘mad’ system where
No 150206 calls at Kirton Lindsey with the first of the revived
his department is accountable for
services, the 07.53 Sheffield to Cleethorpes. Dafydd Whyles
costs but revenue accrues to the
Treasury, with DfT believing new
services would take away such
revenue. However, it is expected
any successful bids for new open
access services will be accompanied
by higher track access charges.
On freight, Mr Harper said:
‘We cannot overstate rail freight’s
untapped potential for green
growth, so I intend to create a
duty to ensure the new industry
structure realises that potential
with a dedicated Strategic Freight
Unit tasked with creating better
safeguards, more national co-
ordination and, later this year, setting
a long-term freight growth target.’
Network Rail Chief Executive
Andrew Haines, who joined a
panel discussion following the
speech, said a lot of people would
‘Opportunity’ to merge TPE and Northern
be breathing ‘a deep sigh of relief’
that the Government had backed
Open access must pay its way, says Minister Merriman
plans for GBR and that the industry NORTHERN AND TransPennine but the recommendation is not to more open access, so that we get
did not have to ‘rip it up and start Express could potentially be merged, allow it because, effectively, you more competition there as well.’
again’. He welcomed the drive to be Rail Minister Huw Merriman told the end up giving away the railway Mr Merriman said the Rail
customer-centric, the recognition Transport Committee on 18 January. for indeterminate amounts of Network Enhancements Pipeline
of the role of devolution, the focus In a wide-ranging session which time for nothing. Yet at the same had ‘far too many projects in it for
on a guiding mind which takes covered industrial relations (p9) time, as I have already said, the the funding envelope that has been
the big decisions but doesn’t and rail reform, Mr Merriman was taxpayer is the one footing the awarded to it – that has always
micromanage, and the diversity asked whether the Operator of Last bill for another train operator. been the case’. The RNEP, setting
of the model in terms of when it Resort could take over operations ‘I want to see more open access, out future rail enhancements,
is right to allocate revenue risk. such as Avanti West Coast and but the open access providers need was initiated in 2019 and was
TransPennine Express. He said: to pay for the use. Then we have due to be published annually,
‘There is an opportunity, if one proper competition but a level but it has never been updated.
looks at TransPennine Express and playing field in terms of the cost part.’ Mr Merriman said the
Northern, for a different model that Mr Merriman said that as it Department for Transport is trying
combines both. I am not saying this stands open access can distort the to work out its financial envelope
is exactly what is being designed, market, continuing: ‘I would like to and then the projects with the best
but many commentators have said see more open access, but working benefit-cost ratio will be selected.
that the model could be better put on the basis that there is equality However, the Minister warned:
together were those two operators when it comes to the actual track ‘There will be some projects in
to be amalgamated as one.’ charge side of things and then let that list that we cannot continue
On open access operations, Mr the competition commence. That with, and in reality, have not been
Merriman said: ‘I would tend to get will form part of the rail reform continuing with. No-one has been
a recommendation saying “there is that I mentioned ... it is not just to frank and up front with stakeholders
an open access opportunity here,” deliver rail reform but to bring in as to that situation, but I will be.’

NRC extensions for SWR and c2c

SOUTH WESTERN Railway
and c2c have both been given
two-year extensions to their
National Rail Contracts by the
Department for Transport.
FirstGroup/MTR-owned SWR
began its NRC in May 2021,
running for two years with an
optional extension of the same
length which has now been
exercised, meaning the contract
will continue to May 2025. First/
MTR took on the South Western
franchise on 20 August 2017,
which includes Island line as
a subsidiary operation.
A key priority for SWR will be
introducing its new fleet of 90
Class 701 Arterio EMUs, built by
Alstom and financed by Rock Rail.
The project has suffered a series
of delays, but as of early February
SWR and Rock had accepted
29x10-car units from Alstom
from an overall fleet of 60x10-car
and 30x5-car sets. Alstom is well
advanced with construction of
the fleet, with the 54th 10-car
unit on the production line at its
factory in Derby in early February.
c2c, which is owned by
Trenitalia, began its two-year
NRC in July 2021, again with a
two-year option which will take
the contract to July 2025. c2c is
also to introduce new trains from
Alstom soon – it has 12x5-car Class
720/6 EMUs on order, financed by
Porterbrook. All have now been
built, although none had been
accepted as of mid-February, with
the start of driver training awaited.

www.modernrailways.com March 2023 Modern Railways 11

News Front
EWR progress but concern
over operational readiness
Operator and rolling stock to be confirmed ‘in due course’
OVER HALF of the track has been
laid on East West Rail between
Bicester and Bletchley, EWR
Alliance Director Mark Cuzner told
a meeting of Buckinghamshire
Council’s Transport, Environment &
Climate Change Select Committee
on 2 February. However, industry
insiders have raised concern that
no operator has been appointed to
run services between Oxford and
Milton Keynes and the recruitment
and training of crew is yet to begin,
which could create a gap between
the completion of the infrastructure
and the start of passenger services.
Mr Cuzner said the track is
extending at both ends, east
from Bicester towards Claydon
and west from Bletchley towards
Winslow. Rail, sleepers and ballast
are being delivered by train and
Mr Cuzner said the construction
work is on course to be ready for
the introduction of DMU services
between Oxford and Milton
Keynes in late 2024 or early 2025.
12 Modern Railways March 2023
It is understood Chiltern Railways
is likely to be selected as the operator
for the service, using a fleet of
6x2-car Class 196s released by West
Midlands Trains. Neither aspect has
been publicly confirmed; when
asked, a Department for Transport
spokesperson said more information
would be provided ‘in due course’.
One senior figure raised concern
with Modern Railways that while the
infrastructure work is on schedule,
the first passenger trains may not
run until well into 2025 due to a
lack of operational readiness.
Councillors at the Buckinghamshire
Council meeting asked whether the
area around the former Claydon
LNE Junction, where EWR crosses
over HS2 and the EWR trackbed is
being built by HS2 contractor EKFB,
is a source of risk for delay for the
project. Peter Hume, Network Rail
Joint Sponsor Lead, replied that this
section is due to be handed over to
the EWR Alliance for track laying by
the middle of this year. The Council
has reported that repeated requests
to HS2 for a copy of the interface and
handover documentation, so that it
can help mitigate any risk linked to
the Council, have been stonewalled.
Structures are making good
progress, with the Bletchley high level
platform structures complete and
moving to fitout stage. At Winslow,
the new station building and
footbridge are taking shape. All five
new road overbridges in the project
are completed and open to traffic,
while seven out of 10 new footbridges
over the line are complete. Acoustic
barriers have been built in three
locations – these will help screen out
construction noise and will remain in
place when the railway is complete
to reduce operational noise.
NONDIESEL OPTIONS
Councillors are concerned about the
absence of both electrification and
the proposed link to Aylesbury over
the old Great Central main line in
the current construction works. Mr
EWR construction progress: No 66532 at the east end
of the New Track Construction train on the former
Winslow station site on 26 January 2023. Phil Marsh
Hume reported that the Aylesbury
spur remains in the Transport & Works
Act Order, but does not at present
pass the Department for Transport’s
affordability criteria. Network Rail
is continuing to pursue ways of
making the spur affordable before
the TWAO powers expire; work
would need to begin at the start of
2025 to avoid expiry of the powers.
Electrification was descoped
from the project before the TWAO
was made, but Mr Hume told the
councillors DMUs are a temporary fix
and the hunt for non-diesel rolling
stock will begin almost as soon as the
service commences. An open mind is
being kept on the eventual outcome,
which could be overhead electric,
battery-electric or hydrogen – or
some sort of bi-mode combination.
Mr Cuzner told councillors EWRA
is putting in place rurally sympathetic
landscaping policies, involving
150,000 trees and plants. The
project has committed to delivering
a 10% biodiversity net gain.
www.modernrailways.com

GTR prepares for Moorgate line ETCS rollout
GOVIA THAMESLINK Railway will
start training drivers to use European
Train Control System (ETCS) signalling
on the Northern City line (NCL) from
Finsbury Park to Moorgate as soon
as authorisation is received for the
on-train and trackside equipment to
be used in service; this is expected
to be received in March or April.
‘Approval to Place in Service’ is
required for both elements before
driver training can begin, although
Network Rail has begun training
its signallers. GTR has around 250
drivers to train for ETCS on the NCL,
a process which is expected to take
about a year, although 15 test and
commissioning drivers are already
using ETCS as part of the testing
programme, which is nearly complete.
The NCL is the first element of
the East Coast Digital Programme
to roll out digital signalling from
King’s Cross to Stoke Tunnel, south
of Grantham. After the NCL has
migrated to ETCS, the next section
will be an overlay from Welwyn to
Hitchin, with existing lineside signals
retained initially. Future sections will
then switch straight to ETCS, with
Biggleswade to Fletton (south of
Peterborough) likely to be the first
to do this. The aim is to complete
the programme as far as Stoke
Tunnel by the end of the decade.
Testing of ETCS on the NCL started
in mid-2022, comprising a variety
of test case scenarios also covering
communications between the
driver and signaller. This followed
an infrastructure upgrade to Train
Protection and Warning System,
which was required to provide the
electrical interlocking for ETCS and
was completed in May 2022. The
Southeastern responds to timetable complaints
SOUTHEASTERN HAS added
extra services following complaints
about overcrowding after it radically
changed its timetable in December.
The rewrite in December (p76,
November issue) aimed to respond
to the reduction in the number of
passengers commuting following
the pandemic and deliver a
more robust service by reducing
conflicts at key junctions such as
Lewisham. The change prompted
complaint from some passengers,
and scenes of overcrowding at
London Bridge on certain days in
January created media headlines.
A joint letter to MPs from
Southeastern Managing Director
www.modernrailways.com
In the dead of night: No 717002 at Moorgate in the early hours of Monday 7 January
while performing an ETCS test trip on the Northern City line. Philip Sherratt
Cab signalling: driver Howard Weir at the controls of No 717002 during
an overnight ETCS test run on the Northern City line. Philip Sherratt
upgrade included the removal of
tripcocks from the tracks, with the
train-borne equipment on GTR’s Class
717s also to be removed shortly.
The transition from TPWS to ETCS
on the Northern City line takes place
between Finsbury Park and Drayton
Park, meaning four conventional
signals will remain in use as a semi-
permanent overlay. These will be
Steve White and Network Rail’s
Southern Region Director Ellie
Burrows apologised for the
disruption, which the companies
said was caused by ‘infrastructure
failures and some mobilisation
challenges’. Southeastern reports
it has seen record post-Covid
passenger numbers in the evening
peak, more concentrated between
17.00 and 18.30, meaning some
additional trains are required. Two
extra Cannon Street to Orpington
services at 17.36 and 18.05 were
introduced from 30 January, with
further changes from 13 February
including some morning peak
tweaks and lengthening of trains.
removed once the adjoining section
of the ECML has migrated to ETCS, but
on the rest of the NCL signals will be
removed once all drivers are trained.
TRAINING
Driver training for the NCL migration
will be carried out in a facility at
Hornsey depot. The one-week course
comprises two days of classroom and
According to the letter, severe
disruption was the cause of
crowded platforms at London
Bridge, and Southeastern says it
is undertaking a formal review of
crowd control measures at the
station jointly with Network Rail.
Another joint focus is reducing
the number of temporary speed
restrictions to cut delays.
A spokesperson for Southeastern
said: ‘We’re sorry to all our
customers who have had disrupted
or uncomfortable journeys in recent
weeks. Our railway experienced
a large number of infrastructure
failures and some operational
issues since the beginning of
March 2023 Modern Railways
News Front
simulator training and three days of
practical handling, with a final exam
at the end of the week. Once ETCS
rolls out on the ECML, GTR will need
to train around 1,000 drivers in total,
although some of these will already
have been trained as part of the NCL
programme or to utilise ETCS through
the Thameslink core from St Pancras
to Blackfriars/London Bridge. The
training programme incorporates
lessons from the Thameslink element,
with GTR preferring not to use full
cab simulators but instead to use
computer desks so drivers are taught
the principles of the system rather
than linking it with a specific type of
traction. As training rolls out more
widely for the ECML migration, GTR
plans to set up satellite training
locations at depots, taking the
training to drivers, as this is deemed
the most efficient way to organise it.
Oly Turner, Head of ERTMS for
GTR, highlighted the collaborative
effort engendered on ECDP and the
way the operator is sharing lessons
with others. Rob Forde, Network
Rail’s Senior Programme Manager,
agreed that the programme felt
‘inclusive’ and cross-industry working
is fundamental to its success.
Mr Turner highlighted the
importance of engagement with
trade unions, saying GTR had taken
drivers to the Cambrian line (where
ETCS has been in use for more than a
decade) to learn the technology. Mr
Forde said ASLEF can see the safety
benefits ETCS offers by providing a
forward view of the line ahead, as
compared to the limited visibility with
conventional signals. Experience on
the Cambrian line with moving to a
‘signals away’ railway is also valuable.
January, which meant that the
launch of the new timetable wasn’t
the start we had planned for, nor
what our customers deserve.’ The
spokesperson added: ‘We remain
committed to providing a low
cancellation, high punctuality
railway with space for everyone
and value for money for taxpayers.’
Meanwhile, it is understood
Southeastern’s call for expressions
of interest to supply new or
cascaded rolling stock to replace
its Networker fleet prompted
strong interest, and the operator
intends to progress this project by
issuing a formal prequalification
questionnaire later this year.
13
News Front
Mayor unveils new
CAF B23 stock for DLR
Fleet of 54 five-car trains to enter service from early 2024
THE FIRST of 54 new CAF-built
trains for the Docklands Light
Railway has been unveiled by Mayor
of London Sadiq Khan following
delivery to Beckton depot in
January. After a period of testing,
the first of the new trains is due
to enter service in early 2024.
Designated by Transport for
London as B23 stock, the five-car
trains are from CAF’s Inneo metro
platform and are being built at its
Beasain factory and delivered by
road to Beckton depot. As of early
February, 11 trains had been built
Walk-through carriages: interior of B23 stock. Philip Sherratt
14 Modern Railways March 2023
by CAF. A second train is due to be
delivered to Beckton in early March,
and this pair of trains will be used
to carry out type testing on the DLR
network. Initially this will take place
at night and will also cover gauging
and the platform-train interface. In
April signalling integration testing
with the DLR’s Thales system will
begin. Later this year ghost running
of trains during the daytime, between
service trains, will take place, with the
first two trains needing to achieve a
mean distance between failures of
20,000km prior to acceptance. This
New DLR train: one of the new
B23 stock units. Courtesy TfL
reduces to 5,000km for the following
three trains and to 1,500km after that.
CAPACITY BOOST
Each 87-metre-long train is equivalent
in length to three current DLR trains
(which normally operate in pairs or
threes). The B23 stock trains have
walk-through carriages and can
carry 792 passengers, with 156 seats
(including 15 tip-up seats), a total
increase of 10% on the equivalent
train length being replaced. The new
trains are not articulated but have a
special design of corridor connection
You can still pretend to drive! Forward-facing seats at the front of the B23 stock
train, with controls for use by the Passenger Service Agent when required. PSAs
will stand up to operate these on the new trains, so the box containing the
controls is higher than on existing stock, and to comply with crashworthiness
regulations it protrudes further into the carriage. Philip Sherratt
to handle the sharp curves on the
DLR. Seating is all longitudinal
apart from two pairs of transverse
seats at each end; the facility for the
Passenger Service Agent to operate
the train from the front remains.
Other new features to the DLR
include air conditioning, real-time
passenger information screens and
USB charging points. The colour
scheme is markedly different to that
of the current DLR trains and uses
the teal colour which designates
the DLR on the tube map, both
internally and externally, with the
aim of bringing the livery into line
with the recently delivered London
Overground and Elizabeth Line
fleets. The interior features a new
seat moquette called ‘Poplar’.
There is a coloured light above
each pair of doors which shows
when they are open or closing – this
will light up green on the approach
to a station to show which side the
doors will open and remains green
while they are open, before flashing
red as the doors close. Each train has
three wheelchair spaces and three
multi-use areas with tip-up seats, and
there are more grab poles than on
previous trains, with the aim that most
passengers will always be within reach
of one as they walk through the train.
GROWTH
TfL placed the order for the new trains
with CAF in 2019. Thirty-three of the
trains will replace the current B90, B92
and B2K fleets – the more modern
B2007 trains will remain in service.
A further 10 trains were ordered
for network growth, subsequent
to which 11 trains have been
funded through the Government’s
Housing Infrastructure Fund for a
further capacity increase to support
the development of new homes,
particularly in the Royal Docks. It is
possible these 11 trains could be built
at a different site, including at CAF’s
factory at Newport in SouthWales.
www.modernrailways.com

It is expected to take two years to
introduce the 43 trains in the original
2019 order, with the additional 11
trains to follow directly after and
the rollout due to be completed
by the end of 2026. It is likely the
trains will carry passengers first on
the Beckton branch or Stratford
International to Woolwich route,
these being the closest to the
main depot at Beckton, although
eventually the B23 and B2007
fleets will work interchangeably
across the DLR network. As the
new trains enter service and older
types are withdrawn, the number of
two-car formations on the DLR will
gradually decrease, although TfL is
still working on the scope and timing
of timetable changes associated
with the new fleet’s introduction.
TfL Commissioner Andy Lord
said at the launch event that DLR
patronage remains strong and TfL was
not seeing significant attrition from
the DLR to the new Elizabeth Line,
although travel patterns had changed
since the opening of the new line. He
said TfL believes it has a strong case
for extending the DLR from Gallions
Reach across the river Thames to
Thamesmead and will be making
the case to Government for capital
funding for this scheme. This may
create the need for further additional
trains, and TfL still has options
available with CAF to add to the order.
Meanwhile, TfL has awarded an
£88 million contract to Morgan
Sindall for the next phase of work
to expand the depot at Beckton
to support the enlarged fleet. The
deal covers construction of a new
maintenance building, installation of
a test track and the construction of
new sidings to the south of the depot.
The southern sidings were originally
planned to be completed earlier, but
the pandemic prompted a rephasing
of the work and the northern sidings
were built first by Buckingham
Group under a separate contract.
Doors closing: red lights flash around
the doors when they are shutting, while
a green light shows when they are open
(or just about to open). Philip Sherratt
www.modernrailways.com
Hook landslip causes
South Western disruption
REPAIRS TO a major landslip at Hook
on the South Western main line were
due to be completed by 24 February.
The landslip occurred over the
weekend of 14-15 January on
the stretch between Woking and
Basingstoke, and initially only the two
London-bound tracks were available
for use by trains, with services
limited to one train every 90 minutes
in each direction. The following
weekend, Network Rail closed the
line completely to slew one of the
Down lines around the affected area,
enabling six trains per hour to run
through the area in each direction.
This allowed some direct services to
be reinstated, and trains were able
to call at Hook, Winchfield and Fleet
stations again, although not at Hook
in the country-bound direction.
To carry out the repair engineers
built a 580-metre-long access road
to bring materials and machinery to
the site. They then built a 60-metre
retaining wall, made up of 100
12-metre-long ‘sheet piles’ driven
into the ground to stabilise the
TfL fares to rise by 5.9%
PUBLIC TRANSPORT fares in
London will be rise by an average of
5.9% from 5 March. The increase is
in line with the increase in main line
fares announced by the Government.
Transport for London’s funding
agreement from August 2022
assumed the Mayor of London
would increase fares for 2023-24 in
line with the national rail fares. This
News Front
Major challenge: view of the site at Hook on 17 January,
with the embankment completely washed out from under
the Down Slow line on the left. Colin Scott-Morton
Ingenious solution: a temporary deviation to enable trains to use
the Down Fast line allowed the restoration of some services from 23
January. On 24 January SWR’s Nos 444010/450085 pass the deviation
with the 10.35 Waterloo to Weymouth. Colin Scott-Morton
embankment and protect the repairs, from the start of service on 13
railway from future landslips. The February country-bound trains were
steepness of the embankment to start calling at Hook again. This was
has also been regraded to reduce to be followed by extended night
the risk of material falling. closures to allow the restoration of
As we went to press, Network Rail the track layout, meaning alterations
confirmed plans to reopen all four to late night and early morning
lines by Friday 24 February. Following services. The full timetable was due
the completion of embankment to be reinstated from 24 February.
means a typical increase in pay as
restriction on free travel between
04.30 and 09.00 for holders
of Older Persons’ freedom
you go fares of between 10p and passes and 60+ London Oyster
30p, with Travelcard and associated photocards on bus, tram and rail
pay as you go caps increasing in line services will be made permanent.
with national rail policy. The increase The restriction was introduced
is projected to produce a revenue in June 2020 in response to the
yield of £213 million for TfL in 2023 pandemic as required by the
over the period for which it applies. Government. The change does
Meanwhile, the Mayor has not affect holders of Disabled
also confirmed that a temporary Persons’ freedom passes.
March 2023 Modern Railways 15
News Front

£4.2bn for Scotland’s Railway in CP7

THE SCOTTISH Government
is making £4.2 billion of funding
available for Network Rail in Control
Period 7 (2024-29), according to its
Statement of Funds Available. The
amount includes grant funding
and fixed track access charges. At
the same time, Scottish Ministers
published their High Level Output
Specification for CP7, required as
part of the regulatory process for
the new five-year funding period.
A Public Performance Measure
(PPM) target of 92.5% is set for
ScotRail for each year of CP7,
although a derogation is provided
where delays are caused due to
speed restrictions during periods of
severe weather or where trains are
delayed to maintain connections.
Freight Cancellations and Lateness
in Scotland are not to exceed 5.5%.
Growing the railway is a key target,
both in terms of passenger numbers
and revenue, supporting the aim of
Ministers to reduce car kilometres
travelled by 20% by 2030. The most
effective way of achieving net zero
is viewed as being modal shift from
road to rail (both passenger and
freight), but Network Rail is also
tasked with continuing to drive
down the cost of electrification
and to develop an efficient
electrification technical specification.
Improvement of journey times by
rail is a key ambition, with a decrease
in the average minutes per mile in
the current timetable and a plan to
be developed to achieve journey
Scottish freight: Direct Rail Services loco No 66431 heads a loaded
train departing from the recently completed Highland Spring
terminal at Blackford on 3 February 2023. Graham Whitehead
times based on a ‘mile a minute’
target on ScotRail’s inter-city services
by 2030. A freight growth target is
also set for an increase of 8.7% in the
number of net tonne kilometres in
rail freight on the Scottish network,
as well as the development of a
longer-term rail freight growth
strategy by halfway through CP7
with ambitions of achieving a
growth rate of 10%. A strategy for
the promotion and facilitation of
charter train operations in Scotland
is called for by 31 March 2024.
Resilience is another target,
with targets set around climate
change resilience and responding
to severe weather. Network Rail
is tasked to ensure at least one
cross-border route is available other
than in ‘unforeseen or exceptional
circumstances’, and to identify rural
routes which provide lifeline services
and require ‘enhanced protection
and recovery’ during disruption.
In terms of signalling, a Scottish
signalling strategy is to be developed
by March 2024, as set out in the
CP6 Final Determination from the
Office of Rail and Road. Ministers
say they consider ‘no business case
exists’ for European Train Control
System Level 2 in Scotland at the
present time, with other investments
likely to prove more beneficial.
‘Greater partnership and
collaboration’ is proposed to evolve
the ‘Team Scotland’ approach, which
is deemed to have been successful.
Ministers note the devolution
of functions to Network Rail in
Scotland during the current funding
period, and seek further focused
management of collaboration to
ensure alignment with Ministers’
priorities and objectives. On that
theme, Network Rail is required to
work with ScotRail to establish a
joint Scotland-based timetabling
team to deliver all activity on
the Scottish network, to be
operational by the start of CP7.

Glasgow Subway fares increase cancelled

STRATHCLYDE PARTNERSHIP for
Transport has deferred a proposed
increase of around 3% in Glasgow
Subway fares. The increase would
have been the first since 2019, but
revenue forecasts in SPT’s 2022-
23 budget have been exceeded,
prompting the recommendation.
While fares levels will be revisited
as part of next year’s budget
preparation, no increase is expected
during the 2023 calendar year.
SPT had estimated that the Scottish
Government’s decision to extend
free travel to all those under 22 from
31 January 2022 would abstract
passengers. However, the four-weekly
period ending 15 October 2022 saw
Subway patronage reach 92.6% of
the equivalent period in 2019-20, and
this level now represents the working
assumption for the 2023-24 budget.
In the same four weeks last autumn
ScotRail passenger numbers reached
just 68% of pre-pandemic levels.
This differential has persisted since
early in the pandemic; the Subway
was not affected by cross-boundary
travel restrictions imposed by the
Scottish Government during the
pandemic, nor by industrial relations
problems faced by ScotRail.

Supplement to be abolished DISCUSS RAIL IN SCOTLAND!

SCOTRAIL IS to abolish the £10
supplement for passengers travelling
in its Class 153 Highland Explorer
carriages, as it confirmed plans to
expand their deployment to West
Highland services to and from Mallaig,
as we reported last month. The units
will operate on the early morning
train from Mallaig to Glasgow Queen
Street and evening return from the
end of March. Northbound trains
will run on Mondays to Fridays,
with southbound trains operating
Tuesdays to Saturdays. The converted
‘153s’ have 20 cycle spaces and will
provide additional seating capacity.
They were first introduced on the
Glasgow to Oban route in July 2022,
with the £10 supplement that has
been charged for passengers to sit
in the Highland Explorer vehicle
to be removed from 1 April.
Our two-day Public Transport Scotland conference in Glasgow on 8-9 March is
being organised by Modern Railways in partnership with our sister title Buses.
Developments in the rail sector will be the focus on 8 March, with buses the focus
on the second day, 9 March. The rail session will include presentations from:
■ Bill Reeve, Director of Rail, Transport Scotland;
■ Alex Hynes, Managing Director, Scotland’s Railway;
■ Morwen Mands, Head of Sustainability, Highland Spring;
■ Louise Shaw, Head of New Fleet Delivery & Procurement, Transport Scotland;
■ Ian Yeowart, Managing Director, Grand Union Trains.
For more information see page 39 or visit www.modernrailways.com/fourth-friday-club

16 Modern Railways March 2023 www.modernrailways.com


ScotRail concern over works interference
Call to avoid holiday period closures
SCOTRAIL’S SENIOR management
believes there will be safety
repercussions from Transport
Scotland becoming involved in
Network Rail’s possession planning.
However, Transport Scotland says
it intervened before Christmas to
defer enhancement work, and the
post-pandemic rail industry should
rethink its focus on Christmas
and Easter for possessions.
Transport Scotland is the Scottish
Government’s national transport
agency. The Government also owns
Scottish Rail Holdings (SRH), which
oversees ScotRail Trains, the operator
which replaced Abellio last April.
Access for maintenance is planned
by the ScotRail and Network Rail
alliance, branded Scotland’s Railway.
In December, Network Rail was
directed by Transport Scotland in
relation to ‘Christmas works and
potentially other engineering
works in January 2023’, according
to the minutes of ScotRail’s board
meeting on 1 December. During
the meeting, Nick Brown, Chair
Inverness Airport station opens
New station and new loop:
Class 158 at Inverness Airport
station. Courtesy Network Rail
THE NEW Inverness Airport
station at Dalcross, to the east of
the city, was opened by Scottish
Transport Minister Jenny Gilruth
on 2 February ahead of the start of
passenger services the next day.
The former Dalcross station
closed in May 1965 as part of the
Beeching cuts. The development of
a new station was announced by
Transport Scotland in June 2006 to
serve the airport and provide park
and ride facilities for commuters to
www.modernrailways.com
of ScotRail’s Safety, Health and
Environmental Committee, registered
his concern ‘at the involvement of
Transport Scotland in the possession
planning of Network Rail renewals
and enhancement work which
is going to have medium and
long-term safety implications’.
There has been speculation this
involvement was connected with
the departure in December of Chris
Gibb as Chief Executive of SRH after
only nine months in the role, with
The Scotsman reporting Mr Gibb took
exception to Transport Minister Jenny
Gilruth requiring the postponement
of planned engineering work
between Edinburgh and the Forth
Bridge. The work would have affected
passengers, including some of her
own constituents, over the Christmas
holiday period, when strikes by RMT
members at Network Rail also caused
disruption to ScotRail services.
A Transport Scotland
spokesperson told Modern Railways:
‘Scottish Ministers understand and
respect the importance of Network
Inverness. At the time a single-
platform station was proposed,
but by February 2011 a passing
loop was under consideration.
Further progress came with the
development of a £170 million
upgrade of the Aberdeen to
Inverness route, and plans settled
on a two-platform station with
step-free access to both platforms
and a 960-metre passing loop,
with revised signalling and closure
of the level crossing at Petty.
Rail’s safety responsibility and would
never act to compromise that. The
works in question were enhancement
works and were not operational in
nature. They will deliver the next
stage of the Scottish Government’s
ambitious rolling programme of
electrification to fully decarbonise
Scotland’s railways by 2035 – these
works will still be delivered in a
manner that puts the interests of
passengers first, and indeed the
change in approach was welcomed
by Passenger Focus (sic) only last year.
‘Our key aim in bringing ScotRail
into public sector control is to put the
passenger first. This includes putting
their needs foremost while planning
the delivery of engineering works.
‘Travel patterns have changed
post-pandemic and it is with this in
mind that the rail industry needs
to rethink its traditional approach
to carrying out engineering works
during holiday periods such as
Easter and Christmas. We have
also challenged Network Rail to
provide robust forward plans that
set out considerations, including
detailed costings, for disruptive
Construction at Dalcross
began in 2017 with Bam Nuttall
as the main contractor. The
intention was to open in 2019,
but the pandemic played
havoc with the schedule and
December 2022 became the
target date for completion.
The car park has 64 spaces
with 10 electric bays. However,
the airport terminal is 800 metres
away on the north side and
accordingly local bus services have
March 2023 Modern Railways
News Front
engineering works given the
changes in travel patterns.’
Regarding the specific
postponement in December, he
said: ‘While these works were initially
suggested for the festive period, Fife
rail users have already made their
dissatisfaction with the ScotRail
service clear, therefore we will
ensure the significant investment
in the planned electrification
works brings little or no disruption
during the seasonal holidays.’
The spokesperson added: ‘It is time
that Network Rail revised its approach
to engineering works better to reflect
current requirements of those who
wish to travel. More broadly, the
challenges with the performance of
the diesel fleet in recent times have
been well documented.’ He observed
that Network Rail was about to
take simultaneous possessions on
both the East Coast and West Coast
main lines, causing major disruption
to passengers travelling to and
from Scotland. ‘This is a clear cut
example of why we need a change
in approach from Network Rail.’
Rhodri Clark
Happy occasion: Scottish Transport
Minister Jenny Gilruth MSP (centre)
is joined by Frank Roach from the
Highlands and Islands Transport
Partnership (left) and Scotland’s
Railway Managing Director Alex
Hynes to display a ‘ticket’ from
all stations to the new Inverness
Airport station. Ann Glen
been re-routed to provide two
services per hour from the station.
On the station’s south flank the
new town of Tornagrain will grow; this
initiative by Moray Estates, approved
by Highland Council, will be modelled
on an 18th century Scottish burgh,
with 30,000 new homes proposed.
Ann Glen
17
News Front
Set for a frequency boost: GWR’s
No 150244 approaches Luxulyan
with the 09.15 Newquay to Par on
8 September 2022. John Vaughan
Levelling Up money for Cornwall
and Cardiff rail schemes
A SERIES of rail projects have won
funding from the second round of
the Government’s Levelling Up Fund.
The awards included £50 million
for the Mid Cornwall Metro scheme
to introduce a new hourly direct
Newquay – Truro – Falmouth Docks
service. The main infrastructure
investment required is on the
Newquay branch, including the
reinstatement of a second platform
at the resort and the provision of an
additional passing loop. Another
winning scheme in the South West
was the West Devon Transport Hub,
with £13.5 million awarded for the
construction of a new parkway
station on the eastern edge of
Joint board to progress South Wales stations
NETWORK RAIL and the UK and
Welsh Governments have formed a
Wales Rail Board to progress the six
new stations recommended by the
South Wales Transport Commission
in 2020, but officials are warning
of possible funding delays.
The commission, chaired by
Lord Burns, was set up to advise
on methods of addressing M4
congestion without building
the planned £1.6 billion new
motorway around Newport,
which was cancelled in 2019. The
centrepiece of its recommended
‘network of alternatives’ was
18 Modern Railways March 2023
Okehampton on the Dartmoor
line, which recently regained a
seven-day service to Exeter.
A £50 million award for the first
phase of Cardiff Crossrail will be
matched by the Welsh Government.
Cardiff Council envisages that the
city’s Crossrail route will extend
from the planned Cardiff Parkway
main line station, or from Newport
Road a little further west, to Cardiff
Bay, Cardiff Central and Fairwater.
From there it will continue through
a large area of housing growth to
Caerau, and possibly beyond into
Rhondda Cynon Taf county borough.
The first phase will entail
construction of a short new line for
construction of six new stations
on the main line between
Cardiff Central and Severn
Tunnel Junction for residents of
Newport and Cardiff to access
rail services without travelling
first into the city centres.
Funding of £2.7 million was
allocated last year to progress
the technical studies needed for
the new stations and enhanced
passenger capacity on the main
line. However, further funding will
be required to progress the full
delivery of the improvements. An
early priority is to upgrade access
tram-train operation from the south
side of Cardiff Central via Callaghan
Square to Butetown, where a new
station will be constructed this year
on the branch between Cardiff
Queen Street and Cardiff Bay.
Cardiff Council expects the
£100 million allocation to be
sufficient for the new line between
Cardiff Central and Butetown.
‘If there is finance still available
from this fund, this money can
be used to extend from Cardiff
Bay train station to Pierhead
Street’ a spokesman told Modern
Railways. Pierhead Street is close
to the Welsh Parliament building
and Wales Millennium Centre.
to Severn Tunnel Junction to allow
buses to meet trains; the station
serves a swathe of Monmouthshire
and south Gloucestershire but
is accessed via a narrow lane.
The Welsh Government is
financially supporting a privately-
led scheme for a Cardiff Parkway
station, east of Cardiff, but called
in the plans after Cardiff Council
granted planning permission.
The Burns Delivery Board
envisages introduction of services
from Swansea and West Wales
to Bristol in 2025 to 2027.
Rhodri Clark
Elsewhere, £47.9 million was
awarded to improve Peterborough
station, including the construction
of a new western entrance and
footbridge. £43.1 million will go
towards provision of step-free
access at Colindale and Leyton
London Underground stations,
while just over £14 million will be
spent on doubling the frequency
of trains to Belmont in south
west London, serving Europe’s
leading oncology district. An
award to regenerate the town
of Barton-on-Humber includes
improvements to its station, while
investment in Lincoln includes two
new bridges across the railway.
A total of £2.1 billion was awarded
to 111 areas, and the Government
says there will be a further round
of the Levelling Up fund.
PS/AR/Rhodri Clark
DISCUSS RAIL IN
WALES AND THE WEST
Our popular Rail in Wales and the West
conference returns to Bristol on 29 March,
with updates on key rail developments
in this busy region. Speakers include:
■ Mark Hopwood, Managing
Director, Great Western Railway;
■ Jan Chaudhry-van der Velde, Chief
Operations Officer, Transport
for Wales;
■ Ian Yeowart, Managing Director,
Grand Union Trains.
For more information see page
89 or visit www.modernrailways.
com/fourth-friday-club
www.modernrailways.com

£18m scheme for Nottingham to Lincoln
MIDLANDS CONNECT
is developing the case for
improving the Nottingham to
Lincoln route, with an £18 million
scheme thought to be viable,
the organisation’s Senior Rail
Programme Manager Tawhida
Yaacoub told a Nottingham
Transport Summit in January.
This scheme would increase the
linespeed to 75mph and deliver
a journey time improvement of
between two and five minutes, with
a benefit-cost ratio of at least 1.7.
The work involved would comprise
track renewals and resignalling.
A larger package of work
which would raise the linespeed
to 100mph and yield a journey
time cut of up to eight minutes
has been ruled out as too costly.
TfN seeks to unlock North’s potential
TRANSPORT FOR the North will
soon release an update to its draft
Strategic Transport Plan, restating the
importance of unlocking the North
of England’s economic potential
and of creating opportunities
to improve social inclusion.
TfN Chief Executive Martin Tugwell
told Modern Railways there is a need
to ‘up the pace’ on work around
regional decarbonisation and that
the Integrated Rail Plan should be
seen very much as ‘the starting
point’ for a long-term strategy.
There is frustration that budgets
for operating the railway are to be
frozen for the next year and cut
from 2024. Mr Tugwell believes this
North Wales improvements called for
THE NORTH Wales Transport
Commission has said the absence
of intermediate stations and
local services on the coastal main
line fuels the region’s unusually
high dependency on cars.
The Commission was established
last spring after the Welsh
Government cancelled two road
schemes in North Wales, on the
advice of the independent Welsh
Roads Review Panel. The panel’s final
report, with recommendations on
more than 50 road schemes, was
completed last summer but has
been withheld by the Government.
It concludes that rail services in
North Wales ‘need to be improved
to meet the current and future
needs of the population’. It notes
that Transport for Wales is working
www.modernrailways.com
Resignalling opportunity: LNER Azuma No 800209 passes Swinderby
with the 11.27 Lincoln to King’s Cross on 17 January 2023. Mick Tindall
There are longer-term ambitions
to double the frequency from one
to two trains per hour, but that
decision has been based on the
slower recovery of the commuter
market in London and the South
East. ‘The rail market in the North
has consistently come back stronger
and faster than elsewhere in the
country’ he said. ‘The thing that
worries us most at the moment
is, if you look at the inflationary
pressures on rail services, the risk
is that everybody is being asked
to take the same cut. However,
there’s a world of difference
between what we’re delivering
in terms of revenues up here, as
opposed to some of the challenges
perhaps in London in the South
East where, frankly, the demand
to deliver improvements, and that
TfW’s ambition includes one express
and four all-stations services per
too is considered unaffordable,
with journey time improvements
alone offering the strongest case.
hasn’t returned and probably you’re
pushing more fresh air around
than you might have otherwise.’
Mr Tugwell said TfN will be
urging the Government to look at
both costs and revenues in order
to understand the impact of any
cuts, although he said TfN is clear
there is a need for reform as well.
The drive from Westminster for
service cuts underlines the call for
further devolution, said Mr Tugwell,
highlighting the oversight of
Northern and TransPennine Express
by the Rail North Partnership
involving TfN and the Department
for Transport. He says TfN would like
to see Northern and TPE operate
hour on the coast, a new station
for Deeside Industrial Park (north
of Shotton), improved station
March 2023 Modern Railways
News Front
The next step for Midlands
Connect will be to present the case
to the Department for Transport
with the aim of securing funding.
James Chapman, Principal Service
Strategy Manager at East Midlands
Railway, told the summit a linespeed
improvement may allow the operator
to build in a performance buffer and
reassess calling patterns on the route.
Midlands Connect is also
developing the case for a direct
Nottingham – Leicester – Coventry
service, with aspirations for two trains
per hour and a 36-minute Leicester
to Coventry journey time. This would
require a dive-under to cross the West
Coast main line at Nuneaton, with
two potential locations identified. A
Strategic Outline Business Case has
produced a viable benefit-cost ratio,
with the next stage the completion
of an Outline Business Case.
within a financial framework that
would enable them to realise the
potential for growth. ‘Under all the
scenarios we developed they were
talking about needing to grow the
railway by between 80% to 90% and
190% over the next 30 years’ he said.
Mr Tugwell said the appointment
of former Transport Secretary
Lord McLoughlin as TfN Chair in
January 2022 had been a very
positive move for the organisation.
‘He often reminds people he was
the one who said “we’ve got to
get rid of the Pacers whatever
the business case, we’ve just got
to do it”. So he understands that
the key to all of this is the user
experience’ says Mr Tugwell.
Tony Miles
Improved facilities coming: a pair
of TfW Class 158s arrive at the
low level platforms at Shotton on
7 May 2022. The station serves
a densely populated area but
service frequency on both lines
is generally hourly. Interchange
between the high and low levels
is circuitous, waiting facilities are
spartan and platform 1 has no
step-free access. Rhodri Clark
facilities at Shotton and enhanced
capacity at Chester station.
Rhodri Clark
19
Rail Freight
Stone to Leyland
ON 9 January 2023 the first freight
train operated to repurposed
sidings at Leyland in Lancashire. The
redundant sidings were relaid in 2018
and used by Network Rail for storage
during the Blackpool electrification
scheme; now they are being used
for offloading aggregate trains.
The railhead sidings were
built for the Ministry of Supply in
1953, specifically to assist in the
manufacture of Centurion tanks
at the outbreak of the Korean War.
The sidings were then taken over by
Leyland Motors in 1956, superseded
New aggregate flow: GB Railfreight’s No 66793 has run round its train at Blea Moor on 19 January 2023
and departs from the Up Goods loop with the 6M28 Rylstone to Leyland working. Dave McAlone
We need better performance
IT WAS sad to see ‘Do Not Travel’
had become synonymous with UK
railways as we entered 2023. All the
more so for an industry desperate
to reconnect people and goods
and recover the revenue that
comes with it. Scarcely a week went
past without passengers being
advised to stay away, whether
for engineering work, industrial
action or some kind of adverse
weather. As individuals this is
incredibly frustrating, leading to
cancelled events, extra costs and
increased stress, as journeys are
cancelled or switched to alternative
modes, mostly the private car.
20 Modern Railways March 2023
by British Leyland, which used the
sidings until 1986, bringing in car
and bus parts for the factories on
the business park. The siding then
remained in use bringing in various
parts up until around 1997.
Blackpool-based bulk haulier Fox
Group has entered the rail sector
by taking on the Leyland railhead.
Freightliner operated the first train
to serve the facility, an 1,800-tonne
load of aggregate from Tarmac
at Tunstead. Fox will use its fleet
of Heavy Goods Vehicles for final
distribution in the area by road.
The situation is much the same
for freight customers, where poor
network performance is causing
significant concern. Just look at the
statistics. By the end of Period 10 of
this year (early January), Network
Rail’s regulated freight performance
(Freight Delivery Metric, or FDM)
stood at 84.3% for the year to date,
against a target of 94%. Period 10
itself managed just over 55%. Worse
still are freight cancellations, with
Period 10 seeing over one-third of
all freight services cancelled, and
the year to date not far from 10%.
Much of this is of course the
impact of industrial action. On
Last year Fox introduced two Volvo
FE Electric 6x2 tippers, based out
of the group’s Leyland depot, and
has more such vehicles on order. By
utilising the electric wagons with
the group’s railhead operations,
Fox said it would be ‘cutting carbon
emissions massively, making a more
sustainable way for hauling products’.
The first train, Freightliner’s 6N42
19.02 Tunstead to Leyland, was routed
through Chinley and New Mills. It then
passed through Altrincham before
joining the West Coast main line and
heading north through Warrington
and Wigan to Leyland. There is
also a GB Railfreight flow from the
Tarmac quarry at Swinden in North
Yorkshire to the Leyland terminal.
strike days, even with huge
efforts from Network Rail and
the operators to run as many
services as possible, there is still
significant disruption. The days
before and after strike days are also
badly affected with rolling stock
dislocated, and late starts and early
closure of the network impacting
overnight services. However, this
is not the only reason. Even in
weeks without industrial action,
performance has been poor and
there are concerns over underlying
issues of asset reliability and
inadequate network management
in the event of disruption.
ONE goes green
ON 17 January 2023, a new
Freightliner service made its first
journey travelling from Southampton
to Crewe. For this journey, shipping
company Ocean Network Express
(ONE) purchased GD+ fuel to cover
100% of the fuel volume required.
The train continued its journey to
Freightliner’s Coatbridge terminal
in Scotland using an electric
locomotive, which Freightliner
says made this one of the greenest
rail freight routes in the UK.
GD+ is a type of Hydrotreated
Vegetable Oil (HVO) and can be
used as a diesel replacement.
Freightliner says this drop-in fuel
is made entirely from waste and
residue oils and is defined as
renewable, environmentally friendly,
biodegradable and sustainable,
adding that its supply chain is
traceable and independently
verified. GD+ generates significantly
lower CO₂e emissions compared
to diesel. Apart from the significant
CO₂e savings, particulate matter,
nitrogen oxides (NOx), and
methane (CH4) are also reduced.
Varamis launches
VARAMIS RAIL launched a new
Anglo-Scottish parcels service on
9 January, following its lease of a
‘Swift’ Class 321 converted for parcels
haulage from Eversholt Rail (p23,
November 2022 issue). The company’s
first ‘proof of concept’ route is in
operation between Mossend Down
Yard and Birmingham International
on Monday to Friday nights, five
times a week. The service takes
just under five hours each way.
This has not escaped the notice
of the Office of Rail and Road, which
has raised freight performance up
the regulatory escalator. Network
Rail’s freight team is now working
hard to make improvements, in
co-operation with the Routes and
Regions which manage and maintain
the infrastructure and operate the
network for freight. The initiatives
include improving performance
management for freight services
which cross several routes, raising
awareness of the cross-network
implications of regulation decisions
and highlighting the end-to-end
nature of freight flows. Key freight
assets are also being identified,
particularly where they are different
to those for the passenger service.
www.modernrailways.com

Temporarily stood down: the second Class 69 double-headed working
through Eastleigh in 2022 saw Nos 69005/002 working the 4Y19 Mountfield
to Southampton Western Docks on 8 August 2022. Steve Stubbs
GBRf temporarily withdraws ‘69s’
GB RAILFREIGHT temporarily
withdrew its Class 69s in late January
for a period of eight weeks. The ‘69s’
are converted from former Class 56s
during rebuilding by Electro-Motive
Diesel, with six locomotives in service
with GBRf prior to their withdrawal.
Segro progress
CONSTRUCTION OF a 170-metre
reinforced concrete tunnel, which
will screen trains after they depart
from a new 35-acre Strategic
It is easy to understand why good
performance matters to a train full
of supermarket goods heading for
empty shelves, but most often the
importance of freight is overlooked
in the discussions about network
performance. Yet freight customers
don’t have the luxury of ‘do not travel’
– you cannot Zoom call 50 containers
to their destination! The goods have
to be moved somehow from port to
consumer. Bulk customers, such as
construction materials suppliers, rely
on a continued delivery of materials
to site, allowing them to feed nearby
building sites with concrete, yet
they have been particularly badly hit
by closures in the Peak District and
elsewhere, and other bulk products
such as steel have also been affected.
www.modernrailways.com
A GBRf spokesperson said:
‘During their first months of
operation, we have become
aware of issues with the six
locomotives we currently
operate. In consultation with our
maintenance partner, we have
Rail Freight Interchange (SRFI)
being built by Segro at Roade
in Northamptonshire, has been
completed, along with the terminal
buildings. The final reinforced
concrete slab to create the
There is a real concern that
these businesses faced with high
levels of cancellations are turning
to alternative modes, in particular
HGVs. The road driver shortage which
plagued the lorry sector on the back
of the Covid lockdowns has abated
somewhat as new staff have been
trained. The economic downturn has
reduced the overall amount of freight
needing to be moved, particularly
in the post-Christmas lull, and diesel
prices have reduced at the pumps.
So there is an availability of road
resources, at a competitive price,
making themselves known whenever
the rail network is disrupted. At the
same time, some companies are
having to keep extra road resources
on ‘standby’ to manage strike days
decided to withdraw the fleet from
service for eight weeks to allow for
improvements. The fleet is expected
to return to active service in April.’
Modern Railways understands the
move will allow rectification of a
range of minor issues experienced
intermodal and HGV terminal was
poured in November – the last of
the 86 slabs totalling 22,000m³.
The SRFI will connect to the
West Coast main line via the
Northampton loop line, with
and other disruption, increasing costs
and raising questions in boardrooms.
This is heartbreaking at a time when
rail ought to be making to be making
ground on growth and bringing
more customers over the line.
This crisis is taking place against
a backdrop of discussions on rail
reform and the next Periodic Review,
which conclude later this year. These
debates can bring influence on
future network performance, for
example in the setting of targets for
Control Period 7 (2024-29), and in the
proposed changes to the so-called
Schedule 8 performance regime. It
is vital any amendments continue
to provide strong incentives on all
parties to deliver for freight, and even
more important that the discussions
March 2023 Modern Railways
Rail Freight
with the rebuilt locos and is not
the result of a single major fault.
GBRf initially contracted with EMD
for the rebuilding of 10 ‘56s’ into
‘69s’, with the option for a further six
locos to follow, which has since been
exercised. In addition to the six locos
in service, No 69007 was named and
unveiled in BR Blue livery at Eastleigh
in January (p91, last month).
Network Rail working on connecting
the site to the rail network.
Contractor Winvic Construction
says the programme for the rail
terminal is on schedule for it to be
fully operational by Easter 2024.
do not cause a distraction from the
immediate and real task at hand.
All is not lost, though. The
early weeks of 2023 have already
seen more new investment, with
GB Railfreight bringing more
locomotives to the UK and DP World
investing £12 million in new cranes
for its rail terminal. New services
are starting and there are plans
afoot for more new construction
terminals, with Cappagh moving
onsite at Plumstead. So the appetite
for rail freight shows no sign of
abating, if we can get reliability
back to where it should be and
encourage customers back.
An opinion column of the Rail
Freight Group, www.rfg.org.uk
21
Infrastructure News
New station for Morley
Relocation: work is progressing on construction of a new station at Morley in West Yorkshire in connection with
the Transpennine Route Upgrade, 75 metres from the existing site; it is due to open this summer. In this view from
2 February 2023 TransPennine Express unit Nos 185151/146 pass with the 13.03 Hull to Liverpool Lime Street. Mike Haddon
CP7 contractors for Wales and Western Morgan Sindall
FIVE CONTRACTORS have
won six contracts from Network
Rail’s Wales and Western
Region to deliver a £2 billion
works programme during
Control Period 7, which runs
from April 2024 to March
2029, with options to extend
them to run to eight years.
AmcoGiffen will be
responsible for Wales and
Western electrification and
plant and Wales and Borders
structures, while Octavius
will deliver the Wales and
First CVL wires to go live in April
THE FIRST energisation of overhead
line electrification equipment (OLE)
on the Core Valley Lines is due to take
place in April, following intensive
construction activity during a series
of winter blockades. The cost of the
CVL modernisation programme is
now officially acknowledged to be
at least £1 billion, excluding two
planned track extensions which
moved forward in January.
Transport for Wales and its partner
Amey are preparing the lines from
Llandaf and Waungron Park to
Aberdare for the inaugural CVL
electric services, which will use Stadler
Citylink tram-trains. Karl Gilmore, TfW’s
Rail Programme Director, told Modern
Railways: ‘Our first energisation event
will be completed very early Q2 2023.’
On the section from Radyr to
Pontypridd, 96% of the OLE mast
foundations, 84% of the main part
steel, 63% of the small part steel and
40% of the catenary and contact
22 Modern Railways March 2023
Western stations and buildings
work contract. This covers
ongoing maintenance and
renewal of canopies, buildings,
depots, platform structures,
car parks and subways.
The geotechnical and off-
track drainage work contracts
have been won by Bam Nuttall
for Wales and Borders and
Vinci for Western. The final
contract, for Western structures,
including maintenance and
renewals of bridges, tunnels,
walls, culverts and other
wire had been installed by the end of
January. This section passes through
Taff’s Well, where a new tram-
train depot is under construction
on a former industrial site.
Approximately 55% of the track
in the depot had been laid by 30
January. ‘Connection to the main line
will be completed by March 2023’ said
Mr Gilmore. The first tram-train is due
to arrive in South Wales that month.
TfW and Amey have also made
progress north of Pontypridd, with
88% of foundations on the Aberdare
line complete by the end of January,
along with 47% of the main part steel
and 16% of the small part steel. On
the Merthyr Tydfil and Treherbert
lines, 66% and 42% of foundations
were complete respectively.
Funding was allocated in January
for preparation of the full business
case for the proposed extension of
the Aberdare line by approximately
four miles to Hirwaun, along the
assets, has been awarded to
Morgan Sindall Infrastructure.
Network Rail says its approach
will enable the Wales and Western
Region and suppliers to work
more collaboratively across a
longer-term pipeline of work. It is
claimed this will enable suppliers
to manage their own resources
and supply chain better.
It follows the award of the
similar South Rail System Alliance
contract, and is expected
to be followed by similar
signalling contracts in 2023.
disused line which formerly served
Tower Colliery. The outline business
case identified a preferred option,
which includes new stations at
Llwydcoed, Hirwaun Station Road/
Penyard and Hirwaun Tower
Colliery. Rhondda Cynon Taf Council
has already acquired land near
Llwydcoed for a station, park and
ride facility and business units.
The feasibility of the Hirwaun
extension is likely to be improved
by work done under the CVL
programme, which has installed
trackwork for four trains per hour
on the Aberdare branch. Previously
the two trains per hour service was
constrained by the position and
length of the loop at Mountain Ash.
TfW and Amey are also using
possessions from mid-evening
to prepare the Rhymney line
for electrification, for operation
from 2025 by tri-mode Class
756 units from Stadler.
for Surrey Quays
TRANSPORT FOR London
has appointed Morgan Sindall
Infrastructure to deliver a major
upgrade of Surrey Quays station.
The work involves construction of a
second station entrance on the north
side of Lower Road to provide better
access to a new development and the
Canada Water shopping centre. A new
ticket hall and gateline will be built,
as well as a new footbridge with step-
free access via lifts, easing congestion
on the existing narrow staircases.
Modernisation of the Core Valley
Lines, which have been devolved
from Network Rail to the Welsh
Government, was previously
estimated to cost £750 million.
In the Welsh Parliament on 11
January, Deputy Climate Change
Minister Lee Waters spoke of ‘the
£1 billion we are spending on the
South Wales Valley Metro’. Metro
is the Government’s badge for
public transport enhancements.
His statement implied the
cost is now expected to be in the
region of £1.2 billion, since the
UK Government and European
Union are making contributions in
addition to the Welsh Government’s
spending. Asked whether
approximately £1.2 billion was the
correct figure, a Welsh Government
spokesman replied: ‘To date, we have
invested £751 million in the South
Wales Metro. Details of the CVL
investment will be revealed in the
Welsh Government’s final budget
to be published in early spring.’
Rhodri Clark
www.modernrailways.com
 Infrastructure News

Another 4LM migration completed Murphy wins Beaulieu Park deal

LONDON UNDERGROUND’S
Four Lines Modernisation
programme continues to
progress, with signalling section
SMA6 between Stepney Green
and Becontree going live on
15 January. This completes the
rollout of automatic signalling
supplied by Thales on the
Hammersmith & City line.
Fifty-two stations and four
complex junctions including the
full Circle and Hammersmith &
City Lines are now controlled by
automatic signalling. Around
55% of the London Underground
network is now operated by an
automatic signalling system.
Next up is signalling section
SMA7 from Dagenham Heathway
to Upminster in March, which
will extend the rollout of the new
signalling system on the District Line
and incorporates the first depot.
Software development continues
for future signalling migration areas
covering the Metropolitan Line
between Finchley Road and Preston
Road, including the interface with
Neasden depot and the Jubilee Line.
NETWORK RAIL has awarded
the first of two contracts to build
a new station at Beaulieu Park,
Chelmsford, to J Murphy & Sons.
The £37.8 million deal
includes earthworks, civil
engineering, track and signalling
alterations and setup of site
welfare facilities to enable main
construction of the station later.
The second contract for the
new station itself is expected to
be awarded later this year. The
station will have three platforms
with a central loop line and
new tracks to allow fast trains
to pass through non-stop. It
will also have accessible toilets,
retail/catering space, ticketing
facilities, 500 cycle and 700 car
parking spaces, bus interchange
and dedicated taxi bays.
J Murphy & Sons has
already started work on
the site compound: main
construction is expected to start
later this year, with opening
due by the end of 2025.

Flow footbridge opens in Shropshire

THE FIRST Flow footbridge is
now open at Wistanstow, near
Craven Arms in Shropshire (as
presaged on p22, last month). The
modular structure was opened at
a community event on 17 January.
It replaces a high-risk level crossing
which was closed some years ago
after being deemed unsafe due
to the position of a passing loop.
Installation of the new bridge
reinstates a right of way. No
concrete is used in the foundations
of the 21-metre-long structure,
and most construction has taken
place off site with installation
being carried out outside the
hours of passenger services.
Network Rail says it is
examining fully accessible options
for the concept with lifts and
ramps at other locations.
Cameron Bridge construction
CONSTRUCTION OF the
Levenmouth Rail Link’s Cameron
Bridge station has started
with foundations for the two
196-metre-long platforms.
The station is one of two on the
£116 million project – the other is at
Leven – and it will have accessible
footbridge and lifts, 125 car parking
spaces and cycle storage. It will
connect to Methilhill via a new
bridge over the river to the south.
Building works on the
station are expected to take
around 10 months, with
opening in spring 2024 along
with the rest of the route.
Elsewhere on the Levenmouth
line, diversion of utilities has
started on the Leven Bridge,
with fencing, reprofiling of
embankments, drainage repairs,
cabling and track work starting
on the second mile section.

VolkerFitzpatrick for Portishead works Junction freight route to be

A £6.14 million contract for works to
reopen the disused Portishead line
has been won by VolkerFitzpatrick. In
the next 18 months, detailed design
for the reopening will be completed,
as well as ground and ecology
surveys and enabling works ahead of
a decision on the full business case.
The full scheme is expected
to cost £152 million and involves
reopening the Portishead to
Pill line, with the Pill to Ashton
upgraded for passenger service.
New stations will be built at
Portishead and Pill; trains will be
hourly, with additional services in
the morning and evening peaks.

Ryde Pier progress

Victorian structure upgraded: Network Rail is working to strengthen
Ryde Pier – a closure of the railway along the pier began
on 30 October and will run until the spring. On 24 January 2023
substructures are installed at Ryde Pier Head station. Phil Marsh

www.modernrailways.com March 2023 Modern Railways 23

Informed Sources
Cutting edge analysis of the issues which really matter
GBR – a very long way to go
■ Restructuring will take time
■ Imponderables and uncertainties remain
■ Final Williams implementation in next decade?
■ Limited contenders for PSCs
T
aking something apart
– stripping an engine,
say – is a relatively quick
and straightforward process,
even when you take time to put
the nuts and bolts and bits and
bobs in carefully labelled separate
containers (empty margarine tubs,
in my case). Reassembling all those
parts into something that works
better than before is much more
difficult and time-consuming.
For example, from the
publication of the White Paper ‘New
Opportunities for the Railways: The
Privatisation of British Rail’ in July 1992
to the completion of privatisation
with the sale of Railfreight
Distribution in November 1997 took
just five years and four months.
Contrast that with the 10 years
between BR Chairman Sir Bob Reid
appointing the first Sector Directors in
1982 and the full implementation of
the business-led railway in 1992. The
regional structure Sir Bob inherited
had been transformed into vertically
integrated businesses, each bringing
together operations and engineering.
Frosty: Avanti West Coast Voyager No 221107
passes Ansty with the 13.02 Euston to Chester
on 18 January 2023. Graham Nuttall
24 Modern Railways March 2023
Over the last 25 years the
contents of some of John Major’s
privatisation margarine tubs have
been combined into sub-assemblies
– Network Rail bringing infrastructure
maintenance back in-house, for
example. But approaching two
years after the Williams-Shapps
Plan for Rail was published, we still
don’t know how the largest pile
of tubs, currently bound to the
Department for Transport by their
National Rail Contracts (NRC), are to
be reassembled within Great British
Railways. Transport Secretary Mark
Harper’s George Bradshaw address
(‘News Front’) failed to provide
the necessary Haynes Manual.
ROSETINTED
On ideological grounds and, I suspect,
Network Rail’s aversion to adding
to its existing responsibilities, train
operations will be contracted out
by Great British Railways (GBR).
It seems clear the Conservative
backbench ideologues who are
urging a revival of the glory days of
private sector franchising to drive
Roger Ford
the revival of passenger services
(‘Informed Sources’, last month) are
viewing today’s market through
rose-tinted spectacles. I analyse that
separately in the following item.
Equally optimistic is the Williams-
Shapps Plan itself, with its claim
‘operators will compete for the
contracts, and we expect competition
to be far greater than for the old
franchises, with simpler procurement,
lower costs and no one-size-fits-
all approach’. That sounds like a
classic two out of three triad.
SEAGULLS
But where, as footballer Eric Cantona
neatly put it, ‘are the seagulls
following the trawler, because they
think sardines will be thrown into the
sea’? Well, here’s my list of actual and
potential seagulls (Table 1, overleaf).
I’d be delighted to receive
suggestions for any further potential
TIME
It’s gonna take some time this time
To get myself in shape
I really fell out of line this time
I really missed the gate
The birds on the telephone
line, (next time)
Are cryin’ out to me, (next time)
And I won’t be so blind next time
And I’ll find some harmony
Carol King/Toni Stern
roger@alycidon.com
contenders, while remembering that
at the start of privatisation in 1995,
what was then the Department of
Transport claimed to have received
more than 150 expressions of
interest in franchise bidding. With
all its resources, The Financial Times
could identify only 16, of which 11
were eventual successful bidders.
And what will be thrown into the
sea is unknown. The current line
seems to be that where there a TOU
NEW MODEL NEEDED
‘Put bluntly franchising cannot
continue in the way that it is today. It
is no longer delivering clear benefits
for either taxpayers or farepayers.
‘That’s why we will continue to
consider all potential answers.
‘From new models of franchising to
greater public control of contracts.’
Keith Williams - George Bradshaw
Address, February 2019
NOMENCLATURE
DEFINITION
We need to be clear about the difference
between today’s Train Operating
Companies (TOC) and the train operations
which will be contracted within GBR.
In what follows I refer to the current
operators as TOCs and future GBR
operations under Passenger Service
Contracts as Train Operating Units (TOU).
www.modernrailways.com
 IMAGINE THE
JOURNEY

XPERIENCE
CUSTOMER
MANAGEMENT
TRAFFIC
MANAGEMENT
OPERATIONS
SIGNALLING
CONTROL

Operations wide, results focused,

digital management;
improving performance and
increasing capacity.

Real time, disruption Customer communication,

management. Plan optimum data gathering and analytics;
stock and crew utilisation; delivering personalised
improving service resilience engagement and
and customer satisfaction. informed journeys.

Digital platform with

automated movement
authorities. Integrates
with all interlockings
and any TMS; reducing
the cost of operations and
infrastructure renewals.

www.resonate.tech
Informed Sources
Cutting edge analysis of the issues which really matter
TABLE 1: GBR PSC
STAKES  RUNNERS
AND RIDERS
Current owning Groups
Arriva
FirstGroup
Go-Ahead
Keolis
MTR
Transport UK Group*
Trenitalia
Potential entrants
Serco
Mitie
Amey
Transdev
*Proposed Management Buy
Out of Abellio interests
has a captive market, like commuting,
a plain vanilla concession (delivery
partner) will be tendered. Inter-city
operators could be offered the
prospect of revenue ‘incentivisation’.
But this escalation of risk is likely
to be an incremental process.
As the joint Network Rail/Rail
Partners document analysed last
month puts it, ‘while GBR envisages
increasing revenue incentivisation
and some risk transfer, it does not
see a return to either TOC revenue
bidding or TOC design of Train
Service Specifications on complex
routes and the need for Schedule 8
compensation that these elements of
the old franchising system required’.
NOVATION
Network Rail and Rail Partners
suggest that after the current National
Rail Contracts (NRC) are novated
to GBR and replaced by Passenger
Service Contracts (PSC), the first
step will be to modify the terms
26 Modern Railways March 2023
to include some form of cost and
revenue incentives. Then, as traffic
returns and passenger revenue
starts to build, say over the following
five years, the scale of the financial
incentives – and risk – will increase.
For potential bidders for PSCs
that sounds like a moving target.
And a challenge to those writing
the contracts and evaluating bids.
But that is to get ahead of
events, as we shall see.
BARONS RETURN
Specification of the PSCs would
be the responsibility of GBR’s five
Regions. Procurement is likely be
handled by a central function, either
within GBR or remaining with DfT’s
Passenger Services Directorate.
As anyone who has actually
read franchise invitations to tender
and the subsequent franchise
agreements will know, this involves
heavy duty legal and financial
stuff. For example, according
to informed sources, it took the
hardened veterans in DfT’s Passenger
Services Directorate six months
to produce the current National
Rail Contracts and introduce
them through direct awards.
But such issues are secondary
to how long it is going to take to
get GBR established and have all
the Train Operating Units let, with
their Passenger Service Contracts
in place. And the timescale will be
driven by letting those PSCs. Here is
my year-by-year stab at what could
happen, or needs to happen, next.
2023: TIME TO RECANT
Writing in this column I may have
inadvertently given the impression I
thought former Transport Secretary
Grant Shapps’ competition to find
the location for GBR’s headquarters
a bonkers idea from a publicity-
Roger Ford
seeking minister. It is, in fact, a vital
first step in the rail reform process.
Time and again in speeches and
presentations we are being told GBR
will not be, must not be, Continuity
Network Rail. As you will read later,
one corollary of this aim is that all
senior posts in the railway will be
subject to open recruitment.
Implementing such a
reorganisation can only be the
responsibility of the new GBR
senior management, who will need
to choose their own team. So an
early decision on the HQ must be
matched, as I have been boring on
about for months, with the parallel
appointment of the new GBR Chair
plus Chief Executive designate.
And the first occupants of the new
HQ offices must be the human
resources department, which will be
needed for the great jobs sort out.
Next to arrive will have to be the
legal department, needed to handle
the multitude of contracts which will
transfer to GBR when Network Rail is
eventually subsumed. Leave the TOU
PSCs to one side and just think of the
open access passenger and freight
operators. They will have to have
contracts with the new legal entity
the moment GBR comes into effect
under the new Transport Act 2024.
PEOPLE
For Chair, we will need a heavyweight
with a track record of dealing with
Whitehall and winning, preferably
with guile, but ready to use the stiletto
in the velvet-gloved hand. Their Chief
Executive will need railway experience
and the authority to force through the
uncomfortable change. Think a 21st
century Bob Reid or JohnWelsby.
However, according to informed
sources, the earliest the Government
could set up a new company
is after the second reading has
Echoes of the past: CrossCountry power car No 43184 descends Rattery bank in
Devon with the 12.27 Plymouth to Edinburgh on 6 February 2023. Craig Munday
roger@alycidon.com
been completed and the Bill has
gone to the House of Lords. So
bang goes my aspiration for some
progress on the creation of GBR.
2024: LEGISLATIONTIME?
Control Period 7 starts on 1 April
2024. The Office of Rail and Road
(ORR) will have determined Network
Rail’s expenditure and subsidy for
the next five years. This funding
will not change when Network
Rail is subsumed within GBR.
While we – and Transport Secretary
Mark Harper – are still waiting to
learn whether the Transport Bill
giving GBR its legal powers has a slot
in the final legislative session of the
current Parliament, let’s be positive
and assume it does and the Transport
Act is passed in 2024. With the King’s
speech opening the Parliamentary
session expected in November this
year, the next question is how long
the passage of the Bill will take.
Our closest precedent is the
2005 Railways Act, which abolished
the Strategic Rail Authority and
introduced the requirement for the
High Level Output Specification
(HLOS) and Statement of Funds
Available (SoFA), among other
things. This took four months from
publication of the Bill to Royal Assent.
Let’s be positive and assume six
months, which takes us to mid-2024.
By then, with a general election due
in January 2025 at the latest, my
guess is the formal creation of GBR
won’t be pushed though in the dying
months of a battered administration.
2025: YEAR OF THE
GREAT PURGE?
January’s general election may
see a change of government, or,
at least, a shakeup of the current
cabinet. Allowing time for the
political dust to settle, the earliest
www.modernrailways.com
 Rail Industry Standards
Interface Compatibility
Traffic Operation and Management
Control, Command and Signalling
Data, Systems and Telematics
Infrastructure
Rolling Stock
Plant
Energy
AC Electrification We’re with you
every step of the way

Setting a common system of specifications

Standards play a vital role in making our railways safer, more efficient and
more sustainable.

As Great Britain’s independent rail body, the Rail Safety and Standards Board has
been developing and maintaining industry agreed standards over the past 20 years.
Our standards ensure compatibility and harmonisation across the UK railway industry.

And in our latest standards updates we have introduced changes for AC electrification
that deliver benefits of at least £27 million to the industry over the next 5 years. The
changes will reduce costs associated with new electrification schemes and provide
confidence that trains and the electrification infrastructure are compatible.

For more information visit:

www.rssb.co.uk/ac-electrification-standards
Informed Sources
Cutting edge analysis of the issues which really matter
and most convenient time for GBR
to be established with its legal
powers is 1 April 2025. Based on
what happened after the 1997
election, I would not expect a Labour
Government to change much, if
anything, in the Williams-Shapps Plan.
Meanwhile, for the remainder
of 2025 GBR is likely to be in the
throes of a massive reorganisation.
According to Great British Railways
Transition Team Lead Director Anit
Chandarana, ‘there is going to be
open recruitment for the entire
leadership of GBR, primarily because
the role of the Regions is going to be
much broader than they are today’.
This means the GBR Regions ‘will
not be led necessarily by the people
who lead Network Rail Regions’.
So by this stage GBR must have
its new Chief Executive in place
to guide the creation of his or her
senior management team. Hence
the need to have the central human
resources department in place.
WHOLE SYSTEM
Within GBR, Regional leadership will
be accountable for the delivery of
the overall whole-system service,
rather than just infrastructure, as it the
case today. The ‘biggest difference’,
according to Mr Chandarana,
will be the PSCs, where Regional
management will be ‘working
with the private sector operators
delivering the outcomes of those
services’. This will require recruiting
‘more broadly than before – including
people with experience in sectors
with a strong focus on customers’.
This approach was presaged in
the Williams-Shapps Plan, which
noted ‘GBR will need to include
meaningful numbers of people in
middle and senior management
roles with substantial experience
outside Network Rail, including in
some cases from outside the rail
and transport industry altogether;
and more people with retail and
customer relationship experience’.
Here the curse of the margarine tub
railway strikes again. In an integrated
railway, the BR Chief Executive was
able to move all staff around. Think
of the late Adrian Shooter’s career
(‘Informed Sources’, last month)
or Bob Reid rolling up at Waterloo
on Friday and telling the General
Manager to report to HQ on Monday.
TALENTED
But come the great reshuffle, the
talented managers in the TOUs will
not be employed by GBR. Of course,
they could be encouraged to apply
for a job if the GBR Chief Executive
rates them. Or it could be the case
that some ambitious TOU Managing
28 Modern Railways March 2023
Directors may reckon they could do
a better job than their Network Rail
Regional counterpart and apply for
their job under the open recruitment.
Note I am not suggesting this is
in any way a sensible approach to
running a railway. But it is the logical
outcome of the current official policy.
Clearly 2025 is going to be
a distracting year for railway
management. As the BR staff
college lecturer told Gerry Fiennes
and his fellow students, ‘when
you reorganise, you bleed’.
2026: YEAR ZERO
Extensive management
reorganisation is likely to delay
the transfer of responsibility for
the Train Operating Companies to
GBR, leaving them under DfT and
Treasury control. With the eventual
transfer to GBR, the Williams-Shapps
Plan intent is that all revenue will
go to the GBR Regions, but it is
not clear how TOU costs would be
treated. This is of course only one
of the many lacunae in the W-SP.
My assumption is that within
a Region’s profit and loss (P&L)
account the TOUs’ operating costs
– staff, diesel fuel and rolling stock
leasing and maintenance – would
become part of the Region’s overall
expenditure. TOU fares would
go into the revenue column.
SUBSIDY
What else would go into a Region’s
revenue column? Presumably,
access charges paid by open access
passenger services and freight
operators. However, the largest
item would be the Region’s share
of Network Rail’s direct subsidy for
CP7, now transferred to GBR.
This leaves the question of the
passenger subsidy – currently paid
Roger Ford
Challenging franchise plan: SWR’s No 450067 in
‘key workers’ livery leads Nos 450060/082 with
the 11.23 Waterloo to Alton at Isington, south of
Bentley, on 13 January 2023. Jamie Squibbs
to the TOCs. With infrastructure
subsidy fixed for five years, any
net loss in a Region’s P&L after
receiving TOU revenue will require a
supplementary subsidy from DfT.
Assuming that by 2026 passenger
traffic and fares revenue has
recovered and is continuing to
grow, that subsidy should be falling.
How payment of that changing
subsidy requirement will be
handled is yet another unknown.
Each Region could have a rolling
five-year business plan, on which
subsidy requirements would be
based and updated annually.
And that is the simple version,
with the concessionaire paid a
straight fee, before we get into
the private sector taking revenue
and cost risk in someTOUs.
PASSENGER SERVICES
In his presentation to the Rail Forum in
January, Mr Chandarana emphasised
that GBR will be ‘very decentralised’.
TABLE 2: NATIONAL RAIL
CONTRACT EXPIRY DATES
Operator
Avanti West Coast/West Coast Partnership
Southeastern
South Western Railway
TransPennine Express
LNER
c2c
West Midlands Trains
Greater Anglia
Northern
Chiltern Railways
Govia Thameslink Railway
Great Western Railway
East Midlands Railway
CrossCountry
*Includes options
roger@alycidon.com
He instanced the leader within
one of the Regional business units
‘being accountable for managing
and procuring passenger services
both on a day-to-day basis, in terms
of both managing those contracts
and in long-term procurement’. For
procurement read ‘specification’.
During the management
upheavals of 2025, I think it is safe
to assume DfT will continue to
manage the existing NRCs. So 2026
could be the earliest GBR would be
able to accommodate and manage
the NRCs novated to its Regions.
Now the fun really starts.
Table 2 needs no explanatory
comment. If my assumption is
correct, eight of the NRCs will
have to be extended whatever
happens. Thus NRCs will have to
be re-let before novation to GBR.
DfT’s Passenger Services
Directorate has just over 300 staff.
Their day job is designing, negotiating,
monitoring and managing the 14
Latest date current contract expires*
March 2023
October 2024
May 2025
May 2025
June 2025
July 2025
September 2026
September 2026
February 2027
December 2027
April 2028
June 2028
October 2030
October 2031
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Informed Sources Roger Ford
Cutting edge analysis of the issues which really matter roger@alycidon.com

CAP & COLLAR optimistic and assume GBR has a fully railway has gone before. Assuming
loaded PSC procurement department the GBR central team knows its
■ Revenue share – if actual revenue outturns between 102% and 106% of target including DfT Passenger Services staff stuff, this pioneering journey
revenue, then 50% of the excess between 102% and 106% will be shared with DfT. TUPE’d over, as will be their right. will not end until late in 2028.
If it outturns above 106%, then 80% of the further excess will be shared with DfT. Now, it will be time to select Assume GBR staggers the next
■ Revenue support – if actual revenue outturns between 98% and 94% of which TOU will be the guinea pigs (I two PSC procurements at six-
target revenue, then DfT will provide support equivalent to 50% of the think you mean pilot scheme – Ed) for month intervals and then has three
shortfall between 98% and 94%. If it outturns below 94%, then DfT will procuring the new PSC. In parallel, procurements on the go. It is going to
provide support equivalent to 80% of the further shortfall. Revenue support there will have to be a market testing be well into the next decade before
arrangements only apply after the first four years of the franchise. exercise to identify the canaries all the ‘new look’ contracts are let.
(wasn’t it seagulls last time? – Ed). How quickly will Eastern Region, in
TOC contracts in Table 2. This includes loss of revenue? And would the If the precedent of the 2013 particular, be able to generate PSC
management of contractors’ service owning groups be willing to risk franchising process is followed, specifications? And that is before
performance plus any penalty the associated Parent Company potential operators will have to you come to the franchises running
regimes when things go wrong. Support financial guarantees? apply for ‘passports’ confirming across Regional boundaries are let.
And, of course, these contracts their credibility. Passport holders As the Great British Railways
operate in a dynamic macroeconomic MORE MECHANICS will be qualified to bid for any Transition Team website proclaims
environment. This requires Before the NRCs can be novated future PSC procurement. ‘Our focus on “simpler and better”
someone to negotiate the impact to their respective GBR Regions, Putting ‘Informed Sources’ guides everything we do. It defines
on contacts of Government each Regional HQ will need to have First Law in abeyance, assume a our work today, in 10 years’ time,
Spending Reviews or the outcome appointed the equivalent of a 1960s fairly straightforward TOU, such and beyond.’ Sounds about right.
of the current Periodic Review. Chief Passenger Manager whose as East Midlands, is selected to go
Talking of finance, all the money Department will have to include a first. Potential bidders are going CAVEAT
flows in those snazzy graphics section responsible for managing, to want to know what they are And on that bonkers note I get
illustrating ORR’s railway industry initially, their TOUs’ NRC, and, when letting themselves in for, which into Doc’s De Lorean and return to
financial reports don’t just happen. the time comes, specifying the new means a financial track record, 2023. I should point out that since
Someone has to manage DfT’s Passenger Services Contracts. and will also want to see the terms privatisation I have reported on the
passenger rail subsidy budget Note that each PSC is intended of the contract before deciding railway on its own terms, not as I
and the payments and returns to be bespoke. A recurring theme whether to bid. Let’s be optimistic would like it to be. Thus this column
between Government and TOCs. at conferences and presentations is and assume the bespoke contract does not endorse the structure on
This will obviously continue that there will be no ‘one-size-fits-all’ takes six months to prepare. which the above is based, but, to
when it takes over the NRC. approach to the TOU contracts. Let’s be even braver and assume adopt the mantra of the late British
There are lots of other activities This implies a lot of work. And the ‘simpler’ process at least emulates Railways Chief Executive John
which involve the Directorate, but I it should be remembered that the pace of Peter Wilkinson’s DfT Welsby, ‘we are where we are’.
need to keep this simple (Snork – Ed). one of the conclusions of the franchising taking between 18-20 However, what this analysis
various reviews following the months from seeking expressions does illustrate is that the claimed
DETAIL 2012 Inter-city West Coast scandal of interest to letting franchises. benefits of contracting out to the
Thus, in the immediate future, was that the franchising market private sector come at a heavy cost
DfT is going to be kept busy with had become overheated. MID-2027 in terms of flexibility. Meanwhile,
direct awards extending those So here is Eastern Region and for those who disagree with
NRCs expiring between now ORDER its East Midlands Route in, say, these implications or timescale,
and the end of 2025. Let’s call When Peter Wilkinson was brought mid-2027, boldly going where no our ‘Forum’ column awaits.
the revised contracts NRC2. in to restore order in 2013, one of his
As these are going to run for decisions was that a practical ‘beat TABLE 3: REGIONAL SPREAD
some time after they are transferred rate’ for his Department and the
to GBR, politics will decree there owning groups was a maximum of
OF TRAIN OPERATORS
should be provision for a degree three franchises being procured at
Current TOC Responsible GBR Region
of incentivisation – aka revenue any one time. That was based on a
risk and reward. I don’t advocate larger pool of experienced potential Single Region responsibility
this, but since a Regional Chief bidders than we have today. c2c Eastern
Passenger Manager won’t be By ‘experience’ I mean a bidder East Midlands Railway Eastern*
able to sack an underperforming with an established team of Greater Anglia Eastern
TOU MD, I’ll go with the flow. specialists in everything from LNER Eastern
timetabling to revenue forecasting
Chiltern Railways North West & Central
RETURN OF CAP & COLLAR and rolling stock. And which
According to informed sources it had won some and lost some in West Midlands Trains North West & Central*
would be possible to introduce a high profile, high-risk franchising Avanti West Coast North West & Central
degree of revenue risk into a hybrid bids over the years. Now with Southeastern Southern
NRC2. The mechanism would be a PSCs they will be bidding against South Western Railway Southern
revival of Cap & Collar as a means of simply delivering a pretty tight
Great Western Railway Western*
sharing risk and reward (see box). specification. But remember how
If a PSC’s revenue exceeds budget, FirstGroup won the South Western Dual Regional responsibility
the excess would be shared between franchise by signing up to DfT’s Northern Eastern/North West & Central
the TOC and DfT. Any loss of revenue undeliverable service specification? TransPennine Express Eastern/North West & Central
would also be made up by DfT. I’ll Govia Thameslink Railway Eastern/Southern
leave the mechanics of how Cap & 2027: INTO THE UNKNOWN Pan-Regional operation
Collar would work between a TOU On this trajectory, the transition to
CrossCountry All
and its GBR Region for another time. Great British Railways should be
There are several obstacles complete in 2027, with the Regions Awaiting decision
to this cunning plan. Will the fully staffed, including train services West Coast Partnership/HS2 DfT to decide
Treasury be happy with the management teams. Let’s be * Region with majority of services, minor fringes with other Regions

30 Modern Railways March 2023 www.modernrailways.com

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Informed Sources Roger Ford
Cutting edge analysis of the issues which really matter roger@alycidon.com

Franchising – the rise and

fall of the private sector TABLE 4: ORIGIN OF CURRENT TRAIN
■ Many potential bidders gone AWOL since 2000
■ New entrants hard to identify OPERATING COMPANY OWNERS
Train Operating Percentage of passenger
Company owners journeys Q1 2023-24

T
his analysis had its genesis Plan expects competition for
in idle curiosity. Winding Passenger Service Contracts DfT OLR Holdings (DOHL) 22.9
down after the rush of (PSC) to be ‘far greater than for Foreign state railways 23.8
getting last month’s column off to the old franchises, with simpler
UK-led joint venture (First, Go-Ahead) 43.1
press, and with the submission by procurement, lower costs and
Network Rail and Rail Partners on no one-size-fits-all approach’. FirstGroup 10.2
the vital role of the ‘private sector’
still in mind, I was wondering TABLE 5: FRANCHISE OWNERS 2000 AND 2005
about the current source of this
much-vaunted entrepreneurial 2000 2005
flair and innovation. Franchise Franchisee Franchise Franchisee
With the pressure off, I Inter-city
opened up a new spreadsheet Anglia GB Railways
and created Table 4.
Cross Country Trains Virgin Railways Cross Country Trains Virgin
This categorises the current
Great Western GW Holding (First/MBO) Great Western FirstGroup
Train Operating Company owners
and shows their market share Inter-city East Coast Sea Containers/GNER Inter-city East Coast Sea Containers/GNER
in terms of passenger journeys. Inter-city West Coast Virgin Inter-city West Coast Virgin
I chose passenger journeys Midland Mainline National Express Midland Mainline National Express
over my preferred passenger London & South East
miles, for once, because it gives Chiltern M40 Trains (MBO/Laing) Chiltern Railways M40 Trains
an indication of how many Gatwick Express National Express Gatwick Express National Express
people are using the services. Great Eastern FirstGroup East Anglia National Express
Note that the table excludes
Island line Stagecoach Island line Stagecoach
the ‘national’ railways of Wales
LTS Rail Prism Rail LTS Rail National Express
and Scotland and the concessions
at Merseyrail and in London. North London Railways National Express North London Railways National Express
South Central CGEA (Connex) South Central Govia
THRUSTING South Eastern CGEA (Connex) South Eastern SET Holdings (DfT)
So, in 2023, thrusting South West Trains Stagecoach South West Trains Stagecoach
entrepreneurial overseas Thameslink Govia Thameslink Govia
state railways are responsible Thames Trains Go-Ahead/MBO Great Western Link FirstGroup
for a quarter of passenger
West Anglia Great Northern Prism Rail West Anglia Great Northern National Express
journeys. Just over 40% are
Regional
the responsibility of dynamic
innovative UK transport groups Cardiff Railway Prism Rail
in league with thrusting (OK, Central Trains National Express Central Trains National Express
you’ve made your point – Ed) Merseyrail MTL Trust Holdings Mersey Rail Serco/NedRailways
overseas organisations. Regional Railways North East MTL Trust Holdings TransPennine Express FirstGroup/Keolis
This leaves FirstGroup, with Regional Railways North West GW Holding (First/MBO) Northern Serco/NedRailways
10% of rail passenger journeys, ScotRail National Express ScotRail FirstGroup
as the only true private sector South Wales & West Prism Rail Wales & Borders Arriva
operator. Avanti West Coast and
Wessex Trains National Express
TransPennine Express attest to
the value of entrepreneurial flair. Open access
Making up the total is Hull Trains GB Railways Hull Trains First
the Operator of Last Resort,
with its portfolio of three TABLE 6: ITT4 SHORTLIST FEBRUARY 1996
train operating companies
representing another quarter. Gatwick Express Network South Central Midland main line Inter-city East Coast
Note the correct title is DfT OLR National Express CGEA (France) National Express Sea Containers
Holdings Ltd, DOHL for short.
Prism National Express Generis 125 (MBO) Stagecoach Holdings
So, hardly a vibrant market,
with a pool of eager private Railair (MBO) Capital Coast Express (Stagecoach/MBO) MTL Holdings Wnfordbray (MBO)
sector wannabe train operators. Virgin Group Prism National Express
Yet, note the Williams-Shapps Note: Successful bidder at top of column

32 Modern Railways March 2023 www.modernrailways.com


HIGH SUMMER
Anyway, interest piqued by this
contrast between expectation
and reality, plus the analysis in
the lead item on the stocks, I
decided to revisit the franchising
market in what I consider
to be the high summer of
privatisation – 2000, the last year
before Railtrack imploded.
Table 5 comes from my ‘Who
runs the railway’ database. I
have shown both 2000 and
2005, because the latter
year reveals how the mix of
franchisees was evolving.
Franchising was indeed a
competitive market in those
early days, generating shortlists
of three or four bidders for
multiple franchises being let
simultaneously. Table 6 shows
the shortlists for a later batch of
franchises (Invitation to Tender
4) released in January 1996.
Among seven bidders, MTL
– a northern bus group – made
its first shortlist, having failed
to qualify for LTS Rail (now c2c)
in the previous ITT3 bidding
round. CGEA was a French
public transport operator, now
remembered, not so fondly, as
Connex. Of the 15 individual
bids, four UK bus groups were
responsible for 60% of the interest.
Even though the first franchised
trains had started running on 6
January 1996, franchise letting
was still in full flow, chasing Prime
Minister John Major’s aspiration to
make privatisation irreversible by
the 1997 general election. Also in
January 1996, the prequalification
documents had been issued
for the Regional Railways South
Wales & West and Cardiff Railways
franchises. The delayed ITT for
Chiltern Railways was issued on
1 February, with indicative offers
due on 22 March. Also due on
that day were offers for the South
Eastern franchise. Heady times!
BUS BANDITS
Table 7 is a simplifier for
the 2000 section of Table 5,
showing ownership by category
bidders’ backgrounds. In terms
of percentage of passenger
journeys, the bus groups had
around 55% of the business,
maintaining this dominance
five years later. This was despite
the arrival of new players such
as Serco and Netherlands
Railways (later Abellio).
French interest in 2000 included
joint ventures, led by British
bus operators, plus Connex.
Five years later the two Connex
www.modernrailways.com
Informed Sources
Cutting edge analysis of the issues which really matter
franchises had been terminated TABLE 7: WHO WON WHAT 2000
with extreme prejudice and
my old chum Michael Holden Famous entrepreneurs
was the Government’s original Cross Country Trains Virgin Railways
Operator of Last Resort at the Inter-city East Coast Sea Containers/GNER
failed Connex South Eastern. Inter-city West Coast Virgin Railways
Over the same period, bus
Cost-cutting bus operators
groups involved in management
buyouts (MBOs) had in turn Midland Mainline National Express
bought out the former BR Gatwick Express National Express
management, creating several Great Eastern FirstGroup
millionaires in the process. Island line Stagecoach
Only Adrian Shooter and Laing LTS Rail Prism Rail
remained a bus-free zone.
North London Railways National Express
And the new 50/50 alliance
of service provider Serco and South West Trains Stagecoach
Netherlands Railways had West Anglia Great Northern Prism Rail
given both organisations Cardiff Railway Prism Rail
their first dip in the passenger Central Trains National Express
rail franchising water. Merseyrail MTL Trust Holdings
Regional Railways North East MTL Trust Holdings
CONSOLIDATION
Meanwhile, as Table 8 shows, the ScotRail National Express
dynamics of the bus industry South Wales & West Prism Rail
were changing, with the uber- French connection
predators snapping up the smaller South Central CGEA (Connex)
fry. By 2005, National Express South Eastern CGEA (Connex)
had bought out Prism, by then
Thameslink Govia
essentially LTS (c2c). MTL only just
made it into Table 5. In April 2000 Bob Reid's children and friends
Arriva entered the franchising Great Western GW Holding (First/MBO)
market with a successful takeover, Chiltern M40 Trains (MBO/Laing)
which included the right to run Thames Trains Go-Ahead/MBO
the two MTL franchises for 12 Regional Railways North West GW Holding (First/MBO)
months, before they were re-let.
Consultants
All this activity created five
powerful UK-based transport Anglia GB Railways
operators, who would dominate
franchising for the next 10 years. TABLE 8: FRANCHISES HELD BY BUS OPERATORS
But the rot set in with the Inter-city
West Coast replacement franchise Franchises held
scandal of 2012, culminating in
2000 2005
the timetable shambles of 2018.
Gradually the big beasts Arriva 0 1
departed. In 2017, National FirstGroup * 1 4
Express decided there was Go-Ahead * 2 2
no future in the UK franchise
MTL Trust Holdings 2 0
market and sold c2c to Trenitalia.
Stagecoach lost South West Trains National Express 5 8
to FirstGroup and its Inter-city East Prism Rail 4 0
Coast franchise joint venture with Stagecoach 2 2
Virgin went bust. And when Virgin
Total 16 17
had its bid for the West Coast
franchise disqualified in 2019, Sir *Includes joint ventures
Richard Branson metaphorically
shook the dust from his feet TABLE 9: CURRENT BREAKDOWN
and left the UK rail market.
As Keith Williams said in his
OF TOC OWNERSHIP
2019 George Bradshaw address, Contracts held
‘put bluntly franchising cannot
Abellio* (Netherlands Railways) 1
continue in the way that it is
today. It is no longer delivering Abellio* (Netherlands Railways)/Mitsui 2
clear benefits for either taxpayers Arriva (Deutsche Bahn) 2
or farepayers’. He omitted to FirstGroup 2
add ‘franchisees’ to that list. FirstGroup/MTR 1
And so we come to Table 9, FirstGroup/Trenitalia 1
which provides the necessary Go-Ahead/Keolis 1
background to the putative
Trenitalia 1
market for Great British Railways
procurement of Passenger DfT OLR Holdings (DOHL) 3
Service Contracts. * Transferring to Transport UK Group
March 2023 Modern Railways 33
Informed Sources
Cutting edge analysis of the issues which really matter
Air mobility – credible
threat or tech bubble?
Air taxi: artist’s impression of a Virgin Atlantic Vertical Aerospace VX4 eVTOL aircraft
operating a Heathrow Airport to Docklands air taxi service. Courtesy Virgin Atlantic
■ Government study evaluates York – Preston
■ Technical challenges remain for new aircraft
■ Over $6 billion funding raised worldwide
■ 2025 the critical year
A
n irritating feature of
conferences, at least until
the pandemic gave the
industry something really serious
to worry about, were claims by
railway managers and engineers that
self-driving electric cars threatened
the railways’ green credentials.
While railway folk have always been
prone to techno-cringe, in this case
they should have known better.
A moment’s thought would have
shown that in rail’s main markets
Autonomous Vehicles (AV) could
not compete with the steel wheel’s
traditional advantages. Why would I
forsake rail for trips to London when
the AV, even if it had collected me
TABLE 10: APPLICATIONS STUDIED
Study
Powerline inspection
Cargo delivery – mail
Last mile delivery – prescribed medicines
Sub-regional air taxi
Rural air taxi
Urban air taxi
34 Modern Railways March 2023
at my door, would still be in slow-
moving traffic at Swiss Cottage as
my train pulled into King’s Cross?
Or sit in a car for more than three
hours on the A1(M) to York when I
could be enjoying breakfast on the
East Coast main line, or working at a
table with Wi-Fi, a buffet and toilets
available – important for us older
chaps. As the AV bubble burst and
battery range still induces anxiety, that
‘threat’ seems to have evaporated. But
now we have ‘air mobility’ on the rise.
DRONES
It all began with drones. These have
rapidly scaled-up from children’s
toys to provide serious commercial
Detail
Inspection of the Beauly-Denny powerline
Movement of mail from Inverness to Kirkwall
Delivery of prescribed medicine to patient homes
Passenger journey from York to Preston
Passenger journey between village and village or village and town
Passenger journey within an urban area
Roger Ford
capabilities. In this magazine, for
example, our talented photographers
now use camera-carrying professional
drones to provide views previously
available only from aircraft.
Network Rail is using drones to
obtain data on infrastructure.
But why stop there? The logical
progression in the scaling up was
electrically-powered passenger-
carrying vehicles. The sarcastic
call to the silicon valley tech-bros
of ‘Hey dude, where’s my flying
car?’ is now being answered.
CHALLENGE
In last month’s magazine my
colleague Andy Roden reviewed
the latest round of First of a Kind
TRANSFORMATIONAL
‘Future Flight can transform our lives. It will inspire the next generation of
sustainable aviation and revolutionise how we connect people, deliver goods
and provide services, using new classes of electric and autonomous vehicles.’
Innovate UK
Sector
Utilities
Transport & Logistics
Medical
Transport & Logistics
Transport & Logistics
Transport & Logistics
roger@alycidon.com
(FOAK) funding for railway technical
innovations. He is much kinder than
Ian Walmsley or I, who tend to point
out that much of these schemes are
‘latest’ rather than ‘first’. However,
the money being thrown at proven
railway technology by Innovate
UK is small change compared with
its Future Flight Challenge (FFC).
This is a £300 million programme
which is part of the Industrial
Strategy Challenge Fund (ISCF). Its
aim is to stimulate the development
and application of new aviation
technologies in the UK. And, of course,
it seeks to help position the UK as a
global leader in aviation technology
(‘Informed Sources’ 10th Law refers).
STUDY
As part of this ambition, UK Research
and Innovation, to give Innovate
UK its formal title, commissioned
consultant PwC to assess the potential
costs and benefits of ‘new aviation
technologies’ covering the range of
applications in Table 10. Each of these
represents a ‘potentially valuable
application’, which is where railways
come in (I was wondering – Ed).
AIR MOBILITY
I had been following developments
in electric flight for some years
before the report on the FFC study
was published in January 2021.
The initial target of the scaled-up
passenger carrying ‘drones’ was
aerial taxis, ideally pilotless. The
generic term for this category
is Urban Air Mobility (UAM).
German firm Volocopter, supported
by French airport operators and
RATP, is committed to providing a
demonstration commercial air taxi
service during next year’s Olympic
Games in Paris. This will use two-seat
piloted Volocity aircraft. The city
centre ‘vertiport’ is expected to be
a barge moored on the Seine.
However, as the entrepreneurs
started designing battery-powered
Location
Beauly-Denny, Scotland
Inverness-Kirkwall, Scotland
Urban area
York to Preston
Rural area
Major city – modelled
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Informed Sources Roger Ford
Cutting edge analysis of the issues which really matter roger@alycidon.com

TABLE 11: EVTOL VS TRAIN sector. Customers include Virgin

Atlantic, American Airlines and
helicopter operator Bristow Group.
Mode of transport Fare Value of time Total
Train (annual season ticket) £18.42 £106.82 £125.24 APPLICATIONS
One application is from Heathrow
Train (Anytime) £33.00 £106.82 £139.82
Airport to Canary Wharf with a
Train (Advance) £12.00 £106.82 £118.82 13-minute flight time. The fare
Urban air taxi £20.37 £45.24 £65.61 has been quoted as around the
cost of an Uber. It is unlikely to
Source: PwC
dent Elizabeth Line ridership!
Virgin, of course, is more ambitious.
electric vertical take-off and landing example of where ‘there is no direct commute daily between Preston Virgin Atlantic is exploring a joint
super-drones, their ambitions in route by rail’. In fact, Northern has and York? I have added the current venture with Vertical Aerospace
terms of both seating capacity and an hourly direct service timed at 2hr Anytime and Advance rail fares to provide short-haul connectivity
range expanded. This resulted in a 15min. For context, according to the to the PwC analysis in Table 11. between UK cities and airport hubs,
new category, Advanced Air Mobility AA journey planner York to Preston is Value of time is also doing some starting with London Heathrow,
(AAM), using electric Vertical Take- a 1hr 51min, 97.6-mile journey by car. pretty heavy lifting. PwC quotes a Manchester and London Gatwick.
Off & Landing (eVTOL) aircraft. These discrepancies hardly inspire value of £32.70 per business hour, An example quoted is Cambridge
confidence, but let’s see where but, of course, for the business to London Heathrow, with a
STUDY the study’s analysis leads us. traveller, time in a train is productive. journey time of 22 minutes.
For its study, PwC selected the 67 There are some pretty heroic And that air taxi fare, based on Instancing 37 towns and cities with
miles (as the eVTOL flies) journey assumptions behind this particular 55 occupancy, seems very low. I populations over 100,000 within 100
between York and Preston as an case study. For a start, would anyone would expect such an operation miles of London Heathrow, Virgin
to target premium business travel, claims the VA-X4 offers ‘huge potential
RAIL VERSUS AIR TAXI  BASIC ASSUMPTIONS rather than the rail mass market, to support zero emissions short haul
with the fare reflecting the value of transfers for 7.7 million customers
■ The individual commutes by train from York to Preston. time rather than operating cost. outside of London, for flights to and
■ The train takes 2hr 31min. from the UK’s main hub airport’.
■ The individual takes the train twice every working day CAPACITY
of the year (equivalent to 229 days). Technically the report is highly CHALLENGES
■ The individual purchases an annual season ticket for £8,440. optimistic with its assumption of Apart from technical issues, such
■ The value of an individual’s time is calculated using the approach provided by DfT, an 11-seat eVTOL plus pilot. For as the failure of battery capacity
using webTAG values for 2020; for a car driver this is £32.70 per business hour. current eVTOLs, the three leading growth to meet early expectations,
manufacturers in terms of funding the civil aviation regulations for
SUBREGIONAL AIRTAXI are all proposing piloted aircraft the type-certification of this new
■ The use case is a battery-powered air mobility vehicle. with four passenger seats. generation of aircraft are proving
■ The use case reflects a ‘near term’ scenario where the costs of the air mobility are Britain’s contender, Vertical demanding. And the issues of how
based on assumed (global) production of around 500 units a year: this enables some Aerospace’s VX4, also has four seats the new air traffic will be controlled
economies of scale and other advances in the technology and manufacturing process. plus a pilot with projected range are still being thrashed out.
■ The vehicle has 12 seats. of 100 miles plus and a maximum So, back to the questions in
■ One seat is used by the pilot – the sensitivity of the costs speed of 200mph. Vertical has a the headline. Credible threat? Not
of autonomous operation are also considered. conditional pre-order book for 1,350 anytime soon. Tech bubble? Most
■ The regulatory environment poses no barriers to operation of the air mobility. aircraft, the second largest in the of the major contenders expect
to have a production aircraft
certified during 2025. But I expect
further slippage along the way.
As we all know, consultants’ studies
tend to echo the client’s aspirations.
In its summary of ‘winners and losers’
in the sub-regional air taxi category,
the PwC study notes ‘the losers are
train operators if they lose customers
to air mobility technology: if this
becomes pervasive, it could also
impact their other customers’.
However, I could see an
opportunity for the railways to
exploit Air Mobility if it takes off
(Groan! – Ed). The new form of
transport will require convenient
locations for what are being called
‘vertiports’. These will be quite
complex installations, with rapid
chargers for the aircraft batteries
in addition to passenger handling
facilities and a ‘control tower’.
Just think of the railway land
Rail route studied: this shot, taken using a drone, shows around and above stations. And there
Northern’s No 195103 forming the 09.21 Blackpool North to are plans to build above Liverpool
York at Lydgate viaduct on 4 November 2020. Tom McAtee Street station. Chocks away!

36 Modern Railways March 2023 www.modernrailways.com

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Informed Sources Roger Ford
Cutting edge analysis of the issues which really matter roger@alycidon.com

CAF DMUs join New Train TIN-watch

train. This had replaced the original to provide further support,
Also featuring an update on Vivarail’s demise diesel multiple-unit conversion of administration was inevitable.
redundant London Underground

T
his month we welcome two
new entrants to TIN-watch,
the West Midlands Trains CAF
Class 196 DMU fleet and their Class
197 siblings with Transport for Wales.
There was a head-to-head review of
these newcomers in last month’s ‘Pan
Up’. While the table shows 29 units in
the TfW fleet, the number in regular
service is, of course, much smaller.
I’m looking forward to some inter-
TOC rivalry as these fleets bed in and
start the climb up the table. As they
are both from the same established
production line, I would expect
them to catch up the Northern
CAF Class 195s pretty quickly.
Meanwhile, red faces all round
at ‘Informed Sources’ central as
my attempt to correct my original
Horlicks of the ex-BR inter-city table
in January’s rolling stock reliability
review only made things worse.
So I have gone back to the original
data for Table 13. Other bedtime
drinks are available, and apologies
again to all affected, in particularly
those behind the table-topping
performance of CrossCountry’s HSTs.
VIVARAIL – BROKEN
UP AND SOLD OFF
Receiver Grant Thornton announced
on 23 January that it had received
offers for the Intellectual Property
(IP) and tangible assets of Vivarail
Ltd. It is not expected any funds
will be available for non-secured
creditors owed £3.9 million.
According to Grant Thornton,
a substantial proportion of the
funding provided by United States
backer Henry J Posner III’s Railroad
Development Corporation had
been spent on developing the fast
charge system for Vivarail’s battery
D78 stock vehicles. Fast charge was
still in the Network Rail approvals
process, without which it could not
be sold for operation on the UK
network, at the time the company
went into administration.
Grant Thornton identifies three
factors contributing to Vivarail’s
demise: the cost of developing
fast charge; underestimation of
the time and costs of maintenance
and support contracts; and late
running contracts. It was forecast
the company would lose a further
£1 million by the end of 2023.
Out of 45 potential buyers for
the company identified by Grant
Thornton, 11 companies signed
Non-Disclosure Agreements giving
access to company data and four
were invited to submit offers;
however, none were received.
With existing funders unwilling
SALE
Offers have been received for the
intellectual property – essentially the
patents protecting the fast charge
system. Tangible assets include the
battery train, destined for the GWR
trial on the Greenford branch, plus
a single converted vehicle. There
are also the remaining 82 D78 stock
shells. Scrap carriages already sold
have raised around £110,000.
Complicating matters is the
£3.95 million held in a blocked
account in connection with the
purchase by Lombard of the West
Midlands Trains Class 230 units.
So, all very sad, but seemingly
inevitable as development
timescales slipped, meaning
the original Pacer replacement
market was missed and the
revised strategy focusing on
battery trains ate up money.

TABLE 12: NEW TRAIN RELIABILITY, 2022-23 PERIOD 9

Number of Miles per MTIN Mp701D
Number Miles
Technical Technical Number Moving Year To
Operator Class Traction Maker of Units/ Unit Miles per 701D
Incidents Incident of 701Ds Annual Date
Trainsets (Mp701D)
(TIN) (MTIN) Average Average
Arriva Rail London Class 710/3 EMU Alstom 6 2 22,130 11,065 2 11,065 14,457 15,070
TransPennine Express Class 397 EMU CAF 12 17 122,695 7,217 23 5,335 14,117 7,951
Arriva Rail London Class 710/2 EMU Alstom 16 12 112,010 9,334 14 8,001 11,267 10,636
Arriva Rail London Class 710/1 EMU Alstom 31 10 114,718 11,472 12 9,560 10,825 10,168
Northern Class 195/2 DMU CAF 25 17 255,455 15,027 34 7,513 9,970 6,111
Northern Class 195/3 DMU CAF 33 27 283,193 10,489 44 6,436 8,795 4,408
TransPennine Express Nova 3 train set Diesel CAF 10 6 32,878 5,480 12 2,740 5,291 3,258
MTR Elizabeth line Class 345 FLU EMU Alstom 70 92 520,978 5,663 108 4,824 4,943 5,032
TfW Rail Class 197 DMU CAF 29 4 14,416 3,604 7 2,059 3,604 2,059
South Western Railway Class 484 EMU Vivarail 5 1 9,120 9,120 1 9,120 3,278 2,971
TfW Rail Class 769 DEMU Porterbrook 8 24 26,033 1,085 28 930 1,768 1,449
Northern Class 769 Bi-mode Porterbrook 8 15 30,220 2,015 20 1,511 1,752 1,566
West Midlands Trains Class 196 DMU CAF 10 22 24,547 1,116 22 1,116 1,350 1,350
Chiltern Railways Class 168 Hybrid Bombardier/MTU 1 3 4,365 1,455 3 1,455 1,170 1,170
Greater Anglia Class 755/3 Bi-mode Stadler No data provided
Greater Anglia Class 745/1 EMU Stadler No data provided
Greater Anglia Class 720/5 EMU Alstom No data provided
TIN=technical incident, where a train is stopped for three minutes or more due to a vehicle problem. 701D=technical incident reason, which
covers a wider range of faults than a TIN. FLU=full length unit. Source: Rail Delivery Group/Fleet Challenge

TABLE 13: EX-BR INTER-CITY RELIABILITY (CORRECTED)

MTIN Moving Annual
MTIN MAA P6 2021-22 % change
Average P6 2022-23
CrossCountry HST set 10,268 9,286 11
LNER IC225 9,088 6,947 31
Great Western Railway PRM modified 2+4 HST set 7,394 9,145 -19
ScotRail PRM modified HST set 6,907 5,998 15
Chiltern Railways Diesel-loco trainset 6,246 4,144 51
TfW Rail Class 67 + Mk 4 6,059 2,873 111

38 Modern Railways March 2023 www.modernrailways.com

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019/23
Pan Up
Expert opinion on rolling stock and other topical issues
Going Overground
The Superannuated Anoraks see what’s new in the big city, like the new Friday
I
’m no great fan of London, but
the cold, dark days of January
will be enlivened by the bright
lights and new railways of the big
city. Early for the train as usual, Steve
Dentith and I are trying out the
new EMR seats on the footbridge
at Derby when who should stroll
past but Lee Doggett, Head of Fleet
Commercial at West MidlandsTrains.
It was Lee (then of Porterbrook)
who I placed the £1 bet with
seven years ago that the Class 769
Graceful arches: Southern Electrostar at
Crystal Palace. Photos by Ian Walmsley
42 Modern Railways March 2023
would never carry a passenger,
so a handshake was merited, at
least for the Great Western ones.
A ‘new’ East Midlands Turbostar
idles in platform 5, immaculately
clean – that’s how you know it’s a
new one. The Meridian to London
is tatty and dirty, as usual, the filthy
windows shown up as the sun rises
over Leicestershire. No breakfast, of
course – who would have thought
we would look back nostalgically
on the days of Stagecoach?
Ian Walmsley
ianw1@sky.com
Always useful on these trips is
realtimetrains.co.uk, allowing you to
see how the group is forming up and
anticipate problems – but not on
EMR Wi-Fi because the site is blocked.
There can’t be many operators who
go out of their way to stop passengers
finding out what’s going on.
EAST LONDON LINE
One stop to Highbury & Islington
on the Victoria Line and we
pick up the Overground all the
way around the east of the City
to West Croydon, a section of
this outer circle line normally
only glimpsed from the radial
routes going under it.
In the desperate days of trying
to lease Class 458s off South West
Trains, Porterbrook bid them for
this service, an early education
that if the customer wants new
trains that is what they are going
to buy, no matter how cheap the
alternative. The trains they got
www.modernrailways.com
 Pan Up
Expert opinion on rolling stock and other topical issues

were the no-frills Electrostars,
the Class 378s or ‘Capitalstars’.
These five-car sets have four
more motors than the Class 376
five-car Electrostars and with
faster operating, wider pocket
doors are built for real rapid
transit work. Sadly the track
isn’t, and they tootle around
more like the Titfield Thunderbolt
than the S-Bahn. As you trundle
sedately around the ELL over the
main lines you see Meridians,
Azumas and Greater Anglia trains
before emerging surrounded
by Southern Electrostars.
The trains are designed for
short trips, hence all seats are
transverse against the sides,
leaving lots of standing space.
They are 12 years old now and the
seats are threadbare, so I guess
they didn’t get the British Rail
standard re-trim at six years.
The East London Line Railway,
like the Cheshire Lines, operated
the infrastructure, not the trains
(there’s nothing new). Part of that
infrastructure is Marc Brunel’s
(Isambard’s dad) tunnel under
the Thames built for coaches
and horses but mainly used by
pedestrians from opening in 1843.
Not until nationalisation in 1948
did vertical integration take over in
the form of London Transport, then
in 2007 it closed for conversion to
an Overground route, opening in
2010. Its passenger origins go back
with the North London line to Broad
Street, a station moving 27 million
people in 1902, dropping to half
that by World War 1, when it also
fell victim to a Zeppelin attack.
Nigel Tilly travelled from Broad
Street to Finsbury Park in 1968,
calling at Dalston Junction and
hauled by ‘Baby Deltic’ D5908. D5900
and D5909 were also in the station.
By then passenger numbers had
dropped to only 6,000 per week and
by June 1986 Broad Street closed to
make way for the Broadgate office
development. The decline was due
to it being quicker to use the radial
rail network and the Underground.
In the 20th century the population
of Greater London increased from
6.5 to nine million and the density
dropped by one-third, facilitated by
the suburban network we have today.
DWELLING ON IT
We change at West Croydon to have
a run to Beckenham Junction on the
tram and suddenly time seems to be
important again; like most trams, it
is in a hurry. You need to know you
only have to swipe in with your Oyster
card, not out, because it is a flat fare.
Underground station dwell times
are usually 20 seconds, Overground
30 seconds but the tram hits 15
Memories of Stratford depot: Class 15s alongside a Class 31 in August 1970.
Acquaintances renewed: Ian meets ex-Porterbrook
colleague Lee Doggett at Derby station.
seconds, which combined with
‘proper’ (not defensive) driving
means a tram can be in and out of a
station before an Overground train
has opened its doors. Boarding is
quicker due to level access, but the
main issues on many main line trains
are defensive driving and guard
control of doors with the absurd
requirement to check the platform
is still there before opening. Imagine
the time saved across the railway if we
took 50% off every dwell time – but
imagining it is as far as it will go.
Having revelled in the speed and
efficiency of the tram it is back to
normal at Beckenham Junction.
One reason the Anoraks have not
‘done’ London before is the lack of
toilets on the trains, which is not
much of a problem for most users,
but one of our team has noted the
toilet facilities at every stop. The
best laid plans…the toilet is locked
out of use; we find a member of
staff to open it, which is a relief.
The Electrostar heads for Crystal
Palace, maximum 37mph before
a final flourish of 52mph. Dwell
times are now 40 seconds, even
though we are lightly loaded
and running slightly late.
CRYSTAL PALACE
The original Crystal Palace, the
NEC of the time, moved from Hyde
Park to Sydenham Hill after 1851
with a station to serve it on the
London Brighton and South Coast
Railway (LB&SCR). After endless
bus shelter stations Crystal Palace
comes as a pleasant surprise with
huge brick arches, wide staircases
and a more forgettable modern
roof over the terminus area.
The Palace was very popular, and
anticipated to be even more so, hence
the Crystal Palace and South Junction
Railway struck south from Peckham
Rye to create a huge, ornate station at
right angles to the LB&SCR and next
to the Palace. It anticipated carrying
on through, but this never happened
and even after electrification the line
still lost money. The Crystal Palace
burnt down in 1936 but the line
struggled on until 1954, the high level
building lasting until 1961. An urban
myth circulated that a train full of
commuters had been trapped by a

www.modernrailways.com March 2023 Modern Railways 43

Pan Up
Expert opinion on rolling stock and other topical issues
tunnel collapse and the whole thing
walled in, indeed the Nationwide TV
programme did some excavation
to look for it but, unsurprisingly,
found nothing. Crazy conspiracy
theories are not new either.
Crystal Palace was also proposed
as the southern terminus of the
Kearney high-speed tube monorail
in 1905. This was to zip through to
Cricklewood and was ahead of its
time by offering energy saving. It
was to run like a rollercoaster, with
1 in 7 inclines up to and down from
stations so gravity did the heavy
lifting (well, pulling). A somewhat
milder version is standard practice on
metro lines, but Kearney also offered
more stability from the rotating
masses of the wheelsets at the top
and bottom of the car, streamlining
to cut air resistance and, with power
delivered through the top guide
rail, undreamed of journey times.
In later years Kearney offered
the idea to run under the Tyne and
the Solent, by then doubling as an
air raid shelter. It never got further
than a working model, but had
it been proposed today it would
be a slam-dunk for the research
business. The RSSB, universities and
Out east: a Class 345 on an Elizabeth
Line service approaching Shenfield.
44 Modern Railways March 2023
every research group would be
pouring money into it – anything
but a standard electrified railway
and they love it. Come to think of it,
maybe I’ll put a bid in, but for now
back on the outer circle Overground
to Clapham for a spot of lunch and
our first cancelled train of the day.
STRATFORD
The trip from Clapham Junction
via Gospel Oak to Stratford is just
under 18 miles but takes 64 minutes,
including 21 intermediate stops. It
can be done quicker via Whitechapel,
but we want to complete the circuit,
so onward for a view over North Pole
depot, Willesden and Highbury &
Islington, where we started. All very
interesting, although we are getting
a bit fed up with sitting sideways. At
Stratford it is on through the widest
subway I’ve seen (presumably to
serve the Olympics) to a wet, cold,
windswept platform and a few
minutes to remember the wonders
that were Stratford depot.
More a works than a depot, I
remember it most for long lines
of D82XX Type 1 locos, a variety
of shunter types and Class 31s. In
1977 it was famed for the Union
Ian Walmsley
ianw1@sky.com
Jack livery with silver roof – an early
breakout from the plain rail blue
years. Electrification saw off the big
locos, loss of dock traffic the small
ones, and finally the site became
Stratford International station.
Onward now to the brave
new world and the Elizabeth
Line to Shenfield, where the new
electrification arms have been
attached to the unobtrusive old
structures, another reminder of how
overengineered the new gantries for
Great Western were. It is 13.30 and
the train is quite well-loaded, but
empties out at Romford. Coming
back we are three minutes late due
to defensive driving – it’s raining.
Crawling into Ilford reminds me of
grim days lodging there and dining
in the Wimpy bar. David Rayner
tops that with four months in the
railwayman’s hostel while working
at Temple Mills – doors slamming
all night and spoons on chains. Alex
Wood did four months in Old Oak
Common hostel – ‘a prison with a key’.
But his high-level window overlooked
the turntable home of Westerns
and green Class 47s. Trainees today
think hardship is having to come
into the office twice a week.
BOND, STREET BOND
I wasn’t keen at the time, but what
a good idea it was to name this
line after our late Queen. It is really
impressive, but what can I say that
hasn’t been said before? At the
mock-up I didn’t like the dark wall
panels or the hard seats on the Class
345s, and I still think they are too
dark, but after a day on benches
the few proper seats facing the
right way are much appreciated.
This is mid-afternoon and many
passengers are standing, so it won’t
be long before overcrowding gets
to Underground standards. The
‘345s’ could be extended by two
vehicles to 11-cars – the platforms in
the central section are long enough
although the screen doors would
need fitting. Running more trains
will be possible when the line runs
right through, but if that isn’t enough
then the proper seats may go.
We take a look around Bond
Street station to see what you get
for £660 million against a budget of
£111 million. Just for comparison,
if us vehicle engineers did that
a new vehicle would cost about
£12 million – and I’ll bet it would
still have hard seats. The station is
www.modernrailways.com

impressive, although I’m not sure
what a huge cast plate saying
‘reflect from your shadow’ adds
to the mix. On the up side, the
casting looks a bit like an oversized
Class 52 ‘Western’ nameplate;
D1074 Western Hokum perhaps.
A casting of numbers greets you
going down the escalator, but I’m not
wasting space on what it’s supposed
to be for. I’m all for paying for style
mind you – some of our group think
buildings like the Gherkin and the
Shard are a waste of money, they
should be rectangular with standard
windows etc to make them cheaper.
I don’t agree – if people want to
pay for a distinctive building so be
it. Would we be happy if St Pancras
station had been built cheaper?
The cost overrun is a long story,
but lessons learned have been put
forward. One is just to set targets
with backstops if they are missed, or
indeed not to pretend they have any
idea what the cost will actually be
when you dig a hole in London – is
that all you’ve got after a six times
overrun? Mark Wild (former Crossrail
CEO) told Construction magazine that
the lesson which must be learned is
that we need more standardisation.
www.modernrailways.com
Expert opinion on rolling stock and other topical issues
Preparing to set sail: the Anorak team at the pier at Barking Riverside; from left, Ian Walmsley,
Nigel Tilly, Steve Dentith, Alex Wood, Peter Riisnaes, David Rayner and Steve Morris.
READING THE SIGNS
We head for an overnight stay at
Reading, Elizabeth Line all the way.
We are dining at The Corn Stores,
which is nice but is making a stand
against obesity. A fillet steak the size
of an Oyster card is one thing but
Echoes of the Western: cast signs at Bond Street Elizabeth Line station.
serving a Derbyshire group only half
a Bakewell tart made us pine for the
pensioners’ portions of Whitley Bay
(‘Pan Up’, December 2022 issue). Every
table is taken and the place is buzzing,
so much so that we decamp to the
station bar The Three Guineas. This is
also buzzing but does have an old BR
notice board with a poster for Toton
open day as compensation for being
as noisy as a boiler shop. Getting up in
the night (it’s an age thing), the streets
of the ‘night economy’ are still busy at
03.00, and this is a Friday morning.
We are heading back to London
by a Great Western Intercity Express
Train, which are all about 10 minutes
late and all less than half full.
The good news is that the ride is
good, so either someone has fixed
something or this set has just had
its wheels reprofiled. Changing to
the Elizabeth Line at Paddington,
it is also quiet, yet this is 08.30 on
a Friday morning. The Reading
revellers must be ‘working’ from
home; Thursday is the new Friday.
March 2023 Modern Railways
Pan Up
Next destination is Barking
Riverside, another new railway,
and to get there we change at
Forest Gate to walk to Wanstead
Road, just 300 metres away.
Wanstead Road overlooks the
rooftops of the old London, you
could almost imagine Dick Van
Dyke singing Chim-Chiminee,
then on the other side are modern
apartments with trees on top and
rotting timber cladding it is near
impossible to treat. It’s funny how
every block has one resident who
fills their balcony with junk.
An Aventra Class 710 rolls in on
time, again well-loaded as far as
Barking. The last bit to Riverside is
on a long sweeping viaduct over
a post-industrial wasteland once
occupied by Barking Power Station,
now with planning permission for
10,800 homes – hence the new
railway. They’ve built the school
(sorry, campus), which has the
unusual feature of having the floor
numbers in large letters on the
45
Pan Up
Expert opinion on rolling stock and other topical issues
Ian Walmsley
ianw1@sky.com

Splendid cityscape: view from on
board the Thames Clippers boat.
outside, 1 to 5. There were going to
be six, but that’s another storey.
UBOAT
The new Riverside station is nice,
with level access too, but completely
deserted. We walk down to the
riverside itself to try the Uber Boat
Thames Clipper service, which only
comes this far out at peak times,
the reason we got up early. There
is one person here and he is filling
gaps in concrete with a mastic
gun, but reassuringly the boat to
Battersea is on the indicator.
A cold wind whips up the
estuary so we head for the shelter,
and doubts are creeping in as to
my organising ability as with five
minutes to go there is still no boat.
Then – there she is! They tell you to
swipe your Oyster card as you get
on, not early in case it times out,
and not at the other end or you get
charged twice. On board it is another
world – warm, with comfortable
seats, a buffet bar and a great view.
There is more padding in one row of
these seats than a whole Class 378.
POWER NO MORE
The journey to Battersea takes 1½
hours; the journey planner shows
1hr 20min to Battersea Park, so
about the same with a walk to the
power station. We sail through the
Thames Barrier, under Tower Bridge,
past Parliament – this is great, I’m
bringing the grandkids next time.
Next stop is the power station,
as was, now a designer shopping
centre. It’s a bit like a big version of
the shopping mall we have to walk
through to get the train at St Pancras.
It’s very light on model railway or
camera shops, but if you want some
clothes with a badge on for only 20
times what they cost to produce
– this is for you. We thought the
control room sounded interesting
– full of old switchgear (cool), but
actually a cocktail bar (uncool).
Steve Dentith recalls the ‘Battersea
Bullet’ train project, which was to
serve this building when it was
going to be a theme park. The bullet
train would have no windows,
just screens to excite your senses
for the journey of a few minutes
from Victoria. As I’ve said before,
if something sounds stupid, it
probably is – it never happened.
The building, designed by Sir Giles
Gilbert Scott (Liverpool Cathedral,
the red phone box etc) towers over
you – so many bricks – there could be
one for every tonne of CO2 released
over its lifetime. Just a guess.
Display boards show the
interesting history, including of course
the Pink Floyd connection when
in 1977 they flew a giant inflatable
pig over the building to promote
the Animals album. It broke free
to disrupt air traffic to Heathrow
and ended up in a farm in Kent.
The best bit of the album was
the great guitar end bit of Sheep.
The anti-business rant was based
on Animal Farm and how the sheep
just followed unthinkingly along.
I’m not sure they realised it applies
as much to the right as the left.
TO THE LANE
The last bit of the trip is a look
around what was the diesel shed
at Stewarts Lane, now being used
by British Pullman. Steve Morris
has been doing some work for
them and has set up a visit.
Walking there from Battersea
power station is to pick your way
through a net of railway lines, there
is barely a moment when there
isn’t a train hurtling over a viaduct
somewhere. Don’t imagine this
as a poor area though – we pass
the Newton Prep school (fees
£7,465 per term), where the roads
are full of Bentleys at school run
time. A Class 66 wheezes into
the aggregates depot while a
Southeastern Electrostar passes
and a ‘455’ rattles over the viaduct.
I used to go to Stewarts Lane
regularly when introducing the
Class 460 Gatwick Express units
and it always seemed a good,
capable depot. One day I took a
stroll over to the diesel shed and
found a Deltic lurking in there, but
today it is full of Pullman cars.
British Pullman is a commercial
operation, but it is not giving
much away to say the Pullman
coaches need to be maintained
to a high standard while keeping
a period look. Obviously, the seats
are luxurious, as they should be
for a couple of grand each. Some
vehicles are having retention toilets

46 Modern Railways March 2023 www.modernrailways.com


Surrounded by railway lines: an Electrostar, ‘455’ and ‘66’ in view in
the crowded corner of south west London near Stewarts Lane depot.
fitted, and in the process some
damage has been done to the
mosaic floor. This is being repaired
by a highly skilled woman who is
prepared to spend days on the floor
of a toilet compartment cutting in
tiny pieces of flooring. There is a
lot of work going on, which must
be complete for when the season
starts at the beginning of March.
It is great to see so many of these
vehicles together, and I notice they
are sitting on appropriate riveted
bogies which look original. Actually
they aren’t, they are recovered from
Glasgow Class 303 ‘Blue Trains’.
This is top quality stuff here,
absolutely the opposite end of the
scale to the scruffy Meridian we
www.modernrailways.com
will be catching home. Trips on
these dining specials are premium
priced, but a look around here tells
you why. I do think it is a credit to
our railway that such trains can
still run, long may this continue.
HEADING HOME
It’s Stewarts Lane to memory lane
as I plod up the hill to Wandsworth
Road, where I used to catch a ‘456’ to
Victoria. Now this is an Overground
train to Clapham Junction, then
a Class 707 to Vauxhall for the
Victoria Line to St Pancras.
The Anoraks go their separate
ways, but what have we learned?
Firstly, London’s railways seem to
be busy all day, not just in the peak.
Pan Up
Expert opinion on rolling stock and other topical issues
Friday is quieter, but leisure travel
seems to be filling up the gaps.
London has the great advantage
that there is no need to own a car, and
if you do you need somewhere to
put it. We often talk about how much
is spent on public transport here
compared to the North, but we must
remember the population of Greater
London is nearly nine million people,
while the North West is 7½ million but
spread over a bigger area and without
the legacy of an intensive rail system.
The biggest lesson though is
that public transport can work, it
can make the car redundant, and it
could do that without a damaging
carbon footprint. It could, but don’t Pink Floyd connection: display
hold your breath. Pan down. at Battersea power station.
March 2023 Modern Railways 47
Forum

We welcome letters for ‘Forum’. Please send them, ideally by e-mail, to: GBR, if ever it were to be established, I imagine current Network Rail
would be micromanaged by DfT, CEO Andrew Haines’ salary is out of
modernrailways@keypublishing.com because DfT is micromanaged by line with that of most Permanent
the Treasury and pressurised by Secretaries, but I'm sure that
The Editor, Modern Railways, Key Publishing, other ministers and politicians. could be tolerated for a while!
PO Box 100, Stamford, Lincolnshire PE9 1XP Organisationally, Network Rail's PETER FOOT
Chief Executive should be appointed Felmersham, Bedford
Please supply your postal address, even if writing by e-mail. Please forthwith as Permanent Secretary
note that we may edit letters for publication. Views expressed in this (Rail), a dual role until or unless it WREXHAM TO
letters feature are not necessarily those of the editors or publishers. were decided to subsume the NR BIDSTON LINE
organisation, reporting directly to I was very interested to read the
LONGTERM THINKING for a progressive plan for the railway. the Rail Minister. The PS(R) would Wrexham to Bidston 2tph (trains
IS NEEDED But the Department for Transport’s be the guiding mind, responsible per hour) article in your January
The late Adrian Shooter, a former current plan is ‘service cuts… for all things track and train and, of issue (p16), and particularly the
colleague of mine, was absolutely across many operators’ (‘Moving course, both revenues and costs. section relating to freight trains
correct in two ways. Long contracts Wheels’). No-one would object to a PS(R) would discharge the duties originating from Padeswood cement
bring forward worthwhile investment. recasting of resources to match new of Franchising Director and be works, just north of Penyffordd.
This would surely be the case with travel patterns, but cuts in overall CEO of the Operator of Last Resort I undertook the work for Hanson
CrossCountry were a much longer capacity will create a vicious circle. (OLR), thus enabling them to let in designing the proposed new
contract to be offered. It is also Potential passengers will take to Passenger Service Contracts if they infrastructure and in preparing the
madness to give train operators their cars rather than brave a grim felt it to be necessary, or to allow business case put to Network Rail and
no direct interest in the revenue experience on a train. The resulting the operation of trains to fall under Transport for Wales described in the
earned, and at the very least they loss of fares will trigger more cuts the auspices of OLR. The Office of article. However, I was disappointed
should receive a significant share in per the government’s policy. Rail and Road would no longer be to read that Flintshire Council’s £30
increases of revenue year-on-year. All industry players, local required (in its present bloated form, million bid for Levelling Up funding
The answer to your question ‘is authorities and non-governmental at least) and ‘Rail Partners’ would was rejected by the Government.
anyone prepared to take up the organisations need to unite and continue to exist only if its members In spite of the Office of Rail
challenges’ facing the railway is yes! expose the downward spiral the DfT were prepared to fund it fully. and Road’s comments criticising
There are plenty of people, but the plan would create and advocate a What of private sector Network Rail for not considering both
Treasury and civil service should progressive approach that ultimately involvement? I would argue its value passenger and freight operational
stand aside and let them manage benefits both farepayer and taxpayer. has been seriously exaggerated, aspirations simultaneously, I was
within the funds made available. JOHN HENDERSON apart from notable exceptions such disappointed the Padeswood
But I do agree with one thing Frome, Somerset as Chiltern Railways and the Freight freight scheme was bundled
said by Transport Secretary Mark Operating Companies. Of course, together with the 2tph project,
Harper. Railway timetables must The excellent and perceptive ‘Railtalk’ there will always be a role for some thereby resulting in a need to bid
be reliable and dependence on and ‘Informed Sources’ articles in your activities to be subcontracted by for £30 million. This seems a huge
rest day working or other voluntary February issue left me boiling with DfT, but I doubt whether passenger amount – did it include the cost
agreements should be avoided, frustration. If the establishment of train operation should be one of of the additional Class 230 units
except in genuine emergencies. Great British Railways is fraught with them. Those activities are likely to required to run the 2tph service?
BILL BRADSHAW so many difficulties, why bother? A be in specific engineering fields: The Padeswood scheme, which
House of Lords ‘guiding mind’ can be established British companies would undertake would have allowed access and
without any legislation if the most such contracts and the irony of egress directly from and to the
In your February issue, ‘Railtalk’ and Department for Transport becomes foreign transport companies taking south respectively, was costed at
the ‘Forum’ item from Jerry Swift call that ‘guiding mind’. It is inevitable that their profits abroad would be ended. less than £3 million. This figure

The value of private sector involvement: Chiltern Railways DMU No 168003 on the centre road
at Princes Risborough on 28 March 2022 with the 14.41 Oxford to Marylebone. Alan Wallwork

48 Modern Railways March 2023 www.modernrailways.com


used an assumed signalling
cost which may have been
underestimated, but not by more
than a factor of two or possibly
three at the most, and certainly it
should be less than £10 million.
Whatever the figure, if the request
for funds had been split into freight
and passenger I would suggest the
freight scheme would probably
have been approved. If so, due to
the significant reduction in track
occupancy of arriving and departing
cement trains, TfW could probably
have run 2tph without further
significant capital expenditure.
Instead TfW now has rights to 24
trains per day (it has 15 at present)
but will still be compromised by
the need for empty cement trains
to set back into Padeswood (twice
per service since the train has to
be split) and then exit loaded to
run 6.5 miles north to Dee Marsh
before returning the same distance
back to pass Padeswood again. As
mentioned in the article, gradients
are severe and the outbound
(loaded) train consumes 2hr 10min
of line capacity, which is preventing
the 2tph all day service TfW seeks.
Like all large industrial
manufacturers, Hanson wants to
increase its use of rail freight since
it recognises the environmental
benefits of moving its products by
rail compared to road (which cuts
CO2 emissions by approximately
75% per tonne moved). In this case,
due to not having to negotiate the
3½-mile 1 in 53 Hawarden Bank,
the southern access scheme would
have allowed a 550-tonne increase in
train payload or the equivalent of 19
additional HGVs per train whilst still
allowing a 2tph passenger timetable.
JONATHAN MOSER
Railfreight Solutions
Ipswich
DIGITAL SIGNALLING
AND CAPACITY
William Barter’s letter (‘Forum’,
January issue) made cogent
points about both the technical
and political aspects of European
Train Control System. His views on
capacity enhancement with ETCS
are valid but are worthy of further
consideration as a significant
potential benefit was not mentioned.
The provision of a speed-
controlling movement authority
system such as ETCS does enable
the inherent delays of approach
control in conventional UK signalling
to be eliminated. This would be
beneficial for four-track routes where
many trains are scheduled to make
conflicting movements from fast
to slow lines and vice versa. It also
www.modernrailways.com
reduces the headway for following
movements at diverging junctions,
which would be worthwhile at
terminal stations. On the other
hand, both these situations can be
better improved by installing higher
speed turnouts that can be signalled
without recourse to approach control,
such as by using flashing aspects.
The basic ETCS feature of a
movement authority based on
indicating the highest safe speed
for the given Level 2 train detection
arrangements does not bring
inherent increases in capacity. It
suffers from the disadvantage of
the ‘latency’ delay of the processing
and transmission periods between
the infrastructure detection altering
and this fact being reflected in
the train cab display. Especially
significant is that ETCS confers no
capacity enhancement in auto-
sections, which represent the vast
majority of the railway in the UK
and are not the bottleneck that
constrains overall capacity.
However, ETCS can be a platform
for optimal train pathing, either
through Connected Driver Advisory
System (C-DAS) or Automatic
Train Operation (ATO). This is very
worthwhile at the bottlenecks which
constrain capacity at the moment.
For optimal pathing a train should
accelerate to its prescribed speed and
not come to a stand before reaching
its scheduled next stop. Indeed,
it should not need to accelerate
again unless it runs through speed
restrictions. This should be the
basis of the timetable, which trades
off the speed and journey time.
Providing this information to the
driver through C-DAS or controlling
the train through ATO performs this
function. The ETCS on Thameslink
has an ATO capability, so it would
seem there is scope for providing
this type of information to the train.
However, there are more mundane
ways of improving traffic flow.
Observation of real-time movements
on the UK network shows there
are delays in setting routes after
they become available and in trains
reacting to aspect changes, as well
as considerable variability in the
driving of trains running under
restricting aspects, and of course
variable station dwell times.
Prompt route setting can be
achieved with Automatic Route
Setting or a system which alerts the
signaller when a train is approaching
a signal at which its ongoing
route is free but not set. Control
of dwell times is down to smart
station platform management.
Beyond these, the control of trains
running under restrictive or changing
aspects is more problematic and
it is here that C-DAS or ATO can be
worthwhile. The train detection
system provides data from which
train path predictions may be
made, from which aspect changes
may be predicted, and from which
optimal train paths may be deduced
for transmission to the trains. This
is an area requiring considerable
development to discern what can
be achieved and how, and every
conflict situation will have its own
particular factors to consider.
It would be unfortunate if
commitment to a project is
dependent on hype rather than hard
fact, although there is a dispiriting
amount of evidence to this effect. It
is a hard fact that there are capacity
benefits from C-DAS/ATO which
can be provided by ETCS. How
beneficial they are and whether
they can be achieved by other
means remains to be investigated.
DAVID BRADLEY
Pinner, Middlesex
OLD OAK
CONNECTIONS
The aerial view of Old Oak Common
in Issue 7 of your HS2 supplement
(last month) also includes the
Central Line, hidden among the
trees. To avoid congestion on the
Elizabeth Line and Great Western
platforms, similar to the recent
crowding on London Bridge, there
should be a link to North Acton
on the Central Line and platforms
on the ‘Wycombe single’ route, as
well as new stations on the North
London and West London lines.
MARK DRUKKER
Reading
ERRATA
I would like to make two corrections
from your February issue. First, on
p19 your report about GB Railfreight
securing more Class 66s from
Continental Europe states they are
no longer built. In fact, Egyptian
State Railways purchased a batch
around 2010 and has since followed
this up with an order for 50 further
locos for passenger use. The first pair
of locos from the latest batch was
recently delivered from Progress Rail.
Secondly, Network Rail’s claim
that the deployment of London
Underground battery trains on
the Watford DC lines during the
blockade in December was a
first is incorrect (p24). I joined the
railway in January 1967 as a junior
porter at Harrow & Wealdstone,
and on my second day I was taken
by surprise when two battery
locos, top and tailed with a solitary
four-wheel wagon, approached
March 2023 Modern Railways
Forum
the station on the down line going
north. The signaller told me this
was the regular twice-weekly
freight from Neasden to Croxley
Green conveying brake blocks for
the Bakerloo Line 1938 stock that
stabled overnight at Croxley. The
working ended later that same year
when Bakerloo Line services north
of Harrow became less frequent.
Another instance of LU battery
locos working on the main line
occurred in October 1990, when I
was Area Manager Streatham Hill. I
decided to hold a depot open day
at Streatham Hill EMU shed on the
weekend of 21-22 October, including
a selection of locos and newly
overhauled wagon stock. In an effort
to introduce something different, I
approached the depot manager at
Lille Bridge and asked if we could
have a battery loco on display.
Arrangements were made for mods
to two battery locos to work top and
tail with a 4-VEP between Victoria
and Streatham Hill on the Saturday.
Locos L19 and L30 top and tailed
the preserved L35 on test during the
preceding week, and the next three
days were spent testing the coupling
process and test runs within the
shed confines. All worked well, so
the planned shuttle service from
Victoria was on. The shuttles were
supplemented by a preserved 4-SUB,
giving a half-hourly frequency all
day long. 24,200 people attended
the event on the Saturday alone, and
many enjoyed battery loco haulage.
MIKE REYNOLDS
Hunstanton, Norfolk
A couple of geographical errors seem
to have crept into James Abbott's
article on the Transpennine Route
Upgrade (p56, last month). Mention
is made of potential clearance
problems associated with W12
gauge clearance near Stalybridge,
and it is stated that Stalybridge
Tunnel is just west of the station
and Scout Tunnel is west of this. In
fact, Stalybridge Tunnel is east of the
station and Scout Tunnel is further
east again, nearer to Mossley.
STEVE HYDE
Ashton-under-Lyne
Contrary to the report in ‘Moving
Wheels’ (last month), ScotRail
short Inter7City sets can already
be seen often in platforms 3 and
4 at Inverness station, working
services on both the Highland
main line and the Aberdeen route.
These are 2+4 sets, and the project
you describe would allow 2+5
sets to use those platforms also.
JOHN YELLOWLEES
Edinburgh
49
Blood and Custard

Happy coincidence? and inspired choice from the judges,

LAUNCHING ITS new CAF Class 197
DMUs at Llandudno on 26 January,
Transport for Wales named No
197007 Happy Valley. The name was
chosen followed TfW’s Magnificent
Train Journey competition, with
children across Wales asked to come
up with names for trains based on
either a real place, landmark, historical
site or mythical figure associated
with places in Wales and its border
regions and to submit something
creative, such as a poem, story or
picture, to explain why they chose
that name. The winning entry came
from Tabitha Shields, a Year Five pupil
at Tudno School in Llandudno, who
wrote a poem named Happy Valley.
Happy Valley is located near
Llandudno – it was once a quarry
stretching down the Great Orme,
the prominent limestone headland
north west of the town. It was a
gift from Lord Mostyn to the town
of Llandudno in celebration of the
Golden Jubilee of Queen Victoria
back in the year of 1887. The area
was then developed as gardens
with a range of attractions.
Of course, the naming coincided
with the conclusion of the third and
final series of the TV drama of the
same name, based in the Calder Valley
in Yorkshire. Was this a deliberate
All smiles: pictured alongside newly named No 197007 are (from left) Richard Garner,
CAF’s UK Director; Tabitha Shields; Lesley Griffiths MS, Minister for Rural Affairs
and North Wales, and Trefnydd; James Price, CEO, Transport for Wales. Tony Miles
or simply a cause of confusion?
And, considering the insistence
from Welsh Ministers that the ‘197s’
should make their debut on the
Conwy Valley line to ensure they
started carrying passengers on a route
wholly in Wales rather than starting
operations in England, surely the
name should have been in Welsh too?
Political
banter
POLITICAL SKIRMISHES are
sometimes quite intense, so it was
good to see Conservative and
Labour politicians engaging in some
good-natured banter at the Railway
Industry Association Parliamentary
Reception on 17 January.
The host MP for the event was
Chris Loder, the West Dorset MP
who used to work on the railway,
and he made a pitch (in jest) for
various Parliamentary jobs. Shadow
Rail Minister Tan Dhesi was quick
to pick up on this, saying that while
Mr Loder had been auditioning for
new roles indviduals ‘have been
known to cross the floor’ of the
House of Commons, although
he added ‘but we have standards
in the Labour Party’. The look on
Mr Loder’s face suggested such a
switch is not a likely prospect.
RIA Chief Executive Darren Caplan
celebrated six years in the role on
the day of the event, prompting Mr
Dhesi to highlight his longevity as
Shadow Rail Minister, as compared

At least he’s reading I’m, of course, flattered by that

‘LET ME finish by saying that
despite being the second
Transport Secretary to deliver
this address, I’m probably the first
to be given a biblical nickname.
Modern Railways magazine
described the rail industry as
waiting for “Moses Harper to
come back from the mountain
with tablets of stone”. Whilst
comparison, unlike Moses, I do
plan to live long enough to reach
the promised land of rail reform.’
Transport Secretary Mark Harper
quotes our ‘Railtalk’ editorial last
month while giving the George
Bradshaw Address on 7 February
to the ministerial musical chairs
in Government of late. But the
latest encumbent as Rail Minister,
Huw Merriman, didn’t miss an
opportunity here, saying he was
keen to ensure Mr Dhesi would be
able to remain as Shadow Minister
and equal Mr Caplan’s tenure.

The wrong kind of Metro

Capital ambition: the announcement
Unusual passenger
of £50 million of funding for the Mid
Cornwall Metro project from the
Government’s Levelling Up fund
(‘News Front’) is good news for railways
in the Duchy. However, we’re not
aware it includes any plans to install
third rail west of Plymouth, as a BBC
image suggested (right) or to move
London Underground ‘S’ stock trains
to the far south west, as a Falmouth
Packet image proposed (below).

But did you make a reservation? Great Western Railway welcomed this unusual
passenger on one of its Intercity Express Trains on 21 January. To celebrate the
start of the Chinese New Year the following day, this year being the Year of the
Rabbit, dancers from the South Gloucestershire Chinese Association performed at
Reading station. The Association has received support through GWR’s community
budget, which has helped it fund dance teaching and provide a space for the
group to meet. Courtesy GWR/South Gloucestershire Chinese Association

50 Modern Railways March 2023 www.modernrailways.com

IN FOCUS
WEST MIDLANDS

■ Midlands Rail Hub progress

■ WMT’s driver training plan
■ Birmingham New Street resignalling
■ Washwood Heath construction plant
■ Coventry’s Very Light Rail ambitions

New CAF DMU: West Midlands Trains unit No 196101 at Wolverhampton on 14 October 2022. PHILIP SHERRATT
IN FOCUS
WEST MIDLANDS

West Midlands builds

on Games success
Smooth service during last summer’s Commonwealth Games is a foundation on
which to build expansion of the regional network. JAMES ABBOTT reports

2
022’s Commonwealth Games
was a fantastic opportunity
to showcase the West
Midlands on the global stage.
With competitors and spectators
attending from all over the world, it
was imperative the event passed
off smoothly – and that includes
the public transport serving the
venues spread across the region.
‘Our aim was not to get in the
headlines – and we did it!’ says
Denise Wetton, Network Rail’s
Central Route Director. ‘It was
a huge industry effort on the
part of the West Midlands Rail
Executive, Network Rail and the
train operators, all pulling together
to achieve a common goal.’
WMRE Executive Director
Malcolm Holmes concurs: ‘The
organisation in advance was done
in a collaborative way through
our pre-existing Grand Railway
Collaboration structure (p64). It
was a whole industry approach.’
The pink tabards worn by
volunteers soon became a
signature note of the competition.
‘We had volunteers out all over
the network, and they managed
the passengers exceptionally
well’ says Ms Wetton. ‘We even
handed out pink ice-cream at
New Street, riffing on the theme!’
One potential pitfall was Avanti
West Coast’s well-publicised
performance issues, but West
Midlands Trains and Chiltern
Railways helped plug gaps in the
London service. WMT had driver
availability problems of its own, but,
as explained in a companion article
(p58), the operator has successfully
negotiated a way through this crisis.
Perry Barr is the closest station
to the Alexander Stadium, where
many events were held during the
Games, including the opening and
closing ceremonies. This station,
previously a run-down uninviting
structure, was completely rebuilt
for the Games last summer.
Work also took place at
University station on the Cross City
line, close to where many events
were held. While the refurbishment
is ongoing and not set to finish until
this autumn, many key capacity
expansion aspects of the project,
including widened platforms, new
platform canopies and a spectator
queueing zone on the new station
forecourt, were ready in time for
the Games at the end of last July.
The West Midlands’ regional
transport co-ordination centre
was expanded significantly for
the duration of the Games, both
in terms of operating hours and
the number of organisations
represented in the facility. ‘We had
Games transport people in there,
along with representatives of
every mode – including highways,
Stagecoach running the shuttle
buses for spectators and two
rail desks’ recalls Mr Holmes. ‘It
was all driven by demand, so if
for instance it looked like there
was going to be a late finish,
we could predict spectator
flows and have the buses and
trains on hand as necessary.

Capacity for the Games and beyond: the new station building at University is taking
shape as this view from 2 February 2023 shows. Nos 323220/203 arrive with the
14.16 Four Oaks to Redditch Cross City line service. PHILIP SHERRATT

52 Modern Railways March 2023 www.modernrailways.com


‘It was fantastic to see transport
co-ordinated in such a managed
way – it’s a model for the future.’
ALL CHANGE
The Commonwealth Games
landed on the regional rail network
in a time of transition. On top of
massive post-Covid changes in
travel habits have come the driver
recruitment hiatus, new fleets
of trains for the conurbation, a
shake-up in the timetable last
December – all topped off with
the icing of industrial action over
several months. With so much
going on, it is difficult to tease out
the influence of individual factors.
‘I reckon that, if it had not been
for the strikes, we’d be very near
pre-Covid levels of traffic’ says
Malcolm Holmes, citing passenger
throughput at Birmingham New
Street at over 80% of 2019 levels.
As elsewhere in the country,
the leisure market has made
the strongest recovery from the
pandemic: ‘during the city’s famous
German Christmas market, we
were seeing passenger numbers
well above pre-Covid levels’.
Ian McConnell, Managing
Director of West Midlands Trains,
agrees. ‘We’ve had some very
busy weekends on West Coast
South’, with Friday evenings a
particularly busy time. For traditional
commuter traffic, Tuesdays,
Wednesdays and Thursdays are
busier, with more home working
at the ends of the week.
Early indications are that last
December’s recast of the timetable
(explained on p62 of the October
2022 issue) is working well,
although again industrial action and
other external factors complicate
the picture. Bare bones of the
recast are that Avanti’s former
three hourly expresses between
New Street and Euston have been
cut to two, with an hourly semi-
fast serving intermediate stations.
Going to a half-hourly pattern has
benefits for local services in the
Coventry corridor, which are now
organised on a standard pattern
rather than having trains bunched
together and then large gaps in
the timetable, as existed before.
While the new timetable has
commenced without Avanti yet
able to run its full quota of services,
the new format should be better
aligned to the traffic on offer in
the London market. Along with
the Pendolinos, there are two
Class 350 services an hour to
Euston run by WMT’s London
Northwestern sector (down from
www.modernrailways.com
Aventras for the West Midlands: Nos 730012/008 at
Shenstone with the 5Q80 Oxley depot to Lichfield Trent
Valley test run on 9 August 2022. JOHN WHITEHOUSE
three pre-pandemic), plus two
Chiltern trains an hour between
Moor Street and Marylebone.
NEWTRAINS
A raft of new trains for the region,
ordered pre-Covid, are now
coming on stream. The WMT
franchise included new fleets
of both EMUs for West Coast
and West Midlands services
and DMUs for the Birmingham
– Shrewsbury and Birmingham
– Worcester/Hereford routes:
■ 48x3-car Alstom Aventra
Class 730/0 EMUs for the
Birmingham conurbation;
■ 36x5-car Alstom Aventra
Class 730/2 EMUs for London
Northwestern services;
■ 12x2-car CAF Class 196/0
DMUs for local services
in the West Midlands;
■ 14x4-car CAF Class 196/1
DMUs for local services
in the West Midlands.
‘The “196s” started service in
October 2022 on the Shrewsbury
corridor with five units and we have
now accepted most of the fleet from
CAF’ reports Mr McConnell. ‘We’ll
be rolling them out on the Hereford
and Worcester route in April.’
The Aventras are a little later.
‘We’ve accepted 20 – but there’s
still work to be done to get them
into service’ Mr McConnell said
in late January. The first ones
delivered are Class 730/0s, and
while most of the three-cars are
eventually destined for the Cross
City route across Birmingham,
they will start life on West Coast
South. ‘We’re hoping to get them
into traffic in May on Euston to
Tring services.’ Supplementing the
IN FOCUS
WEST MIDLANDS
In service: West Midlands Trains’ CAF DMU No 196101 at Codsall on the 09.11
Shrewsbury to Birmingham New Street on 18 October 2022. JOHN WHITEHOUSE
Aventras on West Coast South
are 10 additional Class 350/4s
WMT took on from TransPennine
Express, where they worked
Manchester to Scotland services
until supplanted by new CAF EMUs.
The arrival of new trains at
WMT is prompting a cascade of
existing trains. With the exception
of six centre carriages that have
already gone to CrossCountry,
all WMT’s Class 170 Turbostar
DMUs are going to East Midlands
Railway, increasing capacity on that
company’s regional routes. The
majority of WMT’s Class 323s that
will be released from the Cross City
line by the arrival of Aventras will
go to the Manchester conurbation,
where more EMUs are needed for
the energisation of wires between
Victoria and Stalybridge, which is
expected at the end of next year.
Also in the post-Covid mix is the
release of some of WMT’s Class
196/0s for the East West Rail route
between Oxford and Milton Keynes,
made possible by reduced levels
March 2023 Modern Railways
of traffic in the West Midlands as a
result of the pandemic. Six two-car
units are set to be allocated to
EWR, where services are due to
start in 2024 or 2025. There is still
no word, incidentally, on which
company will be operating this new
route: Chiltern is widely expected
to take on the role, but there is still
a chance WMT, conversant with the
‘196s’, could be selected for the job.
FIVE NEW STATIONS
Five new stations are being built
on the West Midlands rail network.
These are being delivered by
an award-winning partnership
involving West Midlands Trains,
Network Rail and an SLC-Aecom
Joint Venture, with local authorities
and the Department for Transport.
First up will be three on the
Camp Hill line – the route running
north east from Kings Norton that
connects into Birmingham New
Street from the east, a line used by
long-distance CrossCountry trains
but which currently lacks a local
53
IN FOCUS
WEST MIDLANDS
MIDLANDS RAIL HUB Derby and
Nottingham
One West Midlands Trains service Street is now controlled from
each hour running from Birmingham Saltley, and the 1960s power box
Upgraded station to Crewe has already been diverted at the station is now redundant.
Upgraded location Leicester via Soho and Perry Barr Junctions Network Rail plans to use the
Bordesley Chords to run this way, in anticipation listed brutalist structure for
of serving these stations. This signaller training, with simulators
Water Orton
Crewe and will give an hourly service from moving here to free up space at
North West Birmingham at the new stations, Saltley, and part of the building
Snow plus there will be an hourly local will be set aside for a small
Hill EMU from Walsall. This will give two museum of signalling history.
Moor
Street trains an hour from Darlaston and If any more services are to be
Hereford
New Willenhall into Wolverhampton. fitted in at New Street, some others
Street The principal contractor for the have to come out to make space.
Bordesley
London £55 million Willenhall and Darlaston So for example, when the new
project is Buckingham Group. local service on the Camp Hill line
comes in, two more trains will have
NEW STREET AT CAPACITY to be squeezed into New Street
A central problem for the Midlands each hour. Fitting these extra trains
Oxford and London
rail network is that Birmingham from Kings Norton into New Street
Kings Norton
New Street, the key station at the has been made feasible by Covid-
heart of the network, is bursting related changes. Kings Norton
at the seams. ‘New Street is full can cope as, post-pandemic, the
Bristol
to capacity, and any infrastructure Cross City service via University
failure is hard to manage’ reports has been cut from six to four trains
service. The three new stations Wolverhampton, on the Grand Denise Wetton. ‘If New Street an hour, with longer trains helping
will be at Moseley Village, King’s Junction route through Bescot. coughs, the whole network gets to offset the change in frequency.
Heath and Pineapple Road and These were originally ahead a cold,’ she adds, as services Meanwhile, at Proof House
the principal contractor, Volker of the Camp Hill stations, but fan out from New Street to all Junction, at the north end of the
Fitzpatrick, has already started work. complications as a result of old corners of the network, meaning a Camp Hill route, there is less
‘The end of this year is the hope for mine workings have delayed problem in Birmingham can have congestion as the West Midlands
introduction into service,’ reports construction. ‘We’ve got quite a implications as far afield as Cornwall Trains service to London via
Malcolm Holmes. A half-hourly DMU bit still to do,’ says Mr Holmes, and Scotland. ‘Thankfully we now Northampton is now two trains
service will run from Kings Norton ‘but I am hopeful that we can have digital signalling, which is an hour when it used to be
to New Street via the new stations. open Willenhall in the spring helping to manage performance.’ three. Last December’s Avanti
The two other stations now of 2024 and Darlaston in As explained in a companion changes have also helped
taking shape are to the east of the summer of next year’. article (p61), the signalling at New decongest Proof House.

Camp Hill line: unit No 220012 passes the

site of the coming Moseley Village station
while working from Bristol to Glasgow on
11 January 2023. JOHN WHITEHOUSE

54 Modern Railways March 2023 www.modernrailways.com


But West Midlands Rail Executive
is keen to restore the 10-minute
interval on the Cross City route
when demand returns, so plainly a
more durable solution is required.
MIDLANDS RAIL HUB
Plans for what is now called the
Midlands Rail Hub have been
around for years, with – truth to
tell – little progress being made
until Midlands Connect began
developing a Business Case
based on longer-distance services
in 2017. But it is not uncommon
for rail schemes to have long
gestation periods. Look at Crossrail
in London: first thought of in the
1940s, this took 80 years to pull
off. ‘When compared to Crossrail,
we’re doing well: the Bordesley
chords were proposed in the
1990s, so if we deliver them in
this decade that will have been
quick work!’ smiles Mr Holmes.
Encouragingly, Midlands Rail Hub
is on Central Government’s radar
as part of the levelling up strategy.
The Outline Business Case was
completed in December 2022
and the project is now moving
to Final Business Case stage.
While earlier versions of the
Hub encompassed remodelling
at Water Orton and other rail
network enhancements in the wider
region, the core Hub now being
progressed centres on chords at
Bordesley to make Birmingham
Moor Street accessible from
the Camp Hill line, with ‘other
engineering upgrades’ to follow
later (see panel). While 2021’s
Integrated Rail Plan included a west-
facing chord at Bordesley, regional
politicians such as West Midlands
Mayor Andy Street have been busy
making the case for delivering
the east-facing chord as well.
‘It’s our only chance for
securing extra capacity into central
Birmingham in the medium-term’
argues Malcolm Holmes. ‘We need
to deliver both chords: the west
chord in the IRP, which will give
us extra paths to the South West
peninsula, Hereford and so on, but
we also need the east chord so
that we can meet the needs of the
whole region, expanding regional
services to Leicester, Derby and
Nottingham.’ Building both chords at
the same time is estimated to save
more than £200 million and would
result in a project with a higher
benefit to cost ratio (in excess of 1.5).
The former Great Western station
at Moor Street would be expanded
to accommodate the extra services
that would be diverted in here off
www.modernrailways.com
Opportunity in the heart of Birmingham: currently unused space on the west side of Moor Street
station. This 20 April 2018 shot shows the disused platform 5, with the site of the proposed platform
6 on the right-hand side. The Selfridges building is at far right. TONY MILES
Birmingham
Snow Hill
Jewellery
Quarter
Indicative design: track layout for two chords at Moor Street. Not all the crossovers shown are included in the Midlands Rail Hub
scope, but passive provision is being made for them so they could be added later if necessary. COURTESY NETWORK RAIL
the chords. The already extant (but
disused) platform 5 on the west
side of the station, a terminating
bay, would be brought back into
use. There is space here too for
a possible platform 6 in future:
this isn’t required for the base
MRH business case services but
could be delivered as an optional
extra if required for other uses.
Meanwhile, on the east side of
the line, new bay platforms A and
B would accommodate services
from the East Midlands direction.
Coupled with the new platforms
would be six-tracking of the viaduct
approach. This would deconflict
the operation: services from the
Kings Norton direction would be
on the west side pair of tracks,
the Chiltern main line down the
middle, and services from the Water
Orton direction going into A and B
on the east side, as shown in the
diagram. (This is a change from
earlier versions of the Hub, which
had the eastern chord crossing
over the main line and terminating
on the west side of Moor Street.)
CATALYST FOR CHANGE
The extra capacity represented
by the Midlands Rail Hub would
give the opportunity to sort out
operations in the West Midlands
IN FOCUS
WEST MIDLANDS
Birmingham
Moor Street
Water
Orton
Tyseley
Kings
Norton
MIDLANDS RAIL HUB
The West Chord: consists of improvements between Bordesley
and Moor Street, allowing access to Birmingham Moor Street
from the South West and Wales, and making sure services are
improved on the Hereford and Worcester corridors.
The East Chord: creates an access to Birmingham
Moor Street from the East Midlands.
Other plans for engineering upgrades include:
■ Snow Hill platform 4
■ Extra platforms at Moor Street
■ Improvements around Kings Norton-Barnt Green
■ Stoke Works Junction
■ A Malvern Wells turnback facility
■ Ledbury – Shelwick partial double-tracking
■ Bordesley viaduct widening
■ Water Orton remodelling
■ Nuneaton to Wigston signalling headways
■ Freight loops between Nuneaton and Leicester
Source: Midlands Connect
conurbation, with positive A no-brainer would be terminating
implications for performance further the new Camp Hill services in Moor
afield. ‘It’d be a catalyst for change Street, to facilitate restoration of
across the whole network because six trains an hour on the Cross City
it would allow us to balance out train line, although this is likely to be
services better’ explains Ms Wetton. dependent on also creating a new
With the OBC for the Hub turnback platform for the Camp Hill
positively received in Whitehall, service at Kings Norton. Additional
minds are now turning to which services from places like Hereford,
services would be diverted into Worcester and Leicester could also
Moor Street. Plans are still at an use the Great Western station.
early stage, but a likely scenario can CrossCountry services are
be sketched out (initial proposals a thornier issue. Long-distance
are shown in the diagram overleaf). services on the core North East
March 2023 Modern Railways 55
IN FOCUS
WEST MIDLANDS
– South West axis will remain at running some additional trains as a destination. ‘This area of New Street, easing interchange
New Street under all scenarios. from the South West and South Birmingham is growing fast – it’s an between the two station complexes.
But regional services to places Wales into Moor Street could early sign of HS2-related economic Whatever decisions are taken
like Cardiff are candidates for provide real advantages in growth’ reports Mr Holmes. HS2 on which services will move out
moving to Moor Street. terms of improving connectivity aims to provide a shared public of New Street, it is clear the extra
‘The issue is that places like with future HS2 services to the space between Curzon Street and capacity in central Birmingham
Cheltenham would then be North West and Scotland. Moor Street stations to provide a represented by the Midlands Hub
served from two different stations While planning continues on simple and seamless connection proposals will make New Street
in Birmingham – in much the service allocation, there is no doubt between the two stations. A new work much more smoothly. ‘In
same way as happens with that, with HS2 fast taking shape tram line will serve Curzon Street, effect, we could make New Street
Leeds services in Manchester’ at next door Curzon Street, Moor and discussions are afoot on ways into two separate stations, with
explains Mr Holmes. However, Street is becoming more attractive to improve the walking route to one side catering for the Euston
To Crewe
or Stoke To Derby

Stafford Burton-on-Trent

WCML Trent Valley services to be determined

Lichfield
Rugeley Trent Valley Trent Valley

W
CM
LT
re
nt
Va
lle
ys
er
vic
es
to
Four Oaks

be
de
te
rm
ine
d
Sutton Coldfield

To Shrewsbury Walsall
Wolverhampton Tamworth
Erdington

Tame Bridge Aston

Parkway
New Nuneaton
Street

To Leicester

Coleshill
Parkway

To Birmingham Snow Hill

Smethwick
Galton Bridge
WCML Trent Valley services to be determined

Birmingham
International
Snow
University To Smethwick Hill
Stourbridge Junction Galton Bridge

Coventry
Moor Street

Kidderminster Kings Norton

Solihull
Bromsgrove

Worcester
Foregate St
Droitwich Spa
To Hereford Leamington Spa
Redditch Rugby
Worcester To
Shrub Hill Northampton
To London
via Weedon

Stratford-upon-Avon
Worcestershire Existing Service
Cheltenham Parkway To Oxford/London
MRH Service
To Oxford
To Cardiff
Gloucester
To Bristol
Reshaped network: this diagram shows the service pattern that would be feasible if the Midlands Rail Hub
Parkway
proposals are enacted, with both east and west chords into Moor Street. COURTESY NETWORK RAIL

56 Modern Railways March 2023 www.modernrailways.com


– Birmingham – Wolverhampton
services along the Stour Valley and
the other side accommodating
the North East to South West
axis’ explains Malcolm Holmes.
The Outline Business Case
submitted to the Department
for the Midlands Rail Hub in
December includes both east and
west chords into Moor Street and
requests a further £137 million for
the project to allow development
of the Full Business Case. On the
assumption that the FBC gets the
green light, the chords will move
to delivery in a couple of years’
time, with completion during the
second half of this decade.
EXTRA PLATFORM
AT SNOW HILL
The Rail Hub proposals suggest an
early start on restoring platform 4 at
Birmingham Snow Hill to heavy rail
use. This space was formerly used
by the Midland Metro trams from
Wolverhampton, in the days when
they terminated at Snow Hill, but
is now free since the trams have
been diverted on to the street to
run on south through the city centre
to New Street station. Returning
this area to heavy rail use would
give Snow Hill a balanced layout,
with platforms 2 and 3 on the
through lines and 1 and 4 serving
loops on either side (as shown
in the track diagram on p55).
Importantly, this would
give Snow Hill the capacity to
accommodate more services
when Moor Street is disrupted by
the remodelling planned there,
which is why it has to be done
first. In the longer-term, it would
allow a timetable redesign to
give improved services. ‘We’d
be able to send all Chiltern main
line services from Marylebone
through the tunnel to Snow Hill,
instead of terminating one an hour
at Moor Street’ explains Denise
Wetton. This would both give
better in-town distribution for the
Chiltern passengers and free up
space in the terminus platforms
at Moor Street for services off
the new Bordesley chords.
Another benefit of Snow Hill
platform 4 is that it would be
the catalyst for redevelopment
of Snow Hill station. ‘It would
allow us to switch things round
so that the car park could come
down and an office development
could be built above the
station’ explains Ms Wetton.
‘This would be an economic
boost and would support lots
of jobs in the city centre.’
www.modernrailways.com
To Northfield
Up Gloucester Slow
Up Gloucester Fast
Down Gloucester Fast
Down Gloucester Slow
A turnback for Camp Hill services: proposed revised layout at Kings Norton. COURTESY MIDLANDS CONNECT
The platform 4 proposal is
progressing and local politicians
are hoping for a decision
to design this spring.
OTHERWORKS
The Midlands Connect aspirations
for upgrades shown in the panel on
p55 include a number of projects
that would make the core Midlands
Rail Hub proposals work better.
One of the more important
concerns the southern end of the
Cross City line, where the aim is
to return to service the former
island platform at Kings Norton, in a
reconfiguration that would include
a dedicated turnback platform for
Camp Hill line services (see track
diagram). When the 2tph (trains
per hour) Camp Hill local diesel
services commence later this year
or early in 2024, they will share
platform 4 at Kings Norton with
Cross City services. This squeeze
has been made possible by the
post-Covid slimming of the Cross
City frequency from six to four trains
per hour, but the creation of a new
bay platform would mean Kings
Norton would have no problem
fitting both service groups in.
IN FOCUS
WEST MIDLANDS
Set to stop here next year: a Class 350 on a
Crewe to New Street working at Darlaston,
where a new station is to be built, on
8 January 2023. JOHN WHITEHOUSE
KINGS NORTON To/From Bournville
Up Gloucester
Platform 1
Down Gloucester
Platform 2
Platform 3 To Grand Junction
Up Camp Hill
Down Camp Hill
Platform 4
■ New or improved track or platforms
NEXT STEPS FOR THE HUB
■ Outline Business Case submitted – end of 2022
■ Separate Outline Business Case for Leicester corridor – 2023
■ Full Business Case to be produced – 2023-27
■ Delivery of Snow Hill platform 4 – 2025-27
■ Delivery of full scheme – 2025-30
Source: WMCA
Water Orton remodelling is the line north towards Manchester.
another project that would help Thus Midlands Connect proposes
operators make the most of the new improved signalling headways
Bordesley chords. This is where the and freight loops between
lines to Derby and Leicester split Nuneaton and Leicester to
on the east side of Birmingham: allow this line to take both more
some judicious quadrupling, plus freight and passenger trains.
reconstruction of the platforms, Many of the other projects
would make the area work better in the panel involve former
(this project was explained on p51 Great Western Railway lines in
of the December 2016 issue). Worcestershire and Herefordshire,
The Water Orton project is a to allow improved frequencies
key enabler for improving services from Hereford and Worcester
in the Birmingham to Leicester to London and Birmingham.
corridor. But the eastern end of Taken together, the Midlands
this route is busy with freight, as Rail Hub and the other associated
it accommodates container trains upgrades in the panel on p55
on the cross-country F2N route represent an opportunity to
from Felixstowe, which arrive transform the way in which the West
from Wigston Junction and then Midlands rail network operates,
use the chord at Nuneaton built making it fit to carry increased
during the West Coast Route traffic flows as we approach the
Modernisation project to access middle years of this century.
March 2023 Modern Railways 57
IN FOCUS
WEST MIDLANDS

BUILDING UP THE DRIVER

ESTABLISHMENT
West Midlands Trains Operations Director DARREN WARD and Head of Drivers SARAH
HIGGINS tell PHILIP SHERRATT how the operator has improved its train crew position

T
he challenges of having
sufficient train crew
available to run services
have been well documented
through Covid and beyond. But they
are not an exclusive function of the
last couple of years, and before the
pandemic West Midlands Trains had
a major issue with driver availability.
Since then, a concerted effort has
been made to tackle this, and it
has reaped rewards – from a low
point of having just 529 available
drivers during the pandemic, by
November 2022 this had increased
to 677 available drivers out of
a total of 766, with many more
still in training. Since 2019, WMT
has taken on 260 new drivers.
The problems began to surface
following the major timetable
change in May 2019, at which
point WMT was on the cusp of
starting training on its new fleets of
CAF Class 196 DMUs and Alstom
Class 730 EMUs. In January 2020
it was agreed driver resilience
needed to be tackled, and a big
drive for recruitment began.
Operations Director Darren
Ward joined the business at this
point and quickly identified that a
restructure of his team would assist
in this – the Head of Drivers at
the time had responsibility for the
resources team and was spending
a disproportionate amount of time
managing stakeholders rather
than addressing the problem.
By reshuffling his team, Mr Ward
split the role, with a workforce
strategy function dedicated
to planning for the train crew
resource position, enabling the
Head of Drivers to focus on the
immediate challenge and the
relationship with trade unions.
‘The most difficult question to
answer was how many drivers
we had – different people had
different numbers based upon
differing parameters’ says Mr
Ward. ‘We created one version
of the truth and one set of
data, to ensure it was clear and
understandable, and this became
our base form of communicating.’
This immediately enabled WMT
to start being more transparent
about its position and the challenge
it faced, however unpalatable that
might be. ‘We could show we had a
plan of what we needed to do and
a timeline to deliver it – normally this
information would be kept internally
but we made a point of adopting
an open book approach, which
has served us well’ says Mr Ward.
COVID CHALLENGE
Then the pandemic arrived, and
with a pipeline full of new recruits
WMT was forced to suspend
training. Not only that, but the
ability to get drivers back after time
off was reduced, and any drivers
whose competency lapsed could
not be retrained. The number of
drivers off work with Covid at any
one time reached three figures
at points. The pandemic caused
some drivers to re-evaluate their
career plans and retire early,
meaning there was an increase
in attrition too. And overlaid on
all that was a series of timetable
changes at regular intervals
as Covid restrictions changed,

Snow Hill lines: WMT’s No 172004 heads away from Widney Manor with the
09.00 Kidderminster to Dorridge on 11 December 2021. JOHN WHITEHOUSE

58 Modern Railways March 2023 www.modernrailways.com


with a fluctuating requirement
for the number of drivers.
Cross-industry work through the
Rail Industry Coronavirus Form,
supported by the Rail Delivery
Group, enabled a safe restart
to training through the use of
‘bubbles’, with an instructor and
trainee paired and both testing
daily for Covid. By nature this was
less efficient than ‘normal’ training
processes, and therefore it didn’t
wholly address the challenge, and
WMT opted to prioritise training
of people who could quickly
become productive drivers.
Sarah Higgins took on the Head
of Drivers role in January 2021,
moving from Head of Stations. ‘In
the early weeks we worked really
hard but didn’t get anywhere’ she
relates. ‘In my first 12 months in
the role we only increased the
establishment by one driver, but
there was a massive change in
availability through an increase
in the number of productive
drivers.’ Thus while the headline
figure had not changed, the
signs of improvement were
there, and sometimes small
improvements were important.
‘The lead-up to Christmas 2021
was really challenging on the
Snow Hill lines, but getting just
three more drivers productive in
www.modernrailways.com
At the controls: WMT’s Driver
Instructor Jason Smith in charge
of new CAF DMU No 196101
during a media preview trip for
the class on 14 October 2022,
with Driver Manager Mark Bryant
looking on. PHILIP SHERRATT
December and January made
an incredible difference.’
SHORT-TERM PAIN
2021 was a difficult year for
performance at WMT, but the
operator deliberately adopted a
strategy of ‘short-term pain for long-
term gain’. ‘We knew there would
be a pain point in the summer, and
we would normally have looked
IN FOCUS
WEST MIDLANDS
to pause training’ says Mr Ward.
‘But we knew we needed to press
on, with the Commonwealth
Games coming up in summer
2022. It’s easy to focus on short-
termism, but if we kept putting it
off, we knew we would prolong
the pain through the Games
and into 2023.’ For the Games,
there was a need to resource
additional services through Perry
Barr, the nearest station to the
Alexander Stadium, where many
events were held, including the
opening and closing ceremonies.
Combine this with training on new
trains and it was a challenging
programme to pull together.
Some of the biggest challenges
have been on the Snow Hill
lines, which has crew depots at
Leamington, Birmingham Snow
Hill and Worcester. Worcester was
the depot with the biggest backlog
of trainees and the highest level
of retirements, but drivers there
also needed to be trained on the
new Class 196s for Birmingham to
Hereford services. At Snow Hill and
Worcester there is a finite number
of driver instructors, restricting the
ability to bring trainees through.
Leamington is a small depot – at
one point during the pandemic it
had just eight drivers available from
an establishment of 21. Historically,
WMT’s Leamington, Shrewsbury
and Crewe depots haven’t taken on
trainees – Mr Ward characterises
them as places people might
look to move to for the work
content or quality of life. That has
changed, and both Leamington
and Crewe now have instructors
to train drivers from scratch.
March 2023 Modern Railways
The challenges at Leamington
depot had a major impact on the
Leamington to Nuneaton service
via Coventry – this is driven by
crew from Leamington plus one
link at Coventry depot. For much
of the pandemic the service
was suspended altogether; ‘we
decided it was significantly better
in the short-term to taxi key worker
passengers than try to run a train
service, so we could keep our
drivers free for main line duties’
says Ms Higgins. The same
applied to the Marston Vale line
from Bedford to Bletchley and the
St Albans Abbey branch, whose
drivers were freed up to maintain
West Coast main line services
into London Euston. ‘These were
tough decisions to take but were
made with the best of intentions
and focused on providing the
best service we could on the
lines of route with the greatest
demand’ adds Ms Higgins.
No less important has been
ensuring the right structures are
in place within the driver function,
including promotion opportunities
for drivers to become driver
managers. ‘In terms of pure
numbers it would be easier to keep
people as drivers, but it’s right to
promote them’ says Ms Higgins.
Mr Ward adds that as Head of
Drivers Ms Higgins has worked
to shore up the driver manager
team, reasoning that ‘good drivers
need good driver managers’.
TRANSPARENT
Having formulated a driver recovery
plan, in July 2021 WMT decided it
would be a good idea to go public
59
IN FOCUS
WEST MIDLANDS
FIGURE 1: WMT DRIVER AVAILABILITY, MARCH 2021 TO JANUARY 2023 Courtesy West Midlands Trains
685
680
675
670
665
660
655
650
645
640
635
630
625
620
615
610
605
600
595
590
585
580
575
570
565
560

22
22

22

22
22

22

2
2

22

3
21

21

21

22

2
21

1
21

21

21

2
21

2
1
1

02

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02

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02
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/2

1/2
/2
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1/2

/2
/2

1/2

/2
3/

4/

5/

6/
6/
3/

8/

2/
9/

4/

5/
3/
7/

9/
8/
7/
/12

/12
/11

/10
10

/11

/0
/0

/0

/0
/0

/0
/0

/0
/0

/0
/0
/0

/0
/0

/0

/0

/0

/0

/0
08

06
11/

07

09
05
29

26

03
24

19
01

28

25

20

10
16
21

28
14

31

23

18

15

12
and publish it. ‘This transparency
gave it credibility – we even
had West Midlands Mayor Andy
Street quoting the numbers in
the plan’ says Ms Higgins. ‘We’ve
delivered pretty much exactly
what we said we would deliver.’
‘It’s about trust and credibility
and bringing everyone on the
journey’ adds Mr Ward. ‘Putting
the plan in the public domain gave
us space to get on and deliver.
The fact we shared it meant
people could hold our feet to the
fire, as they knew it wasn’t just a
plan that would sit in a drawer.’
The published plan also became
a discussion point within the rail
industry – it was a prominent
feature at meetings of the Regional
Performance Board, and WMT
has shared it with other operators
within Network Rail’s North West
& Central Region and has held
sessions to share its learning with
Managing Directors and Operations
Directors at other operators.
Sarah Higgins does not have
what might be considered a
traditional background for the
Head of Drivers role – as a former
civil servant she worked at the
Department for Transport, and was
involved in writing reports such as
the Brown review of franchising
and the McNulty report on value for
money on the railways in the early
2010s. This proved invaluable when
it came to selling the concept of the
driver recovery plan to the team at
DfT managing WMT’s contract and
overseeing progress – ‘as an ex-civil
servant I speak the same language
as them’ she says. DfT’s Managing
Director of Passenger Services
Peter Wilkinson has described
the plan as ‘very good practice’.
IMPROVEMENT
The plan has borne fruit, and WMT’s
target of ensuring a reliable service
during the Commonwealth Games
was met. Across the period of the
Games, the operator cancelled just
0.49% of services due to a lack of
available train crew out of a total
of more than 12,500. It was also
able to support the Games with
60 additional late night services,
both planned and unplanned,
on the Perry Barr loop and the
Coventry corridor (the latter serving
events taking place at venues near
Birmingham International station).
‘The performance during the
Commonwealth Games validated
that the pain and challenge we
went through was worthwhile’
says Mr Ward, although he notes
that WMT didn’t stop training
while the Games took place.
In October 2022 1.68% of
WMT’s services were cancelled
due to train crew issues – a huge
improvement on the nearly 5%
level the previous October, and this
further reduced to fewer than 1% in
January 2023. During the two main
weeks of the Christmas/New Year
period in 2022, only 53 services
were cancelled due to train crew
availability, compared to 861 during
the equivalent period in 2021.
As of late 2022, WMT was just
10 drivers short of the numbers
it set out to reach in its recovery
plan, which Ms Higgins says is
due to some trainees not making
the grade and a higher number of
leavers (the assumption was three
drivers per four-week period, but
in fact it has more recently been
closer to four). As of the December
2022 timetable change, WMT had a
revised driver establishment of 755,
and by 26 January the total number
of qualified drivers stood at 774,
with 107 trainees still in the pipeline.
NEW TRAIN TRAINING
However, while it has made really
good progress WMT is clear that
the challenge is not yet over, and
these high numbers will help
support delivery of the route and
traction training requirements
that come with introducing new
trains as well as the forthcoming
implementation of a new local
service on the Camp Hill line.
In terms of new trains, the
Class 196s were launched on the
Shrewsbury line in October, and
their rollout onto Birmingham
to Hereford services will follow
this spring. Later they will
also be deployed on the new
Camp Hill line service and the
Leamington to Coventry route.
Perhaps the bigger training
challenge concerns the larger fleet
of Alstom Class 730 EMUs (48x3-
car and 36x5-car). The three-car
sets, which are being built first,
were ordered primarily for the Cross
City line in Birmingham and will
also be used on most other local
services in the West Midlands, but
they will be introduced first out of
London Euston on the southern
end of the West Coast main line.
The reason is simple: introducing
them out of Euston will initially
require just one link of 50 drivers
at Bletchley depot to be trained,
whereas Cross City diagrams are
complex and involve crew from
Birmingham New Street, Coventry
and Wolverhampton depots. At
New Street alone there are 192
drivers who will need to be trained
on Class 730s, some of whom have
also had to learn to drive Class 196s.
Therefore, starting training
at Bletchley is the easiest way
to begin introducing the new
EMUs. Training West Midlands-
based crew on the ‘730s’ will be
a prominent activity throughout
this year for WMT so that the first
of the new trains can then enter
service in the region, and Ms
Higgins cautions that there may
be challenges this summer (always
the most difficult time of year due
to higher levels of annual leave
and a reduced appetite among
crew to work overtime) around
balancing training requirements
with maintaining the daily service.
What are the key lessons WMT
has learned? Ms Higgins identifies
having the resolve to see it through
and writing the plan down in a
way that is transparent, while Mr
Ward says the openness and
clarity about the numbers was
vital: ‘We’ve demonstrated we’ve
delivered against our plan – we’ve
not hidden behind things and we
made stakeholders aware there
would be bumps in the road.’

60 Modern Railways March 2023 www.modernrailways.com

 IN FOCUS
WEST MIDLANDS

End of an era at New Street

Birmingham New Street’s famous power signal box closed in Christmas 2022. Network Rail
Central Route Director DENISE WETTON and Operations Director MARTIN COLMEY talk
to ANDY RODEN about the challenges and successes of this major resignalling programme

S
tanding as a forbidding
sentinel on the edge of
Birmingham New Street
station, its distinctive power signal
box has had a staffed presence
24 hours a day in the city centre
since 1966 when it opened.
A product of the West Coast
main line upgrade of the 1960s,
it fits in with the modernist style
of so many rebuilt stations on
the route, but its time in front line
service is over. At its peak capability
it was able to control 1,200 trains
every day. It is the last survivor
of four power signal boxes in the
region and a local landmark of
considerable importance. So if
Network Rail Central Route Director
Denise Wetton seems pleased
at the moment, a good reason
for that may be the successful
resignalling of Birmingham New
Street, which was completed over
the Christmas 2022 period.
Birmingham New Street is the
eight busiest station in Britain and
the busiest outside London. In
2022, 49.5 million entries and exits
were recorded, with countless
A view of the relay room in the signal box. NETWORK RAIL
more passengers changing trains.
And, although it is possible to
divert trains around the station if
needed, the practical reality is that
complete closure for engineering
works would leave the second city
woefully underserved given the lack
of capacity at Moor Street and Snow
Hill stations. During its resignalling,
it simply had to stay open.
Resignalling and the transfer
of control of the station and its
approaches to the West Midlands
Signalling Centre in Saltley is
the culmination of a 15-year-long
programme to switch signalling
from the monolithic power signal
box at the station, and this was
by far the most challenging part.
It is now controlled by Siemens
Westcad desks, with train
detection via axle counters.
‘There is truth in the railway cliché
that when New Street sneezes,
the rest of the network catches a
cold,’ says Ms Wetton, who explains
that there were seven phases in
the programme at the station itself.
These involved temporary closures
of platforms and associated tracks
for new signals, axle counters
and interlockings to be installed
ready for connection to Saltley.
Train operators had to train drivers,
signallers had to be trained, and to
cap it all, commissioning was due to
take place during industrial action
by RMT Network Rail members.
In just 23 months, Network
rail installed 114 new signals, 232
axle counters and 230 miles of
cabling. On most nights at least
part of the station was closed
under possession for work to take
place. It was by any measure a
tremendously demanding project,
and one where even small delays
could have had a major knock-on
impact on the wider programme.
Originally, resignalling and transfer
of control were planned for
2018, but the sheer complexity
delayed this for four more years.
Before all of that, though, it was
critical to ensure Saltley could
physically cope with the additional
signalling from New Street, as
Central Route Operations Director

Switched out: Birmingham New Street’s famous power

signal box no longer controls trains. NETWORK RAIL

www.modernrailways.com March 2023 Modern Railways 61

IN FOCUS
WEST MIDLANDS
Martin Colmey explains: ‘We
weren’t even sure we could fit all
the signalling desks required into
the building. We had to physically
mock up desks to make sure
there was enough space.’
The supply chain played a
vital part in the resignalling,
not only supplying equipment
but also working closely with
Network Rail and train operators,
outlining what the equipment is
capable of and understanding
the operational implications of
the phased platform closures.
There were also huge challenges
for signallers, particularly when
the two outer panels from Stour
Valley to Wolverhampton and Proof
House Junction to Birmingham
International were switched to
Saltley. At a stroke, the immediate
face-to-face communication
which signallers depend on to
regulate trains smoothly and
deal with disruption had gone.
‘It’s a tribute to the skill of the
signallers that they were able to
work around these constraints,’
says Mr Colmey, who explains that
extra communications assistants
were brought in to Saltley to help
signallers communicate with
their colleagues at New Street.
‘It was very complicated to keep
trains running,’ he confirms.
Last minute snags on
Christmas Eve at New Street
caused operational disruption
before trains stopped early due
Unchanged scene: this view from around 1966 shows the interior of the
’box – a scene that would have been very similar to its final signallers.
COURTESY KIDDERMINSTER RAILWAY MUSEUM
62 Modern Railways March 2023
Last of the line: Westpac Mk 1 equipment at New Street
was the last in use on the network. NETWORK RAIL
to strike action and the usual
wind-down of the period – but
nonetheless, commissioning was
achieved on time and trains –
those that were running – were
able to resume on schedule.
NEW USES
With signalling safely transferred to
Saltley, Network Rail has a bit of a
challenge with the old power signal
box. It is a Grade II-listed building,
meaning demolition is not an option.
Due to the proximity of exits to the
tracks at New Street, neither is
selling it for alternative uses viable.
Signalling and
telecommunications maintenance
staff are based there – it is a
near-perfect location to deal with
any problems at New Street, after
all – and Network Rail wants to
maintain an operational presence
in the rest of the structure too.
When the legacy control panel is
removed (NR hopes to donate this
to a museum or heritage railway
where it can be preserved), the
control room will be transformed
into a dedicated signalling academy
to train the next generation of
signallers on the Central Route.
It will be fitted out with Westcad
simulators – and of course, when
things occasionally go awry down
below on the operational railway,
those trainee signallers will get
a postgraduate course in the art
of disruption management.
There were inevitably mixed
emotions as the panel was switched
off after the last train on Christmas
Eve: excitement at the prospect
of working in a state-of-the-art
facility, but doubtless affection for
the central role this signal box has
played in regulating trains running
from some of the furthest corners
of the country for so many years.
When the signal box closed for
the first time since its opening,
there were cakes and celebrations
for a complex and demanding
resignalling scheme completed
without any major problems.
‘This is the culmination of 15
years of history,’ says Ms Wetton:
‘and I am extremely proud of the
huge dedication and commitment
from across the railway that
has helped to deliver this.’
Mr Colmey concurs: ‘I feel
very privileged that I’ve watched
the whole of this resignalling
programme: the final piece in the
jigsaw is working well and will
make a huge difference across
the Midlands and far beyond.
How many millions of passengers
looked up from passing trains
at the signal box and wondered
what this striking edifice was
for? That it helped trains to run
safely and mostly punctually for
57 years is tribute to all of those
signallers who worked there and
of course the reliability of the
now very dated equipment. New
Street Power Signal Box’s front
line role may be gone, but its
continuing railway use means it
certainly will not be forgotten.
www.modernrailways.com

Thales team brings UK
Axle Counter firsts to New
Street re-signalling project
T
he completion of the
Birmingham New Street
Station re-signalling project
over Christmas was the culmination
of an eight-year collaboration
between Network Rail and
Thales Ground Transportation
Systems’ axle counter team.
As part of the final stage of the
work, a new train detection system
at New Street was commissioned,
comprised of Thales AzLM Axle
Counters. The commissioning
marked the end of a multi-phase
project, with Thales working
with Network Rail since 2015.
The 2oo3 Axle Counter system
used at New Street is a first for
the UK as well as being the first
ever ‘digital’ Thales AzLM system
deployed in this country.
The project also introduced
Thales’ ‘Redundant Detection Point’
functionality to the UK railway. This
means unavailability through any
single piece of equipment failure
can be designed out of the system,
www.modernrailways.com
and utilised at critical locations to
guarantee traffic throughput.
Dan Bostock, Lead Design
Engineer, said: ‘The project was a
great example of the Thales team
working hand-in-hand with Network
Rail. It enabled us to demonstrate
our deep expertise and experience
in managing projects in complex
environments and at the UK’s
busiest non-terminal station.
‘In addition to supplying the
hardware, the Thales team
also provided through-project
engineering support to Network
Rail, established design and
installation best practice and
guidelines and carried out an
expert independent review
of the project design.’
Ian Eason, Network Rail’s
Project Delivery Engineering
Manager said: ‘The successful
First for the UK: the Thales AzLM system used on
the Birmingham New Street project is the first ever
‘digital’ system of its type deployed in this country.
IN FOCUS
WEST MIDLANDS
commissioning of the Thales
AzLM axle counter system,
with enhanced functionality at
Birmingham New Street will provide
a robust and reliable train detection
system for years to come.’
Dan Bostock explained that
as part of the project, Thales
engineers built a mobile test
system that enabled much of the
onsite verification and validation
to be carried out without the need
for staff to be on track. The AzLM
test laboratory in Birmingham
was also reconfigured to fully
replicate the system architecture,
enabling Thales engineers
to train over 100 installation,
testing and maintenance staff
on the new functionality.
Audits of the installation
against the product installation
requirements were also carried
out, and the Thales team analysed
system stability and performance
during the project soak-testing
and FRACAS fault management
March 2023 Modern Railways
ADVERTISEMENT FEATURE
Providing passenger benefits:
Thales has been a key partner in
the successful Birmingham New
Street re-signalling project.
stages. Finally, the axle counter
team provided highly technical
third-line support during the
Christmas commissioning
period and over the first two
weeks of operational service.
The New Street Station area
project involved the installation
of 19 Axle Counter Evaluators in
four equipment rooms controlling
a total of 227 Detection Points
(of which more than 100 were
Redundant Detection Points)
and 120 Track Sections.
In addition to the AzLM system,
Thales also provided its smart
maintenance platform TIRIS,
which is connected to all 19 Axle
Counter Evaluators. TIRIS has
been utilised at New Street as a
maintenance tool, and is also being
used to increase the efficiency
of the FRACAS stage. It allows
Thales to provide real-time support
during fault finding in the testing
and commissioning stage.
Dan Bostock said: ‘There were
a number of significant installation
constraints which the team
successfully overcame. These
were due to the complexity of
the track and switch and crossing
layout as well as the lack of cable
route capacity, the performance
and RAMS requirements and the
space constraints for equipment.’
He added: ‘Birmingham New
Street is the UK’s busiest non-
terminal station. The Thales
team is delighted to have been
involved in this successful project
and pleased that passengers
will see the benefits of the work
now and in the future.’
63
IN FOCUS
WEST MIDLANDS
A grand collaboration
Four years after its creation, the Grand Railway Collaboration is making a tangible
difference to the Midlands rail network. ALEX WARNER, MALCOLM HOLMES
and LUCY WOOTTON explain how it came about and what it does
‘T
he West Midlands
has six train operators
providing passenger
services, so there is no real
network in the region. It’s a mixture
of train operators coalescing
on Birmingham, but there has
been little coherence in the
offering’ says Grand Railway
Collaboration Founder and West
Midlands Rail Executive Executive
Director Malcolm Holmes.
It was to help address this
and create a consistent rail
network that the Grand Railway
Collaboration was formed in 2019.
‘Network Rail, West Midlands
Trains and WMRE set about
exploring how to bring a network
together, and that’s where the
idea came from to create a cross-
industry body. Network Rail Chief
Executive Andrew Haines visited
Birmingham, and set a challenge to
establish an exemplar partnership
between local government and the
rail industry’ Mr Holmes explains.
The GRC quickly took on the
responsibilities of the West Midlands
supervisory board and became
an important forum to tackle
issues in the region. Its rail industry
members are Avanti West Coast,
Chiltern Railways, CrossCountry,
Great Western Railway, Network
Rail, Transport Focus, Transport
for Wales, WMRE and WMT.
The recent Birmingham New
Street resignalling was a good
illustration of what the GRC can
do, says GRC Chair and Managing
Director of AJW Experience Group
Alex Warner. ‘The GRC enabled
honest, open conversations to
take place and get issues resolved,
while its independence allowed
it to challenge assumptions
and decisions and ask probing
questions’ he says. ‘We are
able to hold all bodies to
account and focus on the best
outcomes for customers.’
GRC Head Lucy Wootton
holds a full-time position, and
explains the collaboration’s
remit: ‘The GRC created a safe
space and relationship building
opportunities between different
bodies to help resolve issues.
64 Modern Railways March 2023
At the heart of the Midlands: Chiltern Railways’ No 168003 at
Birmingham Moor Street on 22 April 2022. PHILIP SHERRATT
It’s about operators working
together to ensure passengers can
ultimately make their journeys.’
Under the GRC’s umbrella,
a series of initiatives has taken
place to improve collaboration. An
away day was held, bringing staff
from across the rail industry and
at all levels to talk about how to
improve the passenger experience
in the West Midlands. Gaining the
bottom-up as well as the top-down
perspective has proved particularly
valuable, and a result from this
has been the creation of three
workstreams. Again these involve
staff from all levels and across
operators and they are examining
methods of closer working,
revenue protection and provision
of information during disruption.
‘It’s an outlet for emancipating
members, if you like’ confirms
Mr Warner, ‘in an environment
where opportunities for marketing
initiatives and the like are currently
very limited. Because GRC is
independent, we tend to find
people enjoy getting involved
in these working groups.’
Mr Warner is keen to
acknowledge the support of
the Department for Transport
and Network Rail in backing
the GRC, with a real sense of
encouragement for it to fill any gaps
in leadership in the industry that
fall between train operators, local
government and Network Rail.
What of the successes? Mr
Holmes cites four in particular.
The first, he says, is that it exists
in the first place. Performance
improvements through the GRC
Performance Taskforce are helped
in part by close collaboration
between operators, Network Rail
and local government and are a
demonstrable win. So too was
the seamless (for passengers)
recently completed resignalling
of Birmingham New Street. And
finally, creating a permanent
role for GRC Head Lucy Wooton
was also a major milestone,
Mr Holmes concludes.
NEXT STEPS
So, with a foundation established,
where does the Grand Railway
Collaboration go next? After the
departure of Karl Watts, new freight
representation is being sought
(it is felt vital that rail freight has a
voice on the GRC and that open
access operator Vintage Trains
should also have an involvement).
Beyond that is a strategic
plan, where – depending on
what happens with Great British
Railways – the GRC could take a
more influential role in the region.
One possibility is that it could act
as a board of trustees to look after
the region’s rail interests, but it
could also take a more prominent
role in driving rail improvements.
Multimodal integration between
rail, bus and tram is also firmly on
the agenda. A rail-bus alliance
has been set up, and this has
already scored some successes in
encouraging bus operators to better
connect with rail services, and with
relevant customer information at
bus stops. A pan-sector public
transport initiative could deliver real
results by better integrating public
transport modes (a huge challenge
in most areas outside London).
But it is important, says Ms
Wootton, that GRC’s obligations
continue to be aligned with
passenger needs. She says
Transport Focus has its top
five things that are important
to customers, allowing the
GRC to check whether what
is being worked on really
meets those needs.
There’s also the ‘Coventry
conundrum’ – how best to
ensure passengers use the most
appropriate trains to and from
Birmingham New Street. The two
cities need better links, and Ms
Wootton says there is a need to
examine the types of customer
who use rail between the two
and refine the fares and service
patterns to make the best use of
an extremely congested corridor.
Streamlining standards at
unstaffed stations is also being
looked at. ‘Why should customers
have very different experiences at
these stations simply depending
on where they are?’ asks Ms
Wootton. Then there are the
questions of the role rail can
play in supporting social mobility,
how revenue protection can be
optimised, and how the crucial
first and last mile journeys to and
from stations can be improved to
make rail a more attractive option,
particularly from rural areas.
There is clearly much for the
GRC’s members to consider.
But, having established a level
of multi-agency co-operation
unimaginable 20 years or so ago, it
is proving its value. If its members,
working together, can provide
some answers to the questions
and challenges the region faces
– and crucially, to implement
solutions – passengers should
notice a real improvement. That
overriding remit of putting their
needs first is firmly to the fore.
www.modernrailways.com
Do you know someone who might make an exceptional
contribution for the greater good?
If they qualify, they should apply for an

Exceptional Contribution Award

Who?
The EWS Educational Trust.
What?
Is looking for people who might make an exceptional
contribution to society and have a close family relative
who works or worked in the UK’s rail freight industry.
Why?
We offer grants at our discretion to those who qualify
for an Exceptional Contribution Award to help them
achieve their ambition.
When?
Right now. Applications for the Exceptional Contribution
Award must be submitted by 31 March 2023.
For further information please contact
admin.office@ewseducationaltrust.co.uk

Financial support for

exceptional individuals
The EWS Educational Trust is an independent charity
that can offer financial support to help people The Exceptional Contribution Award
achieve excellence. is aimed at those likely to be involved in, but
not limited to medical, scientific or engineering
advancement and likely to be in doctoral or
post-doctoral research.
To qualify for an EWS Educational Trust grant you must have a parent, step-parent, grandparent,
spouse, partner or civil partner who works or who worked in the UK’s rail freight industry.

You also qualify if you are you an undergraduate, a graduate or post graduate to whom the
Trust has given grants and who may be interested in receiving further funding.

The full list of EWS Educational Trust grants are the Exceptional Contribution Award,
our Educational Award for people at university, our Special Access Funding for
those who face barriers to achieving their full educational potential
and our Sporting and Artistic Grant for those seeking excellence
in these fields.

Go to the Trust’s website for full details of our grants

and how to apply
www.ewseducationaltrust.co.uk

Registered charity number SC040334

IN FOCUS
WEST MIDLANDS

Serving Birmingham’s
construction sector
PHILIP SHERRATT visits Tarmac’s new rail-served construction site at Washwood Heath

T
he West Midlands is a hive
of construction activity –
whether that is for HS2
or further housebuilding. Helping
meet the growing demand for
construction materials is Tarmac’s
plant at Washwood Heath.
Opened on the site of a former rail
terminal in April 2021 after being
built during the Covid pandemic,
the Washwood Heath facility
is operated by Tarmac under a
long-term lease from its owner DB
Cargo. The fact there was already a
rail connection to the site made the
setup process considerably easier.
The terminal is bounded on one
side by the M6 motorway, which
runs past on a viaduct, with the
A47 dual carriageway at a lower
level providing direct road access.
On the other side is the main line
heading east from Birmingham
towards Water Orton, adjacent to
which is the mass of land which is
in the process of being transformed
as the location for HS2’s main
depot and network control centre.
Tarmac’s Head of Rail Chris
Swan says the model at Washwood
Heath aligns with the company’s
vision for a city terminal – there
is a ready mix plant, asphalt
plant and aggregate store at a
rail-served facility in the heart of
a major city. Material is delivered
to the site by rail, with finished
products distributed by road for
use in local construction projects
such as houses and schools, as
well as for HS2 construction.
The company’s similar facilities
in other cities have previously
featured in our pages, such as the
concrete terminal at Battersea in
south London (p64, December
2019 issue) and the Cross Green
site on the outskirts of Leeds (p20,
March 2022 issue). But while
Tarmac also runs trains to Small
Heath and Hams Hall in the West
Midlands, Birmingham was missing
a centrally located rail-served
terminal with the plants on site so
Tarmac was previously supplying
the city from further away by road
– Washwood Heath fills that gap.
THREE FLOWS
The first rail operation to serve the
new facility came from Mountsorrel
quarry in Leicestershire, conveying
asphalt and running two to four
times per week, operated by DB
Cargo. This has since been joined
by two services from Tunstead
– one also operated by DBC
and conveying aggregates for
concrete (typically running three
times per week) and a second
operated by GB Railfreight running
each weekday and conveying
construction aggregates.
On the morning of 1 February,
one of the DB trains from Tunstead
had just arrived and was being
unloaded. The site layout is simple,

City site: view of the Washwood Heath plant looking west towards Birmingham. The train is
passing through the unloading facility, with the main line from Water Orton on the left, and to the
left of that is the site of the future HS2 depot and control centre. COURTESY TARMAC

66 Modern Railways March 2023 www.modernrailways.com


with a connection to the main
line at the east end and simple
shunt facilities either side of the
unloading shed. The Class 66
hauled a rake of 24 converted
coal hoppers – Mr Swan hails
the success of these conversions
in the light of the rapid decline
in coal traffic and growth in
aggregates. When they were
used to carry coal, the wagons
had three compartments, but the
centre compartments have been
removed. Mr Swan says these
wagons are efficient for moving
material, although cautions that
there is a question about where
further aggregates wagons will
come from given there are no
more hoppers to convert.
Under an agreement between
Tarmac and DBC, the operator
has a shunter on site who
discharges material from the
train. The material is then moved
to one of 15 rail-fed bays where
delivered materials are stored,
and then via a second conveyor
to (in this case) the ready mix
plant. The asphalt plant works
in a similar way – material is
fed through the conveyor, and
once the production process is
complete it is loaded directly into
www.modernrailways.com
IN FOCUS
WEST MIDLANDS
lorries for onward distribution.
Production levels are determined
by demand, but the plant has
ample storage space for both
delivered materials and finished
product for onward delivery.
SUPPORTING NET ZERO
Rail’s environmental credentials
compared to road are well known,
but at Washwood Heath Tarmac
has taken that a step further by
acquiring the UK’s first battery-
electric concrete mixer, which
has the same average capacity
as a conventional diesel vehicle.
A further environmental boost is
that the ‘e-mixer’ can be charged Going green: the e-mixer Tarmac has purchased for onward distribution
from renewable electricity of material from the Washwood Heath plant. COURTESY TARMAC
supplied by solar panels on
the roof of the asphalt plant. for the foreseeable future) but the rail industry needs to ensure
This means Washwood Heath is battery trucks could be used for it provides a resilient and reliable
receiving deliveries by rail and can local distribution. Tarmac hopes service for freight customers.
send out material for local delivery the vehicle will be the first of ‘The demand side looks healthier
using a zero-emission vehicle. This many to be deployed across its than it has for a long time and in
aligns with the model proposed urban operations, and Mr Swan fact we’re now asking questions
by rail freight commentators points to the often stationary about where we’ll be able to
such as Julian Worth, Chair of the lorries on the adjacent M6 source the material to meet
Chartered Institute of Logistics motorway as evidence of the demand’ says Mr Swan. ‘The
and Transport’s Rail Freight Forum, power of rail to move materials. industry provision needs to be up
that rail should be the preferred However, while Washwood to that standard – the ambition to
mode for trunk haulage (where Heath and Tarmac’s expansion move more material by rail needs
a viable alternative to the diesel provide a positive story for the to be matched by the service
HGV is unlikely to be found railway, Mr Swan cautions that we get from the railway.’
March 2023 Modern Railways 67
IN FOCUS
WEST MIDLANDS

A centre for Very Light Rail

The West Midlands is pioneering this new technology support some of the more deprived
areas in the Black Country.
aimed at cutting costs of urban transport systems The VLRNIC building is on the
site of what was Dudley station

R
ail projects have a reputation
– perhaps justified – for
being expensive. The
development of the Very Light
Rail concept aims to address this,
providing a lower-cost alternative
to traditional tram systems or a
potential solution for services
on branch lines where heavy
rail may be uneconomic.
The development of VLR
is most prominent in the West
Midlands, with Coventry City
Council leading the research and
development programme and
preparing to be the first location
to introduce the technology. The
Council is working with the Black
Country Innovative Manufacturing
Organisation (BCIMO), which is
the legal entity running the new
Very Light Rail National Innovation
Centre (VLRNIC) based in Dudley in
the West Midlands, to test the new
VLR vehicle and track that have
been developed in partnership
with WMG (Warwick Manufacturing
Group) at the University of Warwick.
These are exciting times
for VLR – in January the West
Midlands Combined Authority
(WMCA) signed off the first
instalment of an expected £72
million investment in the emerging
technology. The money comes
from the City Region Sustainable
Transport Settlement, with an
initial £36.8 million put forward for
Department for Transport approval.
The £72 million includes £54.5
million for Coventry City Council
to develop its Coventry Very Light
Rail project, helping it to create
a demonstration route in the city
centre as well as to progress the
designs and develop a Transport
and Works Act Order application
for the first full route. £12 million
goes to BCIMO for purchase of
further equipment so the centre
can become fully operational,
and £5 million to Transport for
West Midlands (TfWM) towards
a feasibility study for a VLR route
serving East Birmingham and
Solihull (potentially replacing
the previously proposed West
Midlands Metro tram extension).
INNOVATION
Nick Mallinson, formerly BCIMO’s
CEO and now Director of Business
and Innovation, recalls that in
2012 when he worked at WMG
he was asked what could be
done to accelerate innovation
in rail. The VLR concept was
born, based on using technology
from the automotive sector
and digital solutions to create a
low-cost form of rail transport.
This led to the view that an
innovation centre would be a
useful place to bring development
of these technologies together,
and BCIMO was created as a
not-for-profit organisation with two
member owners, TfWM and Dudley
Council. The VLRNIC in Dudley
was constructed thanks to funding
from the European Regional
Development Fund (ERDF), Dudley
Metropolitan Borough Council, the
Black Country Local Enterprise
Partnership in partnership with
the Midlands Engine Investment
Fund, WMCA and the Coventry
and Warwickshire Local Enterprise
Partnership. In return, BCIMO has
committed to a support programme
for small and medium enterprises
in the area to provide a boost
to the local economy, helping
on the former South Staffordshire
line; the station was demolished in
1965, although it was retained as
a freight terminal until the 1980s.
After that was mothballed, the
council took ownership of the
site. The trackbed of the railway is
owned by Network Rail – BCIMO
has built a test track on part of this
formation, which it leases from NR.
This test track includes the
850-metre-long Dudley Tunnel,
providing a useful testing
environment. The tunnel is cleared
for W12 gauge and there is room
for a second track if needed, and
it has emergency lighting and
power. The South Staffordshire line
is also being used for parts of the
West Midlands Metro extension
from Wednesbury to Dudley, which
skirts the site and once open in
2024 will stop right next door.
LOW-COST IN COVENTRY
Coventry’s plans for VLR arose from
a desire to reduce dependence on
cars (73% of those accessing the
city do so by car) and to take action
to meet a Ministerial Directive to
address air quality issues. The city

Potential: the main building of the Very Light Rail National Innovation Centre in Dudley is to the left of the
test track, with the tunnel behind the camera. On the right is the workshop building which is the base for
the Coventry vehicle, and next to the workshop is the Furrer+Frey fast charge demonstrator. The 15-metre
radius loop is further along the track behind the centre. PHOTOS COURTESY BCIMO

68 Modern Railways March 2023 www.modernrailways.com


also has one of the highest rates of
population growth in the UK – 8.9%
over the last 10 years. However,
Nicola Small, VLR Programme
Manager for Coventry City Council,
told the Modern Railways Rail in
the Midlands conference that a
traditional light rail scheme would
not produce a viable benefit-cost
ratio. With urban VLR, the aim is
a target cost (excluding vehicles)
of £10 million per kilometre,
making the project feasible.
Earlier development work by
the City Council was supported
by £16 million of funding, with the
most recent award from WMCA
allowing the city’s VLR plans to
move to the next stage. A one-mile
twin-track demonstration route is
planned from the railway station
to Pool Meadow to showcase
the technology in action, with
a stabling and charging facility
at Pool Meadow; the aim is to
commence city demonstration
operation in 2024-25. This section
forms part of the Council’s first
full planned route from the city
centre to the hospital, a distance
of 7km, with a target opening date
for that of 2027-28 (subject to
funding and legal consents). There
is the potential for a further 3km
extension of this route to Ansty
Park along with further routes
to form a network spreading
across the city. The aim is for a
frequent turn up and go service,
with small vehicles providing
flexibility around capacity.
A prototype vehicle has been
developed by researchers from
WMG working with Transport
Design International. Ms Small
says the aim is not just to develop
a new transport system but
to provide manufacturing and
economic opportunities in the
area and create local jobs.
The battery-powered vehicle
is designed to operate on tight
15-metre radius curves, and
this will be tested on a track
at the VLRNIC. It currently has
cabs at both ends, although the
eventual aim is that VLR could
be a driverless technology. But
BCIMO’s Nick Mallinson is keen
to stress that VLR is an adaptable
concept and is really a collection of
technologies, which could include
vehicles of different sizes and with
different methods of propulsion.
The vehicle will be accompanied
by rapid charging infrastructure,
with a fast charge demonstrator
supplied by Furrer+Frey and based
at BCIMO. This uses technology
Furrer+Frey has deployed on
www.modernrailways.com
Battery powered: the prototype VLR
vehicle for the City of Coventry on test
at the Dudley innovation centre.
buses, with an upside-down
pantograph rated at 450kW.
The third element is a new
trackform design developed by
WMG in partnership with Ingerop
and its UK subsidiary Rendel. The
aim is to have foundations which
are just 300mm deep and therefore
don’t interfere with utilities, which
are at a depth of at least 450mm.
Ms Small says this will save around
£9 to £10 million per kilometre
on construction. A replica road
with dummy utilities underneath
was installed at the University of
Warwick in September 2022 to
show the track can be removed
within two hours should utilities
companies require access. The
next step, due to take place in
February, was to install 15 track
slabs at the City Council’s Whitley
depot, used by refuse collection
vehicles, to test the track slab’s
performance under regular
movements by heavy vehicles.
Once these various tests
on the vehicle and track have
been satisfactorily completed,
the city council will press
ahead with the construction
of the demonstration route.
INNOVATION
CENTRE FACILITIES
The VLRNIC building has been
designed for a range of possible
uses; as well as testing of the
Coventry VLR vehicle and track
the site is also being used to
carry out repairs to cracks on
West Midlands Metro trams (as
we have previously reported).
There is a main engineering
hall, as well as a power train lab
(with double thickness walls
and explosion and fireproof
IN FOCUS
WEST MIDLANDS
Network ambition: map showing the proposed routes of the Coventry Very
Light Rail network. COURTESY COVENTRY CITY COUNCIL
doors) which could be used to
test propulsion solutions, with
a control room opposite. Once
fully kitted out, there will also be
a digital technologies laboratory,
a power electronics room, and a
3D visualisation and simulation
room (for which a tram driver
simulator has been ordered and
can be used to train people to
drive on the BCIMO test track – or
by Coventry City Council to train
drivers for its VLR route). There
are also collaboration rooms,
space for small and medium
enterprises, an auditorium
which can accommodate more
than 100 people, an exhibition
area for industry events, and
meeting rooms. Altogether, the
aim is to have a facility which
is useful for the industry.
Outside, there is a workshop
building with a pit which is the
base for the prototype Coventry
vehicle for testing. BCIMO has a
radio-controlled battery-powered
March 2023 Modern Railways
shunter, which can be used to
move vehicles around the site.
Once testing of the Coventry
vehicle has finished, the workshop
building is available for other
companies to rent if needed.
The recent funding award
will enable BCIMO to purchase
some of the bespoke kit it needs
for the VLRNIC. The aim is that
the equipment will all be in
place by 2024 – the bespoke
nature of it means there will be
a lead time on manufacture.
In the meantime, the priority
is to leverage commercial
interest in using the space
at the innovation centre in
Dudley, build a customer base
and promote the centre. While
VLR is in the name, the space
and facilities lend themselves
to a whole range of rail uses.
Coventry City Council, meanwhile,
is seeking to talk to other
cities interested in introducing
VLR to share learnings.
69
Main lines into the capital
Our regular contributing photographer JAMIE SQUIBBS has recently Clockwise from below: Anglia
Aventra: Greater Anglia’s No 720536
published his first book, featuring main line passenger trains around working the 17.09 Hertford East
to Liverpool Street at Clapton
London. Here we present a selection of his recent shots from the capital Junction on 7 July 2022.

Thameslink Programme legacy:

Southeastern’s No 465923 leads Nos
465931/466020 with a Tunbridge
Wells to Charing Cross service at
the grade-separated Bermondsey
dive-under on 14 September 2022.

Desiro City: Thameslink’s No

700058 working the 14.07 St
Albans City to Sutton at Staples
Corner on 6 October 2022.

Chiltern main line: Chiltern Railways

Turbo DMU Nos 165012/038 form
the 10.11 Oxford to Marylebone at
Northolt Park on 23 July 2022.

East Coast main line Electra: No 91110

Battle of Britain Memorial Flight leads
the 10.03 King’s Cross to Leeds at
Holloway Road on 8 August 2022.

70 Modern Railways March 2023 www.modernrailways.com

 £2 OFF FOR SUBSCRIBERS!
Main Line Passenger Trains In and Around London by Jamie
Squibbs, published by Key Publishing, extends to 96 pages and
includes more than 175 photographs of the railways serving
the capital, many of which are previously unpublished. It is
available to purchase from https://shop.keypublishing.com/
collections/books for £15.99. Subscribers can claim a £2 discount
on this or any of Key’s books by calling 01780 480404.

www.modernrailways.com March 2023 Modern Railways 71

Europe View Special
Analysis of the latest developments on Europe’s railways

Eurostar targets
its planned date of May 2023. Ms
Cazenave said the introduction of
EES does cause Eurostar concern
but that the company would work
with the European Union and

30 million by 2030
stakeholders to mitigate its impact.
Simon Lejeune, Eurostar’s Chief
Safety and Stations Officer, told
Modern Railways the company is
looking to create additional border
control points at St Pancras, with an
increase to nine in the main departure
Following its merger with Thalys the cross-channel operator has launched a hall. Along with the utilisation of
new joint brand, but challenges lie ahead in its target to double passenger facilities in zone 6 in the arrivals hall
as a miniature departures hall, this
numbers. PHILIP SHERRATT reports from the launch event in Brussels would provide increased capacity
for passengers to pass through

E
urostar has unveiled a
new logo as it formally
launches the newly merged
organisation with Thalys, with the
combination of the two businesses
creating what the company
says is the largest international
high-speed network in western
Europe, serving five countries.
Eurostar CEO Gwendoline
Cazenave said the new identity ‘gives
back the star to Eurostar’. The logo
was inspired by l’Etoile du Nord,
the original train service linking
Paris, Brussels and Amsterdam and
is also a tribute to the first Eurostar
logo. The new brand identity was
created by DesignStudio based on
the heritage of Eurostar andThalys.
The Eurostar brand name was
chosen due to its high consumer
awareness, both in Europe and
globally, and the Thalys name will
be dropped, although Ms Cazenave
said the Thalys spirit would live on
with the new brand. The combined
group, with Eurostar’s cross-channel
services and Thalys’ services across
continental Europe, is still aiming to
carry 30 million passengers per year
by 2030, double the number carried
in 2022. That target was set in 2019
when the companies announced
their plans to merge, although at
that point they were carrying a
combined 19 million passengers
per year before the impact of Covid
and Brexit dampened demand.
A single website and app for the
combined company will launch
later this year, and the new branding
and logo will be applied to trains,
although none will be repainted. A
new commercial offer and customer
experience will be deployed
during 2024, following a period
of consultation, and in 2025 the
companies’ fleets will be merged, with
the potential for current Eurostar sets
to be used on Thalys services. Eurostar
is also looking at introducing a fifth
daily return service on the London
to Amsterdam route during 2024.
STATION BOTTLENECKS
Ms Cazenave told journalists
attending a press conference to
launch the new brand that in the
first few months of 2022 passenger
numbers were around 30% of the
2019 level, before rebounding
strongly to around 80% for the
remainder of the year. Leisure
travel has returned to 2019 levels,
with business travel at 80-85%
of pre-Covid levels. However,
she said Eurostar patronage is
lagging behind Thalys patronage
due to bottlenecks at stations.
This is a particular challenge at
St Pancras, where Ms Cazenave’s
predecessor Jacques Damas had told
the House of Commons Transport
Committee that capacity was 30%
down on 2019 levels, meaning
Eurostar is not able to fill all seats
on its services from London. Ms
Cazenave said the key to growing
the market is unlocking capacity in
stations, and Eurostar is seeking to
work with stakeholders in stations,
including national rail operators
and the border police, to do so.
The introduction of the new entry/
exit system (EES) for non-European
Union nationals crossing EU external
borders has been postponed from
border control. Mr Lejeune said this
would enable Eurostar to return
to pre-Brexit passenger levels.
General Secretary Gareth
Williams added that EES offers an
opportunity to introduce further
automation. In February Eurostar
was due to introduce a biometric
lane for check-in and UK exit controls,
whereby passengers would scan
their tickets at home, although Mr
Lejeune confirmed a check would
still be needed to enter the Schengen
area (either via an electronic gate or
manual control). While these checks
are likely to take longer under EES, Mr
Lejeune said there is an opportunity
to look at what the most effective
way is to check in passengers. ‘At
the start [of EES] the focus was on
a kiosk solution similar to that used
in the airline world, but we need to
adapt’ added Mr Williams. ‘At the
moment we do everything at the
station – can we take some steps
away and do them in advance?’
While Eurostar is maintaining its
facilities at Ebbsfleet International
and Ashford International stations,

Shining stars: Thalys and Eurostar sets with the new branding
at Brussels Midi on 24 January 2023. Photos by Philip Sherratt

72 Modern Railways March 2023 www.modernrailways.com

 Europe View Special
Analysis of the latest developments on Europe’s railways

e320s on show: the new branding on No 374024 contrasts with the old on No 374034 at Brussels Midi
on 24 January 2023; the latter is calling behind the screen with a St Pancras to Amsterdam service.

the company played down hopes of
trains calling there again, at least in
the short-term. ‘The priority is to build
the business back, and that starts
by building back our core routes’
said Mr Williams. ‘Our border office
in St Pancras can process eight to
10 times as many passengers as at
Ebbsfleet or Ashford, so while we’re
constrained we’re putting resources
into the place where we can get
the most passengers through.’
Another constraint is at
Amsterdam; Eurostars from St Pancras
only convey passengers on half of the
train, the other half being dedicated
to passengers alighting in Brussels.
Returning Eurostars can only carry up
to 250 passengers from Amsterdam
(compared to a capacity of nearly 900
on a Siemens Velaro e320 set), due
to the limited check-in facilities in the
terminal at Amsterdam, although
the operator can fill further seats
with passengers from Rotterdam.
HUBS RATHER THAN
NEW DESTINATIONS
Eurostar also played down the
possibility of introducing services to
new destinations. Ms Cazenave said
the priority is to develop ‘open hubs’
in key cities which provide simpler
connections to other rail services,
rather than introducing new direct
services. She said existing domestic
networks are ‘huge and efficient’
and highlighted the huge number
of destinations passengers could
reach via a single change of train.
Chief Commercial Officer François
Le Doze told Modern Railways new
direct services take years of planning,
although he said the operator is not
ruling them out. The aim with the
introduction of the new website
and app is to make the purchase of
through tickets simpler and clearer,
with more attractive pricing and
better provision for passengers if there
is a delay on one leg of their journey.
Mr Le Doze highlighted the fact
there are already through fares with
operators in the UK, but that these are
not well publicised or well-known.
The launch of a new customer
offer in 2024 will follow a survey of
current and potential customers to
understand their needs and what
would convince them to take the
train. Mr Le Doze said that at present
the offers on Eurostar and Thalys
are similar, but with some detail
differences. Changes could include
a redesign of the classes of service,
the fares structure or the on-board
service offer. This could comprise a
single consistent offer for all services
within the Eurostar brand or the
retention of some differences, and
Mr Le Doze noted that passenger
needs are different on a London to
Amsterdam journey compared to a
much shorter Paris to Brussels trip.
ONE FLEET
Eurostar Group will combine its
trains into a single fleet in 2025.
Currently Eurostar has 25 trainsets
(17 e320s and eight refurbished Class
373 original Eurostar sets, branded
e300), while Thalys has 26 trainsets.
Eurostar sets are longer, with an e320
able to carry nearly 900 passengers,
as compared to the shorter
200-metre-long Thalys sets which
can carry around 380 passengers
but sometimes operate in pairs. The
Thalys sets are being refurbished,
which will yield a capacity gain of
around 10%. Thalys sets cannot
operate through the Channel Tunnel,
and there are no plans to make the
current sets compatible for cross-
channel operations, but Eurostar sets
could be deployed on Thalys services.
The challenges of throughput
at stations are not as significant
with services on the Continent, and
the opportunity to use the longer
At the sharp end: view from the cab of a Brussels-
bound e320 on the Belgian high-speed line.
Eurostar sets on Thalys routes would
provide valuable additional capacity
to meet growing demand. The
e320s could work through to the
Netherlands, while Eurostar has not
ruled out using the e300s on services
between France and Belgium too. Mr
Le Doze pointed out that train paths
are heavily regulated, and having a
single common fleet would provide
the opportunity for a train arriving in,
for example, Paris to operate its next
service on a different route, rather
than remaining captive to a single
route as at present, allowing more
efficient deployment of the fleet.
ACCESS CHARGES
Another challenge facing Eurostar
is the high track access charges it
pays, particularly on High Speed
1 in the UK. Mr Williams said the
issue of charges rising more quickly
than inflation is not exclusive to
HS1, but agreed the challenge
is particularly acute in the UK,
where charges on HS1 have risen
sharply in the last three years.
The regulatory process for HS1’s
next five-year Control Period is
currently under way, and Mr Williams
says Eurostar’s ambition is to have
a sustainable system which covers
its costs in the long-term. Charges
on HS1 have two components:
an amount covering operations,
maintenance and renewals, and
an Investment Recovery Charge
which helps HS1 recover the
cost of building the railway.
Given the circumstances of the
post-Covid and post-Brexit market,
Mr Williams said there is a need to
ease the pressure in the short-term
and allow Eurostar to find its feet
commercially, as sustainability will be
delivered through growth. Eurostar
believes there are two key issues to
address – whether current charges
are efficient and whether there is
scope for greater efficiency, and what
assumptions are made in the longer-
term. Mr Williams posited that the
economic assumptions about future
risk could make a large difference to
the charges levied. ‘It’s a balance of
risk between having an underfunded
railway in 40 years’ time against the
risk of constraining growth now’ he
said. ‘We think the balance of risk
and opportunity has shifted and
are making the case to prioritise the
delivery of growth in the near term in
order to secure long-term volumes.’

www.modernrailways.com March 2023 Modern Railways 73

Europe View
Analysis of the latest developments on Europe’s railways
New service: Westbahn Kiss EMU No 4010 124,
one of the 15 new trains in service since 2021,
at Innsbruck on 15 December 2022 during
the first week of services. Keith Fender
EUROPE
CHANNEL TUNNEL
CAPACITY INCREASE
Thanks to the use of what is described as the
world’s largest and most powerful Statcom
(Static Synchronous Compensator) technology
in the rail sector, the Channel Tunnel can now
handle 16 trains at once, giving a theoretical
throughput of 1,000 trains a day (and an increase
of 60% compared to previously). American
firm General Electric supplied the equipment,
installed alongside existing traction supply
equipment in Folkestone, which was formally
commissioned on 1 February. The project has cost
€45 million according to tunnel operator Getlink.
The Static Synchronous Compensator technology
allows voltage stability by absorbing or generating
reactive power as required. According to GE it
will allow for increased use by high-speed trains,
although current prospects for largescale increases
in high-speed passenger trains appear low.
AUSTRIA
WESTBAHN TO INNSBRUCK
From 11 December 2022 Austrian private
open access passenger operator Westbahn
introduced services on a new route connecting
Innsbruck and Vienna via Salzburg. This was
the second new route launched in a year after
services between Vienna and Munich began in
April 2022; from December these services also
began serving Rosenheim in Germany as well.
The new Innsbruck service is operated by
extending services that previously terminated at
Salzburg via the ‘corridor’ route through Germany
with stops at Kufstein and Wörgl in Austria.
Journey times at 4hr 21min are comparable
with ÖBB’s Railjet services on the same route.
74 Modern Railways March 2023
Keith Fender
modernrailways@keypublishing.com
All Westbahn services are now operated by the peak hour trains, while the first of the power
new fleet of 15 six-car Stadler Kiss EMUs bought car Bmx units was introduced in August 2021.
for €300 million in late 2019 and introduced from From the December 2022 timetable change
2021; the original fleet of 17 Kiss EMUs (in both four- the new stock has been widely used both as
and six-car sets) has been sold to Deutsche Bahn full M7 rakes equipped with one or two power
in Germany, which is now using them branded as cars, mainly on the Gent-St-Pieters – Tongeren
‘IC2’ for Intercity services. Westbahn has previously and Quiévrain –Liège – Guillemins (via Brussels)
announced plans with Chinese company CRRC routes, or with other older vehicles on the
Zhuzhou to buy double-deck 200km/h EMUs Ostend – Eupen and Blankenberge – Genk routes.
from China. The first unit has been at the Velím Long-term use of the new vehicles is planned into
test centre in the Czech Republic since July 2022. neighbouring Luxembourg and the Netherlands.
SNCB is using the new trains to replace older loco-
hauled push-pull stock, plus the remaining Class
BELGIUM 21/27 locos dating from 1981-88 that work with
them. By way of a cascade of trains between routes,
M7 POWER CARS ENTER SERVICE
Belgian Railways (SNCB/NMBS) has now
introduced significant numbers of its new ‘M7’
series double-deck coaches plus power cars of
the same design. The 200km/h vehicles were
first ordered in late 2015 and the initial batch of
445 was due for delivery between September
2018 and December 2021. The first vehicle
was ready for testing in 2018, but introduction
has been delayed by the Covid pandemic.
Bombardier and Alstom shared the contract,
which was for up to 1,362 vehicles in total;
the total order was reported as being worth
around €2.1 billion to Bombardier and €1.2
billion to Alstom in 2015. Since then, Alstom
has bought Bombardier and SNCB has used
some of its options to order extra vehicles,
increasing the total on order to 747, with 204
added in 2020 and another 98 cars in 2021.
The 90 motorised (dual-voltage 3kV DC/25kV
AC) driving cars, designated type Bmx, are built
at Alstom’s site at Valenciennes in northern
France. The non-powered vehicles, included non-
powered driving trailers designated type BDx, are
assembled at the ex-Bombardier site in Bruges.
The new vehicles were first delivered in 2020
and put into use mixed with older types working
www.modernrailways.com
 Europe View
Analysis of the latest developments on Europe’s railways

the new stock will also replace the last remaining

two-car EMUs in its fleet dating from the 1960s/70s.

GERMANY
EXPANSION FOR
UKBASED OPERATORS
National Express has won a 10-year extension of
the emergency operating contract it took over
in February 2022 following the insolvency of
most of Abellio’s German business. The decision
to award National Express a contract extension
for routes RE1 (Aachen – Hamm) and RE11
(Düsseldorf –Paderborn/Kassel) means all the
RheinRuhrExpress (RRX) branded routes will be
operated by the company until 2033, as it already
held contracts for the rest of the RRX network.
The new long-term contract was awarded
by a consortium of four regional transport
authorities led by Ruhr-based Verkehrsverbund
Rhein-Ruhr (VRR) with Nahverkehr
Westfalen-Lippe (NWL), go.Rheinland and
Nordhessischen Verkehrsverbundes (NVV).
Whilst National Express began operating these
routes under a short-term 12-month emergency
contract following the removal of previous
operator Abellio by VRR in January 2022, the
decision to continue the contracts for another
decade represents a change of approach from
National Express, which had previously said it
was not seeking any further German concession
contracts. It appears likely the terms on offer for
the new RE1/RE11 contract reflect current cost
inflation and are therefore much more financially
attractive than the older RRX contracts the company
has, which began operation in 2019 but were
awarded in 2015. Ironically, the decision to award
all the RRX contracts to National Express also
reverses the policy of the awarding authorities,
which had insisted no one operator could run
all the routes, which were let as a series of lots.
The RRX services are all operated by a
fleet of Siemens-made Class 462 Desiro
HC EMUs that are owned by VRR and its
partners, which lease them to the operating
companies – now just National Express. Siemens
maintains the fleet at a purpose-built depot
in Dortmund under a long-term contract.
MIXED START FOR GOAHEAD IN BAVARIA
Go-Ahead started operation of its second major
contract in Bavaria with the timetable change
in December. The first weeks of operation saw
reduced services running as a shortage of train
crew, insufficient new trains plus winter weather
led to planned and short notice service reductions.
Go-Ahead’s German rail business in Bavaria and
Baden-Württemberg now employs around 1,000
people and operates a fleet of 144 EMUs.
Go-Ahead’s new ‘Augsburger Netz’ contract
covers services on six routes with 7.6 million
train kilometres annually; three ‘Regional
Express’ semi-fast routes connecting Munich
with both Ulm and Würzburg via Augsburg,
some trains using portion working to serve the
westernmost end of the routes; Munich – Aalen
via Donauwörth and three all stations ‘Regional
Bahn’ routes serving Munich – Augsburg with
Power car: M7 Bmx No 76027 at Brussels
Nord on 20 December 2022 with a peak
hour ‘P Train’ to St Niklaas. Keith Fender
extensions to Dinkelscherben and Donauwörth;
and a cross-country Donauwörth – Aalen route.
In late 2022 operator Go-Ahead Bayern
announced it planned to operate replacement
buses on the RB89 Aalen – Nördlingen
– Donauwörth ‘Riesbahn’ route due to
forecast shortages of train crew and trains.
This announcement was not welcomed
by the transport authorities which let the
contract – especially in Baden-Württemberg,
which co-sponsored the concession
let by the Bavarian Government.
Following political intervention, an interim ‘ersatz’
operation was announced, replacing the Go-Ahead
trains with loco-hauled trains to be operated by
Weser Ems Eisenbahn and DB Regio Class 425
EMUs. This operation may continue until June.
Siemens has delivered a fleet of 56 brand new
EMUs (12x5-car part double-deck Desiro HC
and 44x3-car Class 2463 Mireo EMUs). The train
fleet suffered a variety of partly weather-related
problems during the first weeks of the contract,
leading to cancellations and delays. Problems with
couplings exacerbated by icing meant planned
portion working had to be halted, leading to shorter

High capacity: Go-Ahead Bayern has 12x5-car Desiro HC EMUs

supplied by Siemens for use on the busier ‘Augsburger Netz’ services.
This is No 2462 008 at Ulm on 11 December 2022. Keith Fender

www.modernrailways.com March 2023 Modern Railways 75

Europe View
Analysis of the latest developments on Europe’s railways
Keith Fender
modernrailways@keypublishing.com

Back in service: ex-works CP electric loco No 2610 hauls an empty

stock train through Porto Campanhã station on 5 November 2022.
The red and white coaches behind the loco were built by Schindler
in Switzerland in 1948-49. They were stored in the mid-1990s but
not scrapped; 17 were overhauled in 2017-21. Keith Fender

trains until early January, when the company
announced its full timetable would be operated.
OUTSOURCED MAINTENANCE
The trains are being maintained at a new depot at
Langweid am Lech north of Augsburg by Euco Rail
Services, which is the new name for Swiss-based
(but Russian-owned) TMH International, owned by
Russian rail engineering firm Transmashholding
(which remains 20% owned by Alstom despite
the general withdrawal of western firms from
the Russian market). It appears the new name
for TMH International is literally the abbreviation
for ‘EU company’ with the word rail added; the
registered address in Switzerland is unchanged.
Separately, as well as changing its name to
Euco Rail, TMH International has disposed of its
investment in the Dunakeszi Járműjavító rolling
stock factory outside Budapest in Hungary. This
site, bought by TMH from the Hungarian state
asset management agency and state railway
MÁV in mid-2020 in a 50:50 joint venture with
Hungarian investment company Magyar Vagon
Zrt, is now wholly owned by Hungarian investor
Magyar Vagon. The site had a contract to assemble
676 passenger coaches for Egyptian railways
using entire vehicles or kits of parts supplied by
Transmash from its Russian factories, but with a
minimum 51% Hungarian content. Magyar Vagon
has assumed responsibility for this contract.
IRELAND
INTERMODAL WAGONS
TO BE REFURBISHED
Funding has been secured for 14 of Iarnród
Éireann’s (IÉ) fleet of 24 air braked low-floor pocket
wagons to be refurbished by IÉ at Limerick works
as an interim solution prior to new wagons being
bought under a tender process now under way.
The pocket wagons were introduced in 2001
but have seen little use since the DFDS services
between Ballina and Belview Port in Waterford
ceased in mid-2018. Formed into two 12-wagon
sets, one was stored at Limerick and the other at
Waterford until the set at Waterford was moved to
Dublin East Wall yard via Inchicore in June 2022.
Acknowledging that being limited to sets
of 12 wagons they do have limitations, an
IÉ spokesperson said ‘they do allow us the
flexibility to take on more freight business
in the near future, should we secure it in
advance of the purchase of new wagons’.
Tim Casterton
NORWAY
REGEN BRAKING ISSUE
SHUTS NEW FOLLO LINE
The 22km ‘Follobanen’, or Follo line, opened on
11 December, reducing journey times between
Oslo and Ski to around 11 minutes, instead of
22 minutes via the old route. Most of the new
200km/h line, which cost NOK36.8 billion (£3
billion) is in a 19km tunnel. Norway’s King Harald
V formally opened the line on 12 December
2022 and then travelled on the new route.
On 19 December a fire was detected at the
electricity substation feeding the line at Ski,
leading to the power supply being cut; the line
was closed pending investigation. Subsequently
it was revealed that regenerative braking by no
more than four trains an hour operating in the
tunnel at 200km/h and braking for the stop at
Ski was enough to overload the power control
system, which uses autotransformers. As the
tunnel is designed to increase capacity between
Oslo and Ski from 12 trains an hour to 40 this was
obviously a problem, although not one the tunnel
builders had foreseen. Initial plans to reopen the
tunnel in early January were not achieved.
Norwegian rail infrastructure manager Bane NOR
has now admitted the electrical system will need
modification to cope with the power levels revised
modelling (and actual operation) has demonstrated.
In the aftermath of the disastrous launch, it has been
revealed that Bane NOR failed to test the line with
multiple trains, instead using one multiple times;
it is apparent that had trial running simulated the
actual timetable (which is only six trains each way,
not the theoretical 20) the problems would have
been discovered sooner and potentially rectified
before opening. At the time we went to press,
reopening on or after 12 February was forecast.
PORTUGAL
LOCO FLEETS REINSTATED,
COACHES BOUGHT FROM SPAIN
Portuguese national operator Comboios de
Portugal (CP) withdrew many services and
much of its locomotive fleet in response to the
global financial crisis in 2008 and the difficult
economic conditions the country experienced in
following years. Many diesel locos were placed
in store, and some were sold to new private
freight operators. In 2011 the then state-owned
CP Carga rail freight business placed its fleet
of Class 2600/2620 electric locos in store as
new Siemens-built Class 4700 locos, ordered
before the financial crisis, had replaced them.
After nearly a decade, the Portuguese
Government decided in 2019 to invest in
returning some of the stored locos to use,
along with refurbished coaches bought
from RENFE in neighbouring Spain.
The result four years later has seen nine Class
2600 electric locos (built in France by Alsthom
in 1974-75, based on the SNCF Class BB15000
design outline) and three Class 2620 (based on
the CP2600 but built in Portugal under licence by
Sorefame in 1987) overhauled and reinstated to
use, most working passenger services from Porto
in the north of the country. All the remaining
nine Class 2600/2620 locos have been moved
to CP’s workshop at Contimul, near Porto, for
potential overhaul and reinstatement.
As well as the electric locos, some of the old diesel
fleet has been resurrected. Around 15 of the English
Electric / Sorefame Class 1400 locos (built 1967-69,
derived from British Rail’s Class 20) are now in traffic
with CP; the majority of these have been overhauled

76 Modern Railways March 2023 www.modernrailways.com


in the last four years. CP had never completely
withdrawn the type, using it for empty stock
movements, but passenger work had largely ceased
after 2009. Thanks to the reinstatement of older
CP-owned coaches, some of which date from the
late 1940s, Class 1400s have been used extensively
on the Douro Valley route from Porto to Pocinho
since around 2016, although initially this was reliant
on a handful of working locos. There are now up
to four locos diagrammed daily on the Porto –
Pocinho route. CP has also recently reinstated two
of the Canadian-built Class 1550 Co-Co diesels
to act as rescue engines across the network; a
further loco is planned to follow. Multiple ex-CP
diesel locos remain in use in Portugal with either
freight operators or civil engineering contractors.
BARGAINPRICED COACHES
CP introduced the first of 36 ex-‘Arco’ air-
conditioned coaches from RENFE in Spain,
reportedly paying €30,000 for each vehicle. CP then
began overhauling and refurbishing the coaches
at its workshops in Guifões, north of Porto, with
the first fully refurbished coaches entering service
in August 2022, being hauled on the recently
electrified Porto – Valença ‘Minho’ line by Class
2600/2620 electric locos. CP has said it has cost
around €156,000 to refurbish each vehicle, meaning
the total amount spent is less than 20% of the cost
of new coaches. More of the ‘Arco’ coaches are being
refurbished, and in addition another 14 former
long-distance vehicles were bought from RENFE.
SPAIN
CAF WINS REGIONAL
EMU ORDER
Spanish national rail operator RENFE has awarded
CAF a contract for 28 new EMUs for services
branded ‘Media Distancia’ or ‘medium distance’,
replacing older trains. The contract includes
options for up to 42 more trains. CAF says the
To be replaced: older RENFE Media Distancia Class 470 EMUs. These were rebuilt
in the mid-1990s from Class 440 suburban EMUs that were built 1974-85. This is
No 470 118 at Alcázar de San Juan on 15 November 2022. Keith Fender
www.modernrailways.com
Analysis of the latest developments on Europe’s railways
contract, which includes spare parts supply and a
contract to maintain 17 trains (but not all the new
fleet) for 15 years, is worth around €300 million.
The new 200km/h EMUs will also be fitted
with on-board batteries, but these are not
designed for lengthy operation away from
the overhead wires. CAF says the trains will
be able ‘to run short distances autonomously,
ie on sections of the network where there is
no catenary or when a power cut occurs’.
CAF TO REDESIGN NARROW GAUGE ORDER
Two senior managers, one from RENFE and the
other from national infrastructure manager
ADIF, have reportedly been dismissed following
the discovery new trains would not fit on the
infrastructure for which they were bought. A
public blame game between operator RENFE
and the track authority played out in the Spanish
media in early February, with both parties
appearing to blame each other – leading the
Government to intervene. The trains will now
be redesigned to ensure they can be used.
In 2020 CAF won a €258 million order for 37
new metre-gauge EMUs from RENFE (‘Europe
View’, August 2020 issue). Most of the new trains
(10x2-car, 16x3-car and five bi-mode sets) are
designed for use on the former FEVE metre-gauge
network in the northwest of Spain, which RENFE
has managed since 2012; the remaining trains were
to be specially designed for the isolated metre-
gauge line from Cercedilla to the mountain resort
of Los Cotos north of Madrid, which is operated
as Line C9 of the Madrid Cercanías network.
It appears ADIF’s records for the ex-FEVE
network regarding clearances and structure
gauge did not match the specification RENFE put
out to tender. Anecdotal evidence from other
parts of the ADIF broad gauge network suggests
structure gauge information is incomplete as
low-level damage to station platforms caused
by passing freight trains is not unknown,
especially on routes with intermodal traffic.
Europe View
TURKEY
METRO EXTENDED
TO NEW AIRPORT
The first section of metro line to reach Istanbul’s
new airport, which is west of the European suburbs
of the city, opened on 22 January. The 34km line
from Kağıthane in the western suburbs, offering
connection to existing line M7, is electrified at 1.5V
DC, like much of the system. Chinese company
CRRC Zhuzhou won the contract to supply 176
automated metro vehicles, awarded in early 2020;
all the vehicles are due for delivery by the end of
2023. The new line is fully automated (at level GoA4),
with trains running at up to 120km/h. Services will
run at three-minute headways at peak periods.
The airport opened in April 2019, around
14 months later than planned, but the metro
line, which should also have been ready in
2018, was delayed, with the Covid pandemic
subsequently adding further delay.
A second section of the line – which when
open will form a loop via the airport – is nearing
completion between the airport and Halkalı
railway station, which is the western terminus
of the Marmaray commuter line, offering
connections to the Asian side of the Bosphorus.
When complete, along with a short section from
Kağıthane to Gayrettepe offering interchange
to line M2, the line will be 69km long.
EARTHQUAKE BADLY
DAMAGES ASIAN NETWORK
The large earthquake which struck Turkey and
neighbouring Syria on 6 February, killing more than
10,000 people, has also caused major disruption
to the Turkish rail network, with over 1,200km
of track affected and 175 tunnels damaged.
Reports suggest parts of the new 25.5km Gaziray
suburban commuter railway, which only opened
on 5 November 2022, in Gaziantep near the
epicentre of the quake, have been destroyed.
March 2023 Modern Railways 77
Moving Wheels
Merseyrail ‘777’ carries first passengers
Metro Mayor launches new Stadler EMUs with level boarding
PASSENGERS TRAVELLED on
Merseyrail’s new Stadler Class
777 EMU for the first time on 23
January as No 777049 operated
the maiden service, the 10.50
Liverpool Central to Kirkby. The
£500 million new trains project
has been led by the Liverpool City
Region Combined Authority and
its transport arm Merseytravel.
Liverpool City Region Mayor Steve
Rotheram told Modern Railways
he is anxious for the rollout of the
new trains to proceed as quickly
as possible. They are replacing
Class 507/508 EMUs, which are
now more than 40 years old.
Fifty-three ‘777s’ are on order
from Stadler, of which 17 had been
accepted for service by late January.
The agreement of a deal with ASLEF
on 17 January around the method
of operation of the new trains paved
the way for them to start carrying
passengers, with Merseyrail to ramp
up training of drivers and guards
over the coming weeks, starting with
the two depots on the Northern line.
The new trains offer more
capacity than the units they replace
while retaining the same number of
seats. Other improvements include
air conditioning, charging points,
Wi-Fi, more spaces for cycles and
wheelchairs, and level boarding
Old meets new: legacy EMU No 507020 forming the 12.01 Liverpool Central to Ormskirk
passes No 777049 working the 11.58 Kirkby to Liverpool Central at Kirkdale on 23
January 2023, the first day in traffic for the new Stadler EMUs. Philip Sherratt
78 Modern Railways March 2023
Bright interior: inside No 777049. Philip Sherratt
courtesy of Stadler’s sliding step
technology. A programme to modify
platforms on the Merseyrail network
to line up with the new trains has
already been completed, with the
aim of making Merseyrail the most
accessible network in the country.
The Kirkby line is first to see the
new trains. During the first week a
‘777’ operated during the middle
of the day only, with the all-day
diagram introduced the following
week. Kirkby line services were
temporarily reduced to a three
trains per hour frequency during
the day from 30 January to allow
the rollout of the new trains to
progress. By early March it is hoped
all services on the Kirkby line will
Dispatch: while drivers open and close
doors on the ‘777s’, guards must tap
a card against a panel at one of the
doorways before the door closure
procedure can begin. Tony Miles
be operated by ‘777s’ (covering
three unit diagrams). Rollout will
then switch to the Ormskirk line.
The original line-by-line rollout
plan then envisaged new trains
being deployed (in order) on the New
Brighton, West Kirby, Ellesmore Port
and Chester routes, and then finally
Hunts Cross to Southport. However,
David Powell, Programme Director
for the Combined Authority, told
Modern Railways this order may be
flexed depending on requirements,
in particular concerning three
major events later this year in
the region – the Grand National,
the Eurovision Song Contest and
the Open Golf Championship.
A programme of infrastructure
works to accommodate the new
trains is around half complete, this
being required as a pair of four-car
‘777s’ is longer than a pair of the
legacy three-car EMUs. This includes
platform and siding extensions and
the moving of signals, while Liverpool
Central station was due to close from
the evening of 26 February until the
end of service on 1 March for track
reconfiguration work. Hunts Cross
services were due to be replaced by
buses, with Southport and Ormskirk
line services starting from Moorfields
and Kirkby line services from
Sandhills (Moorfields after 20.00).
The original plan was to retain a
tranche of Class 507/508 EMUs to
operate in pairs on the Hunts Cross to
www.modernrailways.com

Southport route until this work was
complete, although the later than
planned rollout of the new trains
means the infrastructure work may
be completed at an earlier point in
the network-wide rollout of the fleet.
The new trains are more powerful
than the units they replace, and
the plan is to change the timetable
to improve journey times. This is
likely to happen in two stages, first
on the Northern line and then the
Wirral line, but as the new trains take
over from the old fleet this will not
happen until 2024 at the earliest.
BATTERY UNITS
Seven of the ‘777s’ are being
fitted with batteries as part of the
project to extend the Kirkby line
to a new station at Headbolt Lane,
and this short extension will not
be electrified. The first of these,
No 777140, arrived in the UK on
20 January, with further units to
follow shortly. The aim is to start
services to Headbolt Lane with
the battery EMUs this summer.
Mr Powell said testing had
indicated the battery ‘777s’ had
an operating range of more than
40km away from the electrified
network. Metro Mayor Steve
Rotheram has ambitions to expand
the Merseyrail network as part of
the ‘Merseyrail for All’ programme,
and Mr Powell said concept work
is in progress on around half a
dozen routes, with City Region
Sustainable Transport Settlement
funding available to progress this.
The aim is to narrow this down to
one or two routes on which detailed
work would take place, with the
potential of either adding batteries
to the ‘777s’ already ordered or
ordering additional battery units.
Mr Rotheram hailed the potential
of the battery technology to allow
expansion of the network without
electrification. He also highlighted
the fact that the new trains are
owned by the City Region, and
said he wanted passengers to take
ownership of them accordingly.
The contract to build the new
trains for Merseyrail was awarded
to Stadler in December 2016 and
formally signed a few months later.
Introduction of the new trains was
delayed first by the Covid pandemic
and then the need to agree the
method of operation of the new fleet
with trade unions. Drivers open and
close the doors on the new trains,
but a second member of on-board
staff is retained and must tap an
on-board panel (located next to each
set of doors) to indicate they are on
board and the driver can close the
doors to allow the train to depart.
www.modernrailways.com
Northern showcases ‘intelligent train’
NORTHERN SHOWCASED its
first intelligent train, No 150136, to
industry partners on a run between
Manchester Victoria and Bradford
Interchange on 16 January. The
concept has been developed in
partnership with Network Rail and
aims to use service trains to carry out
detailed monitoring of infrastructure.
The concept train has been
fitted with a range of technologies,
including LIDAR horizon scanning
cameras (the same as used by
NASA to map the surface of the
moon), a radar dome, 180-degree
thermal imaging hardware, acoustic
monitors, a G-shock bogie and an
artificial intelligence camera. The
unit has additional screens to allow
industry colleagues to understand
the data being collected.
Data collected can be accessed
remotely and can be used to monitor
the condition of assets in real time
and to identify any trends such as
1
6 5
Intelligent train: the equipment fitted to No 150136: 1 – thermal; 2 – radar; 3 – lidar; 4&5 –
AI cameras; 6 – acoustic sensor; 7 – G Shock sensor on bogie. Tony Miles
Out with the old at Gosforth
THE OLD Tyne and Wear Metro
depot building at Gosforth
closed its doors for the final
time on 19 January as Stadler
transferred its maintenance
teams to a new £70 million
facility on the same site.
The depot building dates from
1923 and has been home to the
Metro’s rolling stock for 43 years,
embankment slippage or movement
of lineside equipment such as
signals or overhead line stanchions.
The data should enable Network
Rail to reduce its dependence
on running specialist monitoring
trains. The future rollout of the
technology to a larger number of
trains will increase the frequency of
monitoring – the aim is to enable
interventions to be made before any
infrastructure failures, improving
the performance and safety of the
railway. The technology will also
assist in the removal of emergency
speed restrictions more quickly
and help monitor the progress
of major projects such as the
Transpennine Route Upgrade.
Northern’s On Trains System
Manager Marc Silverwood told
Modern Railways this marks the next
step in the operator’s digitalisation
programme, which began with
the fitting of Wi-Fi and CCTV to its
2
3
4 7
and will now be demolished. The
change is part of preparations for
the introduction of a new fleet
of 46 trains for the Metro, built
by Stadler. Metro owner Nexus
says the new depot is designed
to ensure maximum availability
and reliability of the Metro fleet
and offers an improved working
environment. The new depot
March 2023 Modern Railways
Moving Wheels
fleet. The technology also enables
monitoring to be carried out in
the dark, including in tunnels, and
even in fog where a normal CCTV
camera may not be able to ‘see’.
The first train has been delivered
in conjunction with Belvoir
Rail, which integrated all the
technologies fitted, while Modux
worked with Belvoir Rail and
Northern to create the software
and process to offload the data
and process that into workable
information. Yellow Rail supported
the project by fitting the equipment
and offering technical support,
while DG8 led the design and
worked with Belvoir Rail to ensure
the equipment is rail compliant.
A second concept train will use a
Class 331 EMU, which will be fitted
with additional equipment that will
enable it to monitor the pantograph
and overhead line equipment.
Tony Miles
has been built on behalf of
Stadler by Volker Fitzpatrick.
The old depot building was
first opened by the London and
North Eastern Railway, replacing a
fire-damaged depot at Walkergate.
The Tyne and Wear Passenger
Transport Executive, now Nexus,
took it over from British Rail in
1980 as a base for the Metro fleet.
79
Moving Wheels
TfW rethinks Class 197 First Class
At-seat ordering to come for catering on new CAF DMUs
TRANSPORT FOR Wales has
modified its plans to provide First
Class accommodation on 14 of its
77 Class 197 DMUs, opting for an
intermediate category of seating
instead. The operator will also
enhance its catering offer on the
new units, including introduction
of at-seat ordering. TfW held the
Class 197 launch ceremony in
Llandudno on 26 January, unveiling
the name Happy Valley on No 197007
(see also ‘Blood and Custard’).
After a delay of about a year,
the class made its passenger
debut on the Conwy Valley line
in November. Various two-car
Class 197s have operated services
based out of Chester depot,
with up to three in use at a time.
TfW expects to add another
unit to service at approximately
weekly frequency through the
late winter and early spring.
TfW had not accepted any of the
three-car Class 197s by late January,
but Jan Chaudhry-van der Velde,
TfW’s Chief Operations Officer, told
Modern Railways: ‘For our timetable
in May we need an assortment
of two-car and three-car units.’
Class 197s have not yet operated
in service west of Llandudno
Junction. Tunnels at Conwy and
Dwygyfylchi, east of Penmaenmawr,
need some structure gauging work,
which he said was well in hand.
Almost all drivers based in
Chester, Llandudno Junction and
Holyhead had been trained on
the units. Driver training for Cardiff
and Carmarthen crews was about
to commence, but TfW would not
be introducing Class 197s to the
On test: TfW’s No 197004 crosses Afon Cefni on Malltreath viaduct with
the 5Z02 Holyhead to Chester working on 26 January 2023. ‘197s’ are not
yet in passenger service west of Llandudno Junction. Jamie Squibbs
80 Modern Railways March 2023
2+2 arrangement: interior of No 197007. Tony Miles
Marches line this spring, as it had
previously hoped to do. With more
than 100 drivers to be trained, the
task could take much of 2023.
Mr Chaudhry-van der Velde said
there was also some work to be
done on Selective Door Operation
(SDO) at some stations between
North and South Wales. The SDO
system is programmed to enable
the appropriate number of doors to
open at stations with short platforms.
This will be a big improvement on
the three-car Class 175s, where only
one door can be opened at stations
long enough for two-car trains.
The December 2023 timetable
is due to feature five-car Class
197 formations alternating with
five-car Mk 4 sets hauled by Class
67 locos between Cardiff and
Manchester. The Mk 4 sets include
a full coach of First Class and an
on-board chef offering freshly
cooked meals, alongside a buffet.
ONBOARD OFFER
In 2018, TfW revealed that 14 three-
car units would have First Class
with more spacious seating, but
at the launch event in Llandudno
Colin Lea, TfW Rail’s Planning and
Performance Director, told Modern
Railways these units would now
feature an ‘upgrade on board’ offering,
similar to the ‘Business Zone’ Chiltern
Railways previously offered. TfW
has not yet decided on a name for
this accommodation, which will
not be replicated in the Mk 4 sets.
Holders of First Class tickets will
be entitled to sit in the Class 197s’
intermediate accommodation.
A noticeable feature of the two-car
Class 197s is the catering cupboard
opposite the bicycle stowage area.
The equipment there will keep food
fresher for longer than is possible on
the current refreshment trolleys. ‘We
can therefore provide a higher quality
offer’ said Mr Lea. ‘But it does lose a
few seats – that is the trade-off we’ve
decided to make.’The trolley will be
static within the train, housed in the
catering cupboard area alongside
a fridge and potable water tank.
Passengers will be able to order
food and drink from their seats.
TRANSITION
From December, journey times on
Marches line services, from Holyhead
and Manchester to Cardiff, will be
similar to present times despite the
faster acceleration of Class 197s than
Classes 175 and 150, on which the
present times are based. ‘History
tells us that with any new train,
there’s that bathtub [curve] while
they bed in’ said Mr Lea. ‘We want
to ensure that we don’t push the
Class 197s too hard on availability,
journey time and frequency all
at once.’ He said Great Western
Railway’s introduction of Class 800s
had demonstrated the value of
operating to existing timings initially.
TfW will be in a position to start
withdrawing Class 175s by May,
provided enough Class 197s are in
service then. Until then, providing
the legacy stock and Class 197s for
daily service from the relatively small
depot in Chester is challenging.
Some Class 175s will be retained in
South Wales to operate services from
Cardiff to Maesteg, Ebbw Vale and
Cheltenham until they are replaced by
Class 231s, currently in temporary use
on the Rhymney and Penarth lines
(see adjacent story). The use of Class
175s on these services will release
TfW’s remaining Class 170 units for
transfer to East Midlands Railway.
Rhodri Clark
www.modernrailways.com

Class 231s start on Rhymney line
Flirt in South Wales: TfW’s No 231001 at
Penarth preparing to form the 13.03 to
Rhymney on 26 January 2023. Philip Sherratt
Debut for TfW’s new Stadler trains
TRANSPORT FOR Wales
introduced the first of its new
Stadler fleets in South Wales
in January when a Class 231
Level boarding boon: a
passenger with a pushchair
leaves No 231001 at Penarth on
26 January 2023. Philip Sherratt
TfW determined to overcome Mk 4 teething troubles
TRANSPORT FOR Wales is working
to improve performance of its Mk
4 loco-hauled services, following
their introduction on Cardiff to
Manchester services in January. This
is in addition to the pre-existing
three weekday return Cardiff to
Holyhead workings due to be
formed of Class 67s hauling Mk 4s.
TfW’s Chief Operations Officer
Jan Chaudhry-van der Velde told
Modern Railways: ‘Getting the Mk
4 rakes to work reliably with a
Class 67 hasn’t been easy, despite
all the mods we’ve made. We’ve
also retrofitted an SDO (selective
door operation) system to the Mk
4s and had a few problems with
that. We will make the Mk 4s work.
We’ve got the expertise in Canton
[depot in Cardiff ] and we’re working
with Arriva TrainCare [in Crewe].’
He hoped the Mk 4 sets would
be lengthened from four to five
passenger vehicles (excluding
www.modernrailways.com
DEMU began operating on the
Rhymney to Penarth line.
TfW has ordered 11x4-car
Class 231 DEMUs to Stadler’s Flirt
the driving van trailer) by the
May timetable change. This
would require further work on
the Class 67s’ brake system.
Fleet availability and the RMT
strikes in December and early
January delayed the launch
of Mk 4s between Cardiff and
Manchester, and the number
of workings performed by the
sets was subsequently limited.
In turn, this delayed the planned
relaunch of TfW’s on-train catering,
but the postponement has been
fortuitous, since recruiting the
requisite hosts and chefs has
taken longer than expected.
TfW Rail’s Planning and
Performance Director Colin Lea
said there were many differential
speed restrictions for DMUs and Mk
4s on the Marches line. In places,
the Mk 4s are subject to lower
speed restrictions than their Mk 3
predecessors, which had certain
design. All 11 of the type have
been accepted by TfW, although
initially only one was in service each
day, starting from 18 January.
The units are similar to the Class
755 bi-modes operated by Greater
Mod cons provided: interior
of No 231001. Philip Sherratt
dispensations that do not apply to
Mk 4s because of their weight.
One extreme example is the
40mph restriction on a bridge in
Wistanstow, near Craven Arms,
where DMUs can pass at 90mph.
Network Rail has installed a concrete
deck and improved the track, and
the road below has been lowered as
far as the underlying sewer permits.
However, removing the 40mph
restriction for Mk 4s would entail
rebuilding the structure, which
would be disruptive and require
funding to be identified and justified.
Mr Lea said that instead Network
Rail is undertaking smaller works
at other locations to reduce the
speed differential, using existing
funding allocations. ‘A lot of it is
simply paperwork or minor track
works that have never been a priority
for anyone until now’ he said.
Replacing the Class 67s would
also help, since the locos have
March 2023 Modern Railways
Moving Wheels
Anglia, but as DEMUs do not have a
pantograph. They also have two sets
of doors on each driving vehicle (as
opposed to one on the ‘755s’) and
only one toilet, which is accessible.
The ‘231s’ were ordered by TfW
for services from Cardiff to Maesteg,
Ebbw Vale and Cheltenham, but are
being deployed on the Rhymney
line first to enable the withdrawal
of Class 769 DEMUs. TfW Chief
Operations Officer Jan Chaudhry-
van der Velde told Modern Railways:
‘They could all be in use by May. We
will move as fast as we can on that.’
The long-term rolling stock
for the Rhymney line and cross-
Cardiff services to Penarth, Barry
and on the Vale of Glamorgan
line will be Stadler tri-mode Class
756s, a Flirt variant with electric,
diesel and battery power. The first
unit has been delivered to the
UK, but entry into service for the
‘756s’ is not expected until 2025
while infrastructure upgrade work
continues on the Core Valley Lines.
Philip Sherratt/Rhodri Clark
a particularly high axle weight.
However, TfW does not plan to
replace the Class 67s before the
current lease expires in December
2028. ‘I think the next step would be
to wait till the end of the lease and
go for a hybrid of some description’
said Mr Lea. He acknowledged
there is currently little electrification
on the Mk 4s’ routes – hybrid
locos would primarily use 25kV
between Crewe and Manchester
– but added: ‘One would hope the
North Wales Coast would be up
for electrification at some point’.
Mr Chaudhry-van der Velde
said: ‘There are locos available
now that can work off diesel
and 25kV but the amount of
mileage these diagrams do
under the wires isn’t that great.’
He said hybrid locos would be
an option to consider, especially
if diesel prices remain high.
Rhodri Clark
81
Moving Wheels
Maiden main line run: new bi-mode No 805001 for Avanti West Coast passes Redbank (near Winwick Junction) on its first test
run from Oxley depot to Glasgow, operated by GB Railfreight. In the background is Fiddlers Ferry power station. Jace Dewhurst
‘805’ starts main line testing
THE FIRST test run with an Avanti
West Coast Class 805 bi-mode
took place on 6 February, after
Nos 805001/003 moved from the
Rail Innovation and Development
Centre at Melton to Oxley depot
WMT seeking ‘150s’ for Marston Vale
WEST MIDLANDS Trains has
ruled out reintroducing Vivarail
Class 230 DEMUs on the Marston
Vale line from Bletchley to
Bedford, and expects it will be
at least the autumn before train
services can resume, potentially
with cascaded Class 150 DMUs.
The ‘230s’ were withdrawn when
Vivarail went into administration
on 1 December, with replacement
buses introduced. Vivarail
employed the maintenance staff
who maintained the ‘230s’, so
WMT says it was no longer safe
to operate the units and it had
no option but to suspend the
Rare ‘92’ run to Harwich
Unusual visitor: Caledonian Sleeper-liveried GB Railfreight loco No 92023 passes
St Mary & St Michael’s Church, approaching Mistley with the 0Z92 Willesden to
Harwich International training run on 13 January 2023. This was the first Class 92 to
visit the Harwich branch since No 92026 on a railtour in 2009. Antony Guppy
82 Modern Railways March 2023
four days earlier. They had been
planned to move to Oxley under
their own power on 30 January,
but issues with paperwork meant
the move was postponed and in
the event they were hauled by
service. This is different to the
arrangement at South Western
Railway, which directly maintains
its Vivarail Class 484 EMUs, and
these have remained in service.
Transport for Wales purchased its
five battery/diesel hybrid Class
230s, so again is not directly reliant
on Vivarail for maintenance.
Providing an update on
7 February, WMT said it had
considered reinstating the ‘230s’,
using alternative trains from its own
fleet or sourcing replacement trains
from elsewhere. It says reinstating
the ‘230s’‘is neither feasible or
desirable, given their significant
No 56081. The maiden test run
with No 805001 was from Oxley
to Glasgow Central, with regular
paths in place for further such runs.
Avanti has ordered 13x5-car
‘805s’ from Hitachi, financed by
reliability issues’ – the operator says
an average of three engines per
week required changing due to
reliability issues. It adds that it does
not have access to the technical
information required to become the
Entity in Charge of Maintenance,
which would be necessary to
support the operation of the fleet.
None of the DMUs in WMT’s
existing fleets (Class 170, 172 or
196) are able to operate on the
Marston Vale line as they are longer
than the maximum 40-metre
train length which can be run
due to short platforms and level
crossing and signal positions.
Rock Rail, which will replace its
Class 221 Super Voyagers on
services to destinations away from
the electrified network, including
North Wales and Shrewsbury.
Avanti also has 10x7-car Class
807 EMUs on order from Hitachi.
Given the changes to passenger
demand and the cost challenges
facing the industry, some
commentators have suggested
the ‘807s’ should be transferred
to LNER, avoiding the need for
that operator to place an order for
new trains to replace its InterCity
225 sets. However, Modern
Railways understands LNER is
still hoping to progress its new
train procurement; a preferred
bidder has been identified but
an order is yet to be placed.
Meanwhile, the programme
to refurbish Avanti’s 56 Class
390 Pendolinos continues,
with the 21st train undergoing
attention at Alstom’s Widnes
facility in early February.
This leaves the preferred option
as bringing in replacement stock
from elsewhere, with Class 150s
thought to be the likely solution.
‘150s’ were previously used on the
line until the ‘230s’ were introduced
in 2019. None are currently available,
and once released any cascaded
units will require preparation while
staff will need to be trained and
maintenance tools brought in.
WMT estimates train services
will not run again until the autumn,
although it says it will do whatever
it can to achieve this sooner. It adds
that it remains fully committed to
providing a service on the line. While
services are suspended, upgrades
will be progressed at stations,
including CCTV improvements.
Banbury depot
sidings open
NEW SIDINGS at Banbury
depot opened on 28 January
to accommodate Chiltern
Railways trains displaced by HS2
works near its Aylesbury depot.
Around 1.25 miles of tracks
between Aylesbury and Princes
Risborough will be realigned
later this year to create space
for HS2 tracks to pass below,
limiting access to the depot. The
works at Banbury have involved
the construction of four new
sidings, four signals, the laying
of 950 metres of new track and
870 metres of access walkways.
www.modernrailways.com
 Moving Wheels

Last run for ‘225’ in ex-VTEC livery Wednesbury depot expansion

WORK HAS begun to expand
the West Midlands Metro depot
at Wednesbury to accommodate
additional trams as extensions to
the network are built and opened.
The £43 million investment in the
site at Potters Lane will more than
double on-site capacity. It includes
extended and updated workshop and
maintenance facilities, a tram wash,
a new operations centre and staff
facilities to accommodate a growing
workforce. An estimated 150 new
jobs will be created as a result of the
Virgin red bows out: as LNER’s programme to repaint its InterCity 225s in its new expansion of the network and depot.
oxblood livery draws to a close, the last run for a set in the livery introduced In 2019 the West Midlands
when Virgin Trains East Coast took over in 2015 was on 30 January 2023. Here Combined Authority placed an
No 91107 heads set NL12 about to depart from King’s Cross with the 19.03 to order for 21 new CAF Urbos 3
Leeds. Meanwhile, three more Class 91s were moved for scrap on 3 February trams, doubling the size of the
when No 37510 hauled Nos 91112/115/125 to Sims at Newport. Jamie Squibbs fleet. Eleven have been delivered
and the remainder are due to
arrive later this year ahead of
The depot development is being
led by Transport for West Midlands,
part of WMCA, with construction
carried out by the Midlands Metro
Alliance, the consortium responsible
for delivering all West Midlands Metro
infrastructure. The project is funded
from the City Region Sustainable
Funding settlement awarded to
the West Midlands last year.
The Metro extension to Edgbaston
opened last year, with a link to
Wolverhampton railway station
nearing completion. The extension
from Wednesbury to Dudley is
due to open next year, although
funding to complete the full route
to Brierley Hill is now uncertain.
The earlier fleet of 21 CAF trams
for the Metro is currently the
subject of a repair programme
due to the discovery of cracks,

HydroFlex fuel cell on display completion of the extension between

A HYDROGEN fuel cell from
Porterbrook’s original HydroFlex
train has gone on show at the
National Railway Museum
in York as part of the new
decarbonisation season of the
Innovation Platform exhibition.
The fuel cell is one of seven
objects that will be on display
together until June 2023,
showcasing technology that could
make Britain’s railways greener
and contribute to the rail industry
becoming net zero ahead of the
UK Government’s target of 2050.
Porterbrook unveiled the first
HydroFlex, converted from a Class
319 EMU, in 2019 in partnership
with the University of Birmingham
with support from the British
Government via InnovateUK. The
Ballard hydrogen fuel cell that
features in the Innovation Platform
exhibition was part of that train.
At the end of 2020 work started
on the next version of HydroFlex at
Long Marston Rail Innovation Centre,
and that train was showcased at the
COP26 climate change conference
in Scotland in November 2021.
Wednesbury and Dudley in 2024.
Seats to be removed from GA ‘720s’
GREATER ANGLIA has agreed
with Alstom to remove a small
number of seats from its Class 720
EMUs to improve passenger flows.
The modification will see two
seats removed in some bays
adjacent to vestibule areas – in
total 18 normal seats and nine
perch seats will be removed on
each five-car unit. This means the
overall seating capacity of each
which caused disruption and
service suspensions last year.
five-car ‘720’ will be 490 (including
27 tip-up seats and two wheelchair
spaces), plus 23 perch seats.
As of early February, GA had 93 of
its 133 ‘720s’ in service. Any sets which
are yet to enter service will arrive
in line with the new specification,
but most of those already in service
will need modifying. By early
February GA had only 15 of its legacy
Class 321 EMUs left in service.

2024 stock to start testing in June
THE FIRST new train of 2024
stock for London Underground’s
Piccadilly Line is due to start
testing in Germany in June. Stuart
Harvey, Transport for London’s
Chief Capital Officer, told the
organisation’s board on 1 February
that the first train will be fully
assembled by May at Siemens’
factory in Vienna ahead of the
transfer, while manufacture of
the second train is under way.
TfL has ordered 94x9-car Inspiro
trains from Siemens for the Piccadilly
Line, which are due to enter service
from 2025 to replace the current
1973 stock. Mr Harvey also reported
to the board that construction of
Siemens’ new factory at Goole in
East Yorkshire is running ahead of
schedule, with train assembly there
due to start in early 2024. Half of
the fleet is due to be manufactured
at Goole, but TfL has options with
Siemens for follow-on orders for the
Bakerloo, Central and Waterloo & City
Lines which could also be built at
Goole if capital funding is provided.

First fully formed EMR ‘810’

Breaking cover: East Midlands Railway’s first Class 810 ‘Aurora’ bi-mode made
a public appearance outside Hitachi’s factory at Newton Aycliffe on 24 January
when it was coupled to GB Railfreight’s No 66799 Modern Railways – Diamond
Jubilee for parking brake testing. EMR has ordered 33x5-car ‘810s’ from Hitachi,
financed by Rock Rail, to replace its current fleet on Midland main line services
to and from St Pancras. Although the first train is now complete and testing will
take place this year, EMR says entry into service is not expected to start until 2024,
with the full fleet due to be in service in 2025. James Garthwaite/Stephen Barker

www.modernrailways.com March 2023 Modern Railways 83

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NEWS, VIEWS & ANALYSIS ON TODAY'S RAILWAY
TRANS-PENNINE UPGRADE
RAMPS UP
Is GBR dead?
Is political indecision holding back reform?
Cost crunch prompts New West Mids
& TfW DMUs
stock withdrawals
reviewed
 
GWR abandons ‘769s’ EMR to withdraw ‘180s’?
News, Views and Analysis on Today’s Railway
Established for 50 years, Modern Railways
has earned its reputation in the industry as a
highly respected railway journal. Providing in-depth
coverage of all aspects of the industry, from traction
and rolling stock to signalling and infrastructure
management, Modern Railways carries the latest
news alongside detailed analysis, making it
essential reading for industry professionals
and railway enthusiasts alike.
modernrailways.com
Rail Freight
TfN sets out freight priorities
TRANSPORT FOR the North has
launched a Freight and Logistics
Strategy for the North of England.
According to the document, by
2050 the sector could be worth
more than £30 billion to the North’s
economy and employ more than
half a million people. However, to
see that growth TfN says investment
is needed in network capacity and
capability, terminal availability and
decarbonisation across the road,
www.modernrailways.com Rail freight in the North of England: GB Railfreight’s
No 60026 works the 6E69 Ribblehead to Hunslet Tilcon
stone train at Selside on 9 December 2022. Jamie Squibbs
Industrial action hit freight volumes
 Transforming
the Manchester
to York route
INDUSTRIAL ACTION has affected
the amount of freight moved on
Britain’s railway and operational
performance, according to the Office
of Rail and Road’s latest statistics.
They show that four billion net
tonne-kilometres were moved
between July and September,
the lowest level in the regulator’s
time series and 6.4% lower than
in the same quarter in 2021.
 Benefits from
Freight will benefit from intelligent renewals
mid-2020s THE RAILWAY industry is
a huge ‘industrial complex’
operating within myriad rules and
regulations borne of decades of
learning and convention, framed
and codified at privatisation
and monitored and managed
from the perspectives of safety,
financial control and regulatory
fairness. Innovation and progress
become the preserve of often
large programmes with ambitious
objectives and equally large price
tags that, understandably, are
challenged rigorously on objectives,
outcomes, value and impact.
A distinction is made between
renewal and enhancement,
18 Modern Railways February 2023
Informed Sources
Cutting edge analysis of the issues which really matter
Let us now praise famous men
Northern's
Adrian Shooter’s Chiltern legacy owes much to his British Rail experience
long-term
I
nevitably, much of the response to
the news that Adrian Shooter had
died in a Swiss clinic in December
focused on his achievements with the
Chiltern Railways franchise. But it was
vision
the British Rail career development
system which made him.
Having failed his maths ‘A’ Level,
he was denied a university place
and instead took up a student
apprenticeship with JCB, gaining
a Higher National Diploma, which
in those days was the equivalent
of a degree. Thus armed, he
applied to BR for a job, and when
there was no response, with
typical directness, wrote to the BR
Chairman, Sir Henry ‘Bill’ Johnson.
This resulted in Adrian joining
the Graduate Trainee programme,
a scheme which would produce
so many of the managers who
provided the engine room of Sir
Bob Reid’s business-led railway.
His engineering career gave
Adrian a breadth of experience
unavailable today: from Depot
Manager at Heaton to Area
Maintenance Engineer, Carlisle, then
Assistant Mechanical & Electrical
Engineer Southern Region until, in
1984, it was decided this promising
young man needed a larger stage
to employ his talents and he was
appointed Area Manager St Pancras.
TOTAL RAILWAY
Area Manager was a ‘total railway’
FEBRUARY post, with responsibility for the route
between St Pancras and Bedford. It
2023 was also a demanding job, because
£5.99 the first stage of Sir Bob’s vision of the
business-led railway was to remove an
Face-to-face: Adrian Shooter alongside the then newly unveiled bust of
himself at Marylebone station on 30 August 2022. Philip Sherratt
36 Modern Railways February 2023
Moving Wheels
TfW targets 2023 debut for ‘230s’
‘197s’ reach Liverpool and Manchester
‘197s’ spread their wings: TfW’s CAF DMU No 197006 at
Manchester Piccadilly on 21 December 2022 with the 12.53
Llandudno Junction to Manchester Airport. Philip Sherratt
AT THE close of 2022, Transport for
Wales was hoping to resume testing
and driver training on its Class 230
hybrid battery/diesel trains in the
New Year. Elsewhere in North Wales,
Class 197 DMUs from CAF have been
spreading their wings tentatively.
The five three-car Class 230
units, converted by Vivarail from
London Underground stock, were
due to enter service in May 2019
but have suffered a succession of
setbacks. Further modifications
were drawn up last summer, but
TfW paused testing and training
on the units when Vivarail called in
administrators in early December.
Loco-hauled sets to Manchester: industrial action and other challenges delayed the introduction of
TfW’s Class 67/Mk 4 loco-hauled sets on Cardiff to Manchester services until 9 January, initially starting
with just a pair of return workings. Driving van trailer No 82227 leads the 14.30 Manchester Piccadilly to
Cardiff Central at Crewe on the first day, with No 67029 providing power from the rear. Philip Sherratt
88
Modern Railways February 2023
rail and inland waterway networks.
The strategy complements
TfN’s Strategic Transport Plan
in developing a multimodal
strategy for the North of England.
It highlights a shortage of
warehouse capacity, especially rail-
connected warehousing, the lack
of reliable and efficient east-west
connectivity across the Pennines,
and a disproportionate reliance
on ports in the South of England.
The freight lifted figure of 18.7
million tonnes also represented
a 5.9% drop compared to a year
ago, while the Freight Delivery
Metric performance measure
declined to 84.9% of trains arriving
within 15 minutes of schedule
– the lowest level since 2013.
Intermodal traffic accounts
for 34.5% of freight moved,
with construction materials
the former rightly focused on
replacing worn out infrastructure,
the latter on doing things that
deliver a better outcome, be that
capacity, speed, capability or cost
and operational efficiencies.
Within this world are many
engineering specialisms, working
with strategy and planning
capabilities and aiming to deliver
outcomes that customers,
passengers, freight and society
more generally will benefit from.
It’s quite understandable that
specialist silos might appear and,
within those, an ever more distant
relationship with the end user of
the railway. The railway perhaps
entire layer of management. With the
traditional operating Divisions gone,
the Area Managers were the Region’s
direct link with their passengers.
In 1985 I shadowed Adrian
for my ‘One man’s day’ series of
articles. If you can find a copy of the
November 1985 Modern Railways,
you can read about the 37-year-
old Adrian already deploying
the management approach that
made Chiltern such a success.
For example, he could have
stayed at his house in Sussex and
Shortly before Christmas, TfW
told Modern Railways: ‘We’re hoping
to restart testing and driver training
in the New Year but there are still
uncertainties, particularly around
spares supply, which could vary
the entry into service plan for
this fleet. We’re aiming to have
the “230s” in service in 2023.’
TfW purchased the Class 230s at
a cost of £25 million and intends to
use them on the Wrexham to Bidston
‘Borderlands’ line. In October, TfW’s
board was told: ‘Recent technical and
safety issues have been overcome on
the Class 230 fleet. The programme
is currently being implemented to
Evidence gathered for the strategy
suggests fewer than half of freight
paths in the region are used in total,
but that is not the case on routes or at
times where capacity is constrained,
such as on the Castlefield corridor
in Manchester. Four key bottlenecks
are identified: the West Coast main
line north of Golborne, the East Coast
main line two-track section through
Durham, the Midland main line
through Sheffield, and routes across
accounting for another 30.9%.
Coal has rebounded slightly, with
a 77.5% year-on-year increase
to 3.1% of all freight moved.
In addition to industrial disputes
on the railway, disruption to
deep sea shipping and reduction
in consumer spending have
caused intermodal traffic to fall,
while a decline in construction
traffic is blamed on rising costs
becomes an end in itself, rather
than a means to an end; that end
being a passenger journey and
experience or the ability to deliver
an efficient rail freight service.
Nobody can be an expert in
everything, but RFG’s role is to
understand enough to be able
to contribute positively across a
range of topics and challenge the
industry to further the opportunity
for rail freight and its end
customers – customers who have a
choice of modes available to them.
In promoting the growth of rail
freight and influencing policy, RFG
often highlights the changes and
challenges happening around our
Roger Ford
The Area Manager in command: Adrian Shooter in
his office at St Pancras in May 1985. Roger Ford
commuted to St Pancras, but Adrian
wanted to live on his ‘patch’ and
bought a house in a village outside
Bedford. Thus, our ‘day’ began
the previous evening with the
Area Manager and his lieutenants
meeting the Bedford Commuters
Association at the village pub.
Next morning it was up at 06.00
to catch the 07.06 IC125 to work. The
business-led railway was all about
devolution and an exchange at
Bedford station showed the Shooter
interpretation of this policy. The
Alongside his favourite train: Adrian Shooter with newly named
No 168001 at Marylebone on 30 August 2022. Philip Sherratt
deliver a soft launch into service for
the December 2022 timetable.’
Before Vivarail entered
administration, TfW’s plan was
to use a combination of Class
197s and Class 230s to introduce
the two trains per hour (2tph)
Borderlands frequency that was
originally due to commence in
December 2021. The two Class
197s provisionally allocated to the
line would be sufficient to cover
the current hourly service, and
2tph would have commenced
when Class 230s were able to cover
the additional two diagrams per
day. The Class 197s would have
Manchester. Network congestion
and pinch-points are suggested
to be a bigger issue than a lack of
electrification. Research suggests
19% of the end-to-end journey
time for the average freight train
journey is made up of congestion-
related delays, and removing these
could make journeys 23% faster.
Even doing this on the existing
network, without enhancements
or investments, would decrease
average journey cost by nearly 8%,
increasing the attractiveness and
therefore the demand for rail freight.
and economic uncertainty.
High Speed 2 demand for
aggregates has helped to
soften the impact, however.
DB Cargo and Freightliner’s
Intermodal and Heavy Haul
operations all suffered falls in
freight train kilometres operated,
but Direct Rail Services, GB
Railfreight, Colas and DCRail
all recorded increases.
industry. The growing demand
to use rail freight to decarbonise
supply chains. The aspirations for
more efficiency with longer or
heavier trains. The competition
and challenges of road vs rail and
advantages of improving overall
average journey times. The more
capable traction and wagon
equipment that is emerging.
These are clearly welcome
developments. Besides targeted
infrastructure upgrades, national
initiatives like European Train
Control System enable flexibility,
capacity and ways of working
not possible with traditional
fixed signalling infrastructure
www.modernrailways.com
roger@alycidon.com
Traffic Manager wanted to know
what to do about tubs of flowers
previously supplied by a local garden
centre. After a short discussion
with Adrian bouncing back the
decision, as we left to join the driver
for the run into London his parting
response was ‘I’ll leave it up to you’.
WIDE RANGING
All sorts of issues were covered
during that day, ranging from
catering opportunities at St Pancras
to rolling stock failures and trading
www.modernrailways.com
been removed when Class 230s
could cover all four diagrams.
According to minutes of the
October board meeting, the Class
197 programme ‘is currently delayed
by nine months due to technical
and quality issues with the units and
gauging work delays on the network’.
The class made its debut on the
Conwy Valley line in November.
From mid-December, two-car Class
197/0s also worked some Llandudno
to Manchester Airport diagrams,
occasionally in pairs, as well as the
Chester to Liverpool service, while
the Conwy Valley route has reverted
to Class 150 or 153 operation.
Class 197s are due to be rolled
out on services from Holyhead and
Manchester to Cardiff in the spring,
following training of crews in South
Wales. One of the last areas to receive
the trains will be mid-Wales, where
units fitted with European Train
Control System will replace Class
158s. A TfW spokesman said the
units would be limited to two-cars
on the Cambrian Coast due to the
short lengths of some platforms.
Asked how two-car units would
cope with crowds during tourism
peaks, he said: ‘From 2024 we
will run four-car trains on a more
frequent basis, including on all
peak-time services, and six-car trains
on the busiest services between
Shrewsbury and Birmingham.
During busy summer Sundays, we
will increase the number of services
to Pwllheli to nine trains per day.’
Rhodri Clark
www.modernrailways.com
Cumbrian coal mine to move material by rail
RAIL IS set to play a key role
in the transport of materials
for a new coal mine south of
Whitehaven in Cumbria. The
Secretary of State for Levelling
Up, Housing and Communities
granted planning permission for
the new mine in December.
West Cumbria Mining originally
submitted a planning application
to Cumbria Council in 2017, but
More Continental ‘66s’ for GBRf
GB RAILFREIGHT has signed
a 10-year deal with Akiem
to introduce 11 locomotives
transferred to the UK from
Continental Europe. The £25
and historical configurations
designed and built around
operating safely to the lowest
common denominator.
But most of the infrastructure
activity is routine renewals
and everyday maintenance.
How effective are we at using
these interventions to deliver
continuous improvements? Why,
for example, when renewing a
switch or crossing, is its capability
not routinely improved for a
modern equivalent? Why take a
worn out 10mph crossing and
replace it with another 10mph
crossing when the incremental
cost to install a 20mph or 30mph
one might be marginal? Under
existing approaches it’s a like-
for-like renewal – anything more
www.modernrailways.com
station opportunities along the
route. The afternoon was taken
up with a major policy meeting.
Getting rid of the Divisions had
meant the functional managers
within the Areas could not
handle the additional work. The
afternoon meeting was to start
the process of passing on more
responsibility to Supervisors.
PARCELS GLITCH
Promotion to Managing Director
of the then growing Red Star
parcels business followed in
1987, with Director Parcels added
in 1990. Then came the hiccup
in the smooth progression.
In 1991, mishandling of a
contractual issue within Red Star
resulted in Adrian losing his parcels
positions. However, a supportive
Board Member ensured there
was a job for him as Director
Engineering Performance at BR HQ.
This ill wind blew me some good,
as Adrian included adhesion within
his remit, resulting in me editing BR’s
first leaf fall manual. This work would
subsequently morph into today’s
Low Adhesion Working Group.
FRANCHISING
But by now privatisation was in full
swing. In 1993 the 19 BR passenger
www.modernrailways.com
First tram-train in South Wales in March
THE FIRST Class 398 Stadler
Citylink tram-train for the Core
Valley Lines is due to arrive in
South Wales in early March. By
then, CVL passengers should have
had their first taste of Transport
for Wales’ new fleets as Class 231
Stadler Flirt units are rolled out.
The Class 398s will be based at a
depot currently being constructed
on a brownfield site next to Taff ’s
Well station. In October, TfW’s
board was informed the Class 398
programme was ‘currently being
delivered to an agreed revised plan,
with infrastructure delay challenges
successfully mitigated to date’.
A TfW spokesman told Modern
Railways the plan was revised
to align with the depot build.
‘This does not impact on the
expected [Class 398] testing
‘315’ heads for preservation
MTR ELIZABETH line withdrew
Class 315s from Great Eastern
suburban services out of
Liverpool Street in December.
The final working was the 18.04
Liverpool Street to Gidea Park
on 9 December 2022, the Friday
before the timetable change,
while the last visit to Shenfield
took place just over a week
earlier for a ‘Santa Special’ trip.
However, The Class 315
Preservation Society has secured
No 315856, and it will be based at
the Llanelli & Mynydd Mawr Railway
at Cynheidre in South West Wales.
Heading for South Wales: No 37884 hauls No 315856 through Didcot
on 23 December 2022 en-route to Lydney ahead of its move to the
Llanelli and Mynydd Mawr Railway for preservation. Jon Morgan
www.modernrailways.com
the decision was subsequently
called in by the Secretary of State
in March 2021. The plan is to build
an underground metallurgical
coal mine to supply the UK and
European steel-making industry.
WCM has pledged that once the
new Woodhouse Colliery facility
enters production all coal will be
moved by rail through Whitehaven
to the port of Redcar. The coal will
million investment will see 11
Class 77 and Class 66 locomotives
(to be numbered 66306-316)
converted at Electro-Motive
Diesel’s Doncaster Roberts Road
would be an enhancement, which
needs a different business case.
But why would the 10mph
crossing be that way in the first
place? Who specified that? Some of
the infrastructure being replaced
was installed in a very different time,
with very different demands and
plied by very different capability
traction – steam, perhaps, in some
cases. What uses it now, or who
could use it? What impact would a
faster crossing make to the network
in terms of decarbonisation,
sectional running times, capacity
utilisation, timetabling or
efficient use of operator assets,
passenger and freight?
Are we really approaching
renewals on the basis of replacing
one worn out 19th century
business units were reorganised
into 24 ‘shadow franchises’. Senior
executives were invited to apply
for the post of managing director
designate. The 47 applicants
were interviewed by the BR
Chairman and Chief Executive.
While all but one of the
established business units went
to the incumbent, the separation
of Thames and Chiltern meant
Adrian secured what only he
saw as the plum appointment.
Even today, the perception
is that Chiltern was a railway
in decline. In fact, it was fully
tooled up for revival, as Director
Network SouthEast Chris Green
had made Chiltern his pilot for
total route modernisation. By 1993
Marylebone had been refurbished,
the route re-signalled with an
Integrated Electronic Control Centre
and a new fleet of Networker
Turbos was entering service.
INFRASTRUCTURE
As we now know, Adrian’s
management buyout joined with
construction group John Laing to
create M40 Trains. Unlike many
of the franchise bidders, which
based their subsidy profiles on
cost-cutting, Adrian saw the way
forward with his freshly refurbished
programme, which is programmed
to commence early June 2023.’
Some TfW driver and conductor
trainers have been to Valencia, Spain
for Class 398 ‘train the trainer’ activities.
Around 60% of the type testing work
was completed last year at Network
Rail’s Melton track. The remainder
will be carried out on CVL routes.
The tram-trains will operate on
the former Taff Vale Railway lines
from Cardiff to Pontypridd and on to
Treherbert, Aberdare and Merthyr
Tydfil, along with the Cardiff Bay
branch and the City line from Radyr
to Cardiff Central via Fairwater. The
Bay branch will be converted to
light rail status, but the other lines
will be available for heavy rail traffic
if required. The tram-trains will
share tracks with heavy rail stock
through the centre of Cardiff.
On 23 December 2022 No 37884
Cepheus hauled the unit from Ilford
depot to Lydney for storage at the
Dean Forest Railway ahead of it
being moved by road to Llanelli.
The society plans to return the
unit to its as-built 1980s condition,
including a full repaint into BR Blue
and Grey livery and a full interior
refit. The aim is that the unit will
carry passengers, being hauled or
pushed by diesel locomotives on
preserved railways. However, the
society says it is unlikely the unit
will make a full return to the main
line and run under its own power.
Rail Freight
then be distributed onwards to wide with a pitched roof and
UK and European steel works. will be noise insulated. There will
A dedicated rail facility is also be a new underground coal
planned to serve the new mine, conveyor to connect the coal
comprising a rail loading building processing buildings with the
and sidings connected to the coal loading facility. According
Cumbrian Coast line. The sidings to planning documents, up to six
will be around 1,500 metres in trains per day will enter or leave
length, while the building housing the facility, with trains arriving
the train loading facility will be or departing on Mondays to
75 metres long by nine metres Saturdays, and not overnight.
facility to make them compliant 2024. GBRf has brought several
for UK service. The first loco is tranches of locos from Continental
due to enter service with GBRf Europe for use in the UK as it
in the UK this summer, with all expands its operations, as it is not
11 due to reach the UK by May possible to build any further ‘66s’.
Recent GBRf addition: former Fastline and Direct Rail Services
loco No 66301 is viewed from East Barton crossing, just west of
Thurston, powering the 4M33 Felixstowe to Hams Hall intermodal
on 20 December 2022. The patch on the side provides the clue
that the loco was formerly named Kingmoor TMD. Antony Guppy
specification railway for a shiny replaced. Encouragingly, these
new 19th century specification
railway? In places, it seems so. GB
Railfreight’s incoming Class 99s
may have 8,000+ hp and 110,000lb
of tractive effort, but faced with a
questions do appear to be being
asked by some engineers with an
approach of intelligent renewals
and making the link between the
infrastructure and what the network
10mph turnout specified because is seeking to deliver for customers.
it’s always been that way it’s easy We should challenge the
to appreciate what an awfully long binary perspective of renewal
time it could take before the last or enhancement, instead taking
wagon clears and the driver can a lead from cycling coach Dave
open the taps properly. What an Brailsford, lots of small incremental
opportunity (and potentially a improvements having the potential
timetabled path) lost, especially so to remove embedded inefficiencies
if combined with a desire to run and dramatically improve the
longer and more efficient trains. performance of the whole over time.
Like-for-like replacement in the It’s maybe not just about big projects
real world means something quite but more intelligent renewals?
different – modern equivalent,
usually offering something An opinion column of the Rail
improved over what’s being Freight Group, www.rfg.org.uk
February 2023 Modern Railways 19
Informed Sources
Cutting edge analysis of the issues which really matter
railway was to go for growth – and of stirring the political pot. As
M40 Trains duly won the franchise. Chairman of the Association of Train
What follows is recent history. As Operating Companies (ATOC), it
a veteran of ‘total railway’, Adrian was his joint letter with Network
didn’t focus on running trains, but Rail Chief Executive Iain Coucher
pushed for additional capacity, which shocked the Department
reversing earlier singling of track. for Transport out of its anti-
M40 funded a new parkway electrification policy. And when
station at Warwick independently DfT invited industry leaders to join
of Railtrack. And the inherited an advisory panel for the Intercity
commuter service expanded into Express Programme, Adrian attended
the inter-urban business – north to a couple of meetings before
Birmingham and west to Oxford. deciding it was a waste of time.
To increase capacity Adrian Our final meeting was at the
ordered new trains, breaking the 2021 Golden Spanner Awards,
1,064-day order hiatus, initiating where I hoped to acknowledge
with Porterbrook the Turbostar Adrian’s role by inviting him to
dynasty. When the first Class 168 present the awards for the First
rolled out at Derby, in the presence Generation DMUs he had spawned.
of the Transport Secretary, above Motor neurone disease was already
the podium was a mischievous affecting his mobility and I was
banner marking the end of the concerned about the steps up
1,064 days. I wish I has asked Adrian to the stage. ‘Of course I’ll do it’,
whether that was his doing. said Adrian, and arrived on the
Fortune favours the prepared stage to a storm of applause.
mind, and when the Strategic Rail But it was his common sense
Authority was promoting 20-year critique of the railway’s stupidities
franchises Chiltern could move fast, that I will miss. We would be
securing the only extension granted chatting at a function and I would
and maintaining the Shooter vision. try to explain the rationale behind
this or that decision. Adrian would
FORTHRIGHT cock his head on one side to get
Of course, with the security of
a 20-year franchise, as Adrian’s
influence grew, he was not afraid
down to my level and start, with
a sense of restrained outrage,
‘But Roger, they are….’
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February 2023 Modern Railways 37
Moving Wheels
TfW’s plan is to migrate these
lines from Class 150 and Class
153 operation (only Class 150s
are used north of Radyr) to Class
398. On the Rhymney to Penarth
corridor, Class 231s will be used
temporarily to enable the earliest
and Vale of Glamorgan lines in
due course, prior to the service
entry of their Class 756 tri-mode
electric/battery/diesel cousins.
The first Class 756 was delivered
to Canton depot at the end of
November but the TfW board was
possible withdrawal of Class 769s. told service entry is not planned
In late December, TfW said it until the first quarter of 2025. The
expected Class 231s to commence Class 756s will require overhead
passenger service in mid to late line equipment (OLE), installation
January. The precise date had not of which has been delayed
been confirmed because of the rail while TfW and its partner Amey
strikes planned for early January. Infrastructure Wales concentrate
Class 231 crew training has been resources on the Taff lines.
undertaken between Pontypridd OLE is being installed in parts
and Barry, using the curve south
of Canton depot between the
City line and Barry line. The type is
unlikely to see passenger service
on the Pontypridd line but will
probably operate on the Barry
of Canton depot to enable Class
756s to charge their batteries
overnight in order to reach the start
of OLE near Cardiff Queen Street
without resorting to diesel power.
Rhodri Clark
Entry into service awaited: SWR ‘Arterio’ EMU No 701049 has
been stored in the siding at Shepperton. Jamie Squibbs
SWR presses on with ‘458’ project
THE PROJECT to reconfigure
Class 458s for South Western
Railway is continuing, the
operator has confirmed, despite
rumours it had been paused
for modification last year, but
no further units have yet joined
them. An SWR spokesperson told
Modern Railways the remaining
units would begin to be sent
as an economy measure. for refurbishment from January,
In 2021 SWR announced it was with the programme expected to
withdrawing its Class 442 EMUs but run through the year. However,
had signed a £25 million contract SWR was unable to provide
with Porterbrook and Alstom which a date for the introduction
would see 28 Class 458s retained, of the first refurbished units
reformed as four-car sets and in passenger service.
refurbished with an interior suitable The ‘458s’ are due to be replaced
for longer-distance duties on the on suburban duties by SWR’s new
Portsmouth route. Latterly the fleet of 90 Class 701 ‘Arterio’ EMUs,
‘458s’ have been used on suburban built by Alstom. This project has
services as 36x5-car sets, following been heavily delayed, although
a previous reconfiguration. SWR has now accepted the first
Two units (Nos 458507/517) tranche of units ahead of their
moved to Alstom’s Widnes facility planned entry into service in 2023.
89
February 2023 Modern Railways
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098/23
Trackwatch
A digest of the main changes
on Network Rail, London
Underground and Northern
Ireland Railways infrastructure
during December 2022 and early
January; compiled by Martyn
Brailsford of the Branch Line
Society (www.branchline.uk).
ANGLIA
Between Ipswich and Lowestoft (2:9C)
Westerfield footpath crossing at
72M 05ch has had its decking
removed under a temporary
closure in advance of a full closure
order coming into effect.
KENT
Between Ashford and
Canterbury West (5:7B & 9B)
Wye Manned Level Crossing
at 60M 28ch and Chartham
Manned Level Crossing at 67M
10ch have both been upgraded
to manually controlled CCTV
crossings (MCB-CCTV).
LONDON NORTH EASTERN
Jarrow Branch (2:46A)
The Jarrow Branch has now
reopened to traffic as Nexus’
infrastructure under its Metro Flow
project; please see accompanying
diagram for the new layout and
the previous ‘Trackwatch’ column
covering September changes.
Holbeck Depot (2:36A)
A new scissor crossing has been
installed at 195M 00ch, replacing
the existing depot connection. This,
along with the new headshunt and
previously installed facing crossover,
have all been commissioned; see
the diagram for the new layout.
LONDON NORTH WESTERN
Between Carnforth and
Barrow-in-Furness (4:34A)
The Down platform (1) at
Ulverston (19M 28ch) has been
lengthened by 17 metres (18
yards) to have a new operational
length of 103 metres (113 yards).
Between Droitwich Spa and
Kidderminster (4:23A)
Both platforms at Hartlebury (131M
68ch) have been lengthened to
have a new operational length
of 101 metres (110 yards).
Birmingham New Street (4:20A)
All lines between Proof House
Junction and Soho South Junction
86 Modern Railways March 2023
and between Birmingham New
Street and Five Ways have been
resignalled, with control now from
Birmingham New Street workstation
in West Midlands Signalling Centre.
This also marks the closure of the
final panel in Birmingham New Street
Power Signal Box (see feature, pxx).
The Up Stour and Down Stour
lines south of the station have been
renamed the Up Coventry and
Down Coventry lines respectively,
and the Up Through Siding adjacent
to the Wolverhampton lines north
of the station has been renamed
to the Up & Down Monument
Lane Loop and is going to be
upgraded to passenger status by
March 2023. All signals in the area
have been replaced/repositioned,
with the ‘NS’ prefix now obsolete.
New signals in the station area
are prefixed ‘BM’, for Birmingham
New Street, whilst those on the
approaches are now ‘WP’ (Water
Orton – Proof House Junction),
‘CB’ (Coventry – Birmingham New
Street), ‘BB’ (Birmingham New Street
– Barnt Green) or ‘BW’ (Birmingham
New Street – Wolverhampton).
SCOTLAND
Between Perth and Dundee (1:17A)
To enable a higher linespeed, the
track layout at Barnhill (19M 69ch)
has been adjusted, with the single
to double track points being moved
from 19M 78ch to 19M 61ch and
the new section of single line on
a significantly different alignment
to the previous double track.
HOLBECK DEPOT CONNECTION
METRO FLOW PROJECT
SUSSEX
Between Victoria and Streatham
North Junction/Streatham Hill plus
the West London Lines (5:21A/B & 2)
Victoria Phase 3 resignalling project
has seen the signalling control transfer
from Victoria Central (VC) panels
1, 2a and 2b along with Victoria
Eastern (VS) panel 5 to Three Bridges
ROC (Rail Operating Centre) with
new workstations named Victoria
Central, Clapham/West London
Line, Balham and Victoria Eastern
(see feature – p90, January issue).
The area of recontrol runs from
London Victoria buffer stops
(nominally 0M 00ch) to roughly 1M
10ch on the Chatham main lines, 5M
60ch on the Brighton main lines, 6M
00ch on the lines through Streatham
Hill and from the regional boundary
at Mitre Bridge Junction (5M 65ch)
through to Falcon Junction. Other
boundaries of the recontrol area align
with existing route boundaries in the
Latchmere Junction and Battersea
Pier Junction areas and the former VC/
VS boundary at approximately 2M
30ch in the case of the Up & Down
Kensington lines between Latchmere
Junction and Longhedge Junction. The
Atlantic lines terminating in Battersea
Park station are also re-controlled.
All signals are re-prefixed; those
formerly prefixed VS are now
labelled TVS, whilst those formerly
prefixed VC are now labelledTVC.
A few lines have been relabelled,
these being the Wall Siding by
Grosvenor Carriage Shed, which is now
Victoria Eastern Wall Siding, the Up
Carriage Sidings at Victoria, which are
now Victoria Central Carriage Sidings,
North Pole Up Siding is now Scrubs
Lane Siding and at Streatham Hill the
Down Siding, Up Siding, Up Siding
East, Up Siding West and Neck are
now all prefixed with Streatham Hill.
Part of Phase 3 was the
repositioning of the ladder
between Clapham Junction and
Pouparts Junction on the Brighton
lines. The new crossovers were
installed in April 2022 and have
now been commissioned, with the
redundant crossovers removed.
Gatwick Airport (5:15B)
The revised layout at Gatwick Airport
(26M 47ch) affecting platforms 6 and
7 has been commissioned. The line
through platform 6 has been renamed
‘Platform 6 Line’, and that through
platform 7‘Platform 7 Line’. Access
into platform 6 has been revised at
both ends of the station and it is no
longer possible to head in the Up
direction out of platform 6, however
you can still arrive in the Up direction
– see the accompanying diagram.
WALES
Between Llandudno Junction
and Bangor (3:34D)
Glan Y Mor Elias User Worked Crossing
(UWC) at 232M 34ch has been
upgraded to an Overlay Miniature
Stop Light (OMSL-X) crossing
with wrong direction controls.
Between Shrewsbury and
Hereford (3:30B)
Saltmore UWC at 29M 62ch has been
upgraded to an OMSL-X crossing.
WESTERN
Between Crediton and Barnstaple (3:11C)
Shortridge Farm No 2 (202M 54ch),
Shortridge Farm No 3 (202M 71ch),
Court Farm No 2 (209M 07ch), Court
Farm No 3 (209M 55ch) and Court
Farm No 4 (210M 23ch) UWCs have
been upgraded to Overlay Miniature
Stop Light (OMSL) crossings.
Information has been grouped according
to the current Sectional Appendix /
Weekly Operating Notice areas. All
details can be subject to subsequent
amendment. Books and Diagram
Reference Numbers (in brackets)
relate to the latest relevant Quail Track
Diagram books obtainable from
Trackmaps at www.trackmaps.co.uk.
www.modernrailways.com
Get your Innovation
Awards entries in! Entries are open now for the 25th Railway Innovation Awards.
We are inviting entries for innovations in the following categories:

nEnvironment and Sustainability nCross-Industry Partnership

nEngineering and Safety nSmall Scale Project

nPassenger Experience nOperations and Performance

nPeople, Skills and Diversity nMajor Project

DEADLINE FOR ENTRIES: 21 APRIL 2023

Entries can be submitted online at www.modernrailways.com/
railway-innovation-awards, or for more information contact David
Lane on 07795 031051 or david.lane@keypublishing.com

JOIN US FOR THE AWARDS!

The Railway Innovation Awards 2023 will be held at the London Marriott
Grosvenor Square on Friday 23 June 2023 from noon to 16.00.

In partnership with
For more information visit
www.modernrailways.com/railway-innovation-awards
Sponsored by
Community Connections
Exploring the role of community groups in developing the rail network
Turning around vulnerable young lives
F
or many towns and villages
across the country the railways,
when they arrived in the
19th century, brought significant
change. Better connectivity
to neighbouring cities, goods
routes for local producers, as
well as increased opportunities
for residents to travel, work and
in turn raise their aspirations.
I recently learnt that my own family
tree contains a not insignificant
number of members who together
notched up more than 500 years
(brag!) of service on the railways,
taking on a spectrum of roles from
gangers, platelayers and signal
operators to drivers. It was an
industry which gave them skilled
qualifications, financial stability,
purpose and a sense of community
at a time and in a place where
other opportunities were limited.
This life-changing impact on
individuals is something that is still
a huge part of the role the railway
plays in modern society, and nothing
more perfectly demonstrates this
than the work of Derby-based
Engineered Learning, an alternative
education provider whose project
‘Turning around vulnerable young
lives through engineering’ won first
place in the category of Involving
Children and Young People at last
year’s Community Rail Awards.
Delivered together with the
Derwent Valley Line Community
Rail Partnership and East Midlands
Railway (EMR), the project supported
a group of eight young people who
at the time were not in education,
employment or training, and tasked
them with the responsibility of
improving the public entrance of
Duffield railway station. As part of
their commission, the young people
were given the opportunity to
undergo rail safety training, lead on
research and creative development,
as well as visit EMR’s Etches Park
depot, where they met apprentices
and talked to EMR staff about future
career options on the railway.
The outcome of the project was
a brand new welcome arch at the
entrance to Duffield station, designed,
fabricated and installed by the young
people themselves, all of whom
achieved a Level 1 NCFE award in
industry-specific engineering skills.
A fantastic project, undisputedly
deserving of their award.
ENGAGEMENT
I don’t, however, want to fall into
the trap of simply sharing with you
88 Modern Railways March 2023
Learning about opportunities in the rail industry: the young people
from Engineered Learning visit Etches Park depot. Courtesy EMR
the most obvious and tangible
outcomes of the project – despite
their impressiveness. Because for
me it is the less obvious, intangible
outcomes which make this a
project that epitomises the heart
of community rail engagement.
For the last 10 years the team at
Engineered Learning, led by founder
Dan Read, have supported some of
the most vulnerable young people
in the Derby area. This includes
those at high risk of exclusion
from school, those who are unable
to thrive in traditional learning
environments, and those who have
little experience of positive adult
interactions. As a result, these young
people often have little confidence
in their own skills and can also lack
a clear sense of purpose in life.
Vicki Pipe
modernrailways@keypublishing.com
Designed and made by young people: the welcome arch
at Duffield station. Courtesy Community Rail Network
The work of Engineered Learning
aims to counteract all this through
the provision of hands-on practical
engineering activities, delivered
compassionately, supportively and
in an accessible, safe and warm
venue. Many of the projects they
work on, such as the Duffield
station entrance, are responding to
a real-world need, meaning young
people are able to specifically see
the benefit their work brings to their
community as well as the value it is
given by industry professionals.
Whilst visiting EMR’s Etches Park
depot, for example, the group met
with staff who listened to their ideas,
spoke to them as equals, took time
out of their day to share their own
expertise and even offered career
advice. What to many of us might
seem like an ordinary, insignificant
interaction has a huge impact for
those who have never experienced
this kind of professional contact
before. In fact, prior to this project
the very idea of pursuing a career or
aspiring to earn a well-paid salary may
never have even been presented to
these young people as a life choice.
However, we know that, directly
inspired by this experience, two
of the Duffield station team were
motivated to return to education
to improve their chances of
employment, whilst two more went
on to secure jobs directly within
the rail industry. In effect, to bring
this back to the tangible, what the
team at Engineered Learning are
doing is enacting social economic
change (not to mention providing
skilled engineers for an industry
desperately sort of professionals).
You’ll be pleased to know the
project at Duffield station was not
just a one-off. Engineered Learning,
Derwent Valley Line CRP and
EMR already have plans for future
programmes, with an ambition
to provide more young people
with inspiring opportunities that
could change their futures and
those of their families forever.
You can find out more about the
incredible work of the Engineered
Learning team and their ambitions
to change the way young people
experience engineering in schools
on their website and social media
(https://engineeredlearning.co.uk).
My thanks to Carol Phillips,
Business Development Manager
at Engineered Learning, for taking
so much time to share all things
Engineered Learning with me.
www.modernrailways.com
 Join us for the
RAIL IN WALES AND THE
WEST CONFERENCE
WEDNESDAY 29 MARCH • DOUBLETREE BY HILTON BRISTOL CITY CENTRE

Sponsored by

Our Rail in Wales and the West conference celebrates developments across this extensive
area which is steeped in railway history. Join us in Bristol, a stone’s throw from Temple
Meads station, to hear from speakers from across the region, including:
■ Mark Hopwood, Managing Director, Great Western Railway
■ Jan Chaudhry-van der Velde, Chief Operations Officer, Transport for Wales
■ Ian Yeowart, Managing Director, Grand Union Trains
Plus unrivalled networking opportunities with rail industry peers!

WHY NOT JOIN THE FOURTH FRIDAY CLUB?

For delegate & sponsorship enquiries contact David Lane on 07795 031051 or david.lane@keypublishing.com.
For more information, please visit www.modernrailways.com/fourth-friday-club

MORE DETAILS AT WWW.MODERNRAILWAYS.COM/FOURTH-FRIDAY-CLUB

People
Mike Bagshaw is MTREL’s new MD Wilson joins GCRE as non-exec
MTR ELIZABETH line has
appointed Mike Bagshaw as
its new Managing Director. He
succeeds Nigel Holness, who
is stepping down from the role
to help MTR focus on future
business opportunities.
Mr Bagshaw has worked on the
railway for more than 30 years,
including in strategic roles at Arriva
Trains Wales, Chiltern Railways
and First Great Western. He was
part of the initial management
team which drove Chiltern’s
expansion into the West Midlands.
He joined MTR in 2016 as
Bid Director before becoming
Performance and Planning Director
of MTR Elizabeth line in 2018 and
Chief Operating Officer of parent
company MTR UK in 2021.
At MTR, Mr Bagshaw’s
responsibilities have included
overseeing the planning and
delivery of end-to-end Elizabeth
Line services, developing
operational performance and
planning capability and expanding
the operating business portfolio.
On his appointment, he said:
‘I am delighted to be returning to
MTR Elizabeth line as Managing
Director to lead the organisation
through its next exciting chapter.
From my current role as Chief
Operating Officer for MTR UK, I have
seen first-hand the extraordinary
commitment of the MTREL team to
bring the Elizabeth Line to life. The
results speak for themselves, with
the Elizabeth Line seeing an average
3.6 million journeys every week,
Siddeeq directs CrossCountry
c2c customers strengthens
regional team
Customer focus: Abu Siddeeq is
c2c’s new Customer Experience
Director. He joins from LNER, where
he was head of Customer Experience
Strategy, and before that was head
of Customer Proposition at GWR.
90 Modern Railways March 2023
Managing MTREL: new
MD Mike Bagshaw.
and recognised for its punctuality,
reliability, and outstanding level
of customer satisfaction.
‘This unwavering commitment
to our customers and ambition
to achieve the highest levels of
performance sets the tone for the
delivery of the remaining stages of
the project and future operations
of the landmark Elizabeth Line.’
MTR UK Chief Executive Steve
Murphy paid tribute to Nigel
Holness’s contribution, saying:
‘Since joining us in early 2021, Nigel
Holness has guided MTR Elizabeth
line through one of the most
enviable success stories of the rail
industry. The past two years have
been a challenging, exhilarating
rollercoaster and ultimately a hugely
successful period for the business.
Nigel’s leadership during this time
has been exceptional and I would
like to place on record my sincere
thanks to him for his contribution.’
CROSSCOUNTRY’S REGIONAL
Director for the West Midlands and
North West, John Robson, is being
seconded to the equivalent role in its
East Midlands and East Anglia area as
the operator seeks to strengthen its
regional leadership team. Mr Robson’s
role is being filled by Nick Chadwick,
formerly Regional Driver Manager for
the West Midlands and North West.
Mr Robson joined CrossCountry
in May 2020 and has more than 30
years’ experience in the rail industry.
Mr Chadwick also has extensive
industry experience, having held
numerous operational roles including
Head of Drivers. Both have taken full
responsibility for the operational and
financial performance of their regions.
WILL WILSON has left his role as
Chief Executive of Siemens Mobility,
but has taken up a new position as an
independent non-executive director
at the Global Centre of Rail Excellence.
Mr Wilson took on his Siemens
role in June 2019. While the company
seeks a new permanent CEO, Chief
Financial Officer Julie Owen is
leading the UK & Ireland business.
GCRE Chair, Dr Debra Williams,
says Mr Wilson’s industry background
and credibility make him an
‘excellent fit’ for the company as
it undertakes the process of
securing private investment.
Hitachi changes leadership team
HITACHI RAIL and Hitachi Rail
Europe have made a series of
changes to their executive teams.
From 1 April, Hitachi Rail
Group Chief Executive Andrew
Barr will take on the role of Vice
President and Executive Officer
in charge of Regional Strategies
(EMEA) and President of Hitachi
Rail Europe. In this new role, Mr
Barr is charged with increasing
growth for Hitachi’s businesses
across the transport, energy and
digital sectors across Europe.
Mr Barr will be succeeded by
Ansaldo Energia Group Chief
Executive and General Manager
Giuseppe Marino, who is tasked
with leading the business
to support Hitachi’s social,
environmental and economic goals
of its mid-term management plan
2024. Mr Marino will be based in
London at Hitachi Rail’s Group
headquarters and will report to
Executive Vice President Green
Energy and Mobility Sector Alistair
GTR makes key appointments
GOVIA THAMESLINK Railway
has made a variety of internal
appointments and promotions,
headed by Ralph Pidsley being made
Chief Financial Officer after holding
the position on an interim basis.
Mr Pidsley has previously
held senior positions with BAE
Systems, Siemens Mobility
and Transport for London.
Chris Fowler has moved from
Customer Services Director at
Southern and Gatwick Express
to become Network Operations
Director, a joint position between
GTR and Network Rail.
Stephen MacCallaugh has
departed from Gatwick Express
Director of GCRE: Will Wilson.
Dormer. He previously held senior
leadership roles in Hitachi Rail
and helped to deliver the very-
high-speed ETR1000 trains now
operating in Spain and France.
At the announcement of his new
role, Mr Barr said: ‘I’m excited by this
new opportunity to deliver Hitachi’s
ambitions to serve customers and
society across the many sectors in
which Hitachi is present in Europe.
‘Over the last four years as Group
CEO for Hitachi Rail, I am proud to
have led our teams through the
global pandemic, delivered the
global integration of our signalling
capabilities, driven the significant
expansion of our presence in the
USA and Canada, and launched
our new Smart Mobility business.
‘With his strong background in
international management and
transportation engineering, I am
confident of Giuseppe’s ability to
lead our teams to deliver Hitachi
Rail’s commitments under the
mid-term management plan.’
to become Head of Stations for
Southern: he is succeeded as Head
of Gatwick Express by Sophie Hill.
The position of Train Service Director
for Thameslink and Great Northern
has been given to Emma Pickard.
GTR Chief Executive Patrick
Verwer said: ‘It’s fantastic to be
celebrating the success of our
employees as we prepare to tackle
the year ahead. I’m proud to have
a strong team supporting me who
not only bring with them a wealth
of experience in the sector, but
years of experience at GTR too. I
will continue to work with them
all closely and look forward to
what we can achieve together.’
www.modernrailways.com
All Change Nina Lockwood
Shining a light on the human side of the railway nina.lockwood@intuitiverecruitment.com

On track for an exciting, equal future

In the first instalment of a new quarterly column, NINA LOCKWOOD, Founder and Director of
Intuitive Talent Solutions, highlights the benefits of improving Equality, Diversity and Inclusion

I
n transport, there is a huge
opportunity to build a diverse
workforce that reflects the
community it serves. And right
now, we’re experiencing a positive
cultural shift which fills us with
optimism for rail’s continued
importance at the heart of society.
From frontline teams to
senior leaders, progressing
Equality, Diversity and Inclusion
(ED&I) will add untold value for
passengers and deliver genuinely
transformative benefits for the
people that call the sector home.
After all, when those from
diverse backgrounds have
their ideas and perspectives
heard and their experience and
skills celebrated, we all win.
That’s true whether you’re
a passenger or work within
the sector like me. And in the Encouraging diversity: as it launched a new wave of recruitment for train drivers in January, Avanti West Coast unveiled
context of our railways – which a mural at London Euston featuring Karen Harrison, who in 1979 became one of the first female train drivers in the
theoretically serve every single UK. As well as fighting against sustained harassment she campaigned for minorities in the rail industry. The mural
one of us – the benefits will be felt was designed by renowned street artist Akse and was created with Karen’s family’s blessing after she passed away in
keenly and reach far and wide. 2011. The mural aims to help tackle the stereotype that train driving is a job for men. Courtesy Avanti West Coast

THE ART OF THE POSSIBLE
Just imagine if diverse Britain was
represented in teams influencing
our rail experiences. Passengers
(of which I'm a regular) would
be better understood, meaning
more accessible and enjoyable
journeys. And for those of us on
the business side, I don't need
to tell you how important this
is to ensure a rail and transport
sector that’ll thrive in the future.
Transport is a brilliant sector to
be part of, and I, just like you, am
passionate about its rich history,
societal value and inspiring stories.
But, despite an ED&I-led cultural
shift firmly in motion, transport
still has much work to do.
ED&I OPPORTUNITIES
IN NUMBERS
That room for improvement is
something we explore in our
Diversity in Transport Report 2023.
The report, featuring Loraine
Martins, former Director of Diversity
and Inclusion at Network Rail,
looks at how three sectors lead
the way in ED&I progress.
The results are fascinating.
Take, for example, the impact on
innovation and creativity – critical to
making good on rail's net zero and
digitalisation challenges. Inclusive
work environments can increase
innovation by a staggering 83%!
Diverse and inclusive teams were
also shown to make better decisions
87% of the time, and those decisions
delivered 60% better results.
And we can't talk rail without
talking about customer experience.
Championing those with diverse
backgrounds and viewpoints is
fundamental to nurturing those
vital customer relationships and
our nation's love for travelling by
train. Our report found that 71%
prefer consuming from businesses
whose values align with their
own. Our customers' values will be
reflected in our modern railways
by leading with diversity.
Our Diversity in Transport Report
2023 delves into much more –
including how ED&I can help
rail address its ageing workforce
obstacles and keep fresh ideas
flowing into the sector we all
want to succeed. If you, a friend,
or a colleague wish to learn more,
head to intuitiverecruitment.com/
whitepaper to download it for free.
EVERYONE’S VOICE HAS VALUE
Taking positive action to progress
ED&I in transport is about listening,
learning and becoming an ally
for those in underrepresented
communities. Our ED&I webinars
are the ideal place to do this.
If you're a rail or transport
professional keen to directly hear
the experiences of others or add
your voice to the conversation,
consider coming to our next
event. Everyone's welcome!
BEING AN AGENT OF CHANGE
At Intuitive (the specialist transport
talent consultancy I founded),
we firmly and wholeheartedly
believe in championing ED&I.
Simply put, the world is vast, and
every single one of us has value
to offer. Therefore, we should
all have the right to be seen,
understood, included and belong.
And that's why Intuitive has made
it our business to listen to and learn
from those from underrepresented
communities in the last decade. We
are steadfast in our commitment
to supporting and advocating for
equality, diversity and inclusion, and
we do all we can to be good allies in
recruitment and everywhere else.
Hundreds upon thousands
of us are making similar
pledges to become an ‘agent
of change’ in rail and transport
– both sector professionals
and passionate enthusiasts.
Whether that’s leaders putting
themselves forward for ‘reverse
mentoring’ with underrepresented
talent to better understand
the big picture, or lending your
voice to a passenger accessibility
campaign, we all have the power
to make a change in ED&I. Will
you consider a pledge, too?
If you fancy learning more,
head to intuitiverecruitment.com/
insights/, and don’t forget to
check in with the next ‘All Change’
column in three months’ time –
right here in Modern Railways.
Nina Lockwood is the Founder and
Director of Intuitive Talent Solutions, a
specialist transport boutique executive
search consultancy connecting diverse
senior leaders with permanent and
interim roles. Nina and the team work with
the likes of Abellio, FirstGroup, Arriva and
Rail Delivery Group, proudly place ED&I at
the heart of their process, and are 2022’s
Executive Recruitment Agency of the Year.
Nina chairs the Outstanding Personal
Contribution category for the National
Rail Awards and judges the Outstanding
Teamwork category. She also sits on the
Women in Rail North West Committee
and is a Women in Transport mentor.

www.modernrailways.com March 2023 Modern Railways 91

In Business

Alstom opens Derby Training Academy L.B. Foster wins

DAME MARGARET Beckett MP
opened Alstom’s new Training
Academy in Derby on 7 February,
during National ApprenticeshipWeek.
£250,000 has been invested in
the facility during the last two years.
Alstom says 120 new apprentices
and graduates will join the company
this year, each of whom will spend an
initial three weeks at the Academy,
and while the facility is based at the
Litchurch Lane rolling stock factory it
will be used by staff from the Services
and Signalling and Train Control
divisions as well. Nick Crossfield,
Alstom’s MD for UK & Ireland, said
Derby is a key site within Alstom’s
global footprint, a factor cemented
by the location of the Academy.
The Academy has 18 permanent
teaching staff and offers 1,600 square
metres of practical learning space. As
well as four classrooms it includes a
training hall featuring an Aventra EMU
carriage and cab where apprentices
can gain practical experience
working on carriages before joining
a live manufacturing team.
Boosting training: Alstom MD UK & Ireland Nick Crossfield (left) and Dame
Margaret Beckett MP open the new training academy. Phillip Sherratt
Mike Hulme, Alstom’s MD
for the Derby site, told Modern
Railways the facility is not just about
apprenticeships but will also be
used to upskill existing staff. He
noted that the Aventra EMU is
based on bolted construction, so
bolting and torquing will form a
key part of the training for staff. In
addition to the initial investment,
Alstom plans to spend a further
£200,000 developing the academy.
Wales station
contract
L.B. FOSTER has been awarded
Lot 4 of Transport for Wales’
Station Modification Infrastructure
Enhancements Framework, which
covers pan-Wales station information
and security systems projects.
Stations are being upgraded
at a total cost of £194 million,
with the framework covering
provision of non-complex works
at stations, remedial works to
existing structures, major and
complex works to stations and
infrastructure owner works
including structures, fencing, civils
works and buildings and property.
L.B. Foster’s work will help enable
station managers to operate stations
safely and securely, share information
with the British Transport Police and
provide passengers with information.
The four-year framework contract
includes an option to extend
it for a further two years.

RIA launches Unlocking Innovation 2023

THE RAILWAY Industry Association’s
Unlocking Innovation series is now
live, with a busy programme of events
and activities throughout the year.
It is supported by Network Rail’s
Research & Development Portfolio
and UK Rail Research & Innovation
Network. The first event was
‘Unlocking Innovation – Rail Freight’
in Doncaster on 22 February.
The RIA Innovation Conference
returns to Nottingham on 28-29
March, with a theme of delivering
the benefits of innovation. New
features include an exhibitor spotlight
and student challenge sessions.
The third Innovation Perception
Survey will be launched in early
2023, and the results of this will
be shared at the conference.
One of the highlights of the
programme will be the 2023 Railway
Innovation Awards, organised by the
Modern Railways Fourth Friday Club
in partnership with RIA and held
on 23 June. The event takes place
at the Marriott Grosvenor Square
in London from 12.00 to 16.00.
Later in the year, RIA will launch
a ‘Data & Digital Capabilities for
Rail’ report which will examine
gaps in rail policy in these areas
and opportunities for suppliers.
RIA Innovation Director Milda
Manomaityte said: ‘2023 is going
to be a significant year for UK rail,
with travel and freight movements
continuing to recover strongly
since the pandemic, the industry
preparing for the Control Period 7
(CP7), and Rail Reform looming.
‘With such a busy backdrop,
we must not lose sight of the
importance of innovation, and this
year we have designed a programme
that will highlight the benefits of
continuous investment in research,
development and innovation.
‘We would like to invite all
innovators, whether they already
work with railway clients or are
considering exploring the potential
of rail, to engage with RIA's
Unlocking Innovation programme.’

Reflecting on 30 years of partnership

2023 SEES us celebrating the
30th anniversary of the Rail
Forum, originally established as
the Derby and Derbyshire Rail
Forum (DDRF) in 1993. Now with
more than 360 members UK-wide,
the organisation has grown from
its humble beginnings, but our
purpose hasn’t really changed.
We did some digging in our
archives and thought readers
may be interested in some of
the history. Following the sale of
British Rail Engineering Ltd back
in 1989, the industry was gearing
up for further privatisation and the
local supply chain was struggling
both for contracts and knowing
‘who’ their future customers
would be… 30 years on and it
almost feels like we have come full
circle, but on a national scale!
‘At the time there was a lot of
concern about what was going to
happen on privatisation of the wider
industry and who the local supply
chain would be contracting with.
Recognising the sheer number of
companies involved in rail both in
and around Derby, this was a real
issue for local politicians, employers
and the trade unions’ says Rail
Forum Chief Executive Elaine Clark.
‘The idea of a “forum” that
brought employers together in a
non-competitive and supportive
way was born. With initial support
and a budget of some £10,000, the
Derby and Derbyshire Rail Forum
was established and included BREL
(now Alstom) and several divisions
of British Rail based on the original
Rail Technical Centre campus
together with some private
sector companies. Following
privatisation more companies from
across the country started to get
involved and the organisation was
formally incorporated in 2009.’
Fast forward to the present, and
now named Rail Forum, members
are still predominantly supply
chain based but passenger and
freight operators are also involved.
The Board is equally diverse,
with large global companies and
small to medium size enterprises
represented and companies
from all aspects of the industry
round the table. We remain true
to our roots, with stakeholder
representation from Network
Rail and the trade unions.
We are currently putting
together a timeline of memorable
moments from the last 30 years
and we are keen to hear from
colleagues – past and present – on
any important stories to include.
We’d also like to include some
funnier moments, so please do
share any memories with us. Please
contact jemma@railforum.uk

92 Modern Railways March 2023 www.modernrailways.com

 In Business

GCRE selects Golley Slater Change Makers Hub

THE GLOBAL Centre of Rail
opens at Wolverhampton
Excellence has selected creative
agency Golley Slater to develop
a new brand identity.
With construction of the testing
facility due to start in the first quarter
of the year, GCRE wanted to create a
‘breakthrough brand’. Golley Slater has
worked with brands including Coca-
Cola, Proctor & Gamble and Gillette.
Chief Commercial Officer Kelly
Warburton said: ‘The Global Centre
of Rail Excellence is a new entrant to
rail and will be a world class facility
for research, testing and certification
of rolling stock, infrastructure and
innovative new rail technologies. It’s a
site that will fill a strategic gap not just
here in the UK, but across Europe, so
it’s vital that our brand communicates
appeal right across the international
markets we will be working in.’
In another development, GCRE
is Rail Forum’s 30th anniversary
collaborative partner. GCRE is one
of the latest Rail Forum members:
the body now has more than 360.
Rail Forum will support GCRE’s
engagement with the supply
chain, particularly in infrastructure,
where the site will become a
major test facility in the UK.
Rail Forum Chief Executive
Elaine Clark said: ‘When fully
operational this unique facility
will offer significant opportunity
for the UK rail supply chain to
both demonstrate and test
products, speeding up innovation
and deployment to market.
‘It will also provide a fantastic
“shop window” to the world, allowing
UK companies to demonstrate their
products and new technologies to
the export market. We are frequently
told by suppliers that a barrier to
export is not having their products
in use in a live railway environment;
GCRE will remove that barrier.
‘During this partnership year
we will be working with GCRE to
bring engagement opportunities
to the supply chain and helping to
raise its profile across the industry.’
WOLVERHAMPTON STATION
has gained a new facility with the
opening of the Change Makers
Hub following funding from
CrossCountry’s Customer and
Communities Improvement Fund.
It has also received on-site support
from West Midlands Railway and
Wolverhampton BID, which fitted out
a unit in the new station building.
The Hub will provide a programme
of community and business activity,
encourage people to travel by
rail to make use of it and support
a connection between the local
business community and railway
station. It opened from 20 January
and is available for business and
communities to use across a varied
programme of events and enterprise
support, with all promotional
activities associated with the Hub
delivered to encourage rail use.
Planned activities include business
start-up and enterprise support from
Access 2 Business, business savings
finding days by Wolverhampton
BID, training sessions from the
Department of Work and Pensions
and community heritage arts projects.
Nick Chadwick, CrossCountry’s
Regional Director for the West
Midlands and North West, said:
‘CrossCountry is pleased to have
funded and supported this
project in collaboration with
Wolverhampton BID and colleagues
at West Midlands Railway. It’s a
much-needed resource for local
businesses and community groups
and ideally situated at the gateway
to the local transport network.’

Jacobs secures TfL deal

CONSULTANCY JACOBS has
secured a role in Transport for
London’s Capital Programme
Delivery Partner Contract, working
with Gardiner & Theobald. The
contact enables TfL to procure all
project management, construction
management and project
management office services and
resources. It will operate for four
years and starts immediately.
Jacobs’ first priorities will be to
support station improvements,
asset maintenance, line upgrades,
systems, commercial development
and major engineering projects.
The company has worked with
TfL since the latter’s establishment
in 2000, including supporting
delivery of the Elizabeth Line.

Zonegreen protects at Portsmouth

SOUTH WESTERN Railway’s
Southsea, Portsmouth depot
has had Zonegreen points
converter equipment installed
to control movements in and
out of its siding roads.
The system automates manual
point levers and enables them to
be operated remotely. At Southsea,
points HP01 are now operated
remotely from a post-mounted key
switch panel located on a walkway
around 100 metres away, removing
the need for staff to traverse uneven
terrain alongside the third rail.
Further converters can be added
in the future if required, and this Linking business with rail: the new Change Makers Hub at Wolverhampton station.
installation includes an event logger
which allows the depot manager
to record the points’ operation.

Operations, Planning, Economics and Management

Our key areas of expertise include: 1st Floor South Tower

Crystal Palace Station
• Demand Forecasting London SE19 2AZ
• Data Collection and Analysis
• Timetable and Service Planning T +44 20 8676 0395
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• Operational Performance Audits www.railwayconsultancy.com
• Operational Simulation
• Industry Economics
• Project Appraisal
How can we help your business?
Safer points: Zonegreen’s installation at Southsea. Please contact us for more information on our services.

www.modernrailways.com March 2023 Modern Railways 93

 R W 2023 Edition OUT NOW!
23
FO NE
20 THE INDISPENSABLE, HANDS-ON REVIEW
AND DIRECTORY OF THE UK RAIL INDUSTRY
Edited by Modern Railways’ editor
Philip Sherratt, with contributions
from Roger Ford, Tony Miles, Alan
Williams and other members of
the team, The Modern Railway is
considered the rail industry’s
go-to publication.

The 2023 edition of this sought-

after 208 page hardback book
comprises a directory of almost 3,000
rail businesses and suppliers with
comprehensive contact information
including web addresses and email
details. ‘TMR’ is an essential tool for
the railway professional.

As well as the essential directory, the

new edition provides comprehensive
reviews and oversights on:

■ Industry structure and

key organisations
■ Policy and finance
■ Train operation
(passenger and freight)
■ Train fleet maintenance
and manufacture
■ Major projects
■ Infrastructure enhancement
and renewal
■ Signalling and control
■ Light rail and metro systems
■ European developments

Over
2,800 If rail is your business,
The Modern Railway 2023
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 Crossrail Update

COUNTING UP THE JOURNEYS

AND DOWN THE DAYS
T
here have been plenty of 100 million and counting: TfL reports the Elizabeth
countdowns during more Line is proving more popular than was forecast
than a decade of Crossrail in its post-Covid budgets. Courtesy Crossrail
development, but it’s now fair to
say the final countdown towards
the completion of this epic
undertaking is well under way.
Elizabeth Line Stage 5c services are
scheduled to start in approximately
two months, on 21 May, coinciding
with the wider National Rail timetable
switch. Stage 5c will see peak time
train frequencies upped from 22 to
24 trains per hour (there will initially
be 16 trains per hour off-peak).
Scheduled train halts between
Paddington and Acton Main Line
stations, which have been in place
since November 2022 to regulate
services, will no longer be required.
To support 24tph, the technically
tricky train auto-reverse facility at
Westbourne Park, west of Paddington,
will come on stream after work was
split into two sub-projects (tunnels
and Westbourne Park sidings).
To accommodate higher train
frequencies and tie in the auto-reverse
system will require a further signalling
software upgrade. Following the enterprise is close to completion. Passenger data shows the five most industrial action. Fifteen days of
ELR300 drop over Christmas, ELR400 Confidence is high that 5c can popular Elizabeth Line journeys all action by Network Rail and TfL
is scheduled for commissioning launch without delay. TfL’s Elizabeth include Tottenham Court Road, with staff affected the Elizabeth Line
during Easter and should prime Line Committee is running out TCR to Stratford topping that chart between 6 November and 7 January,
the railway for its May transition. of a remit and it seems the panel at number one. Indeed, such is the forcing a reduced timetable to be
Crossrail software development intends to have just one more full popularity of Tottenham Court Road implemented. Strike action taken
has run into trouble before, but TfL is meeting, scheduled for July. station that, as a result of Crossrail, it by Rail for London Infrastructure
confident it is close to having a fully- is now one of the top five most-used staff also resulted in a reduced
fledged product. That confidence MULTIMILLION MILESTONE stations on the TfL network, above service being offered to passengers
is echoed on site at the stations Ahead of Stage 5c we now have a Waterloo and Liverpool Street. on 12 January, with no trains
– Bond Street has been handed pretty good idea of how the public is operating along the Crossrail central
over to London Underground and responding to the new railway and RELIABILITY HEADACHES operating section. Since then, TfL
contracts at the site are expected the new travel patterns it is creating. Having successfully opened a has announced a new two-year
to be closed out by Easter, with With TfL reporting passenger new railway and launched a pay deal, prompting hopes further
the exception of signalling and numbers and ticket revenue are new passenger service, TfL and disruption can be averted.
comms software contracts with well ahead of its budget figures train operator MTR now face The good news is that, even
Siemens and Alstom which are we can confirm that, just as those the age-old challenge of how to with these ongoing difficulties,
core to delivering the 5c service. passenger projections speculated ensure the trains run on time. the Elizabeth Line remains the
Stage 5c also replaces the before building work began, there Following the launch of the third most reliable train service in
current two overlapping service actually is demand for the new existing Elizabeth Line timetable in the UK, recording a 93.1% Public
diagrams with end-to-end, train service (phew!), even after the November 2022 service performance Performance Measure figure
east-to-west, west-to-east trains upheaval of the Covid pandemic. has been slightly below target. (according to the moving annual
across London, including off-peak On 1 February Transport for Network Rail infrastructure on the average stats up to 7 January
Shenfield to Heathrow journeys. London announced that more western section is in part to blame 2023), with only Merseyrail and
In other words, you will be able to than 100 million journeys had been with ‘a significant number of points London Overground recording
travel from one side of the capital made on the Elizabeth Line since it failures’ affecting services. The route's higher reliability figures.
to the other without changing opened in May 2022. Around 600,000 Class 345 trains have also sometimes Given the current Elizabeth Line
trains. In one word, ‘Crossrail’. journeys are now made on the line proved unreliable, with Alstom service, which doubled the line’s
And that, ladies and gentlemen, each day, making the rail debutante promising a software upgrade to previous frequency, is less than six
is pretty much the end of the one of the busiest services in the UK improve rolling stock performance. months old, 93% looks pretty good
current plan. No doubt the and putting it on course to cover its These issues have been – although hopefully a stepping
Elizabeth Line story will continue, operating costs and break even by compounded by disruption to stone to even better performance.
but commissioning of the Crossrail the end of the 2023-24 financial year. rail services nationally due to Dan Harvey

www.modernrailways.com March 2023 Modern Railways 95

Alan Williams Alan Williams
Impartial, independent and authoritative comment on the big picture awcolumn@yorkshire.net

Is Beeching back,
post-Covid, with electrification, high-
speed lines and new international
services, particularly overnight,
to reduce road-related carbon
emissions, mitigate soaring fuel

courtesy of DfT’s cuts? costs and drive the green agenda.

Instead, the UK Government has
resuscitated the ghosts of Beeching,
driving in the opposite direction,

T
hey are ruining the railway!
The railway is broken! This
I hear time and time again
as I go around our railway network,
not only up and down the Esk Valley
line in my role as Chairman of the
Community Rail Partnership but
also further afield. ‘They’ can be the
Government or the trade unions,
but most often it proves to be both.
On the Esk Valley line, volunteers
despair that all the work done over
more than a decade to reverse the
effects of Beeching, increase ridership
by almost 50%, and then to initially
regain nearly all the pre-Covid
ridership and achieve additional
services, is now being systematically
destroyed day by day, month by
month. On the day I write this, the
10.19 from Middlesbrough through
the National Park to Whitby, usually
even post-Covid well-filled and
sometimes standing room only
with walkers and those bound for
a day by the sea as well as locals,
boasted just six passengers.
Now Northern tells us the
early morning commuter service,
introduced as a Department for
Transport franchise requirement
from December 2019 but pretty
uselessly running an hour earlier than
proposed, withdrawn just weeks later
because of Covid, reinstated later
but often cancelled at short notice
before being withdrawn again until
reinstated last December, is to be
withdrawn yet again from the May
timetable because it is ‘little used’.
No wonder ridership continues to
fall like a stone. As details of proposed
May timetables begin to emerge,
so too are signs of cuts elsewhere.
One high profile casualty is the
popular and long-running weekend
‘Dalesman’ service from urban
Lancashire through Clitheroe and
Hellifield and then along the Settle
and Carlisle, but there are others.
There appears to have been no prior
public consultation and this cavalier
treatment of sometimes franchised
services sets a worrying precedent.
Meanwhile, at the beginning of
February short notice cancellations,
even on non-strike days, were
continuing daily, affecting not
only the Esk Valley but the entire
Northern network in the north east,
including the Durham Coast line to
Newcastle and then on across to
Hexham and Carlisle. Not a day goes
past without one section of line or
another being deprived of services.
Worryingly, almost every person
I meet, especially erstwhile regular
users, tell me they have completely
lost faith in rail travel, and most
now use their cars instead.
BUT WILL THEY COME BACK?
Marketing experts tell me it is much,
much harder to recover a disgruntled
existing customer than to attract a
new one, a view shared by most other
railways across mainland Europe.
As people once again travel
abroad on business or holiday,
they ask why, post-Covid, our rail
services are now so bad compared
to the quiet efficiency and
reliability of say Switzerland or the
countrywide fare reductions enjoyed
in both Germany and Spain. Their
impression is not wrong. Last year
Austria launched the Klimaticket,
an annual rail pass that costs just
over €20 a week. Luxembourg has
made all travel on its trains and
buses free. Clearly it can be done.
Almost all European rail systems
are being encouraged to redevelop
reportedly demanding across the
board 10% cuts (actually on the
Esk Valley 16% of an already sparse
service), leading inevitably to a spiral
of service decline and the withdrawal
for scrap of whole fleets of perfectly
usable trains, leaving operators
struggling today and totally unable to
meet any future increases in demand
tomorrow. History tells us it will take
years, possibly decades, to recover
from these short-sighted actions.
Yet still the Secretary of State
prevaricated, ignoring both the fears
and aspirations of the electorate, the
travelling (and paying) public and
the advice of railway professionals,
listening instead to the lobbying of
three ex-most junior of ministers
(‘Informed Sources’, last month), none
of whom struck me at the time as
having more than the usual superficial
knowledge of the railway industry.
But one is a past Chairman of the Bow
Group, a right wing thinktank, and
another has a solid background in
investment banking. Buyer beware!
Current Rail Minister Huw
Merriman told MPs in January
that the ongoing rail strikes were
costing more than £150 million a

Durham Coast diversion: track upgrades at Durham on five consecutive weekends in January
and February prompted LNER to run an hourly Anglo-Scottish service via the Durham Coast
route. Nos 800210/801110 forming the 12.00 King’s Cross to Edinburgh pass No 800112
working the 09.52 Aberdeen to King’s Cross at Stockton on 21 January 2023. Alex Ayre

96 Modern Railways March 2023 www.modernrailways.com


week and admitted it would have
been cheaper for taxpayers to have
settled before Christmas. Yet this
was exactly the time that instead the
DfT additionally introduced Driver
Only Operation to the negotiating
mix, surely knowing it would both
scupper talks and in reality be
impractical in both operational and
financial terms any time soon.
STOP PRETENDING
A letter to stakeholders from
Matthew Golton, Managing Director
of TransPennine Express, includes
the phrase ‘Following DfT authority
to offer a new agreement…’. So
there, once again, you have it. How
much longer is the Government
going to carry on hiding behind
the Rail Delivery Group, pretending
it is not the ultimate employer?
As ministers dither, confidence
in the network is rapidly being
eroded. And then came the
allegation, subsequently denied
by the Chancellor, that HS2 into
Euston was about to be axed to
save money, with trains terminating
at Old Oak Common instead and
onward travel into London by
existing services. Absurd though this
proposal might sound, destroying
the very concept of a high-speed
railway, we can no longer be sure
how far the small but influential
anti-rail lobby at the right of the
Conservative Party and their friends
in the City might go to undermine
the future of Britain’s rail network.
With still not the slightest sign of
any reform, certainly no Parliamentary
time yet allocated to enact it, a
General Election looming ever closer,
the Conservative Party continuing to
tear itself apart and the opposition still
riding high in the polls (but still with
no discernible transport policy!), there
are increasing concerns ministers
may resort to tactics which stop short
of a requirement for Parliamentary
approval but would scupper any
subsequent opposition proposals.
That too might sound fanciful,
but it should be remembered that
the privatisation of British Rail in
April 1994 merely provided for the
franchising of train operations, with
the proposed infrastructure manager
Railtrack remaining as a public sector
body. It was only as Prime Minister
John Major ran into trouble with his
own backbenchers (sound familiar?)
and it became increasingly clear
he might not be able to repeat his
unexpected 1992 electoral success
that, with Labour’s John Prescott
breathing fire and brimstone
and threatening to renationalise
everything in sight, the private sector
felt emboldened to push for Railtrack
www.modernrailways.com
to be quickly privatised ahead of
the election. Announced in January
1996 and floated in May of that year,
allegedly at significantly less than the
true value, the ill-fated Railtrack set
sail on a cost-cutting spree that would
end in its demise just six years later.
Even merely offering train
operators new seven-year contracts,
just longer than the maximum next
five-year Parliamentary term, could
seriously complicate the plans of any
incoming Labour administration.
But we can be sure that, despite
all the calls to do so, and however
awful it might continue to be, the
Government will try very, very hard
not to let TransPennine Express
or Avanti West Coast fall into the
hands of the Operator of Last
Resort. That would surely be too
much of a political gift to Labour.
TPE ‘NOT ACCEPTABLE’
In late January, headlines and
news bulletins across the North of
England were reporting that more
than 40% of TransPennine Express
services, some 600 a day, had been
cancelled the previous strike-free
week. Managing Director Matthew
Golton admitted ‘the service being
offered is not acceptable’, a view
also vehemently expressed by
passengers, MPs of all persuasions
across the North and even the Prime
Minister, through whose Richmond
constituency several TPE services run.
It proved even worse than the
figures suggested. Intending to
travel one day, I found yet again
two successive hourly services
from Scarborough were cancelled,
with no bus replacement.
Then, with a really important
trip coming two weeks ahead, I
consulted the online TPE timetable
‘until 20 May’ which claimed to be
‘current at the time of production’.
Does that mean now? If not, how
do I know when it was produced?
It informed me that on my chosen
day there would be an 08.45 through
train to Manchester Piccadilly or an
09.18, change at York. Knowing from
previous experience that the 08.45
was likely to be busy, I initially opted
for the 09.18. But when I tried to book,
it didn’t exist! If TPE knew at least 14
days in advance that it wouldn’t run,
why leave it in the timetable? It would
have to be the 08.45 after all. Seat
and ticket duly booked, I rose on the
appointed day, somewhat earlier than
I had originally intended, only to find
on checking, luckily before I left home,
that the 08.45 too was cancelled.
Despite my best endeavours, caught
by the ‘short notice timetable change’
con! Return that day was supposed
to be at 14.03. It too was cancelled.
Impartial, independent and authoritative comment on the big picture
The 15.04 sat in the platform for
around 15 minutes and was then
cancelled. So too was the 16.04. No
service for four hours and another
day ruined. The true figure that week
certainly was ‘more than 40%’.
AWFUL
But the awfulness of TPE’s service
proved to be only half the problem.
Trying to reclaim ‘delay repay’
proved to be, well, just as trying.
I went back to the clunky TPE
website, on which I am registered
with my email address. But it seems
this is not enough. In addition, you
then have to create your own ‘portal’
with email address and yet another
password. Only then do you receive a
code to your email address which you
have to enter before you can proceed.
And now the ‘fun’ really begins!
Having entered all the details of the
ticket, you are told to cut the ticket in
half ‘top to bottom’, photograph it on
plain white paper and then upload it
onto the TPE site. This comes with a
warning that ‘failure to carry out these
instructions could result in your claim
being refused’! What cheek, given
the company already has my money
for an advertised service which it
has demonstrably not provided!
Irritatingly, twice while entering
details I was timed out. Clearly
insufficient time is allowed for
sorting through the plethora of
demands. And all for a refund of
£26. Can you imagine having to
do all that for a similar refund from,
say, Marks & Spencer? The process
is unnecessarily complicated and
clearly designed either by someone
with little experience or, dare I
suggest, deliberately made difficult
to dissuade the average traveller.
Certainly, it would be daunting
for the inexperienced or infirm.
TransPennine Express is a
FirstGroup Company. First owns
70% of Avanti, which also promised
the House of Commons Transport
Committee in December that
things would improve in the New
Year. They didn’t. The Office of
Rail and Road then demanded
‘significant improvements to the
recovery plan’. On the day I write,
Avanti is imploring passengers not
to travel, not because of strikes, but
because of ‘unseasonably high staff
shortages’ with ‘a large number of
cancellations’. Meanwhile, ludicrously,
it seems both TPE and Avanti are
still contractually entitled to millions
of pounds of ‘performance fee’
bonuses, despite the fact they have
clearly failed to perform (who at
DfT agreed these contracts?) and
parent First is intending to return
£75 million to its shareholders.
March 2023 Modern Railways
Alan Williams
Both the DfT and the Treasury
make much of their duty to protect
the interests of the taxpayer when it
suits them, but it is clear they exercise
far too little control over these private
sector operators, who even in the
face of widespread criticism and
demonstrably poor service continue
to put their own interests and those
of their shareholders ahead of both
the country and their customers.
NOT WANTED ON VOYAGE
Do we really want such companies
to be part of the future railway?
They seem the very antithesis
of the thrusting, dynamic, lean,
entrepreneurial, customer-oriented
operators we are told the railway
needs. There is not exactly a tsunami
of potential new train operators
lapping at DfT’s door. But if those
eminently forgettable junior ministers,
their supporters and it would seem
even Network Rail, only recently
damned by ministers in the Plan for
Rail as having a ‘can’t do’ culture, now
have their way, chances are the same
people who have been running our
dysfunctional railway for the last
three decades will still be ruining
it tomorrow and into the future.
WILL WE NEVER LEARN?
Rail privatisation demonstrably
doesn’t work. Privatised Railtrack
lasted just six years and then cost
the taxpayer dear. After numerous
attempts over the best part of three
decades, Government has finally
admitted that franchising has been
a failure. So why is it desperately
trying yet again to reinvent it, and
the inefficient fragmented structure
that must inevitably come with it?
As Roger Ford reminded us last
month, when all the public sector
support is taken into account,
of all the operators which have
come and gone in the past 30
years, only South West Trains ever
paid a premium to Government.
Most of the rest ran at a loss to the
taxpayer. Yes, that’s you and me.
Winston Churchill, who could
never be accused of being left
wing in his politics, wrote ‘it is a
socialist idea that making profits
is a vice; I consider the real vice is
making losses’. He was also wont to
quote the American philosopher
George Santayana that ‘Those who
forget history are condemned to
repeat it’. Both warnings should be
writ large above the desks of the
Transport Secretary, his ministers
and those others who seek to wind
the clock back to the ‘successful’
years of privatisation, which the
rest of us now know was an illusion
and never actually existed.
97
Meet the Team

REGULAR EDITORIAL CONTRIBUTORS

Philip Sherratt
Editor
A lifelong railway
enthusiast, Philip
began reading
Modern Railways in his early teens.
He joined the editorial team in 2014
as an assistant before becoming
Editor in 2020 and considers it a
daily privilege to go behind the
scenes in our fascinating industry.
Away from railways he is organist
at his local church in Nottingham.
philip.sherratt@keypublishing.com
Andy Roden
Deputy Editor
Andy reckons
railways are literally
in his blood, with his
mum being dragged to railways
before he was born. A transport
journalist for more than 20 years,
Andy is overjoyed he can still enjoy
HSTs near his West Cornwall home
and is working hard to reopen the
former LSWR main line in Devon.
Away from railways, he has a
passion for amateur dramatics.
andy.roden@keypublishing.com
James Abbott
Consultant Editor
As a small child
James was seduced
by the glamour
of the Blue Pullman passing his
garden and has been immersed
in railways ever since. Editor of
Modern Railways for 31 years, he
is now Consultant Editor of the
magazine and also Chair of the
1066 Tonbridge to Hastings line
Community Rail Partnership.
james.abbott@keypublishing.com
Roger Ford
Industry and
Technology Editor
Roger trained as
an engineer with
English Electric and
on qualifying joined the Traction
Division, where the latest copy of
Modern Railways, in its first year
of publication, was waiting on his
desk when he arrived. Having been
poached by the English Electric
Press Office he then pursued a
varied career in industrial publicity
management before becoming a
full-time writer and joining Modern
Railways in 1976 as contributing
news editor. Over the following years
Roger has found his engineering
training invaluable in understanding
the growing range of topics covered
in his column ‘Informed Sources’,
which, as the title implies, draws
heavily on the expertise of his many
contacts throughout the railway.
roger@alycidon.com
Vicki Pipe
‘Community
Connections’
columnist
An author and
railway adventurer,
Vicki has travelled extensively
by rail throughout the UK and
Ireland, most notably as part of
the ‘All The Stations’ project. She
has written for newspapers and
online publications and published
two books, including Amazon best
seller The Railway Adventures. Vicki’s
interest in railways centres on the
stories of people, places and social
changes. When not on trains, Vicki
works in museums and heritage
venues bringing together stories
from the past and investigating their
impact on people in the present.
modernrailways@keypublishing.com
Ian Walmsley
‘Pan Up’ columnist
Ian followed his
childhood interest in
railways by joining
British Rail in 1973 on a ‘sandwich’
course with Salford University,
becoming a Chartered Electrical
Engineer. He became Regional
Railways Depot Engineer at Cardiff
Canton, transferring to Derby as
a maintenance and later projects
Engineer. At privatisation he joined
Porterbrook as New Trains and
Development Engineer. He has
been writing in Modern Railways
since 2007 and since his retirement
from Porterbrook in 2014 has
written his monthly ‘Pan Up’ column.
He is also an associate member
of the Guild of Railway Artists.
ianw1@sky.com
Tony Miles
Contributing
Writer
A writer,
photographer
and videographer, Tony has been
interested in railways for over 40
years, having seen his first pictures
published in Modern Railways
whilst still at school. He regularly
interviews industry leaders both
from the manufacturing and supply
chains as well as those operating
the railway on a daily basis. Tony
appears regularly on local and
national radio and television
when there is a need to explain
railway-related stories. Away from
railways he enjoys cooking and
choral singing and spent many years
coaching a junior cricket team.
tonymiles61@btinternet.com
Keith Fender
Europe Editor
Keith is a transport
graduate and rail
enthusiast who has
worked all over Europe (and further
afield) and has been reporting on
the railways of Europe for the railway
press for two decades. When not
pointing the camera at trains he
is a keen wildlife photographer.
modernrailways@keypublishing.com
Dan Harvey
Crossrail
columnist
Apparently building
new railways is
anything but easy. Dan charts
the triumphs and travails of rail
infrastructure schemes and has been
writing about Crossrail and High
Speed 2 for nearly two decades.
A keen computer programmer,
he is also a regular parkrunner.
modernrailways@keypublishing.com
Rhodri Clark
Contributing
Writer
Rhodri wrote
his first article
for Modern Railways in 1990,
while he was a music student
in Manchester. He trained as a
journalist with the Western Mail.
In 1996 he co-authored, with
John Davies, a book about the
Valley Lines’ revival in the 1980s.
He lives in North Wales with his
wife and two teenage children.
modernrailways@keypublishing.com
Alan Williams
Columnist
The always
independent and
often acerbic Alan
Williams column has appeared in
every issue of Modern Railways
for over 40 years. Alan brought
fame to sleepy Effingham Junction
for many years but more recently
moved north to Yorkshire, where
he has found that railway-wise
the north-south divide really does
exist. The politics surrounding the
railway are among his particular
interests, as are railway operation
and signalling. He is an enthusiastic
supporter of Community Rail
and is Chairman of the Esk Valley
Railway Development Company
(EVRDC). Alan was recently elected
as a Companion of the Institution
of Railway Signal Engineers.
awcolumn@yorkshire.net
Martyn Brailsford
‘Trackwatch’
compiler
As one of the
editors of the
books published by Trackmaps,
Martyn is always on the lookout
for alterations to the rail network.
In his day job he is a Planner for a
freight operator but can often be
seen on railtours or volunteering at
Barrow Hill, where he is a trustee.
martyn.brailsford@branchline.uk
TALK TO US!
To get in touch with the
Editorial team e-mail
modernrailways@
keypublishing.com

March 2023 ■ Volume 80 ■ Number 894
Editor: Philip Sherratt
Email: philip.sherratt@keypublishing.com
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98 Modern Railways March 2023 www.modernrailways.com

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