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   TERMINAL 1  
 


2010 DEPARTURES


THE VERY IMPORTANT PEOPLE


As described in the article on Terminal 1's resident aircraft, the blue and silver stairs seen in the model pictures above and below were made using the long step and side wall components from the Ratio Concrete Footbridge kit ( number 222 ) held up to the correct height using a strip of plastic card and with triangles of thinner plastic card to fill in the sides.


As described in the article on Terminal 1's resident aircraft, the blue and silver stairs seen in the model pictures above and below were made using the long step and side wall components from the Ratio Concrete Footbridge kit ( number 222 ) held up to the correct height using a strip of plastic card and with triangles of thinner plastic card to fill in the sides.

The figures at the top of the steps are from the Bachmann Businessmen set and thanks to Nick Gilpin of Rural Railways a Fleetline model (N118) of a 1960 vintage Rolls Royce Silver Cloud has now been acquired, as has a scratchbuilt paint-on-transparent-plastic red carpet and some Preiser press photographers ( set 79059 ). However, neither Preiser, Noch or Bachmann have yet produced any airmen with blanco'd rifles standing to attention!


 The figures at the top of the steps are from the Bachmann Businessmen set and thanks to Nick Gilpin of Rural Railways a Fleetline model (N118) of a 1960 vintage Rolls Royce Silver Cloud has now been acquired, as has a scratchbuilt paint-on-transparent-plastic red carpet and some Preiser press photographers ( set 7905). However, neither Preiser,Noch or Bachmann have yet produced any airmen with blanco'd rifles standing to attention!


The 1960 model Silver Cloud II marked an innovation in the long and distinguished heritage of Rolls Royce motor cars with the replacement of the 4.88 litre straight-six engine of the Silver Cloud I with an all-aluminium 6.23 litre V8 engine that was still being used forty years later. This pushed up the weight of the Silver Cloud II to 2.11 tons but enhanced the car's speed, torque and acceleration.  It has been said that the Silver Cloud II's V8 prime mover was inspired by the OHV engine introduced by Cadillac in 1949.


The 1960 model Silver Cloud II marked an innovation in the long and distinguished heritage of Rolls Royce motor cars with the replacement of the 4.88 litre straight-six engine of the Silver Cloud I with an all-aluminium 6.23 litre V8 engine that was still being used forty years later. This pushed up the weight of the Silver Cloud II to 2.11 tons but enhanced the car's speed, torque and acceleration.  It has been said that the Silver Cloud II's V8 prime mover was inspired by the OHV engine introduced by Cadillac in 1949.

2 418 Silver Cloud IIs - with automatic transmission as standard - were produced from 1959 to 1962 and were very popular in the United States, giving rise to David Ogilvy's famous advertising slogan " At 60 mph the loudest noise in the new Rolls Royce is the ticking of the electric clock."

Replacing the Silver Dawn in 1955, the Silver Cloud range were the last separate welded-chassis and body cars built by Rolls Royce in Crewe and featured an all-new streamlined pressed-steel body designed by J.P. Blatchley.

Most examples featured an automatic gearbox and the rear brakes were combined hydraulic and mechanical with the existing Rolls Royce gearbox-driven servo. Front suspension was by unequal length wishbones and coil springs with rear semi-elliptic electrically controlled dampers and a top speed of 106 mph was possible.

The Silver Cloud III of 1962 featured a lower bonnet line and twin headlamps as well as 15% extra engine power giving a top speed of 117 mph. The compression ratio was also increased with 1" SU carburettors superseded by 2" units.

The Silver Cloud was replaced by the monocoque bodied Silver Shadow in 1966, a 1971 version of which was owned by comedy legend Eric Morecambe until 1974.  Bearing the registration EM100, this particular Silver Shadow was specially commissioned by the partner of "Little Ernie" Wise with a dashboard mounted ashtray for his cigars and leather inserts in the carpet to prevent Eric getting his Rolls Royce muddy after a day out birdwatching.  In 2009 the one-time EM100 was rescued from a scrapyard for restoration by Peter Yates, who runs a wedding car business in Carnforth and also owns the 1928 Rolls Royce Phantom I which was John Steed's car in the TV series "The Avengers".


GWR 0-4-2T 1420 AND AUTOCOACH


Moving from the airside to rail module of Terminal 1, 2010 should see further appearances by the Dapol model of Swindon built GWR tank engine 1420 and its matching chocolate and cream auto coach 187 forming an enthusiasts special.


Moving from the airside to rail module of Terminal 1, 2010 should see further appearances by the Dapol model of Swindon built GWR tank engine 1420 and its matching chocolate and cream auto coach 187 forming an enthusiasts special.  

Not only was sister locomotive 4800 the long serving "mascot" of the Cheltenham GWR Modellers but within the context of Terminal 1 this type of push-pull train forms an evolutionary link between the Great Western Railway "B "set of carriages, steam rail motors, diesel railcars and the kind of train operated in 2010 by Wrexham and Shropshire Railways, as seen below.

Locomotives were fitted for auto train working by means of mechanical linkages which allowed the train to be driven either from the footplate in the usual manner or from a cab at the far end of the auto coach.  When driven from the coach, the - usually very experienced - fireman remained in the locomotive cab to attend the fire while the driver issued instructions through use of bell codes and whistle for the operation of the brake, reversing and sanding gear. This method of train operation was ideal for branch lines as it avoided the need for the locomotive to run round at terminal stations.  The time thus saved made branch and secondary services more competitive with the new electric tramways of the early 20th Century.

With an axle load of only 14 tons and often considered to be perfect branch line locomotives, these 0-4-2Ts were designed by Charles Baker Collett and 75 examples were introduced from 1932 as a direct replacement for the very similar 1868 vintage Armstrong designed 517 Class of the same wheel size and arrangement built at the GWR's Stafford Road Works, Wolverhampton.  However, the Collett machines - built to GWR Diagram M - featured a large enclosed cab with large fore and aft windows, Belpaire firebox and valve motion including a new form of crosshead with three slide bars.

Originally numbered in the 4800-4874 series, these locomotives with their Swindon Group 7 SS domed 165 psi boilers only became known as 1400 Class in 1946 when their previous 48xx identities were re-assigned to ‘28xx’ Class 2-8-0 locomotives which had been converted to oil burning.  Only a few of these 2-8-0s were actually modified for liquid fuel and oil firing itself was to be a short-lived venture.  While the 2-8-0s engines returned to coal combustion and thus received their old numbers back the erstwhile 4800 class retained their new numbers to the end of their working lives.

Locomotives 4800 - 4809 were built in 1932 and 4810 - 4829 in 1933 to Swindon Works Lot 279 with 4830 - 9 built in 1934 and 4840 - 4859 in 1935 as Lot 288.  Locomotives 4860 -4874 were built in 1936 as Lot 287.

A further 20 locomotives  with two 16" x 24" cylinders were produced in 1933 - also as part of Lot 279 - identical to the initial 75 except that they were fitted for neither auto train working or with the Great Western's Automatic Train Control safety equipment. These were  numbered 5800 - 5819 and only ten of these engines were ultimately converted to push / pull working with auto coaches between 1936 and 1938.  However, some examples were eventually fitted with ATC.


No.FIRST SHEDDATE1947 LAST SHED WDN
5800Swindon01/1933SwindonSwindon07/1958
5801Swindon01/1933BreconMachynlleth09/1958
5802Swindon01/1933SwindonSwindon12/1958
5803Swindon01/1933Bristol Bath RoadPenmaenpool07/1957
5804Swindon01/1933SwindonSwindon06/1959
5805Swindon01/1933TetburySwindon03/1958
5806Swindon01/1933LlanfyllinOswestry06/1957
5807Swindon01/1933LeominsterLeominster06/1957
5808Swindon01/1933KingtonOxford02/1957
5809Swindon02/1933Bristol Bath RoadMachynlleth08/1959
5810Llanelly08/1933BalaCroes Newyddd01/1959
5811Wellington08/1933BalaOxford05/1957
5812Tiverton Jcn08/1933TauntonOswestry06/1957
5813Ludlow08/1933Bristol Bath RoadLeamington11/1957
5814Worcester08/1933KingtonKington06/1957
5815Worcester08/1933WorcesterSwindon04/1961
5816Llanfyllin08/1933WorcesterOxford07/1957
5817Ebbw Jcn08/1933LeominsterLeominster06/1957
5818Ebbw Jcn08/1933PontrilasOxford09/1959
5819Llandovery08/1933Newcastle EmlynCarmarthen06/1957



The 48xx / 14xx locomotives weighed a little over 40 tons with a water capacity of 800 gallons and a bunker for just 2 tons of coal. However, with a Great Western specified haulage capacity of 168 tons ( Or 4 auto coaches, two on either side of the engine ) their diminutive size belied their power and the locomotives - with 5' 2" driving and 3' 8" trailing wheels - were capable of 70 mph.

One example of this was The Chalford Flyer auto train which linked Chalford Halt on the line between Stroud and Kemble with Gloucester Central until 1964.  Between Standish Junction and Tuffley Junction, the Great Western lines ran parallel to those of the LMS and the 14xx motive power would easily keep up with - if not overtake -  northbound expresses hauled by "Jubilee" 4-6-0s!

1400 Class 0-4-2Ts could be found on the majority of Great Western Railway's branch lines and continued to work for British Railways Western Region after Nationalisation in 1948. Indeed, long time Gloucester Horton Road locomotive 1401 was featured in the 1953 Ealing Technicolor comedy "The Titfield Thunderbolt" along with classmate 1462 while Rodborough resident the Reverend Wilbert Awdry introduced a Great Western 0-4-2T called Oliver ( numbered 1436 ) as a colleague of Thomas The Tank Engine on the Island of Sodor in his Railway Series of books.

Unfortunately the restructuring of the railway under Dr Beeching's proposals saw the closure of many branch lines on whose very existence the 1400 Class depended. Withdrawals began in 1956 and although the 5800 class were extinct by 1961, four of the 1400s lasted right to the end of WR steam. The very last of the class,  1450 and 1442, ironically found themselves working out their final days on the former LSWR branch to Lyme Regis after the venerable Adams '0415' 4-4-2 radial tank engines were withdrawn. This was despite a trial on the branch a few years earlier when they were not considered a success. A shortage of diesel multiple units ensured their survival, working from Exmouth Junction shed, until 1965.

All of the 1400 Class was declared withdrawn by the week ending 10 May 1965. However, locomotive numbers 1420, 1442, 1450 and1466 were preserved.



No.FIRST SHEDDATE1947 LAST SHED WDN
4800Gloucester  08/1932  SwindonSwindon06/1957
4801Cheltenham08/1932Croes NewyddCheltenham11/1958
4802Gloucester08/1932CheltenhamBristol Bath Rd10/1956
4803Chalford09/1932WeymouthWeymouth11/1957
4804Gloucester09/1932Ross on WyeLydney02/1956
4805Exeter09/1932ExeterExeter09/1958
4806Tiverton Jcn09/1932GloucesterSouthall03/1958
4807Exeter09/1932ReadingReading06/1960
4808Exeter09/1932WorcesterLaira03/1958
4809Exeter10/1932Lydney Gloucester Barnwood10/1963
4810Stourbridge03/1933StourbridgeRadyr06/1961
4811Birkenhead03/1933Croes NewyddSlough10/1956
4812Oswestry03/1933OswestryBristol Bath Road06/1960
4813Gloucester04/1933GloucesterGloucester03/1956
4814Banbury04/1933StourbridgeStourbridge04/1957
4815Oswestry04/1933YattonSouthall02/1957
4816Kidderminster04/1933Croes NewyddCroes Newydd10/1956
4817Cheltenham04/1933OswestrySwindon02/1959
4818Gloucester04/1933WorcesterWeymouth10/1958
4819Exeter04/1933GoodwickSt Blazey04/1961
4820Pontypool11/1933CathaysGloucester11/1964
4821Pontypool11/1933Ebbw JunctionGloucester Barnwood12/1963
4822Pontypool11/1933PontypoolSwindon06/1957
4823Pontypool11/1933GoodwickOswestry01/1959
4824Goodwick11/1933GloucesterGloucester12/1963
4825Southall11/1933CathaysOxford02/1956
4826Southall11/1933AylesburyGloucester Barnwood04/1962
4827Reading11/1933Newton AbbotCheltenham06/1960
4828Reading11/1933Croes NewyddGloucester06/1959
4829Swindon11/1933AshburtonNewton Abbot03/1959
4830Aylesbury07/1934Bristol Bath RoadLydney09/1958
4831Ebbw Jcn07/1934GoodwickLydney04/1961
4832Tiverton Jcn07/1934OswestryOswestry07/1963
4833Swindon07/1934ChippenhamCheltenham01/1961
4834Penmaenpool07/1934MachynllethExeter07/1962
4835Stourbridge08/1934Tiverton JunctionOxford01/1962
4836Swindon08/1934SwindonSouthall10/1958
4837Aberayon08/1934SloughOxford02/1959
4838Reading08/1934StourbridgeOswestry11/1962
4839Neath08/1934Newton AbbotNewton Abbot08/1957
4840Exeter03/1935ExeterGloucester12/1963
4841Gloucester04/1935ChalfordGloucester06/1960
4842Staines04/1935MarlowExmouth Junction05/1965
4843Southall04/1935StainesSouthall06/1957
4844Reading04/1935ReadingGloucester10/1964
4845Kidderminster04/1935Ross-on-WyeGloucester09/1964
4846Cheltenham04/1935SwindonSouthall09/1956
4847Southall04/1935Reading Hereford03/1964
4848Southall04/1935AbingdonSlough06/1960
4849Exeter04/1935Tiverton JunctionOswestry06/1960
4850Oxford07/1935OxfordExmouth Junction05/1965
4851Exeter07/1935ExeterGloucester07/1964
4852Goodwick07/1935GoodwickNewton Abbot06/1960
4853Stourbridge07/1935ChippenhamGloucester11/1964
4854Bristol St Ph M07/1935WeymouthGloucester12/1960
4855Yatton07/1935LeominsterGloucester05/1964
4856Croes Newydd07/1935LydneyGloucester02/1959
4857Stourbridge08/1935Croes NewyddOswestry02/1959
4858Stourbridge08/1935BanburyHereford11/1964
4859Oswestry08/1935OswestryWeymouth09/1958
4860Goodwick02/1936LeominsterLeominster02/1956
4861Merthyr02/1936AbercynonWorcester05/1958
4862Reading02/1936StainesExeter09/1962
4863Gloucester02/1936YattonGloucester04/1961
4864Gloucester02/1936GloucesterSwindon06/1960
4865Ashburton02/1936PenmaenpoolCroes Newydd09/1958
4866Newton Abbot02/1936Newton AbbotTaunton12/1963
4867Landore02/1936WeymouthCheltenham04/1959
4868Newton Abbot02/1936ExeterSt Blazey03/1962
4869Exeter02/1936ExeterExeter09/1958
4870Newton Abbot04/1936Newton AbbotExeter10/1962
4871Llantrisant04/1936LlantrisantExeter10/1963
4872Danygraig04/1936CarmarthenGloucester11/1964
4873Chippenham04/1936BanburyGloucester11/1964
4874Brecon04/1936AberayronGloucester08/1962


During their life the 1400 Class remained practically unaltered except for the fitting of a top feed to the boilers of some locomotives when they returned to Swindon for overhaul. The locomotive modelled by Dapol has an original boiler - as carried by preserved example 1450 although 1420 - like 1442 and 1466, seen above at Swindon in February 1957 - was eventually to receive a top feed boiler.


During their life the 1400 Class remained practically unaltered except for the fitting of a top feed to the boilers of some locomotives when they returned to Swindon for overhaul. The locomotive modelled by Dapol has an original boiler - as carried by preserved example 1450 although 1420 - like 1442 and 1466, seen above at Swindon in February 1957 - was eventually to receive a top feed boiler. The top-feed device introduced water into the boiler through the steam to minimise total heat loss, with the feed water descending into existing heated water as a mist by way of numerous trays.

Some 14xx locomotives also received reconditioned 517 Class boilers - underlining Swindon's skill at standardising its locomotives.

1420 is the oldest survivor of the 1400 Class being built at Swindon in November 1933 as 4820 and being first allocated to Ponypool. 1420 was allocated to Cathays, Cardiff, shed in 1947 and to Oxford shed by 1956 when the 0-4-2T had the distinction of working the Royal Train for the Queen's visit to Abingdon. It also spent some time at Southall working local parcels trains to Paddington before joining Plymouth Laira in 1959.  

However, among its last duties was moving small numbers of freight wagons on the branch line from Leominster to Kington in Herefordshire.  This branch, part of which once formed a secondary route from Leominster to Eardisley via Titley Junction, also featured a "twig" from Titley Junction to Presteign, and 1420 hauled the last train from there to Leominster on Thursday 24 October 1964.

Withdrawn from B.R. service in late October 1964 at Gloucester Horton Road and stored or a month, 1420 was acquired by the Dart Valley Railway and delivered to Buckfastleigh on 17 October 1965 by means of the Stephenson Locomotive Society's "Great Western Cavalcade" railtour from Birmingham Snow Hill.  

On the day, 1420 piloted 0-6-0PT 6435 as far south as the south junction of the Gloucester avoiding line ( pictured below ) where 7029 "Clun Castle" took its place for the journey to Bristol with 1420 following the special as a light engine working.  At Bristol 7029 "Clun Castle" - which would haul Western Regon's "Farewell to Steam" railtour on 17 November 1965 - hauled the SLS special back to Birmingham via Gloucester Eastgate station while the two tank engines to run south west together to their new life in preservation.



On the day, 1420 piloted 0-6-0PT 6435 as far south as the south junction of the Gloucester avoiding line ( pictured below ) where 7029 "Clun Castle" took its place for the journey to Bristol with 1420 following the special as a light engine working.  At Bristol 7029 "Clun Castle" - which would haul Western Regon's "Farewell to Steam" railtour on 17 November 1965 - hauled the SLS special back to Birmingham via Gloucester Eastgate station while the two tank engines to run south west together to their new life in Preservation.


1442 meanwhile was purchased by Viscount Amory from British Railways in 1965 and presented to the town of Tiverton where it now resides in the local museum.  Prior to that 1442 had been built by the Great Western Railway in 1934 at Swindon and hauled trains on the Exe Valley line from Exeter St.David's to Dulverton, and the Culm Valley line from Tiverton Junction to Hemyock. between  The locomotive was also associated with the "Tivvy Bumper" service Tiverton and Tiverton Junction at Willand and 1442 hauled the last train to Tiverton in October 1965.

1450 was a long serving locomotive on the "Marlow Donkey"  plying between Marlow and Bourne End although most of its 30 year career was spent in Oxfordshire.  It was originally delivered new as 4850 in early 1935 and - along with 1442 - 1450 was one of the last two of the Class in active service. The Dart Valley Railway acquired 1450 in 1966 and it was bought by its present owners in 1994.

1466 was acquired from British Railways in March 1964 for £750 by the newly formed Great Western Society based at Didcot. Built in 1936, 1466 had the unfortunate experience in its GWR days of being rammed by a "Hall" Class locomotive while waiting at Newton Abbot and running free without its driver until a derailment halted its progress. With the closure of the Kingsbridge branch in September 1963, 1466 was re-allocated to Taunton and officially withdrawn by the year end.


Moving from the airside to rail module of Terminal 1, 2010 should see further appearances by the Dapol model of Swindon built GWR tank engine 1420 and its matching chocolate and cream auto coach 187 forming an enthusiasts special.
 

 

  


When running autocoach first - as is the case with vehicle 187, pictured above - the driver could warn of the train's approach using a large mechanical gong, prominently mounted high on the cab end of the autocoach, which was operated by stamping on a pedal on the floor of the cab. 

Internally, the passenger section of the coach was divided into two open saloons – originally for 'smoking' and 'non-smoking' – with a lobby in the middle separating the two. There was usually a small guard's and luggage compartment at the 'loco' (non-driving) end of the coach. The seating layout was similar to the lower deck of a modern-day bus, with a mixture of transverse seating and inwards-facing bench seats. 

Passengers accessed the auto coach via the lobby and the vehicle was equipped with retractable steps, which could be extended if the train stopped at rural halts  with either low or non-existent platforms and which folded in tight against the coach underframe to keep them clear of lineside obstructions when the train was moving. These steps were controlled by the guard using levers in the lobby.

However, it will be noted that both Dapol ready to run and P & D Marsh kit versions of the N gauge GWR auto coach are modelled in post 1937 condition. Up till this date they had windows on the non-driving ends similar in size and shape to those at the driving ends.

In 1935 it was decided to paint these windows black as locomotive crews complained about being distracted by reflections. The non driving end windows were also likely to be smashed during locomotive coaling whilst the auto coach was still attached at this end, despite a thin white horizontal stripe being painted over them as a warning during the early 1930s.

As a result, in 1937, it was decided to plate the luggage end windows over and consequently the correct GWR livery for these modified vehicles would include the "shirtbutton" logo - as seen on the side tanks of the Dapol model of 1420 pictured above - rather than the traditional crest as used. Although of a design built in 1912, the 70' panelled auto coach represented in the N Gauge Langley kit also has a windowless luggage end and so demands a "shirtbutton" logo to be historically correct.  However, as I am claiming my auto train as a preserved example such an inconsistency could be excused.

As inferred earlier in this article, GWR auto coaches were used over a long period of time. As such, some vehicles were converted from steam railcars ( steam rail motors being phased out from 1921 ) and even the new wooden framed steel panelled builds - the first  of which left Swindon in 1928 and the last in 1954 - were not identical.  

In the Grouping of 1922 / 3 the Great Western Railway also absorbed many smaller rural railways and inherited  a number of wooden trailer type coaches. These were invariably modified and used after the takeover

The table below explores these difference by reviewing the auto coaches currently preserved and some contrasting ones that are no longer with us. Locations may vary with time and in the Seats column the first number refers to fixed seats and the last to tip up seats in the luggage area.  

More specifically, auto coach 212 was originally  steam railmotor 93 of 1908, DW150375 / Test Car 1 is now preserved at the Midland Railway Centre, Butterley while auto coach 216 was originally steam railmotor 64 of April 1906, converted in December 1935 and condemned in September 1957.

Auto coach 190 is the basis for the ex-Airfix 00 gauge ready to run model.  However, this model has been criticised for being an amalgamation of two separate diagrams as A28 specifies 7' wheelbase bogies, recessed glazing and flush driver's doors but Diagram A30 has 9' wheelbase bogies, flush glazing and recessed driver's doors.  

Dapol's model of auto coach 187 - released in 2004 - is based on Diagram A30 and so depicts one of ten vehicles outshopped from Swindon between December 1932 and April 1933.  Other Dapol variants included W192W in early BR crimson and cream and W196W in BR lined maroon although apparently most maroon autocoaches were not lined out.  The 9' wheelbase bogies were the same ones that Dapol had previously used on its "brown stock" GWR Siphons G and H.

 


NoDiagLotDateLengthWidthBogie wbseSeatsWeightNotes
1A59' 6"
7- 8C59' 6"
29-34L70'0"
38
(36-41)
N1126190759' 6"Telford
42-47L70'0"
49-52P70'0"
53-70L70'0"
75-80T1190191170'0"70
92 (81-92)U1198191270'0"GWS Didcot
93-98
99-104Z59' 6"
105-106A657'0"ex-Steam Rail Motors Diagrams A & A1
107-112A759' 6"ex steam rail motor Diagrams D & D1
113-124A959' 6"
125A1059' 6"
126A13
127A14
128-133A1059' 6"
138-140A1970'0"
146A2370'0"
147A2459' 6"Ex steam rail motor Diagram L
160A271394192959' 6"9' 0"7' 0"64+830 tSVR (part body)
163A271394192859' 6"9' 0"7' 0"64+830 tAppleby
167A271394192959' 6"9' 0"7' 0"64+830 tDFR / Llangollen
169A271394192959' 6"9' 0"7' 0"64+830 tWSR Williton
174A281410193062' 8"9' 0"9' 0"64+830 tSwindon&Cricklade
178A281410193362' 8"9' 0"9' 0"64+830 tWSR Minehead, Dean Forest Railway in 2011, see below
190A301480193362' 8"9' 0"9' 0"64+830 tGWS Didcot
197-198A2370'0"
202-205A3159' 6"
207-209A3159' 6"
211-219A3159' 6"
212A2615421936GWS Didcot
216A29193570'0"77
225A381736195170'0"SDR Buckfastleigh
228A381736195170'0"SDR Buckfastleigh
231A381736195170'0"GWS Didcot
232A381736195170'0"DVR Paignton (diner)
233A381736195170'0"DW150375/Test Car 1
238A431766195470'0" Dean Forest Railway in 2009 see below
240A431766195470'0"

The final 25 auto trailers to be built were designed by F.W. Hawksworth to Diagrams A38/39/40/43.  Despite being introduced in 1951 they were completely Great Western in design and control equipment.
 
The body shell was identical for all four diagrams, the only difference being in the interior layout. Several worked the Clevedon branch from new until the end of steam working and they could also be seen on the Abingdon, Marlow, and Calne Branches as well as between Chalford and Gloucester, Cardiff and Pontypridd, Leominster and Ludlow, Ledbury Junction and Worcester and on the Exe. W220 and W221, named 'Thrush' and 'Wren' respectively, worked the Ealing-Greenford route. Almost all the vehicles survived in revenue service until well after 1961, some lasting until the end of Western Region steam in 1965.
 
As built, the first Lot to A38 carried BR crimson and cream while the second Lot to A43 should have carried plain crimson but there are reports of some being painted in lined maroon.

Running numbers of 1951 vintage Diagram A38 vehicles were W220 - W234 but W220 "Thrush" was given a new seating plan upon naming in 1952 and technically became A39 while W221 "Wren" was given another new seating plan upon naming in 1952 and technically became Diagram A40. The lettering for the two named coaches was the same as that for contemporary catering vehicles.

The Diagram A43 vehicles were built in 1954 and numbered W235 - W244.
 

 

   
 

So why is the name "Chaffinch" now carried?  At the very back of that excellent book "Great Western Auto Trailers, Part Two" ( obtainable at Norchard ) is reproduced an internal memo sent by the Chief Regional Officer to Swindon Works in 1952.  This gives the decision to name the first batch of new trailers after British birds and a list of eleven names is shown.  There may have been fifteen altogether because the page reproduced seems to be cut short.  Trailers 220 and 221 were named "Thrush" and "Wren" respectively and ran all of their time so named until both were scrapped.  The other names were never used.  Therefore I have pinched one of the proposed names from the published list - you can blame me, it was never carried in BR days!

 
 

 

   
  Issue 19 of the Dean Forest Railway Magazine - covering September and October 2011 - carried the following article by Mike Little:

"The Great Western Branchline Weekend on 2 and 3 July saw the entry into traffic of a second autocoach [ as well as 178, seen below ] on the DFR.  This is trailer W238W, now named "Chaffinch".

The post war auto-trailers were built at Swindon Works in two batches, the first 15 in 1951 and then, after a gap of three years, a further ten in 1954.  W238W is from the second batch which became the last wholly new coaches built to a purely Western design at a time when the Works was engaged in building DMUs and standard BR Mark 1 coaches.

These trailers were to the designs drawn up by Mr F.W. Hawksworth, the last Chief Mechanical Engineer of the GWR, although by the time that they had entered traffic he had retired from railway service.  They followed the traditional pre-war layout of two open saloons divided by an entrance vestibule, plus a driving end and luggage area.  The auto driving gear and folding steps followed pre-war practice but there were many detail differences as compared with, say, trailer 178, not least being the bogies which are of the 9' plate-framed pattern.

The two post war batches shared the same revised style of body but the internal finishes were different.  The first fifteen had traditional wooden framed seats, hanging straps and grained varnish woodwork, whereas the last ten reflected more modern thinking.  The walls are covered in "Formica", the seats have metal tubular frames, there are no hanging straps and luggage racks are fitted for the first time.  In short they were to a transitional design reflecting evolution in railway coach building.

The coach as now restored contains a notice board which gives details of its history and specification together with two archive pictures showing it in BR service during its short service life of 11 years.

238 was purchased direct from British Railways Western Region by Dart Valley Railway plc for use on the Totnes to Buckfastleigh line, being later moved to the Paignton to Kingswear branch where it was converted for use as an observation saloon.  For this use, a new corridor connection was put into the luggage end, the auto-driving gear was removed and half-height glazing was fitted into the driving compartment.

The Devon sea air had taken its toll by the time the coach reached Norchard with much corrosion to the body panels and internal structural frame.  Many internal fittings were missing and the coach generally had become drab inside.

At this stage I would like to pay tribute to three groups of people involved with its restoration.  Firstly, the Thursday Gang led by Harry Rawlins made and fitted new auto driving gear, removed and rebuilt the former corridor end and restored the communication cord fittings: Society memebers David Hughes and Ian Perham have toiled long and hard for over two years to renovate the interior and finally the boys at Bewdley Works, Severn Valley Railway, who made a fine job of painting the exterior at Bewdley under contract.

In the medium term it is planned to replace the present unauthentic seat covers with a GWR design and carpeting will be replaced by some more of the maroon linoleum.

So why is the name "Chaffinch" now carried?  At the very back of that excellent book "Great Western Auto Trailers, Part Two" ( obtainable at Norchard ) is reproduced an internal memo sent by the Chief Regional Officer to Swindon Works in 1952.  This gives the decision to name the first batch of new trailers after British birds and a list of eleven names is shown.  There may have been fifteen altogether because the page reproduced seems to be cut short.  Trailers 220 and 221 were named "Thrush" and "Wren" respectively and ran all of their time so named until both were scrapped.  The other names were never used.  Therefore I have pinched one of the proposed names from the published list - you can blame me, it was never carried in BR days!

 
 

 

   
 

"The Great Western Branchline Weekend on 2 and 3 July saw the entry into traffic of a second autocoach [ as well as 178, seen below ] on the DFR.  This is trailer W238W, now named "Chaffinch".

 
 

 

   
 

If more than one autocoach was used in a train, the locomotive would usually be marshalled between the coaches, as 'play' in the control linkages could otherwise make operation difficult.  It was also possible for an auto train such as the model one pictured above to haul a tail load of vans and wagons although it would not normally propel these goods vehicles.

As well as the branch and Gloucester-Chalford services already mentioned, auto trains could also be found on some London inner-suburban services out of Paddington, where they were usually powered by the faster and more powerful 5400 Class 0-6-0 pannier tanks. Similarly, auto-trains on the steeply-graded routes in the South Wales valleys often used the smaller-wheeled 6400 Class engines.  

South Wales was also the stamping ground for the 15 4575 Class 2-6-2Ts auto-fitted from 1953. In most cases it appears that B-set coaches built in the 1930s were altered to work with them - windows being put in the luggage end for the driver.

A fuller list of auto-capable GWR locomotives is tabulated below, but only the 14xx is available ready to run in N gauge in 2010.  Dapol have produced a fine model of a 4575 prairie tank but numbered 5532 rather than one of the auto fitted machines mentioned below

 
 

 

   
 
CLASSWHEEL ARRDATENOTES
4552-4-0T1869About 40 examples auto fitted after 1905
5170-4-2T186886 examples auto fitted after 1905
10760-6-0ST / PT187021 examples auto fitted after 1905
45752-6-2T192715 examples auto fitted from 1953:
4578, 4581, 4589, 5511, 5524, 5529, 5534, 5545, 5555, 5549
Examples a fitted in Preservation include
5526, 5541,5542, 5572 ( cab end only )
4800/14000-4--2T1932see above
54000-6-0PT1930All 25 in class auto fitted, none preserved
64000-6-0PT1932Smaller wheel version of 5400 Class.  
All 40 auto fitted.  6412, 6430, 6432 are preserved
 


WREXHAM AND SHROPSHIRE RAILWAYS


Since the heyday of the Great Western auto train, diesel push-pull services have included those worked by Class 33/1 and 4-TC coach sets between Bournemouth and Weymouth and the 47/7 and Driving Brake Second Open combinations operating between Edinburgh and Glasgow.


Since the heyday of the Great Western auto train, diesel push-pull services have included those worked by Class 33/1 and 4-TC coach sets between Bournemouth and Weymouth and the 47/7 and Driving Brake Second Open combinations operating between Edinburgh and Glasgow.  

My own take on this -  Inter City Swallow Trains PLC - has been described on other pages but when the opportunity came in October 2009 to invest in a Dapol "book set" of a locomotive and 3 carriages in the latest silver Wrexham and Shropshire livery it was impossible to resist for such a dedicated push-pull and diesel multiple unit arena as the station at Terminal 1.


In April 2008 Renaissance Trains, in a joint venture with Laing Rail and Deutsche Bahn, launched The Wrexham, Shropshireand Marylebone Railway Company, the UK’s third open access rail operator after Hull Trains and Sunderland based Grand Central. Renaissance Trains Shareholders own 36% of the shares in Wrexham & Shropshire. Deutsche Bahn acquired 50% of the company in early 2008, with Laing Rail retaining 14% as an investment opportunity.


In April 2008 Renaissance Trains, in a joint venture with Laing Rail and Deutsche Bahn, launched The Wrexham, Shropshire and Marylebone Railway Company, the UK’s third open access rail operator after Hull Trains and Sunderland based Grand Central. Renaissance Trains shareholders owned 36% of the shares in Wrexham & Shropshire. Deutsche Bahn acquired 50% of the company in early 2008, with Laing Rail retaining 14% as an investment opportunity.

Renaissance Trains promoted and invested in "open access" passenger and freight rail businesses, as well as promoting and investing in rail industry innovation. Its aim was always to create rail businesses that attracted new customers – rather than abstracting them from existing rail businesses – stimulated the market, delivered excellent customer service and offered outstanding investment returns.

Open access operators do not receive subsidy. As a result they plan the level of capacity provided to meet demand and use an up to date approach to sales channels that ensure most capacity is sold in advance. Their experience demonstrates that utilisation will be over 80% of the seats provided on a given point to point service.

However, potential new open access operators first have to show the Rail Regulator and Network Rail that there is an unsatisfied need for passenger - or freight - services in a given area and that the route involved is not already being fully exploited by an existing franchise holder.  They also have to prove that they will not simply siphon off existing passengers from the franchise holder, that their business plan is viable and that they can provide their own motive power and rolling stock.

Traditionally, rail franchise holders are dominated by large transport groups motivated just by profit, perhaps to the neglect of less profitable routes.  They are awarded their franchises by proving to Government that they are the best organisations to run a reliable service in the area involved.

Wrexham & Shropshire operated up to five direct passenger services daily from Wrexham, Shrewsbury, Telford, Tame Bridge Parkway (in the West Midlands) and Banbury to London and so served a population of more than 750 000 people along the route. Fares - at £ 53.00 for a standard class anytime return ticket from Wrexham to London - were good value, and tickets were available from all National Rail outlets as well as online.

Indeed, Wrexham & Shropshire was the only long distance train operating company to offer cheap flat fares on all its services and the only one that allowed passengers to pay on board at the same price.  In contrast, Virgin Train's cheap fares were only available if booked 12 weeks in advance.

Trains in smart liveries featured on-board catering, first and standard class accommodation, and staff who took care of passengers throughout their journeys.

Or as Jonathan Guthrie reported in the Financial Times reported on 11 April 2009:

Tiny rail group has Virgin in retreat

The biter has been bitten.  Sir Richard Branson, who virtually owns the "plucky underdog" brand, has retreated from a battle with a tiny railway company that Virgin Trains had threatened to squash.  On Thursday Virgin Trains capitulated, cancelling plans for new services on a sleepy route between North Wales and London that would have killed off fledgling operator Wrexham and Shropshire.

"Mr Branson has got enough money already" opined 72 year old Welsh grandmother Violet Benson, travelling down to London that day to see her grandchildren on a thrifty £35.00 return ticket.

This was a commercial battle that Virgin Rail would easily have won.  The company, which received £ 35 million in state subsidies in 2008, intended to start two new services a day between Euston and Shrewsbury with connections through to Wrexham.  But it only revived the plans, shelved earlier this decade, after W&S started up last April to fill a gap in the market.  For years inhabitants of North Wales and Shropshire had been asking big train operators to run more trains to London.

Virgin began to take a hammering in bad publicity.  The buccaneering balloonist was morphing into a bearded bully in the eyes of the public.  Newspaper editorials blasted Virgin with salvoes against anti-competitive behaviour.  The Virgin empire has 47 000 staff and is run by a man who owns a Caribbean island and a space airline.  Wrexham and Shropshire is managed by a six person office in Shrewsbury and employs 65 staff.

A Virgin official said " We had to be realistic.  The reaction [ to our plans ] was that we were being predatory and that we could put [ W & S ] out of business."

Hostile media coverage was "froth" he said, but the company could not be seen "to have blood on its hands".

Wrexham & Shropshire's style of operation harks back to the days before Dr Beeching took an axe to branch lines in the 1960s.  Its little trains meander along at speeds that, at times,
a well maintained milk float could better.  Passengers can stretch their legs in comfort in the 40 year old carriages - something that only an Oompa-Loompa could manage on a Virgin Pendolino.

Reservations are not displayed via failure-prone LED screens above the seats; instead, they are printed on cards attached to the headrests.  No onboard computer announces the stations as on some other cross-country train services - that job is handled bya nice lady called Jane in a smart black and claret uniform.

Nostalgic poet Sir John Betjeman would have revelled in halts with names such as Chirk and Ruabon, complete with pretty sandstone station buildings.  But is this heartwarming tale of an entrepreneurial David besting a corporate Goliath as good as it seems?  As Virgin Trains pointed out, Deutsche Bahn, the German state rail company, is the key backer of W&S.  is the tiny business just a foot in the door of the UK rail industry for the Teutonic monolith, which also owns Chiltern Railways?

Andy Hamilton, managing director of W&S, said that 36 per cent of the business still belonged to the four British private investors that set it up.  

"Investment from Deutsche Bahn is in the for of a loan that has to be paid back." he said, adding that W&S needed to break even in its third year to stay in business.

Mr Hamilton was "delighted" by Virgin's retreat.  But, he added, W&S was still threatened by a "predatory" expansion of the services of Arriva Trains Wales.  These plans were however, termed "complementary" by the larger operator.

"That is what competition is all about" said John Wylde, a retired bus company owner, riding the W&S service to Marylebone last week.

"Mrs Thatcher thought you should get companies at each other's throats.  But in the end the big boys always win."

W&S has re-opened a cafe that closed 41 years ago at the Edwardian architectural gem that is Wrexham General station.  There are two tables, a tea urn and a vase of fresh freesias. There is no station cat.

But it is still early days for W&S.  Besides, the company first needs to acquire a wicker hamper for the cat to fall asleep on top of.  Following Virgin's volte face, such long term capital investment is more justifiable.

The moral of the tale is that no one messes with Welsh grannies.  Not even Sir Richard Branson.




Although W&S initially used the 1960s vintage British Rail blue and grey livery for its intermediate carriages, the Dapol book set represents the latest silver markings applied to Standard Class Mark 3A Open Standard vehicles 12145 and 12127.  Both were built at BREL Derby between 1975 and 1977 as part of Lot 30877 to Diagram AC2G, weight 34.3 tonnes, ride on BT10 bogies, seat 76 passengers and were formerly used by Virgin Trains. They are owned by DB Schenker / DB Regio and were refurbished at the Marcroft, Stoke, works of Turners / DB Axiom Rail.   As such, the W&S train is more egalitarian and offers more sets but less luggage space than the comparable  Inter City Swallow Trains PLC rake.


Although W&S initially used the 1960s vintage British Rail blue and grey livery for its intermediate carriages, the Dapol book set represented the final silver markings applied to Standard Class Mark 3A Open Standard vehicles 12145 and 12127.  Both were built at BREL Derby between 1975 and 1977 as part of Lot 30877 to Diagram AC2G, weight 34.3 tonnes, ride on BT10 bogies, seat 76 passengers and were formerly used by Virgin Trains. They were owned by DB Schenker / DB Regio and were refurbished at the Marcroft, Stoke, works of Turners / DB Axiom Rail.   As such, the W&S train is more egalitarian and offers more seats but less luggage space than the comparable  Inter City Swallow Trains PLC rake.


Mechanically identical to Inter City Swallow Driving Brake Van 82132, 82304 - pictured below and formerly numbered 82130 - is also German owned and based along with sister vehicles in the 82301 - 82305 range at Crewe International Depot. These five DVTs have been modified to operate push-pull W&S trains with matching Class 67 locomotives 67 012 -15 and overall silver 67 029 "Royal Diamond".


Mechanically identical to Inter City Swallow Driving Brake Van 82132, 82304 - pictured below and formerly numbered 82130 - was also German owned and based along with sister vehicles in the 82301 - 82305 range at Crewe International Depot.  These five DVTs were  modified to operate push-pull W&S trains with matching Class 67 locomotives 67 012 -15 and overall silver 67 029 "Royal Diamond".  

All the dedicated W&S Class 67s were also based at Crewe International and are owned by Angel Trains.  Applied to the General Motors powered Alstom assembled 3200 bhp locomotives within Pool Code WAWN were the names

 "A Shropshire Lad"      ( 67 012 ) inspired by the works of poet A.E. Housman

 "Dyfrbont Pontcysyllte" ( 67 013 pictured above ) aka Pontcysyllte Aqueduct, carrying the Llangollen Canal over the River Dee.  This name was applied on 9 July 2008 with Welsh and English versions on either side but the Shawplan etched plates supplied with the book set only have the Welsh version.

"Thomas Telford"           ( 67 014 )  named after the Nineteenth Century civil engineer.

"David J. Lloyd"              ( 67 015 ) applied on 15 July 2008


All the dedicated W&S Class 67s are also based at Crewe International and are owned by Angel Trains.


Dozens of jobs are at risk at the small businesses and food producers which supply the highly-acclaimed Wrexham & Shropshire railway company, which is to cease operating on Friday (January 28).

The firm, which provides Shropshire’s only direct rail link to London, with stops at Shrewsbury, Telford and Tamebridge Parkway in Walsall, blamed an “unprecedented economic environment” for the end of the line for the service.

Bosses said there was no prospect of the business reaching profitability even though the company, which launched in 2008, has worked to increase numbers on the service.

More than 50 jobs will be lost directly as a result of the closure, although alternative positions are being sought within the railway industry for those affected.

However the company, which is linked to Chiltern Railways, stressed that it was not insolvent and that all financial commitments would be met.

In an attempt to boost profits, the firm reduced services in 2009 from its original plan of five trains per day to four.

Two lightly used services were later combined to reduce the service to three trains per day in December.

A dispute with rival Virgin Trains prevented passengers from London disembarking at Wolverhampton, although they were able to join the service at the Black Country station.

Chairman Adrian Shooter said: “Regrettably, we have concluded that the potential for further changes to the company’s operations will not improve the financial position sufficiently.

“The shareholders have invested in excess of £13 million in launching the business and funding its losses, and have now concluded that there is no reasonable prospect that Wrexham & Shropshire can become profitable, or offer a return on this investment.”

The company has developed a reputation for excellence in customer service, which was rewarded in autumn 2010 with a 99 per cent customer satisfaction score in the benchmark National Passenger Survey.

But, despite strong growth in passenger numbers, the business has not been able to generate sufficient revenues to cover more than 65 per cent of the cost of operating the service and in 2010 alone suffered losses of £2.9 million.

Rival Virgin Trains has since started a service from Wrexham and now proposes a dedicated link to Shropshire.

Shropshire businessman Paul Belton, who regularly used the service created a 389-name petition to 10 Downing Street supporting it.

He claimed the demise of Wrexham & Shropshire would threaten scores of local businesses which supply the service’s food operation.

“The end of the line puts jobs at risk at suppliers across Shropshire. Virgin Trains should instead concentrate on the West Coast Main Line or lines with no direct link to London like Blackpool,” he said.

Mr Shooter added: “Even though we are forced to close the business, we remain extremely proud of what we have achieved with Wrexham & Shropshire with many stating that we set the standard for all other train companies to follow.

“I would like to pay tribute to everyone in the Wrexham & Shropshire team. Our people are the best in the business.”

All Wrexham & Shropshire tickets already purchased will be valid on alternative routes into London Euston operated by Arriva Trains Wales, London Midland and Virgin Trains, and from London Marylebone by Chiltern Railways.

* A former West Midlands transport chief is planning to lobby Chiltern Trains to extend its successful London-Midlands link to Walsall.

Former Walsall councillor Richard Worrall, who was chairman of West Midlands Passenger Transport Authority, wants a long-awaited inter-city link between Walsall and the capital.

His call follows the demise of the Wrexham & Shropshire service, which called at Tamebridge Parkway on the outskirts of the town.

Mr Worrall wants Chiltern Trains to extend trips from its present terminus at Birmingham Moor Street or Snow Hill to travel via the park and ride station and then on to Walsall town centre.

He said: “The Wrexham & Shropshire service set the standards that others should follow and provided an excellent facility for people living in Walsall and the north of Birmingham.

“Walsall is now the only major West Midlands town not served by a direct rail link to London.”

He urged Wrexham & Shropshire boss Adrian Shooter to consider starting and terminating Chiltern Trains London services back at Walsall, with a stop at Tamebridge Parkway.

Mr Worrall commented: “My main concern, from the Black Country perspective is, of course, to try and get Tamebridge Parkway back on the inter-city map and to get Walsall its long-awaited direct London service.

“Given the populous catchment area, I continue to believe that an attractive level and quality of service would not only bring great benefits to the people and the economy of the area, but also be a commercial success.”

The number of passengers using the Tamebridge Parkway station has risen from 130,000 in 2004 to almost 500,000 last year.

 



Read More http://www.birminghampost.net/news/2011/01/27/jobs-and-businesses-at-risk-after-closure-of-wrexham-shropshire-railway-65233-28067795/#ixzz1CKHFU31P
Dozens of jobs are at risk at the small businesses and food producers which supply the highly-acclaimed Wrexham & Shropshire railway company, which is to cease operating on Friday (January 28).

The firm, which provides Shropshire’s only direct rail link to London, with stops at Shrewsbury, Telford and Tamebridge Parkway in Walsall, blamed an “unprecedented economic environment” for the end of the line for the service.

Bosses said there was no prospect of the business reaching profitability even though the company, which launched in 2008, has worked to increase numbers on the service.

More than 50 jobs will be lost directly as a result of the closure, although alternative positions are being sought within the railway industry for those affected.

However the company, which is linked to Chiltern Railways, stressed that it was not insolvent and that all financial commitments would be met.

In an attempt to boost profits, the firm reduced services in 2009 from its original plan of five trains per day to four.

Two lightly used services were later combined to reduce the service to three trains per day in December.

A dispute with rival Virgin Trains prevented passengers from London disembarking at Wolverhampton, although they were able to join the service at the Black Country station.

Chairman Adrian Shooter said: “Regrettably, we have concluded that the potential for further changes to the company’s operations will not improve the financial position sufficiently.

“The shareholders have invested in excess of £13 million in launching the business and funding its losses, and have now concluded that there is no reasonable prospect that Wrexham & Shropshire can become profitable, or offer a return on this investment.”

The company has developed a reputation for excellence in customer service, which was rewarded in autumn 2010 with a 99 per cent customer satisfaction score in the benchmark National Passenger Survey.

But, despite strong growth in passenger numbers, the business has not been able to generate sufficient revenues to cover more than 65 per cent of the cost of operating the service and in 2010 alone suffered losses of £2.9 million.

Rival Virgin Trains has since started a service from Wrexham and now proposes a dedicated link to Shropshire.

Shropshire businessman Paul Belton, who regularly used the service created a 389-name petition to 10 Downing Street supporting it.

He claimed the demise of Wrexham & Shropshire would threaten scores of local businesses which supply the service’s food operation.

“The end of the line puts jobs at risk at suppliers across Shropshire. Virgin Trains should instead concentrate on the West Coast Main Line or lines with no direct link to London like Blackpool,” he said.

Mr Shooter added: “Even though we are forced to close the business, we remain extremely proud of what we have achieved with Wrexham & Shropshire with many stating that we set the standard for all other train companies to follow.

“I would like to pay tribute to everyone in the Wrexham & Shropshire team. Our people are the best in the business.”

All Wrexham & Shropshire tickets already purchased will be valid on alternative routes into London Euston operated by Arriva Trains Wales, London Midland and Virgin Trains, and from London Marylebone by Chiltern Railways.

* A former West Midlands transport chief is planning to lobby Chiltern Trains to extend its successful London-Midlands link to Walsall.

Former Walsall councillor Richard Worrall, who was chairman of West Midlands Passenger Transport Authority, wants a long-awaited inter-city link between Walsall and the capital.

His call follows the demise of the Wrexham & Shropshire service, which called at Tamebridge Parkway on the outskirts of the town.

Mr Worrall wants Chiltern Trains to extend trips from its present terminus at Birmingham Moor Street or Snow Hill to travel via the park and ride station and then on to Walsall town centre.

He said: “The Wrexham & Shropshire service set the standards that others should follow and provided an excellent facility for people living in Walsall and the north of Birmingham.

“Walsall is now the only major West Midlands town not served by a direct rail link to London.”

He urged Wrexham & Shropshire boss Adrian Shooter to consider starting and terminating Chiltern Trains London services back at Walsall, with a stop at Tamebridge Parkway.

Mr Worrall commented: “My main concern, from the Black Country perspective is, of course, to try and get Tamebridge Parkway back on the inter-city map and to get Walsall its long-awaited direct London service.

“Given the populous catchment area, I continue to believe that an attractive level and quality of service would not only bring great benefits to the people and the economy of the area, but also be a commercial success.”

The number of passengers using the Tamebridge Parkway station has risen from 130,000 in 2004 to almost 500,000 last year.

 



Read More http://www.birminghampost.net/news/2011/01/27/jobs-and-businesses-at-risk-after-closure-of-wrexham-shropshire-railway-65233-28067795/#ixzz1CKHFU31P
Wrexham & Shropshire Railways is to cease operations on Friday, ending its services between North Wales and London, it has been announced.

The rail company said the move followed an investigation into all possible alternatives, citing the "unprecedented economic environment" as a contributing factor.

Trains from North Wales call in at Shrewsbury, Telford and Wolverhampton, on their way to Marylebone Station.

"Although the company has strived to increase passenger numbers, it has been determined that the business has no prospect of reaching profitability. Wrexham & Shropshire is not insolvent nor is it being placed in administration and all outstanding financial commitments will be met.

"Alternative employment opportunities within the railway industry are being sought for the 55 employees, and all staff wages and full redundancy entitlements will be paid," the firm said in a statement.



Read More http://www.birminghampost.net/news/west-midlands-transport-news/2011/01/26/wrexham-shropshire-railways-to-cease-operations-65233-28058234/#ixzz1CKIMbYc6

On Wednesday 26 January 2011 the Birmingham Post reported:

"Wrexham & Shropshire Railways is to cease operations on Friday, ending its services between North Wales and London, it has been announced.

The rail company said the move followed an investigation into all possible alternatives, citing the "unprecedented economic environment" as a contributing factor.

Trains from North Wales call in at Shrewsbury, Telford and Wolverhampton, on their way to Marylebone Station.

"Although the company has strived to increase passenger numbers, it has been determined that the business has no prospect of reaching profitability. Wrexham & Shropshire is not insolvent nor is it being placed in administration and all outstanding financial commitments will be met.

"Alternative employment opportunities within the railway industry are being sought for the 55 employees, and all staff wages and full redundancy entitlements will be paid," the firm said in a statement.

The Rail Maritime and Transport union said the decision was a "bitter blow" to the railway industry.

The company said it had made a number of moves in a bid to make a profit, including cutting the original service of five trains a day between Wrexham and London Marylebone, to four in 2009, then to three last month.

Chairman Adrian Shooter said: "Regrettably, we have concluded that the potential for further changes to the company's operations, including any synergy with Arriva Trains Wales, will not improve the financial position sufficiently."

Wrexham & Shropshire launched in April 2008, restoring direct train services between Wrexham, Shropshire and London, developing a reputation for excellence in customer service, reaching a 99% customer satisfaction score in the National Passenger Survey.

Despite strong growth in passenger numbers, the business has not been able to generate sufficient revenues to cover more than 65% of the cost of operating the service and in 2010 alone suffered losses of £2.9 million, said the company, which is owned by Deutsche Bahn, the German state railway.

The last train to depart will be the 1830 from London Marylebone to Wrexham General on Friday. From Saturday January 29, all Wrexham & Shropshire tickets already purchased will be valid on alternative routes into London Euston operated by Arriva Trains Wales, London Midland and Virgin Trains, and from London Marylebone by Chiltern Railways."

 

In Issue 1282 of Private Eye magazine covering 18 February to 3 March 2011 the Signal Failure column allegedly written by "Dr B Ching" also reported:

"Pontificating in the US press this month,Richard Branson said companies should respond to mishaps by being "honest about what was happening" and that good press relations would "help journalists put any bad news in context." Really?

Branson used Virgin Trains (VT) to illustrate good practice; but VT was far from honest when reacting this month to the latest bad news - people blaming Virgin for the sudden demise of Wrexham, Shropshire and Marylebone Railway.  Passengers on WSMR's London-Wrexham trains liked the standard class leg room, friendly staff, buffet car and not being browbeaten or fined when buying tickets on board.  WSMR's demise shows such sentimentality is out of place in today's greed system (shurely "customer focused rail system"? Ed)

"We did not prevent them dropping off passengers at Wolverhampton, as has been stated by politicians," VT told the Birmingham Post.  In fact VT executive Charles Belcher reminded rail regulators in April 2007 of VT's unique "moderation of competition" clause, banning rivals from most of VT's territory.  He told them WSMR's proposed services "calling at Wolverhampton and Birmingham International" would have "closed rights" - ie WSMR must carry no passengers between London and Wolverhampton or Birmingham International.  Belcher said there was "no record as to how WSMR will ensure that customers will not use their services" and regulators must get "clarification regarding these matters".

The regulator duly shackled WSMR, which never had enough passengers to break even.  But VT wanted to make doubly sure: after showing no interest in Wrexham or Shrewsbury for a decade, VT started a rival Wrexham-London train and applied to compete on Shrewsbury -London (Eye 1235).  Beardie's all for free market enterprise until it threatens his own income; then he loves regulation and market restriction ( see also Eye 923, when Virgin asked regulators to block new Manchester-Penzance trains in 1997)"

 

However, Wrexham and Shropshire will live on in N gauge at Terminal 1 and I hope in the hearts of many enthusiasts who applauded this plucky little company.