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LNER Newsletter No. 55 - September



The SVR Charitable Trust’s special fund-raising trains on 21st September were a hugely enjoyable and a resounding success. The whole ‘not-to-be-missed’ complex operation went extremely well. All the recent months’ of close planning of the day, both on and off the trains, paid off and can only have enhanced the Railway’s reputation for excellence. Running three full round trips with the nine-carriages Gresley set in among the SVR’s ordinary service trains was quite a challenge. But your editor heard only praise and admiration for the staff involved in making the day such a success. This includes those ‘behind the scenes’ activities such as the huge efforts to complete the interior upgrade of our open carriage 52255; the 200+ hours spent cleaning and polishing the nine teaks; the organisation, delivery and distribution of the hundreds of hampers and picnics to passengers of each train; the on-train and station volunteer staff; and dealing quietly and effectively with all the rubbish generated (up to 30 full-size bin-bags for each special train). The whole carriage set and the wider SVR shone, and your editor felt great pride in being part of such a special day. Among our passengers (See Right) were Tim Godfrey, Sir Nigel’s grandson, with his wife Ann and Marion Crawley, wife of the late Malcolm Crawley, a former chairman of the Gresley Society Trust and Doncaster Premium Apprentice with Arthur Peppercorn (the post-war A1 Pacifics’ designer, of which new-build Tornado is the modern 50th class member). The adjacent picture shows your editor inspecting new Brake Third 24506, which proved its worth as the operating hub for organising the excellent on-board food hampers (supplied by the Deli in the Village of Hagley – see menu below).

It is too early to say what the financial return for SVR and the Trust will be, but it is much to be hoped that those who enjoyed their day with us will respond generously and make the Trust’s fund-raising the success it deserves to be.

This was a significant day in the history of the SVR and of the Charitable Trust. The event brought together the iconic locomotive Class A3 60103 Flying Scotsman and, for the first time since 1964, a complete train of nine teak carriages designed by Sir Nigel Gresley. For the three fully-booked special return trains those attending were all invited to enter into the spirit of a ‘1930s occasion’. The passengers certainly did so with great enthusiasm, as did our wonderful set of nine restored Gresley teaks, which all came in their 1920s and 1930s livery of fully lined varnished teak. Perhaps the only attendee which hadn’t read its invitation sufficiently closely was 60103 itself, as it turned up in a 1960s outfit that didn’t quite match the theme of the day! Even new-build Class A1 60163 Tornado appeared for the Pacific Power event in an appropriate apple green livery that nicely matched the Gresley teaks.

Every passenger on the Trust’s trains received an attractively produced souvenir booklet which focussed on the locomotive and the restored set of Gresley teak carriages. Sadly, but perhaps unsurprisingly, the media attention on the event focussed solely on fame of the locomotive and entirely missed the significant rolling stock milestone achieved that day. But that’s nothing new in the world of railway preservation...

LNER Newsletter No. 54 - August


Our Brake Third has had its test runs at last! 24506 had a brief foray from Kidderminster to Bewdley on 11th August to check out some of the modifications made during its Kidderminster Works overhaul. The top pictures (© LNERCG) show this first test – suitably hauled by diesel shunter No.D4100 DICK HARDY, named after a well known railway author and former LNER Doncaster premium apprentice). A full line test run on 17th August was hauled by GWR 0-6-0T 813. The delightful third picture (© Bob Sweet) shows this at Daniels Mill. (Thank you, Bob, for the use of this super shot).

This special edition marks completion of the SVR’s ninth Gresley teak restoration. 24506 will soon be joining our ‘all-Gresley Teak’ Set N to become the main brake in the public service LNER train. It will first be ‘run-in’ for a few weeks and, assuming all is well, it will then take up its new official rôle as the Set N brake. Pending its forthcoming overhaul, Brake Composite 24068 will be rested after the September special events with the LNER Pacifics.        

As has been commented to your editor, our 1943 full brake pigeon van 70759, now adapted as a Brake Third 24506, certainly ‘scrubs up well’! These pictures show just how far we’ve come on this project, which has involved repairs to damaged doorways, woodworm eviction, new floor timbers, a change of under-frame, a roof rebuild, and a revised internal layout to accommodate the revenue earning new compartments – not to mention the extensive fund-raising to pay for it all. It has been quite a challenge...

A short video of the 17th August test run is at: https://www.youtube.com/watch?v=VyDbuLPdz6E



Tourist Third Open 52255’s major overhaul is also nearing completion. TTO 52255 is now in the mechanical shop to conclude its overhaul prior to re-entering traffic as part of the Gresley teak set. This will be in time for the September visits of A3 60103 FLYING SCOTSMAN and A1 60163 TORNADO.


‘Toad’ 17410 is commanding much of our time now, as we progress with minimum-cost survey, cleaning and corrosion removal work. But now some serious expenditure is needed to advance the project to restore 17410 back to operational condition. So this is an appeal for your generosity in the form of sponsorship moneys to help in this worthy work.

Imminent is a decision on the purchase and fitting of new steel to recreate the veranda end. Here the structure proved far too corroded for a simple ‘patch-and-paint’ job. Most of the steel panels and framework at this ‘weather end’ of the vehicle have had to be cut out and removed. The pictures illustrate the extent of the problems – including, literally, bucket-loads of rust plus a squirrel’s nut hoard and evidence of a rat’s nest!

We have received an attractive quotation to make and fit the new veranda-end steel panels along with the associated steel floor and framing. The new steel is to be fitted and welded on site by a local contractor.

So we now have our first ‘bucket-list’ of parts suitable for sponsorship to allow a rebuild of the veranda end as a first step towards the Toad’s new life on SVR.

 Here is our ‘Veranda List’ for this first structural stage of the project: 


  • Three wall plates (two side walls and one end-wall) at £300 per panel.
  • One new steel floor panel at £300 – beneath the wooden floor members.
  • Fourteen frame sections to hold the panels, including the upright and longitudinal sections at floor and waist height – at £50 per frame section.
  • Four sandbox faces at £50 per piece.
  • Two rebuilt veranda doors at £500 per door (picture right).


...And, for variety, we also seek sponsors please for –

  •  Two newly made windows for the other end of the cabin at £400 each (picture right); and
  • the central hatch opening at the non-veranda end. This complex wooden structure also has to be remade as it is beyond repair. Appropriate sponsorship is at £500.



This picture, dated 2/5/1932, appears in © ‘LNER Reflections’ edited by Nigel Harris, The book contains images from the Hulton Picture Library and was published by Silver Link Publishing Ltd in 1985 with several reprints.

The caption claims it is a ‘Flying Scotsman working’. But the departure is from King’s Cross suburban Platform 15, which at best would hold half dozen corridor carriages. More likely this is a trial for the famous ‘Beer Trains’ that developed into the ‘Cambridge Buffet Express’. The leading vehicle is a GNR Diagram 164K of which only ten were built including our Corridor Composite 2701. So there’s a fair chance this may be 2701...


Before its SVR adventures with a certain Gresley A3 locomotive, new-build A1 Pacific 60163 will set out from London’s Victoria Station on Thursday 8th September heading for the SVR. Travelling via Leamington Spa, Solihull and Tyseley, ‘The Severn Valley Venturer’ will pass through the revived Birmingham Snow Hill station, then on via Smethwick, Old Hill and Stourbridge Junction to Kidderminster where Tornado will take the SVR link from Network Rail. With No. 60163 still at the head, the train will call at Bewdley before travelling the length of our railway to Bridgnorth. Here passengers will have a break of around three hours. For the return journey the use of Bulleid West Country class Pacific No. 34027 Taw Valley has been requested as far as Bewdley, where a DB Cargo Class 66 diesel will take over for the return journey back to London Victoria.


Brake 4149 just might have been destined for SVR to sacrifice its underframe as a replacement for the corroded one under our Pigeon Brake 70759. Reflecting the known history of BGP 4149 against the anonymity of our 70759 and 70442 (the latter being the underframe and spares donor vehicle), wiser counsels led to the complex exchange of vehicles described in Newsletter No.3, which readers can find at: – http://www.lnersvrcoachfund.org.uk/news_letters/Newsletter_03-2011.pdf

Whilst working on the pigeon van/ambulance car BGP 4149 our Great Central Railway Vehicle Preservations colleagues discovered hundreds of chewing gum wrappers tucked into the bases of the steel roof hoops. These are thought probably to date to 4149’s wartime days when it served as an ambulance train vehicle in Europe. In that rôle the American soldiers that were carried in it were supplied chewing gum as part of their K-rations.


Yes, I know it’s more on the GWR theme. But your editor could not resist including this serendipitous conjunction of three attractive Great Western locos seen at Bewdley on 11th August. Tank loco No.813 was out on test following its recent overhaul at Bridgnorth; 4-6-0 No.7812 ERLESTOKE MANOR was arriving on a scheduled passenger service; and 0‑4‑2T No.1450 (currently a visitor from the South Devon Railway) was awaiting its next duty.

Earlier the day had seen 24506’s test run, and 813 has now had the honour of hauling our 24506 on its full trial run.

Every day’s a gala day on the SVR!

LNER Newsletter No. 53 - June 2016


Work continues in Kidderminster Carriage Works to finish this carriage for operation as the main brake vehicle in our Gresley set. Completion date and the final bill for the workshop costs are awaited. Sponsorship, including the most recent for the steam heat pipe (thank you, Roland), has so far raised an impressive £48.7k, which with gift aid and the grant for the new roof means a total raised of £68k. More opportunities still await you, and every little helps!

24506’s body is complete apart from some toilet reassembly once a vital piece of its below-floor ’plumbing’  arrives from the makers. The mechanical overhaul is proceeding, but the pace is slower than hoped because of a staff vacancy. The steam heat has been completed, tested and passed fit. The draw and buffing gear has been refurbished, the handbrake mechanism bushed and pinned, and an overhauled pair of vacuum brake cylinders fitted on refurbished pivots to work through refurbished linkage. The rusted platework above the centre bogie castings has been replaced with new, whilst a badly bent bogie pivot pin has also been replaced (maybe the result of a rough shunt in BR days). The dynamo and electrical regulator have been exchanged for a freshly overhauled set. The gangways have also been refurbished and are being fitted meaning that 24506 looks externally complete. But it still rests on its accommodation bogies pending fitting of its overhauled pair. 24506 is due to be completed and released to traffic by the end of July, when it will replace the very tired 24068 in Set N.


As reported in Newsletter 52, 43600 is back in service. With the clear evidence of movement in the roof boards causing splits and leaks in its 30-year old canvas (now resolved) it has been decided that 20-25 years should be the maximum expected life of these roof canvases.


Work continues with Tourist Third Open 52255’s major overhaul and interior improvements. Three months ago it was beginning to look unlikely to make its date with Flying Scotsman in September. However a supreme effort by the Paintshop staff, SVRCT apprentices, volunteers, the LNER gang and Martin, our French intern, has brought it along to the point where, barring unforeseen disaster, it will be smart and serviceable. The lining and livery may not be complete (a common wartime feature), and the toilets may not work. But it'll be presentable, watertight (we hope!) and with an improved 64-seat saloon interior. After the frame and panel repairs described in the latest edition of SVR NEWS, all the exterior panels and beading have been refitted, all windows replaced, the roof made sound and re-canvassed (the old one was 35 years old and just as bad as 43600's), and the fittings are going back. Internally the ceiling has been made secure and painted, new lino laid, ‘Rexine’ applied to the walls, and the reupholstered seats are being installed. The new wall lamps and the new donated pictures (thank you, George) are being installed. Meanwhile the refurbished vestibules are in their tasteful caramel and teak paintwork. If time runs out on the livery, it'll be completed later in the Teak Train’s ongoing refurbishment programme.


Brake Composite 24068 also has a leaking roof from the ‘loose planks’ syndrome causing canvas splits. This is particularly annoying as its canvas is only 15 years old and so should have been good for another 5-10 years. To minimise further damage it will be withdrawn from service as soon as 24506 is ready, only reappearing for the Flying Scotsman and Pacific Power events. Its overhaul is scheduled to span the Christmas 2016 period, and we hope to smarten up the compartments with new upholstery on refurbished/new seat cushions. This will include new donated pictures (thank you, Neil) and, as a bare minimum, a good clean of the walls and ceilings. At its initial restoration in 1980, sapele wood was used as a teak substitute for some exterior panels on cost grounds. Last time round a few of these were replaced with teak where they had rotted. The others will be examined and replaced if in poor condition, or stained to match the others if they can be expected to last until its next overhaul in another 7 years.

Wheelchair 3rd Open 24105 has now been in traffic for 19 years needing very little ‘TLC’. But it too is leaking, mainly through the window frames, and would be withdrawn from service now if it could be spared. It will be withdrawn after the Christmas 2016 service for its overhaul to commence and will follow 24068 through the paintshop. Although the roof appears sound, canvas replacement is felt prudent given its 20 years age. The reproduction LNER seats made and fitted in 1996 have not stood the test of time, and these will be replaced with the now SVR standard "Gresley profile" seats based on the durable Mk1 structure. Quotations are being sought for a new set of ends to an updated style (based on those in 1920s vintage Diagram 27 series of Open Thirds); the related ironwork is already under construction. Otherwise, it needs a good tidy inside, some new paint, and exchanging the BR-pattern wall lamps for the LNER-style ones obtained a couple of years ago.

Tourist Third Open 43612 is due for its overhaul after 24105; it should be complete by mid-summer 2017. Apart from its 30-year roof canvas, it appears sound. Internally the BR wall lamps will need exchanging for LNER-style version.  We do have a set of LNER luggage rack brackets to replace the BR Mark 1 type currently fitted. But this is a time-consuming job and will depend on available resources. Most of the teak panels on this carriage are of poor appearance either through bad splits following "wild" grain patterns or failed jointing of narrow panels to make wider ones. We've enquired, but unfortunately our Moors LNERCA colleagues don't at present have the teak available to supply replacements. So these panels will have to do for the next seven years. LNERCA are attempting to source a log, and once a price is available we expect to launch a "panel appeal" for this otherwise very attractive carriage.


‘Toad’ 17410 has been plated to identify its new owner. The SVR Trust is to launch a fundraising initiative to raise £10k to restore 17410 within 3 years. Donations will be sought plus a parts and materials sponsorship scheme. Now partially dismantled for survey, it appears that most of the exterior woodwork and the floor need to be replaced (middle picture), together with about 75% of the veranda steelwork (third picture).  Fortunately most steelwork associated with the cabin should be repairable. A volunteer has agreed to bush and pin the brake linkage, and work has commenced. In addition to the new side doors (making of which was covered in Newsletter 51), work has also started on a new pair of opening windows for the non-veranda end. The guard's seat has been repaired and is at Kidderminster where the volunteer upholsterer will ‘do his thing’ when required. Similarly the vacuum cylinder awaits overhaul. An offer has been received to profile the tyres, but extracting the wheel sets may not be possible at this stage.

LNER Newsletter No.52 - June 2016



Repeated thefts of antimacassars from our Brake Composite had depleted stocks to the point of needing action. So we’ve removed the remaining stock (an inappropriate style anyway). We have now installed some new plain linen squares that hopefully will be less attractive to ‘collectors’.

These squares might still be used for other ‘nefarious’ purposes, which your editor leaves to your imagination. Rest assured, it does happen!!!

While your editor was fixing the new linen squares in 24068 he was greeted with the news that several ‘GNR’ embroidered antimacassars in our award-winning 2701 had also been stolen. We have only a limited stock – all provided with the labour and personal funds of LNER volunteers. So, to ensure stock for the Flying Scotsman and Tornado visits in September, we’ve had to withdraw the remaining 2701 antimacassars for the rest of the 2016 season.


Work still continues in Kidderminster Carriage Works to finish this carriage for operation as the main brake vehicle in our Gresley set. We still await a completion date and the final bill for the workshop costs – likely to be into five figures. Vital sponsorship money is slowly coming in. Items still awaiting sponsorship include  luggage racks (3 @ £150 ea); mirrors (2 @ £75ea, now all fitted); pigeon basket shelves (3 @ £40ea); picture frames (3 @ £50 ea); steam heat through pipe (£250); one heater control (£100); and the electrical regulator overhaul (£100). Every little helps!


The first picture above shows volunteers busy applying protective paint to the underside of 24506 while this is still accessible. The second picture shows 24506 and 52255 sharing the workshop floor – with 24506’s overhauled bogies waiting ready between them.


After completion of 43600’s new roof canvas and the bodywork’s refresher varnish, the carriage has now retaken its proper place in the Teak Train for the public to enjoy again. And very smart it looks – see picture below.


Extensive work also progresses with Tourist Third Open 52255’s major overhaul in readiness for its interior improvements. Some challenging pieces of carpentry are being done and, like 43600, the roof panels have needed re-securing to the roof steelwork (another 900 bolts). Similar roof work awaits our remaining SVR Gresley carriages. The following pictures give a glimpse of some of the comprehensive work being done on this venerable vehicle – now some 81 years old but never built with a life expectation much beyond 20-25 years. The fourth picture compares new and old steel brackets that reinforce the rigidity of the teak frame members. The picture illustrates the rust ravages of the carriage’s long life in a harsh working environment. Teak and steel don’t talk kindly to each other!


The last newsletter reported the newsworthy appearance of our LNER Kitchen Composite 7960 in a London mainline station. Here is another picture of a more solemn but unfamiliar appearance of varnished teak back in 1952. This was the occasion of the late King George VI’s funeral. The King had died at Sandringham, and his coffin was brought to London in the then LNER Royal Train. After the Lying-in-State this stock was also used for the funeral journey from Paddington to Windsor. The adjoining picture – from a recent film marking the Queen’s 90th birthday – shows the LNER train at Paddington at that time. Though this was some four years after nationalisation, the stock was still proudly carrying its LNER varnished teak. The teak finish was lovingly kept in prime condition by specialist craftsmen who had done so for many decades. These same craftsmen sometime later openly wept when they were forced to apply claret paint to the stock in the new undertaking’s febrile drive for an all-embracing ‘corporate image’.

Briefly returning to the 5th April King’s Cross ceremonies, readers may like this (and other) YouTube videos of the Gresley statue event. An example is: https://youtu.be/dl1LlOCWxOQ This nicely covers the Trust’s Kitchen Composite No.7960 along with some of the day’s ceremonial. It also vividly shows that N2 1744 was very actively powering our 7960 and the two idling Class 20 diesels out of Platform 8 after the unveiling. 

Another interesting YouTube snippet is at: https://youtu.be/s0gpF7Lh-vQ. This shows the 1936 naming of LNER Class B17/4 4-6-0 No.2848 locomotive ‘ARSENAL’ – in line with the chosen theme of football clubs for several members of that Class. The King’s Cross naming was by Lord Lonsdale, who somehow manages to get the engine’s name wrong in his short speech! This video clip is of particular interest because it includes film of Gresley himself both on and off the footplate around the time he received his knighthood.


LNER Newsletter No.51 - April 2016

KING’S CROSS STAR role for TRUST’s 7960


On Tuesday 5th April the statue of Sir Nigel Gresley, commissioned by the Gresley Society, was unveiled in the station’s new Western Concourse near to Gresley’s former office. The unveiling was by Network Rail’s chairman, Sir Peter Hendry CBE before a large crowd of Gresley supporters. The SVR was well represented – principally by the nearby presence in Platform 8 of our Charitable Trust’s restored Gresley Kitchen Composite No.7960. On board, acting as stewards, were our Chairman, Hugh McQuade, and SVRCT’s new trustee, David Mead. An historic occasion with a number of ‘firsts’ including the first LNER passenger teak carriage in the Cross since the last Buffet Cars in the 1970s; the first Gresley tank loco since withdrawal of the N2s in the early 1960s; the first GNR liveried vehicle for many a decade. Much interest was shown in the carriage, and a number of donations were made towards the Trust’s work.

 Among the guests present were Tim Godfrey, Gresley’s grandson and our Carriage Group’s Vice President (here shown giving his address) and Nick Paul, Chairman of SVR Holdings & a CT trustee (seen just by the statue). A hitch with the attractive display panel designed to accompany the statue meant this was absent, but this will be erected soon. The statue itself, by Hazel Reeves FRSA, is an excellent and characterful representation of the great engineer. The rolling stock display made an interesting contrast with the modern motive power – as illustrated by these two pictures by © Nigel Cripps (thank you, Nigel). It was one of those special ‘not to be missed’ moments of railway history.


There have been important changes in the ownership of some of the SVR’s ex-GNR and ex-LNER carriages. The LNER (SVR) Coach Fund has donated its remaining two carriages – GNR 2701 & TTO/Wheelchair carriage 24105 – to the SVR Trust. And the SVR Holdings Company has agreed to transfer its two Gresleys – Buffet Car 643 & TTO 43612 – to the Trust on mutually acceptable terms. In consequence the Charitable Trust now owns all nine of the Gresley teak carriages on the SVR. This secures their ownership for the long term and is a very welcome outcome.

When FLYING SCOTSMAN comes to the SVR in September, it will be able to re-enact its 1964 run with nine Gresley teaks for the Gresley Society special train on 2nd May that year. Then it was an apple green A3 ‘4472’ hauling, for the last time in the LNER/BR era, a set of nine BR maroon teaks. This time it will be t’other way round with a BR-liveried A3 ‘60103’ in ‘cowpat green’ with nine varnished teak carriages. One day we’ll get the livery combination right...


Consequent on the ownership changes, the honorary appointments attaching to the LNER Coach Fund have by agreement been transferred to the Trust’s LNER Carriage Group. The Coach Fund continues to function chiefly as owner of a large number of spares and a facilitator of the Trust’s continuing work on the Railway. The LNERCF and LNERCG share the same volunteer personnel.


Work continues in Kidderminster Carriage Works to ready this carriage for operation as the main brake vehicle in our Gresley set. We don’t yet know what the final bill will be for the workshop costs. We are still receiving some vital sponsorship moneys. One result is that all 600 feet of 24506’s teak beading is now fully sponsored. Thank you to the many good souls who have steadily ticked this item off foot by foot – and thank you, Roland, for rounding off the task.

The latest position on the LED bulbs appeal is that donations of £740 have been received which, with gift aid, becomes £900. A big ‘thank you’ to all concerned – you know who you are. As a result the conversion of our Gresley carriages to LEDs is substantially advanced bringing significant savings in the power demands on the batteries.


This long task that fought us all the way is at last nearing its end. The new canvass is on and secured; all the roof vents and other vital fittings have been re-instated; the canvass has been painted with its pristine but highly impractical white finish; and the body is now receiving a clean-up and a ‘refresher’ re-varnish. Hopefully it will be back in service soon.

Work also progresses with Tourist Third Open 52255’s overhaul in readiness for its interior improvements.


Our group is not known for ‘taking life easy’. So, just to keep the pot boiling so to speak, the task of restoring this now somewhat woebegone GWR vehicle has been started ‘to keep us all busy’. It needs considerable love and attention after a hard SVR life exposed to the elements and working in SVR permanent way trains. Much of the steelwork needs replacement, and there are some challenging pieces of carpentry to be done – a start has been made rebuilding the veranda doors (see picture).     

TOAD 17410 is also now owned by the SVR Charitable Trust following agreement of those of its former owners who could be traced. ....And inevitably it will need funds to pay for the work.


LNER Newsletter No.50 - Febuary 2016



It is most appropriate to mark our 50th edition of the newsletter with a good news story! Tuesday 9th February was an historic day for the new Brake Third No.24506 when it emerged from Kidderminster C&W Paint Shop into that morning’s lovely winter sunshine. Looking a (nearly) complete Gresley carriage, it has now moved into Kidderminster Carriage Shed for a short period while it awaits a slot for its mechanical and electrical overhaul and transfer onto its own restored bogies – here shown awaiting their own move into the Works. During the shunt movements the Brake Third was briefly coupled to Tourist Open Third (TTO) 52255, which itself was on its way into the Carriage Works for completion of its own internal restoration. The second small picture is an interesting contrast between a newly varnished vehicle and one that has done nine years’ service since it last saw a varnish brush. Nine years between re-varnishing is far too long! The final small picture (© Mike Cranmore) shows the remaining centre of pigeon van 70759’s underframe now serving as a workbench for corridor gangway repairs and overhauls.



Thank you to the recent donors. This appeal remains open, and we wait to hear from you...


This work proceeds at a steady pace despite the reluctance of the old canvas and its adhesive to separate from 43600’s roof timbers. But what has emerged is that some timbers have been moving and in places are no longer securely attached to the steel hoops that give the roof’s shape. The roof timbers are in good condition, and the problem is not as severe as in 70759/24506 (where an entirely new roof was needed). A solution has been devised to correct 43600’s problem by bolts that are tapped and screwed into the structural steel hoops to re-establish the necessary strength.  The adjoining picture shows one of the new bolts in place. They seem to be achieving the desired result. Up to a 1000 bolts are likely to be used.


Cleaning off the old canvas and adhesive has revealed two wooden plugs in the roof above the toilet area. These relate back to 43600’s time as an emergency ‘control train’ for use in the event of another war. At that time the carriage was fitted with chemical toilets and associated vents in the roof. These were removed after 43600 arrived on the SVR – but not before one of them had had an argument with the overline bridge at Arley! One of the vents is shown in the attached picture (©Peter Goodall) taken at York in 1980. (The adjoining carriage is our TTO 24105, now modified to carry wheelchairs).


This lovely shot shows 60103 FLYING SCOTSMAN making light work of climbing Shap on its recent main line loaded test run. The picture is © Rodney Towers, who is one of our LNER Coach Association friends on the North Yorkshire Moors Railway. And, yes, the A3 is hauling eleven BR Mark 1 coaches plus a diesel in the end to provide the electric train heating.

A tempting early taster for the world-famous Gresley Pacific’s visit to the SVR in September...

LNER Newsletter No.49 - Febuary 2016

"70759 IS DEAD! LONG LIVE 24506!"




The spirit and much of the material of 70759 still lives on in the modified carriage, particularly in the restored brake area. But its number ‘70759’, from the 1943 LNER renumbering scheme and starting with a ‘7’, indicated a passenger full brake van. That clearly no longer suits the Brake Third as modified to meet SVR operating needs. So we looked for something suitable and plausible that would fit such a conversion, had it been undertaken by the LNER itself. After the 1939-45 War the railways were desperately short of rolling stock following the wartime depredations and lack of investment. So they might well have looked for ways of remedying this using the limited resources available at the time.

There are precedents for converting carriages to different layouts to meet changing travel needs. One such was a Doncaster-built 1907 Brake First to GN/NE Diagram J12 subsequently rebuilt as a full seven compartment first in 1911. 1907 also produced a GN/NE Joint Brake Third No.15 with two compartments but built with in a full brake body-shell. The latter vehicle also had a corridor on the ‘reverse side’ of the carriage as the guard’s area was central, as in 24506.


Our Brake Third in some ways reflects the LNER’s 1939 vestibuled Brake Thirds to Diagram 114, which ran numerically from 24490 to 24509. One of two wartime casualties in that series – 24506 – was destroyed by enemy action. So it made some sense to use this number as a hypothetical replacement but to a variant ‘Diagram 114A’ layout.

There are differences between the standard Dia.114 and our Dia.114A. For example, our carriage’s corridor runs along the opposite side of the compartments – as in the GN/NE vehicle mentioned above. This was to allow the existing enclosed central guard’s compartment to be retained and restored. That contrasts with the usual LNER Dia.114 arrangement with the guard in an open area at the end of the vehicle. SVR guards have long complained about their small but open, draughty guard area in 24068, which often throngs with passengers, buffet trolleys and push-chairs. So we decided the right course was to retain 70759’s authentic enclosed cabin facility – both to help our SVR guards and to restore it as an original feature of the vehicle. The innovative LNER could conceivably have modified a surplus pigeon van in this way to create an economic replacement for the lost 24506.

If you would like to see a superbly restored original Dia.114, one exists on the North Yorkshire Moors Railway, recently and wonderfully brought back to life by our Yorkshire colleagues in the LNER Coach Association. This vehicle – No.3669 – is one of those to appear at the York National Railway Museum’s 25th March–8th May Flying Scotsman‘Service with Style’ Exhibition as an example of travel experience on the East Coast Main Line in the steam era. There is a modest pre-bookable charge for this – see details on the NRM website link below. The second link is to photographs of 3669’s restoration. Our May 2015 Newsletter 43 and supplement covered the launch of 3669.


Thank you to those good souls who have already responded to the appeal for the purchase of LED bulbs to improve the lighting in the Gresley Teak Train. At the time of issue some £370 has been raised, to which the SVR Trust will be able to add the benefit of Gift Aid. To assist with similar donations, a donation form is attached.


We have now started the big task of replacing the life-expired roof canvas on Tourist Third Open 43600. This is being done as a volunteer-led project in Kidderminster’s Carriage Shed – which has its own unique microclimate especially in freezing weather. The first stage of stripping the old canvas has proved rather challenging in the winter cold.


On 5th April there is to be a formal unveiling of the Gresley statue at King’s Cross. Included in the special display will be a streamlined A4 (60009), the GNR-liveried N2 former King’s Cross 0-6-2T suburban tank (1744) – both in light steam in KX’s Platforms 7 and 8 – along with the SVR Trust’s Kitchen Composite (7960). No.7960 is here shown in Kidderminster Carriage Shed awaiting its moment in the public eye.

LNER Newsletter No 48 - January 2016


One of the headaches of running a busy heritage railway, especially one with a tunnel or two and regular winter-running, is maintaining the trains’ electric light systems. The heritage railway environment, with its slow train speeds and long layovers, is particularly punishing on the trains’ lead acid batteries. Our 21st century life styles tempt some of today’s passengers to assume our trains are permanently linked to the public electricity (and water) mains. Prolonged demand on the batteries carried below each carriage is punishing on the cells of lead acid batteries, which are easily damaged if exhausted of their charge. They are expensive to replace, and the use of lead in their production is not ‘environmentally friendly’. Our trains’ relatively slow speeds limit the scope to recharge ‘on the move’. So regular recharging as part of the each vehicle’s maintenance cycle is essential – adding to the SVR’s energy costs to keep the trains running. The ‘Santa’ services, galas and other special events are particularly demanding.

Fortunately there is now a solution by using LED bulbs. In our recent restorations we have been experimenting with LED lighting and pressing industry for a solution that suits the 24 volt circuitry of the railway. Our Tourist Third Open 43600, re-launched in November 2014 with a restored interior, included LED wall-lighting to test the benefits. The effect has been dramatic. This is despite the carriage still having conventional tungsten bulbs for ceiling and vestibule lighting (there hitherto being no suitable LED bulbs for those areas). Over 43600’s first year of operation the demand on its batteries has fallen significantly – to the point now that its batteries only need a modest top-up charge to keep them fully ready and in good health.

The demand and life differences between LEDs and tungsten bulbs are astounding. For an LED the wattage power needed is a tenth of that of a tungsten bulb. But an LED bulb’s life in terms of its active hours’ life is at least thirty times that of a tungsten bulb of similar light output. Coupled with the gains for battery health, durability and reduced battery replacement costs, the equation is in modern terms a ‘no-brainer’.

Industry has now recognised the scope for LED lighting in the heritage railway environment, and suitable LED bulbs are now being produced.


Our volunteers will shortly start the big task of renewing the roof canvas on Tourist Third Open 43600. The first stage will be to strip off the old canvas and clean up the roof. Think of us working away in that cold Carriage Shed...


Our Brake Third project is making good progress in the Kidderminster C&W Paintshop. Areas of the paintwork and varnish are being finished off or refreshed, the new seating fitted, and the precious gold leaf has been applied to th

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