Part one of our in-depth look at Britain’s standard gauge new-build projects
In the first part of a new series examining and analysing britain’s myriad standard gauge new-build projects, Thomas BrighT explores those with LNer pedigree.
It has been ten years since Tornado steamed. That’s ten years since ‘A1’ No. 60163 became the first standard gauge main line steam locomotive built in Britain since Evening Star was outshopped from Swindon in 1960. The completion of the Peppercorn ‘Pacific’ in 2008 proved that what was once thought to be an impossible dream – resurrecting an extinct main line locomotive design by building one from scratch – was now a reality, and prompted the launch of even more new-build projects, all aiming to replicate the ‘A1’s’ success.
However, the fact that – aside from the backconverted Great Western railmotor No. 93 – no standard gauge main line new-build project has come to fruition since then is verification, if it was needed, that building a steam locomotive from scratch is no easy task, and the complexities of actually doing so have proven to be an obstacle over which few have hurdled.
Tornado’s tenth anniversary is therefore an appropriate time to take stock of the varied new-build schemes, scrutinise their numerous approaches towards replicating their chosen lost design, and ask why none has yet followed in the footsteps of the ‘A1’ and the railmotor.
Of all 213 steam locomotives saved from Barry, only one hailed from the London & North Eastern Railway – ‘B1’ No. 61264. As such, the LNER and its constituents are the least represented railway companies in preservation.
Furthermore, aside from the six ‘A4s’ and pairs of ‘B1s’ and ‘Y7s’, every other surviving locomotive built for the LNER and its predecessors is unique, and relatively few are operational.
It is perhaps for this reason – as well as the fact that many classic LNER designs were rendered extinct long before the preservation movement got going – that over a third of the current, active new-build projects aim to replicate locomotives which ran for the LNER, its predecessors and successor. However, only two – ‘P2’ No. 2007 Prince of Wales and ‘G5’ 0-4-4T No. 1759 – are at an advanced stage of construction and, uniquely among new-build projects, there are two pairs of duplicated designs being built – the ‘P2’ and the ‘B17’.
Is this evidence of the enthusiasm towards long-scrapped LNER designs, or an indictment against the over-proliferation of new-build projects generally?
These questions and more will be considered in a later edition of Steam Railway, but for now let’s focus on the individual projects themselves and analyse what stages they’re at…
It has taken just four years for the P2 Steam Locomotive Company to go from cutting the frames of its new Gresley ‘Mikado’ to presenting a substantially complete-looking locomotive. That is the power of successful and proactive fund-raising.
It is easy to be cynical about No. 2007 Prince of Wales, and the project’s detractors will undoubtedly point out that there is nothing currently beneath the boiler cladding. Yet, that no other newbuild project has achieved the same level of progress in the same timeframe speaks volumes about the success of the P2SLC’s approach to building its 2-8-2.
There are still significant hurdles that the project must overcome before it is complete – chiefly building the boiler and the complex Lentz poppet valve gear, which is unique to this locomotive – but if any group can do it, it’s the team that has produced the only completely newbuild standard gauge main line steam locomotive in Britain to date.
P2 Project Director Mark Allatt surmises: “The team behind No. 2007 has the expertise, track record and a plan – it is just a case of when, not if.”
It’s not a case of all mouth, no trousers, as is evident in how much they’ve achieved since cutting the frames in May 2014, and by how much they’ve raised this year alone – £500,000.
The P2SLC’s aggressive but undoubtedly effective fund-raising strategy is the main reason why Prince of Wales is making such rapid progress. Mark says: “Our core is still covenanting – a ‘P2’ for the price of a pint – with a minimum of £10 per month.
“This is supplemented by clubs focused on particular workstreams, i.e. The Founder’s Club (frames), The Boiler Club, The Cylinder Club, The Mikado Club (wheeling), The Motion Club, Dedicated Donations – which deals with sponsorship of specific components – and commercial sponsorship (usually in-kind). We have almost 900 ‘P2’ covenantors and probably another 450 casual donors who are members of clubs, etc.”
Critics will point out that much of this money is not yet in the bank, and there’s nothing stopping covenantors from withdrawing their support, so is the P2SLC counting its chickens before they’re hatched? Maybe, but the continued rapid take-up of membership to the various funding clubs as they’re launched suggests that the support is not only there, but is set to continue – and even if some donors withdraw their funding, any such loss is a drop in the ocean in light of the number of other supporters. That breadth of support means the team at Darlington can quickly turn money into metal and by the end of 2018 No. 2007 will be completely wheeled. Within the next year, both the boiler and cylinder block will be ordered; construction of the tender will be well underway; and the first parts of the motion will be delivered. Within three years, it should be finished. Another reason for Prince of Wales’ success is that the A1SLT has a defined plan for it. It isn’t merely a halo project which seeks to achieve little more than resurrecting a long-lost design, but a locomotive specifically designed for the 21st century main line. Before long, the trust should have a proper operational base at Whessoe Road in Darlington (see SR472), from where both Nos. 2007 and 60163 Tornado will haul main line railtours coupled to a rake of modern Mk 3 coaches. Not heritage, no – not in the strictest sense at least – but taking the best of the past, improving upon it and carving a niche for it in the present day. Based on the current rate of progress, and the group’s track record, it’d be foolhardy to bet against Prince of Wales making its targeted steaming date in 2021, and it proves what is possible with a concentrated attitude towards fund-raising.
Furthermore, the confidence that the A1SLT inspires means that it is already planning to follow it up with a ‘V4’ 2-6-2, ‘V3’ 2-6-2T and ‘K3’ 2-6-0 in years to come. In the short term, enthusiasts will definitely see a ‘P2’. It really is a case of when, not if.
In 2014, both ‘P2’ projects had their respective frames cut. Since then, No. 2007 Prince of Wales has made rapid progress, giving a taste of what will undoubtedly become reality in or around 2021.
Cock o’ the North, however, has made no such progress. It actually beat No. 2007 to the punch in having its frames cut first, but that slender advantage over its Darlington rival has been lost in the intervening years. The frame plates are displayed on a wagon at an aircraft museum, and no other major components have been made since 2014. ‘P2’ prototype Cock o’ the North is the most famous member of the class, particularly in its initial semi-streamlined form – in which No. 2007 is being made, albeit modified – but the Doncaster-based group has decided instead to opt for the later, post-1938 ‘A4’-style front end for its replica of No. 2001.
DP2LT spokesman Mike Hobdell explains: “It was decided that the initial plan to build the locomotive as it originally appeared should not be pursued as it would not have been reliable and would have required constant maintenance and replacement of expensive parts. Essentially, the original design was flawed so the decision was made to build the locomotive as remodelled in 1938, when it was fitted with Gresley motion, Walschaerts valve gear and the streamlined ‘A4’-style ‘Bugatti’ front end, as were the other members of the class.” The trust declined to provide Steam Railway with any financial information, but according to its published accounts, income for the year ending March 31 2018 was £16,716. Were that trend to perpetuate, it would take nearly 300 years to raise the £5 million needed for No. 2001. However, the group asserts that its plans to create a Doncaster Railway Heritage Centre in partnership with Doncaster Council will provide the project with a significant boost. Mike says: “The current lack of a permanent home does not handicap the fundraising efforts of the trust and progressing with the engineering design activity. As the majority of engineering manufacture will be contracted out, the situation will be resolved with the timely development of the Railway Heritage Centre, which will provide facilities to display Cock o’ the North throughout its build process and assemble readymanufactured components on site. “A funding programme has been launched with the aim to put Cock o’ the North on display in the new museum complex. Work is progressing to prepare the new museum ready for opening in 2020.” Should these plans come to fruition, the DP2LT has a five-stage plan for completing the ‘P2’, with the first stage of completing the 2-8-2’s ‘rolling chassis’ estimated to cost over £900,000. Stage 2 will see the addition of the motion, brake rigging and platework, Stage 3 assembly of the boiler and smokebox, Stage 4 the tender, and electrical and control gear as part of Stage 5. The trust did not provide any timescales for these stages and, aside from Stage 1, no costings either, although Mike says: “The second and third stages account for almost half the build cost, so will require significant investment.”
But even if the funding is forthcoming, and the proposed railway heritage centre becomes reality, by the time No. 2001 is ready to make any significant headway, Prince of Wales will be approaching completion, if it is not already running. Is there enough demand for two ‘P2s’? Mike says: “It seems to be a common misconception that we are in competition with [Prince of Wales]; in reality we are competing with every other new-build project for the same funding pool. “Everyone recognises the tremendous achievements of the A1SLT in building Tornado and setting the standard for newbuilds. Their success with funding Prince of Wales undoubtedly means it will be running before Cock o’ the North, but the differences of the designs could present interesting options for the public if both were steaming alongside each other in the future.
“As the existing main line locomotive fleet gets older and overhauls get progressively more expensive, there will be potential traffic for two new locomotives with the haulage capacity of a ‘P2’.”
The logic is sound, but will there be appetite from either railway enthusiasts or the general public for a second ‘P2’ – regardless of the different smokebox designs – once Prince of Wales has been completed? Given that the DP2LT has been going 15 years longer than its Darlington counterpart, and has not yet capitalised upon one of history’s most famous locomotive names, suggests that any such prospect might take a very long time.
Although the B17 Steam Locomotive Trust was incorporated in April 2011, the project to build No. 61673 Spirit of Sandringham can trace its origins to 2007, when the North British Locomotive Preservation Group unveiled its plan to build two ‘B17s’ – one for main line use and another as a static display model. It is claimed that the 2008 financial crisis put paid to these plans, and the B17SLT emerged in 2011, focusing solely on an operational main line ‘B17’ replica, leaving the NBLPG contingent to their ‘B17’ scheme (see right).
Why should people support No. 61673? Project Director John Peat says: “It was the only 4-6-0 express passenger locomotive created by Sir Nigel Gresley and was specifically for use on the Great Eastern section of the LNER in East Anglia. “The ‘B17s’ are also the missing link in the evolution of Great Eastern Railway and LNER 4-6-0 designs, and are icons of East Anglian transport.”
Spirit of Sandringham will run on both the main line and preserved railways where, says John, “this handsome locomotive will be a distinctive addition to today’s preserved LNER locomotive fleet, capable of providing power, speed and all-round route availability.”
As outlined in SR483, the trust has drawn up a three-phase construction plan, with the frames and design work for the chassis to be completed by the end of this year. Phase 2 concerns the construction of the ‘rolling chassis’, and the design for the motion and boiler between 2019 and 2022, with Phase 3 covering the manufacture of the boiler and firebox, as well as the restoration of either of the group’s LNER Standard or GER tenders. John says: “A timescale of between ten and 11 years was originally planned, leading to running-in trials by the end of 2026. High-speed testing, leading to certification for main line operation, will follow during 2027 in readiness for full operational status coinciding with the centenary of the delivery of the initial batch of ‘B17s’ in 2028.”
All this is dependent on fund-raising, but John admits: “The directors and trustees recognise that the 3% current rate of funding is unlikely to support the desired rate of progress to maintain achievements in accordance with the programme and overall objectives.” Total retained income for 2017/8 was £60,000, but to date the project has raised £32,055 on average per year since the trust was inaugurated. Based on that rate of income, it will take nearly 83 years to raise the £2.66 million necessary to complete Spirit of Sandringham, and there’s no guarantee that subsequent generations will continue to support No. 61673. Even if the project meets and maintains its target income of £75,000 for 2018/9, it will still take (on average) 35 years before it has raised the money, if it at least matches that rate.
This is why the B17SLT has launched the ‘Constructors’ Club’ (SR483), but as the trust’s sole current fund-raising initiative, this would need over 4,300 members donating the requisite £616.73 (either as a lump sum or in monthly instalments for up to three years) to reach that £2.66 million target. Even Prince of Wales which, of the current, active new-build projects, has one of the largest supporter bases, cannot call upon over 4,300 people to help finance it. The ‘Constructors Club’ therefore needs considerable take-up if the project will make any realistic headway and achieve the construction timescales set out above. Having A1SLT Engineer David Elliott on board to assist with the design side of things lends the project credibility, as does the now almost complete assembly of the frames, but until the B17SLT seriously ramps up its fund-raising efforts, there’s no guarantee whether we’ll ever see a working ‘B17’ in the flesh. Of all the current new-build projects No. 61662 is arguably the most baffling. Manchester United was born out of the NBLPG’s desire to build two ‘B17s’ – one operational, one as a static model – but since the two schemes parted ways around ten years ago, NBLPG’s ‘B17’ project has been relaunched with the intention of building a fully operational replica of No. 61662 Manchester United. At the moment, however, the group is assembling what amounts to little more than a 1:1 scale model, but it aspires to revisit the original plans of an operational steam locomotive at a later date.
Confused? We are.
NBLPG Chairman Ken Livermore says that No. 61662 “is not a conventional newbuild project”, but as the NBLPG is actively raising funds towards eventually creating an operational replica ‘B17’, Manchester United is included for completeness. Furthermore, the 61662 Appeal’s website states: “Far from being a static museum exhibit, we intend that Manchester United will be in regular service hauling special trains on Britain’s main lines. When not required for main line duties, we intend to hire the locomotive out for use on UK preserved railways.” Contradictorily, Ken told Steam Railway: “We are currently working to create a non-functioning replica of the locomotive itself, and when this reaches a suitable stage of construction, we will launch a publicity appeal to Manchester United football supporters to raise funds for the frames, wheels and boiler and so forth.” So just what is Manchester United? Is it a new-build locomotive, or a static display model?
Explaining how the project came about and its current status, Ken says: “Our scheme was first mooted in 2008, when our members voted on which North British-designed steam locomotive they would like to see recreated. After the ‘B17’ won the vote, it was agreed that we would seek to fund the project outside of the usual enthusiast funding – hence the name Manchester United.
“The project was officially launched in the Manchester United football programme in December 2011 and our income since then has been almost exclusively from Manchester United football supporters. If we can obtain just £1 from each of Manchester United’s four million supporters, we will eventually complete the engine.”
This begs the question: why limit your appeal to supporters of one particular football club, who may or may not be interested in supporting a new-build locomotive project (regardless of the name or connections to said football team), and not appeal to enthusiasts who are far more likely to contribute towards such a project? Moreover, why not just launch a fully fledged appeal to build a proper, working ‘B17’ from the outset, instead of making a non-working model?
Ken says: “We agreed early on in the project that we would not seek publicity in the railway press so as not to detract from the efforts of the B17 Steam Locomotive Trust, of which I am myself a member.” If the 61662 Appeal’s intention is not to step on the toes of its rival ‘B17’ project, why did it launch its own project in the first place and dedicate resources to building a ‘B17’ mock-up – and how many suitable parts can this provide to an operational locomotive?
Why not combine NBLPG’s resources – which include an original and complete LNER Group Standard tender – and assist the B17 Steam Locomotive Trust which, of the two ‘B17’ projects, is more advanced? Furthermore, Ken even admits that the 61662 Appeal is not part of the NBLPG’s core activities: “Our primary focus is to save South African steam locomotives from the scrap man, and all our conventional fundraising is dedicated to this.
“Since the 61662 Appeal ‘kicked off’ (so to speak) we have repatriated a Dübs tank locomotive to the UK, acquired a South African ‘19D’ 4-8-2 and moved it to Creighton for restoration and are hopefully about to save a David Hendrie Natal Government Railways ‘1A’ class 4-8-0 from Greenside Colliery. It is unlikely that any of these projects would have succeeded if the funds raised by our members had been allocated to the 61662 Appeal.
“In the meantime, we will try to recruit more Manchester United football fans, (who would almost certainly not donate to any other railway project) and continue with our low-key construction until the time is right for us to mount a footballrelated publicity drive.”
A ‘B17’ is a missing link in Gresley express passenger locomotive design (and is arguably more representative than the ‘P2’), but this project as it stands requires more clarity in its purpose before it can be taken seriously.
If the NBLPG is able to raise funds to complete the non-working replica of Manchester United then fine, and if No. 61673 doesn’t make the cut, at least enthusiasts will be able to revel in the recreated form of a ‘B17’ – even if it is just a hollow shell.
But in many ways, the assemblage of parts at the Mizens Railway in Woking is a metaphor for the 61662 Appeal itself.