Steam Locomotives
0-6-0 Bagnall Austerity "The Duke"
Current Status: Operational. This locomotive is an Austerity type loco built for the World War Two war effort in 1944. It was built originally for the British Government‟s War Department by loco builder William Gordon Bagnall of Stafford. The locomotives works number is 2746. The kind of work and the location of the locomotive during its war time career are unknown as the records are not available. What we can be sure of is that at some time it was sold from the War Department to the National Coal Board. 2746 ended its working days with the NCB at their Featherstone Colliery. It was purchased from the National Coal Board in 1983 by a Group of Peak Rail member‟s and moved to their Buxton site. It was during preservation that the Engine gained the name The Duke. The restoration of the loco was aided financial by the West Derbyshire Council and was completed in 1988. It then moved to Peak Rail‟s Darley Dale site in 1990 and was used on train services. During preservation it has carried a British Rail livery and number 68012 masquerading as a Class J94. The real 68012 (works No 5124) spent some of its life on the Cromford and High Peak Railway in BR days. However, 2746 was never owned by British Rail. The loco moved to the Ecclesbourne Valley Railway in November 2010 and is now operating passenger trains. Having run for several years on Peak Rail, it required further routine boiler work. The 48624 Society (8F Group) helped to complete this work. The locomotive returned to traffic in December 2023.
British Railways Standard 4MT 80080
Current status: Undergoing maintenance
Andrew Barclay 0-4-0: No3 "Brian Harrison"
Current status: Undergoing repairs. These small steam locomotives were built at the Caledonia Works, Kilmarnock, of Andrew Barclays and Sons Ltd in Scotland. They are 0-4-0 wheel arrangement saddle tank engines (meaning the water tank is on top and around the boiler). “No 3: Brian Harrison” spent its working life at the Central Electricity Generating Board‟s Power Station at Ferrybridge near Knottingly in Yorkshire, a period of some 16 years, before being replaced in about 1970 by diesel engines.
Brian Harrison was despatched to store at Tinsley in Sheffield it remained for some 35 years until being acquired on long term loan by the Ecclesbourne Valley Railway Association, who have agreed to restore it. There are a large number of this type of locomotive in preservation, in particular with the Ayrshire Railway Preservation Society, the Swindon and Cricklade Railway, Bowes Railway, East Anglian Railway Museum, Buckingham Railway Society etc. Brian Harrison had been kept under cover and its livery was intact. It was restored to working order and has been lovingly maintained ever since. It is common to see No. 3 running from platform 1 at Wirksworth on special occasions, offering "driver for a fiver" trips or platform 3, running up the steep incline to Ravenstor.
Andrew Barclay 0-4-0: 2217 "Henry Ellison"
Current status: Awaiting overhaul. These small steam locomotives were built at the Caledonia Works, Kilmarnock, of Andrew Barclays and Sons Ltd in Scotland. They are 0-4-0 wheel arrangement saddle tank engines (meaning the water tank is on top and around the boiler).
“2217” spent its working life at the Kilnhurst Tar Works of Yorkshire Tar Distillers near Swinton in Rotherham, a period of some 23 years, before being made redundant about 1970. This locomotive was despatched to store at Tinsley in Sheffield where they were to remain for some 35 years until being acquired on long term loan by the Ecclesbourne Valley Railway Association, who have restored it. There are a large number of this type of locomotive in preservation, in particular with the Ayrshire Railway Preservation Society, the Swindon and Cricklade Railway, Bowes Railway, East Anglian Railway Museum, Buckingham Railway Societyetc. In the case of “2217”, on arrival it was in a perfectly filthy condition, as the method of keeping it intact was to pour lorry sump oil on it from time to time. Primitive, but effective. It had (possibly) a black or dark green livery, or that may just be tar. Following the return to traffic after restoration, "Henry Ellison" is mostly used shuttling up and down the 1 in 27 incline to Ravenstor on special events but occasionally forays further down the line too.
Diesel Locomotives
British Railways Class 47 D1842
Current status: operational.
BR Class 73/0 Electro-Diesel 73001
Current status: operational. In the 1960s the Southern region of British Railways needed a new form of motive power to run on their increasingly electrified route. They needed an ‘electro-diesel’ – a type of locomotive that could run on both third rail electric and diesel power. And so the class 73 was born! They were primarily designed to use their 1,600hp of electric power on the Southern’s mainlines, and use their 600hp diesel engines round yards. This smaller engine, as it would turn out, makes them an ideal and economical prospect for use on heritage lines where high speeds are not required. The class 73s were found to be a versatile locomotive, some still being in use on the mainline today. 73001 was the first of its class, built as part of the initial test run of 6 locomotives in 1962 as E6001. It was renumbered to 73001 in 1973. It arrived on the Ecclesbourne Valley in 2022, initially for a gala, however it has stayed ever since, proving to be a useful and popular member of the fleet on everything from driver experiences, to galas, to ballast trains!
British Rail Class 14 D9525
Class 14 D9537 "Eric"
Current status: Undergoing overhaul. Built in 1965 at BR Swindon, the Class 14 locomotive features a 600 horse power Paxman Ventura engine coupled to a hydraulic transmission. The design is loosely based on that of a Pannier tank steam locomotive which were being built in the same works at the time, with many underframe components shared. The locomotives were primarily intended for main line trip working and have a theoretical maximum speed of 40mph. In practice, this work declined quickly after they were built and many of them went over to industrial use. The locomotive was initially preserved at the Gloucestershire and Warwickshire Railway before moving to the East Lancashire Railway in 2013 after 20 years out of use. The locomotive took 15 months to overhaul, including repair of the seized power unit. Thereafter it has visited galas at the Dean Forest Railway, Ribble Steam Railway and the Spa Valley Railway. The locomotive first came to the EVR as a visitor for the March Diesel Gala in 2017 and was so popular that a deal was reached to secure it's services for the 2019 season, arriving back in November 2018. However, an agreement was reached for the locomotive to remain in the EVR fleet as a resident locomotive shortly after arrival.
British Railways Class 73 210 "Selhurst"
Current status: undergoing overhaul. The locomotive was constructed in 1965 by Vulcan Foundry at Newton-le-Willows as an electro-diesel locomotive for the Southern region of British Railways. It features the ability to operate from DC third rail electric lines but also features a 4 cylinder 600hp English Electric diesel engine. The class were primarily designed as an electric locomotive and were far more powerful in this mode but feature the diesel engine to operate over short non-electrified sections and in depots. It features multiple working for Southern-region Electric Multiple Units and can also work together with a Class 33 locomotive, but is not compatible with the more widely used Blue Star multiple working system. The design was very successful and this locomotive was selected for Gatwick Express upgrades which includes regearing the traction motors and the removal of the vacuum system. It was subsequently named Selhurst here, although ironically spent alot of it's time at Stewarts Lane. This is where it’s number was changed from 73116 to 73210. It is the only surviving Class 73/2 in preservation now as the majoriy of the class were taken from preservation and returned to mainline services with GBRf, following refurbishment. It was withdrawn in the mid-2000s and preseved at the Mid-Norfolk Railway. It has recently had the vacuum system reinstated and further work to refurbish the cabs. It arrived at the EVR in April 2018 to operate passenger services on the line, albeit only in diesel mode. The EVR has a short rake of matching Gatwick Express coaches although as they are in use as static catering vehicles, there are currently no plans to run them in this formation.
British Railways Class 33 103 "Swordfish"
Current status: undergoing overhaul. Originally numbered D6514, 33103 was one of 45 'Cromptons' ordered by British Railways for their Southern Region. The locomotives were built by Birmingham Railway Carriage and Wagon Company with this particular locomotive being delivered in July 1960. The locomotive's feature a Sulzer 8LDA diesel engine capable of delivering 1550hp, which drives Crompton Parkinson electrical equipment. It is from this equipment where the class of locomotives gain their Cromptons nickname. The locomotive can provide air and vacuum train braking and work in multiple with Southern Region Electric Multiple Units of the time. D6514 was initially allocated to Hither Green depot but was later transferred to Eastleigh. It was in 1967 that the locomotive was fitted with the multiple working equipment to allow for the electric trains to continue their journey to Weymouth on non-electrified lines. This included fitting buckeye couplings, high level air pipes and electrical multiple working jumper sockets. The line to Weymouth was eventually electrified in 1988 and so 33103 was repainted in to the BR Engineers Dutch livery of grey and yellow and was used for hauling engineers trains. After privatisation, the locomotive initially passed to EWS but was later put in to storage before being offered for sale and purchased by Fragonset Railways. The locomotive returned to main line use in 2002 and it was given the name Swordfish in line with many other Class 33 locomotives which are named after aircraft. Upon the demise of Fragonset Railways, the locomotive passed on to the care of Nemesis Rail and is nominally based at their depot in Burton on Trent. Following a period in BR Blue with full yellow ends livery, it now sports a rather fresh engineers grey livery with yellow ends and cab window surrounds. Following a brief period at the Bluebell Railway, the locomotive came to the EVR in April 2015 for a stay until October of the same year. It was then hired by the Dartmoor Railway for the Christmas period before returning to Wirksworth in March 2016 for a further hire period. The locomotive is still registered to travel on the main line rail network but not under its own power.
Thomas Hill Class 188c "Tom"
This locomotive started life as a Sentinal steam locomotive number 9597, built in 1955. However, with the decline of steam in 1967, the locomotive was taken into the Thomas Hill works at Rotherham and converted to a diesel hydraulic locomotive. It features a 170hp Rolls-Royce C6 diesel engine driving a hydraulic transmission. After conversion it was used by the CEGB at their North Stella Power Station until it entered preservation at the Rutland Railway Museum. It was moved to the Statfold Barn Railway in 2007 where it was used to move standard gauge rolling stock on their short section of line. The locomotive arrived on the EVR on Monday 27th March 2017 and often finds itself on Maintenance Trains and shunting in Wirksworth Yard. The locomotive is affectionately known as Tom, presumably as a nod towards the Thomas Hill works.
Locomotives recently based at the railway:
Still carrying its mainline equipment , it was one of the last of the first generation DMUs to operate on the mainline railway until withdrawal in May 2017. In order to continue use for so long, the unit was fitted with modern safety equipment such as door interlocking which is still onboard today.
Built by Brush Traction at Loughborough in April 1960, this English Electric-engined locomotive has been in main line service until relatively recently. The locomotive is unusual in that it is allocated to the Class 31/6 subcategory meaning that it is through wired for Electric Train Supply although cannot actually provide it. Originally it was a Class 31/1 locomotive, numbered 31186, but gained it's current number of 31601 when it received the wiring modifications by Fragonset Railways. Only a very small number of the class received this modification. The locomotive has carried many names over the years including Bletchley Park Station X, The Mayor of Casterbridge and Gauge O Guild but now carries Devon Diesel Society. It was named after the group who repainted it most recently. It survived in active main line service until late 2017 with DCRail and still carries their corporate livery at the time of writing. The locomotive still has wiring for modern safety equipment including TPWS, OTMR and GSMR. The locomotive was stored out of service at Washwood Heath before being moved with some classmates to the Weardale Railway. Having sat inactive, it was purchased by the Northamptonshire Class 31 Group and moved to Wirksworth for work to return it to service. The locomotive entered service in the summer of 2018 and has been operational since then. Now based at the Northampton and Lamport Railway.
Metropolitan-Cammell Class 101 Driving Motor Brake Second no. 50253 was built new in 1957 to BR Lot No. 30266, diagram 523. Weighing 32t, it was delivered to the Eastern region of British Railways as a power twin set. The set was allocated to 51A Darlington in September 1957 and worked services around the Middlesborough area in early British Railways lined green. Through the years, the vehicle carried various liveries including BR Blue with full yellow end as well as BR Blue and Grey. In the early 1980s, the vehicle was renumbered to 53253 so as not to confuse vehicle numbers with the Class 50 locomotives being introduced. Eventually though, in 1996, the vehicle was paired with 50170 to form set 101692 and was transferred to the Scottish region. This set earned ‘celebrity’ status being painted in the unique Strathclyde PTE livery of blue with orange and yellow stripes by Scotrail for the introduction of services between Motherwell and Cumbernauld. After spending a few years working in this area, the pair were transferred south of the border and allocated to Longsight. The vehicle spent the rest of its working life operating services around the Manchester area with First North Western and remained in the unique Strathclyde livery. Withdrawn on the final day of Class 101 operations on the main line, 31st December 2003, the set was swiftly purchased for preservation in time to star at the Railcar50 celebration at the Severn Valley Railway in 2004. Arriving here from the Midland Railway Butterley, 50253 is reunited with partner 50170 once again to operate services along the Ecclesbourne Valley. The vehicle re-entered service on Saturday 26th September 2015 at the Multiple Memories DMU gala. Now based at the Severn Valley Railway.
Diesel Multiple Units (Railcars)
Derby Lightweight (early) Single Car DMBS M79900 "Iris"
Current status: On loan and off site. British Railways were a late starter in introducing diesel railcars. They had observed other countries experiences for several years before the Railway Executive announced a £500,000 programme in November 1952 to introduce eight lightweight units to the West Riding of Yorkshire. They were designed by a team headed by R.A. Riddles, first Chief Mechanical Engineer of British Railways. The units were intended to undergo a testing period before being built en-mass as the standard for use throughout the country. Long before the first vehicles were complete though it was announced in September 1953 that the scheme would be extended to include the West Cumberland area, and to many other areas announced in February 1954. This was entirely typical of the period, a mad rush to modernise the railway resulted in a huge variety of locomotives and other vehicles being commissioned and their “test” batches being extended into bigger productions runs before they were properly tested, resulting in some wretched designs, though the Derby Lightweights were
largely successful. In all 219 vehicles were built in 1, 2 and 4 car formations. The first entered service in June 1954 in West Yorkshire. Built originally as a 2-car set, 79900 was converted to a single car shortly after being built to allow it to operate on the Branch line from Bletchley to Buckingham. The Derby Lightweights met with huge success, starting a trend of greatly increasing passenger figures which most first generation diesel railcars continued. The livery was engine green, though a very few survived long enough to be repainted in rail blue, but not 79900 which became a departmental unit for use as a test car for survey work, such as that for the Radio Electric Token Block (RETB) signalling system. This is where the vehicle gained the name Iris, during which time it was painted in the Research Divisions red and blue livery and based at Derby RTC. Derby Lightweights were considered non-standard due to their Yellow Diamond coupling code (most other first generation DMUs to be built from 1956 were Blue Square) so they were destined for early withdrawal, with the last withdrawn from passenger use as early as 1969. A single car and a 2-car went into departmental use, thankfully keeping them long enough to enter the DMU preservation era. These are the only survivors of the 219 built. 79900 was beautifully restored at the Midland Railway Centre, Butterley and arrived with us after a brief spell at the Churnet Valley Railway in Staffordshire. As the flagship of the preserved railcars in the country, the vehicle has also visited gala events at the Llangollen Railway in Wales as well as the Severn Valley Railway since it has been in our care. The vehicle has the highest rating of 1 from The Railcar Association meaning that the preservation and care are of paramount importance, being now the oldest of the operational first generation DMU's remaining. Iris the Railcar is a unique historically and locally significant vehicle and runs on a regular basis for the general public and enthusiasts alike to enjoy.
Derby Lightweight (early) DMBT M79018
The Derby Lightweight class of DMU were the first to be designed by British Railways in the 1950s. They were built by Derby Works and called “Lightweights” due to their all aluminium construction. The success of these vehicles paved the way for the mass production of the many varieties of classes that came about. 79018 was one of the earliest batches of these vehicles to be built, to Lot No. 30123 diagram 503. Weighing in at just 27t, it features 61 third class seats and a guards area. Delivered new to the Midland region in 1954 as a power twin set, the vehicle operated passenger services around the West Cumberland area until the late 1960s when the Derby Lightweight class were withdrawn due to becoming non-standard. Derby Lightweight vehicles were built with the Yellow Diamond electrical system and the standard was Blue Square (the two are incompatible). Fortunately, a use was found for the vehicle in Departmental service where it was paired with 79612 and the vehicles became the ‘Ultrasonic Test Train’. The set was painted in Departmental livery and could be seen all over the network. 79018 was renumbered to RDB975007. The set was heavily modified for this use and included test equipment and staff accommodation. Eventually displaced, the Derby Lightweight Preservation Group purchased the set for preservation and the set was moved to Doncaster Works for asbestos removal. The set arrived at the Midland Railway Butterley in 1997 as two gutted shells. The restoration of 79018 leaped forwards after the Heritage Lottery Fund awarded £49,000 for the restoration of this vehicle due to it being so rare and important. The restoration was completed enough for the vehicle to be exhibited in all its glory at the Railcar50 event at the Severn Valley Railway in 2004. Since then, the vehicle has not seen any services (except for two test specials when it was first done) due to waiting for the partner vehicle to be restored. 79018 retains its Yellow Diamond electrical system but it is proposed to modify this in the same way as single car M79900 so that it can operate with other preserved railcars. After spending nearly 10 years standing idle, 79018 will require some work to bring it back to the condition it deserves, but when the set is operational, all the surviving members of this class will be able to run together once again.
Derby Lightweight (early) DTCL M79612
Derby Lightweight M79612 is a Driving Trailer Composite Lavatory of aluminium construction. Built in the early 1950s, the vehicle featured 53 third class seats (now second) and 9 first class seats. Having operated services in the West Cumbernauld area until the late 1960s, the vehicle was taken into Departmental service as the Ultrasonic Test Train, paired with 79018, which has allowed it to survive into the preservation era. Withdrawn in the 1990s wearing Departmental livery and in a heavily modified state, the set was taken to Doncaster Works for extensive asbestos removal. This process left both vehicles as an empty shell. The vehicle was taken with completely restored partner 79018 to the Railcar50 event at the Severn Valley Railway in 2004 when it featured as an example of an unrestored vehicle, showing visitors the start point of a project. Work began on the restoration in the late 2000s, with a complete rewiring, bogey overhauls and the fabrication of internal bulkhead partitions. Having moved to the Ecclesbourne Valley Railway, the restoration has continued with the refurbishment of the running gear, electrical work and now fitment of a new interior to allow all three remaining Derby Lightweights operate together.
Gloucestershire Railway Carriage and Wagon Class 122 W55006
This vehicle was built as a single unit diesel railcar at Gloucester Works by the Gloucester Carriage and Wagon Company in 1958, as one of a batch delivered in 1958, being a class 122 vehicle from Lot 30419, diagram number 539. This class of vehicles initially went into service on the British Railways Western Region and its lines around Birmingham, Stourbridge and Leamington Spa, and later some London area branch lines. By the 1960s these units were concentrated on the West Country branch lines. It appeared in various liveries (see note in vehicle 51073 below about liveries in general) but was first outshopped in British Railways DMU green being repainted around 1967 into rail blue and later, around 1980, into blue and grey. In 1984 this unit was transferred to Longsight depot in Manchester for use on the Stockport – Stalybridge line. However, it returned to the West Country in 1987 due to problems being experienced with the replacements units, the class 142 pacers. It was eventually replaced on the Looe, Newquay and St Ives lines in 1993 by class 153 units and later despatched to MC Metals at Sheffield for scrapping in 1995, from whence it was rescued for preservation by Mr M Evans,, who has restored it to its original livery. It is one of six examples in preservation. The vehicle has been running as M55006 as the railway is in the Midlands, however, it has been returned to the original W55006 after the vehicle emerged from bodywork repairs in the spring of 2013. The vehicle changed ownership to a group of volunteers at the railway.
Metropolitan-Cammell Class 101 DMCL E51505
Although ordered as part of a 3 car set, this vehicle was delivered as part of a 4 car unit diesel railcar set built at Saltley in Birmingham by Metropolitan-Cammell, as one of a batch delivered early in 1959. This part of the class of vehicles initially went into service on the British Railways Eastern Region allocated to Borough Gardens, a sub-shed of Gateshead, and was initially used on services between Newcastle, Carlisle and Middlesborough. This vehicle was first operated in British Railways DMU green livery 1959-1962, then BR DMU green with cream lining and speed whiskers. From 1962-1970 this was amended to BR green with cream lining, and a small yellow warning panel, then 1968-1975 into BR Rail Blue, then 1975-1988 in BR Blue & Grey livery, then finally from 1988-1995 in Regional Railways livery of white and blue. All units had dark grey roofs, black underframes & red buffer beams. In latter years, the vehicle was part of a set based which operated around Cardiff (1980s), then Manchester (1990s). In 1985 51505 was based at Cardiff Canton. The set was withdrawn from passenger service about summer 2000. The vehicle was brought to the EVR from the East Anglian Railway Museum at Chappel and Wakes Colne. During 2011, the vehicle underwent an interior refurbishment programme to return some of the original features, including the first class area at the front which was removed previously by British Rail. The vehicle made history in January 2014 as a loan spell saw the vehicle be the first DMU to run on the Bluebell Railway.
Derby Works Class 108 E53599
Having learnt from their experiences with the Derby Lightweight class of vehicles, Derby Works set about designing a new class of lightweight vehicles using updated technology with Leyland engines. The result was the Class 108. Leaving the works in 1958, 50599 was the first vehicle of what was to become a very successful class to be built. This vehicle was initially paired with 56190 and allocated to Darlington where it worked in Brunswick green with cream lining and speed whiskers until the early 1960‟s when the speed whiskers were replaced by a small yellow warning panel. In the late 1960‟s, the vehicles received the British Railways Blue livery with full yellow
ends in accordance with the new standards. 50599 ran in this livery until being converted into Blue and Grey livery in the 1980‟s when it was chosen to partake in the nationwide refurbishment programme. In 1983 all Class 108 vehicles that were in the 50xxx series were renumbered to the 53xxx series to avoid confusion with the Class 50 locomotives of the time (thus 50599 became 53599). In 1985 50599 was based at Neville Hill in Leeds. The set was withdrawn at some point between 1990 and 1993 and placed into storage. 50599 was lucky as it was saved for preservation whilst partner vehicle 56190 was not so fortunate. After spending a significant amount of its preservation years at the East Anglian Railway Museum where it was returned to its original
number, the vehicle moved to the Ecclesbourne Valley Railway. During the winter of 2010-2011, the vehicle was returned to operational condition and featured in the Duffield Line Grand Opening celebrations in April 2011. The vehicle made history in January 2014 as a loan spell saw the vehicle be the first DMU to run on the Bluebell Railway. It then returned to Wirksworth where it has had quite a bit of mechanical work undertaken and repaint into the BR Blue/Grey livery, when it re-assumed it's later number of 53599. It primarily works with Class 119 W51073.
Derby Works Class 101 M51567
Ordered by the British Transport Commision, 51567 is a Driving Motor Composite with Lavatory. It was built of aluminium by British Railways Derby Work as part of a power twin set and delivered to the Midland Region. It carried the British Railways lined green of the era and featured the two character route indicator box underneath the front windows. It featured the standard two BUT 150hp engines driving Wilson gearboxes. Later in service, the vehicle was allocated to Longsight as set LO911 where it was used in Departmental Service. It is not confirmed what the set was used for in Departmental Service as the interior of the vehicle was unaltered from passenger use. It could be assumed that it was for route learning purposes due to the non-standard plug socket on the front of the vehicle for a high powered headlight. The vehicle was withdrawn in the early 1990s and was purchased for preservation at Peak Rail. There it stood dormant until 2008 when the entire fleet of DMUs was disbanded there. The vehicle was purchased and moved on to the Midland Railway at Butterley where it was used as a stores vehicle for the Derby Lightweight restoration project. Nothing of note happened to the vehicle there and it moved to Wirksworth in July 2016 to assist with the restoration of the Derby Lightweights which have also moved. It is currently unclear what the future holds for this vehicle.
Gloucester Railway Carriage and Wagon Class 119 W51073
This vehicle was built as part of a 3 car unit diesel railcar set at Gloucester by the Gloucester Carriage and Wagon Company, as one of a batch delivered in 1959, being a class 119 vehicle. This part of the class of vehicles initially went into service on the British Railways Western Region allocated to Bristol, Tyseley (Birmingham), Cardiff and other depots. This vehicle, part of set 594 (consisting of DMBC 51073, TBSL (Trailer Buffet Second Lavatory 59435 and Driving Motor Second Lavatory 51105: its partner vehicles have not survived) was first operated in British Railways DMU green livery 1959-1962, then
BR DMU green with cream lining and speed whiskers. From 1962-1970 this was amended to BR green with cream lining, and a small yellow warning panel, then 1968-1975 into BR Rail Blue, then 1975-1988 BR Blue & Grey livery, then finally from 1988-1995 Network South East livery of red white and blue (Only those operation in
the NSE area). All units had dark grey roofs, black underframes and buffer beams. Some units in BR Green had white cab roofs, this went back as far as the drivers door, adjacent to the passenger compartment. In latter years, the vehicle was part of a set based at Reading depot for use on the service between Reading and Gatwick Airport via Guildford. The set was withdrawn from passenger service about 1993 and by October 1995 it had been moved to Gwent demolition at Margam in South Wales to be scrapped and from whence it was saved for preservation. This class of vehicles originally had extensive blue asbestos in them
and because the removal of this unsafe material was expensive (the removal has been carried out on 51073) very few of this class survived, perhaps only 3 vehicles in the whole country out of 150 sets. The vehicle was brought to the EVR from the Midland Railway Centre at Butterley, prior to which it was at the Mid Norfolk Railway. The vehicle was subject to an extensive restoration at Wirksworth by young volunteers between 2008 and 2013. The restoration including rebuilding the interior, mechanical overhaul and testing. The younger volunteers who worked on the project were recognised both by the vehicle winning the 2013 Railcar of the Year award from the Railcar Association but also when HRH Prince Charles visited them and travelled in the vehicle from Wirksworth to Duffield in October 2015.
Pressed Steel Class 121 DB977975
Class 121 W55027 was built by Pressed Steel at their Paisley Works in 1958 to Lot No. 30518, diagram 512. Sporting 65 2nd class seats, the vehicle was allocated to the Western Region for the first 25 years of its passenger life where it was mainly used to strengthen services as required by being attached to other units. The vehicle was outshopped in British Railways lined green livery and went through the usual changes to green with small yellow panels, BR blue with full yellow ends, as well as BR Blue/Grey livery. In 1993, quite far into the Network SouthEast era, 55027 received the corporate Network SouthEast livery and operated services around the London area based at Bletchley. At privatisation, 55027 went with classmates to Silverlink. Based at Bletchley depot, they were mainly used on lines such as the Bedford to Bletchley line and the Gospel Oak to Barking line. In the late 90s, 55027 spent some time on loan with new Train Operating Company Great Eastern to operate services on the Sudbury branch. When the vehicle returned to Bletchley, they repainted it into the Silverlink livery of purple and green. It carried the name of "Bletchley TMD" whilst it was there. Upon the conclusion of this work in the London area in 2001, 55027 was selected, along with classmate 55031, for conversion into special Severn Tunnel Rescue vehicles. The modifications were extensive. Now wearing the departmental number of 977975, all but the cab windows and the guards door windows were removed and in their place a large opening ramp was installed to allow easy boarding if there was an emergency in the tunnel. The guards van had a generator unit installed which provided 240v ‘hotel power’ to the vehicle with strip lights providing solebar level lighting and 16amp sockets were also provided at the same level to allow for equipment to be plugged in to the vehicle. Internally, the vehicles featured equipment for dealing with injuries as well as areas for passengers to ride standing up. Retired from this work in the mid 2000’s painted in Network Rail’s corporate livery of bright yellow, the vehicle stood dormant. Eventually it was decided that the vehicle would become a source of spares to keep the ageing Chiltern Railways fleet operational. Eventually though, in the heavily modified and stripped state, the vehicle passed into preservation and moved to the Barry Island Tourist Railway in early 2014. The vehicle was offered for sale once again in June 2014 and was acquired for use as a support vehicle. There are plans to restore this vehicle to working order and for it to be used by the railway's Permanent Way Department. At the time of writing, shareholders have supported the work carried out so far on the body shell, domes and underframe preparation but the project is awaiting available volunteer labour to continue.
Pressed Steel Class 121 DB977976
Class 121 W55027 was built by Pressed Steel at their Paisley Works in 1958 to Lot No. 30518, diagram 512. Sporting 65 2nd class seats, the vehicle was allocated to the Western Region for the first 25 years of its passenger life where it was mainly used to strengthen services as required by being attached to other units. The vehicle was outshopped in British Railways lined green livery and went through the usual changes to green with small yellow panels, BR blue with full yellow ends, as well as BR Blue/Grey livery. In 1993, quite far into the Network SouthEast era, 55027 received the corporate Network SouthEast livery and operated services around the London area based at Bletchley. At privatisation, 55027 went with classmates to Silverlink. Based at Bletchley depot, they were mainly used on lines such as the Bedford to Bletchley line and the Gospel Oak to Barking line. In the late 90s, 55027 spent some time on loan with new Train Operating Company Great Eastern to operate services on the Sudbury branch. When the vehicle returned to Bletchley, they repainted it into the Silverlink livery of purple and green. It carried the name of "Bletchley TMD" whilst it was there. Upon the conclusion of this work in the London area in 2001, 55027 was selected, along with classmate 55031, for conversion into special Severn Tunnel Rescue vehicles. The modifications were extensive. Now wearing the departmental number of 977975, all but the cab windows and the guards door windows were removed and in their place a large opening ramp was installed to allow easy boarding if there was an emergency in the tunnel. The guards van had a generator unit installed which provided 240v ‘hotel power’ to the vehicle with strip lights providing solebar level lighting and 16amp sockets were also provided at the same level to allow for equipment to be plugged in to the vehicle. Internally, the vehicles featured equipment for dealing with injuries as well as areas for passengers to ride standing up. Retired from this work in the mid 2000’s painted in Network Rail’s corporate livery of bright yellow, the vehicle stood dormant. Eventually it was decided that the vehicle would become a source of spares to keep the ageing Chiltern Railways fleet operational. Eventually though, in the heavily modified and stripped state, the vehicle passed into preservation and moved to the Barry Island Tourist Railway in early 2014. The vehicle was offered for sale once again in June 2014 and was acquired for use as a support vehicle. There are plans to restore this vehicle to working order and for it to be used by the railway's Permanent Way Department.
Coaching Stock
LMS Brake Third Open 27001
Built by British Railways after nationalisation to a modified 1930s Stanier design. The only obvious external difference is the adoption of a porthole; shape for toilet and vestibule windows. The design was a precursor to the standard BR Mark 1, steel sections being employed for the corner framework and cant rails instead of the traditional wood, end panelling is aluminium not steel. The other main difference is the elimination of the wooden bottom rail and its replacement by metal sockets welded onto the sole bar and locating the vertical wooden frame members. The use of small sliding vents was introduced during the war by the LMS, BR perpetuated this design until the end of the Mark 1 period in 1962. Internally half the length was a guards brake compartment utilising the two double sets of external doors, the remainder consisted four passenger compartments and one toilet compartment, all finished to LMS design. One of 559 LMS designed BTKs built by BR for front line services after the war, originally painted in crimson and cream then maroon livery. In its final BR years fitted with electric train heating and painted in BR blue/grey corporate livery. A photograph of 27001 can be found in Essery and Jenkinson “LMS Coaches” book (1969 & 1977 editions) in service on the WCML. Sold out of BR service first to the Manchester Ship Canal Company who stripped most of the interior for use as a mobile office/pay unit, 27001 had all windows fitted with external bars and named Rover. Sold on to the 71000 Trust for use as a support coach and fitted with kitchen units in the toilet and 1960s Pullman car seats in the open saloon area. 27001 was then mothballed when wooden framed stock was banned from the main line. Sold on to the Great Central Railway where no further work was undertaken, it was re-sold to private owners who undertook the external restoration at Darley Dale. Recently sold on again to the LMS Carriage Association and moved to Wirksworth. Restoration was undertaken here, converting it to a BTO for use as part of the on board dining services.
LMS Brake Third Open 5734
Current status: Under restoration. Built with four third class compartments and one toilet, this coach has been rebuilt as an open coach. It also features additional storage for use by the catering department for onboard catering.
LMS Third Open 27162
Built by the LMS these coaches were only the second lot of standard coaches to be built post second world war, but constructed to a 7 bay pre-war Stanier design with all-wooden framework. The coach is a “gangwayed open” or “vestibule” type with a large smoking compartment (4 bays) and smaller non-smoking compartment (3
bays), two toilets were fitted at one end. 27162 is fitted with the standard pre-war large sliding ventilators. Seating 56 in groups of four at each window bay with fixed tables. Over 1000 of this type were constructed by the LMS during the existence of the company but none after nationalisation. The LMS favoured this type of layout for
many years, this being attributed to the weight saving per passenger with respect to an equivalent side corridor type. It is interesting that only in the LMSs post war years did the side corridor type outnumber the open type in any appreciable numbers. One of only 350 built after the war whereas 2500 side corridor coaches were constructed during the period. Out shopped by the LMS, it would have been used for ordinary service trains all over the LMS system. The vestibule coach was used for excursion and dining purposes too and an attendant\\'s bell push was located at each table. Liveries were LMS maroon, crimson and cream then BR maroon, 27162 never carried blue/grey. After withdrawal the interior was completely stripped and the vehicle used for exhibition train purposes and stationed at Salisbury when not in use. Sold out of BR service it was purchased by an enthusiast at Quainton Road initially as a workshop. Later sold on again to other QRS members it became a stores vehicle. Purchased by the LMSCA in 2009, it has since undergone external restoration by Rail Restorations North East at Shildon. The interior of the coach was completed to a very high standard in March 2011 in time for the vehicle to feature in the Royal visit of HRH Duke of Gloucester on 6th April 2011 for the Grand Opening of the Duffield line. However, just a few months later in October 2011, the interior of the coach was tragically destroyed by an accidental fire which was caused by bodywork repairs. Fortunately, most of the wooden framework of the vehicle was still in good condition and the LMSCA hope to restore it once again.
British Railways Saloon 999504 "Royal Saloon"
Current status: Awaiting overhaul. Between 1940 and 1947, the LMS built 14 District Engineer's Inspection Saloons for permanent pay, civil engineering and signal & telegraph inspection purposes. The carriages were propelled along the line by a single locomotive touring the district to which they were allocated, two observation saloons, one at each end, enabled
engineering staff to inspect the line. A toilet, kitchen with attendant and a guards compartment were also provided. Out of course stops along the line could be made to permit detailed inspection of items of interest. Inspection saloon to driver communication was provided together with retractable vacuum operated steps for
track level egress. Meetings could also be held to examine observations and determine any actions as required. When British Railways required an additional five saloons of this type they decided to perpetuate the LMS wartime design. As part of the 1957 Rolling Stock Programme they were built to a LMS diagram number but ordered using a BR wagon lot number, unusual for a vehicle closely resembling a passenger carriage. The new vehicles became DB999501 to DB999505 in the 999xxx purpose built series. 999504 was
coincidentally allocated to the RCE Derby District Engineer's Saloon and allocated to Etches Park Traction and Rolling Stock Maintenance Depot in Derby. Today, four of the 1957 batch survive, working on private railways. 999504 is painted in post-1956 BR lined maroon livery and numbered albeit incorrectly as M999504. The vehicle was declared Royal in April 2011 when it hosted HRH Duke of Gloucester during his visit to open the line between Wirksworth and Duffield. The vehicle has, however, been out of use since the end of 2013 due to bodywork issues. The eventual plan is to overhaul it and return it to traffic.
British Railways Mark 1 Composite Corridor 15849
Current status: Operational. British Railways Mark 1 Composite Corridor (CK) entered preservation in 1981 on the Dean Forest Railway. In the summer of 2000 it moved to the Gloucestershire and Warwickshire Railway. By November 2008 15849 had moved to the Stratford & Broadway Railway at Long Marston. The coach arrived on the Ecclesbourne Valley Railway on 31st January 2013 from Long Marston. The vehicle contains both first and second class accommodation in compartments and has been a mainstay of the operating fleet for several years already.
British Railways Mark 1 Tourist Second Open M4207
Current status: Final preparations. This coach is planned to be added to the EVR's main set in coming months to increase capacity and comfort.
British Railways Mark 1 Second Corridor 26157
This coach ran initially on mainline expresses on the Eastern Region of BR as E26157. It was withdrawn and sold to 'Trains for Pleasure' along with other Mark1s and stored at Butterley. When that organisation closed down, 26157 was put up for sale and purchased with others by Peak Rail plc. In 1992, 26157 was sold on again to a Peak Rail member and restoration began and then deferred due to pressure of work on other vehicles. In 1995 the Midland Railway Centre expressed an interest in operating a Mark1 SK and 26157 went to Butterley on a long term loan basis in exchange for completing its restoration. It became surplus a few years ago but is now included the locomotive hauled set for operations at Wirksworth.
British Railways Mark 1 Second Corridor 24918
British Railways Mk1 SK 24918 first entered preservation in 1981. It resided on the on the Dean Forest Railway until 1990. It then moved to Cholsey on the Gloucestershire and Warwickshire Railway and stayed there until Summer 2000. E24918 moved into storage at the Former Ministry of Defense base at Long Marston in 2008. 24918 arrived at the Ecclesbourne Valley Railway on the 31st January 2013. The vehicle is similar to the other Second Corridor on the railway, containing 48 second class seats in compartments. Owned and restored by EVRA, the coach regularly operates along the valley.
British Railways Mark 1 Second Corridor 24984
This vehicle was built by British Railways in Derby in 1956. It was preserved in 1983 from BR service and operated at the North Yorkshire Moors Railway. It features a standard Mark 1 Second class corridor coach layout inside. It moved to the Ecclesbourne Valley Railway in the spring of 2019 on long term loan.
British Railways Mark 1 Restaurant First
This vehicle was built as a Mark 1 Restaurant First (RF) carriage for the Midland Region of British Railways, entering service in May 1962 numbered as M334. One half of the carriage was laid out with capacity for 24 diners in four bays of 2+1 Pullman-style fixed seats at a spacing of 7ft-2in. around large tables suitable for full silver-service dining from the adjacent pantry and kitchen. The kitchen contains a gas-fired stove and oven with grilles and steam-ovens and warming ovens capable of cooking meals for several diners at various sittings on a lengthy journey. The table service and drinks were prepared in the adjacent pantry. The vehicles, when built, were the first British Rail dining cars to have fixed seating. Thirty-seven vehicles were built to Diagram 17; the first four from Birmingham Railway Carriage & Wagon works, and the remainder built by British Railway Workshops Ashford (underframes) and Swindon (body and interior). Towards the late 1960s the changes in on-train catering and customer demands made the operation of the RF vehicles very restrictive. British Railways undertook to modify all but two of the RF vehicles to become Restaurant Buffet Kitchens (RBK). Two of the four seating bays were removed and the area used to install a buffet/bar counter accessed from a door in the pantry bulkhead. M334 was converted to an RBK in June/July 1970 and renumbered M1779 and continued to be operated by the London Midland Region of British Railways until it was withdrawn in September 1982. Purchased the following year by the Midland Railway Trust it arrived at Butterley circa 1983 and was returned to use in ‘The Midlander’ dining train operating on the railway. In recent years, the vehicle fell out-of-use due to the condition of the kitchen floor and the unreliable kitchen cooking equipment. The vehicle was purchased in mid-2016 and arrived at the railway on 25th November 2016. The vehicle is to be returned to its original RF configuration with 24 first-class Pullman dining seats and new kitchen appliances installed.
British Railways Mark 1 Brake Second Corridor 34625
This vehicle was built as a mark 1 carriage for the Southern Region of British Railways in 1955. The mark 1 carriages were a standard design intended for general use throughout the national network and having the
best features of carriages built before them. The design was used from 1951 to 1963 and many hundreds were built in a range of different configurations, of which the most common were the corridor second class carriages, of which this is a variant.This BSK was built at Gloucester for use on the Southern Region of BR as (S) 34625 and was originally in crimson and cream livery but was repainted in due course into SR green. During its working life it was shedded at Selhurst, New Cross Gate, Ramsgate and finally Clapham Yard. Its initial sphere of use had been the Kent Coast services in a three carriage set with CK 15580 and fellow BSK 34626. As locomotive hauled Kent Coast services were reduced, it had been transferred from the South Eastern division of SR by 1967 to the South Western division, where it was used on summer cross-country services, for example from Poole to
Newcastle. It was sold by Network South East in 1990, for use as a support coach for preserved BR steam locomotive Stanier Class 5 44932. It only undertook one mainline duty in this guise before being stored at
the Midland Railway Centre, Butterley, where it remained virtually unused before being purchased privately in 2010. It was then moved to our railway, where it has been restored. It also features a conversion in the luggage area to feature a kitchen allowing it to operate for on train dining.
British Railways Mark 1 Brake Second Corridor 35006
35006 is a Brake Second Corridor which was built for the Southern Region of British Railways. The vehicle was purchased by the Ecclesbourne Valley Railway Association from the Mid-Norfolk Railway and has been fully restored throughout. The restoration included converting the coach from air brakes to vacuum brakes and also the creation of a special wheelchair accessible area.
British Railways Mark 1 Second Open 3727
British Railways Mark 1 Second Open (SO) 3727 entered preservation in 1990 and was stored out of use in Winchcombe on the Gloucestershire and Warwickshire Railway. At some time before May 2010 it moved to the Stratford & Broadway Railway who are based on the former MOD site at Long Marston. The Ecclesbourne Valley Railway received the coach from Long Marston on 31st January 2013. The vehicle is similar to a TSO (Tourist Second Open) except it has seating in a 2+1 configuration, i.e two seats on one side of the aisle and one on the other. This seating configuration allowed for a wider aisle to make the service of food and drink easier because these vehicles were often next to restaurant cars in the train. 3727 is an early example of a Mark 1 coach and retains the older style B1 bogies. The coach has been restored by the Ecclesbourne Valley Railway Association and features an on board bar.
British Rail Mark 2f First Open 72501
This vehicle was built as a First Open Coach at Derby Litchurch Lane Carriage Works by British Rail Engineering Limited in 1973, as part of a batch delivered in 1973-1974, being Mark 2F locomotive hauled vehicle. It went into service on the London Midland Region main line between London St Pancras, Derby and Sheffield where it remained for some 10 years. It was initially outshopped in blue and grey. Replaced on the Midland Main Line by the gradual introduction of High Speed Trains (HSTs) in 1983. Conversion for Southern Region
Electric Multiple Unit use took place at Derby, the coaches of this series entering works for conversion from 3 December 1983, during which process it was repainted into the livery shown in the picture, above. It was combined as a working set into a two car unit (with TSO 72617 see above) and transferred to the Southern Region from 14 April 1984 going initially to Strawberry Hill Depot for tests and commissioning prior to moving to Stewarts Lane Depot for passenger service. It was then based at Stewarts Lane for use on the rail-air service between London Victoria and Gatwick Airport (Gatwick Express) until withdrawn from that front line service in November 2005. This vehicle was purchased from the Porterbrook Leasing Company and has
been in our care since February 2006. This vehicle has mostly been used for static dining purposes. During the early part of 2012, the vehicle was repainted into Pullman umber and cream livery as part of a re-branding of the catering facilities.
British Railways Mark 1 Restaurant Miniature Buffet S1874 "The Apollo"
Current status: Static. This RMB has been lovingly restored to form the railway's very own bar.
British Railways Class 489 Gatwick Luggage Van 9107 "Station Cafe"
This vehicle was built as a “2HAP” Motor Brake Second Coach at Eastleigh in Hampshire by British Railways and delivered in August 1959 for phase 1 of the Kent Coast Electrification. It went directly into service based at Ramsgate Depot, and was numbered 61292 as part of unit 6094. It ran in green livery, later with a small yellow panel on the cab end from about 1964 until being painted blue with yellow ends by about 1970. From late 1980, 2HAP units began being painted blue and grey and 6094 was also done. It was used on all the routes in Kent covered by the South Eastern Division of British Railways but probably also roamed much further afield as 2HAP units were frequently loaned between the three Southern Region Divisions at times of stock shortages. Unit 6094 was withdrawn from traffic on 15 May 1982 and after a short period in use as an additional load for driver's training trips, was stored at Eastleigh Marshalling Yard awaiting rebuilding in the works as a Gatwick Luggage Van. This took place from 24 May 1983, the coach being out-shopped on 24 March 1984, completely rebuilt as GLV 68506. It was then based at Stewarts Lane Depot for use on the rail-air service between London Victoria and Gatwick Airport (Gatwick Express) until withdrawn from that front line service in May 2002. This vehicle was kindly donated to the Ecclesbourne Valley Railway by the Porterbrook Leasing Company in March 2003 and has been in our care since that date. It has been converted into a static catering buffet car and has been rebranded as the Pullman Buffet in time for the 2012 season, receiving a repaint into the Pullman colours. It is now known as "The Station Cafe at Wirksworth"
British Railways Class 489 Gatwick Luggage Van 9101 "Model Railway"
This vehicle was purchased by the Ecclesbourne Valley Railway from the Porterbrook Leasing Company in December 2003 and has been in our care since that date. It is now a museum vehicle. The vehicle was built as a “2HAP” Motor Brake Second Coach at Eastleigh in Hampshire by British Railways and delivered in August 1959 for phase 1 of the Kent Coast Electrification. It went directly into service in green livery, later with a small yellow panel on the cab end from about 1964 until being painted blue with yellow ends by about 1970. From late 1980, 2HAP units began being painted blue and grey. It was used on all the routes in Kent covered by the South Eastern Division of British Railways but probably also roamed much further afield as 2HAP units were frequently loaned between the three Southern Region Divisions at times of stock shortages. The unit was withdrawn from traffic in 1982 and after a short period in use as an additional load for driver's training trips, was stored at Eastleigh Marshalling Yard awaiting rebuilding in the works as a Gatwick Express Guards Luggage Van. This took place from 24 May 1983, and this GLV (9101) was the first in the series. It was then based at Stewarts Lane Depot for use on the rail-air service between London Victoria and Gatwick Airport (Gatwick Express) until withdrawn from that front line service in 2002. 9101 was leading the Gatwick Express train which collided with a slow moving commuter train whilst working the 1D91 09:20 Gatwick to Victoria service on 31st May 1985 at Battersea Park in London, injuring 104 people. The vehicle was later repaired and returned to service, however accident damage is still apparent to this day with the underframe being out of shape. Damage to internal ceilings and side panels was also evident when the vehicle arrived although these issues have subsequently been remedied. Contributors to this vehicle’s purchase were: Richard Buckby, Tom Birtwistle, Peter Godfrey, Alpha Audio Visual (Video makers), Chris Beale, Colin Blower, Gary Henshaw, Colin Davies, Paul and Jean Croughton, George Watson. It was used as the railway's museum for a time and now houses the model railway collection.
British Railways Mark 1 Tourist Second Open 4440
Built in the 1950s by the Birmingham Railway Carriage and Wagon Company to Lot No 3022 diagram 93, the coach is a Tourist Second Open to Mark 1 design. The coach operated in the Scottish Region of British Railways and was notable as being involved in a serious accident on 22nd October 1979. The coach formed part of the 08:44 service from Glasgow to Dundee, being hauled by Class 25 25083 when the train was hit in the rear by Class 47 47208 which was hauling the 09:35 Glasgow to Aberdeen service. The latter had passed a signal at danger. The collision resulted in the tragic loss of 5 lives and although none of these were in 4440, several of the coaches in the same train ended up in the Firth of Tay river. Being the 4th coach in the rake that day meant that 4440 survived. By 1982 the coach had been withdrawn from passenger use and transferred to the Research Department as DB977175, being used as a train crew training coach. It was withdrawn in 1990 and transferred to the Gloucestershire and Warwickshire where it remained as a long term restoration project. This restoration had only partly taken place when the vehicle arrived with us on 19/10/17 and, at the time of writing, remains an unrestored shell.
British Railways Mark 1 Tourist Second Open 4869
Current status: Awaiting restoration. It currently retains its "Intercity" livery and is sat at the back of the yard awaiting restoration.
British Railways Mark 1 Tourist Second Open 4682
4682 is a British Railways Mark 1 built in York. Outshopped in 1957 it is a Tourist Second Open, featuring 2+2 seating in an open style. Little is known at present about it's operational history but it is known that it passed to the Fire Services Training College at Moreton-in-Marsh, before being purchased for restoration by the Ecclesbourne Valley Railway Association.
Support Vehicles
British Rail Mark 3 Sleeper Second Lavatory 10597
Built by BR Derby in 1983, the vehicle is a Mark 3a sleeping car, primarily used on Calendonian Sleeper services between London and the Scottish Highlands. The vehicle features twelve compartments, each with bunk beds and a sink, two toilets at one end of the vehicle and a small pantry for the attendant at the other. It was withdrawn from active main line service in October 2019 and arrived on the Ecclesbourne Valley Railway just two weeks later. It is owned by the Ivatt Diesel Re-Creation Society and is shared by their volunteers and the railway's volunteers as over night accommodation on site.
British Railways Mark 1 Departmental Tool Van ADB977383
This vehicle was built as a mark one BSK (Brake Second Composite) passenger coach at Wolverton works in Buckinghamshire by British Railways and delivered in 1955 for passenger use, from lot 30156. We do not know anything of its passenger use at the time of writing. It ran in maroon livery from delivery until being painted blue and grey about 1970. At some point in its career it was withdrawn from passenger traffic and stored to await rebuilding as a departmental tool van. On conversion it was painted in a red livery, normal to this type of rolling stock. It is recorded in 1995 as being in use as a jacking and re-railing van at Stewart’s Lane Depot in London. Departmental Tool Vans are still relatively common vehicles, and a number survive as on the national network. There are a number in preservation both as support vehicles and in their original passenger state. This vehicle was moved to the Ecclesbourne Valley Railway from the Mid Norfolk Railway at Dereham.
British Railways Mark 1 Newspaper Van NNX180214
This vehicle was built as a mark one BSK Brake Second Composite passenger coach at Wolverton works in Buckinghamshire by British Railways and delivered in 1962 for passenger use, from lot 30669, weighing 37 tons. We do not know anything of its passenger use at the time of writing. It ran in maroon livery from delivery until being painted blue and grey about 1970. At some point in its career it was withdrawn from passenger traffic and stored to await rebuilding as a newspaper courier van. On conversion it was painted in a red livery, normal to this type of rolling stock. Newspaper Courier Vans (and the similar bullion vans) were relatively common vehicles until the early 1990s when the transport of newspapers by train ceased, a few survive as departmental vehicles or support coaches on the national network and there are a number in preservation both as support vehicles and in their original passenger state. There were 1,500 BSK type coaches built over a ten year period in the 1950s and 1960s.
British Railways Mark 1 Tourist Second Open 3825
This vehicle was built as a mark one Tourist Second Open passenger coach at Eastleigh works in Hampshire by British Railways and delivered in 1953 for passenger use, from lot 30054. This type of coach was a common sight on British Rail trains for many years. We do not know anything of its passenger use at the time of writing. It was withdrawn from British Rail service in 1972 and was moved to the Keighley and Worth Valley Railway. It then moved to Peak Rail in 1986. It arrived on the EVR in November 2010 and is owned by the 48624 Society (8F Group).
Engineering Wagons
British Railways Standard Brake Van B955104
B955104 BR Standard 20 ton Brake van (Currently Bauxite Brown). Owned by Mr M Bromley. Built at BR Ashford workshops in 1962, lot no 3394. Originally diagram 1/507, later diagram CA006C under TOPS. It was converted to air piped at Doncaster in January 1985 and will have been repainted into the same red and grey livery as B954861 at the same time. The resulting change made the wagon to diagram CA006D, type CAR. In 1989 it was recorded as allocated to the metals sub-sector of the Railfreight sector of British Rail. By 1992 it was converted to design code RA001B, type RAQ. It was repainted at the same time into the light grey livery with petroleum sub-sector decals. It was allocated at that time to Hereford Goods Yard, for propelling movements into the oil terminal.
LMS Standard Brake Van B950173
B950173. LMS pattern Brake Van, built by British Railways (BR) in 1949 at Derby. Of lot number 2026, built to diagram 1/503. Owned by WyvernRail Plc and weighing 20 tons. Due to its design being of LMS origins, it appears in a pale grey livery with the white lettering of the LMS railway. It was formerly based at Peak Rail having been withdrawn from Trafford Park.
LMS Standard Brake Van
LMS type Brake Van No. B950003. This brake van was built at Derby Works in 1949 to an LMS design. It was purchased by a consortium in 1987 and initially restored for use. Since arrival at Wirksworth, it has been totally restored and is used occasionally on freight trains. The van has a vacuum through pipe but no vacuum cylinder.
Box Van 4031
We have two box vans from the same place. Their numbers are numbers 4031 (230126 of lot 4017) and 4039 (230306 also of lot 4017). They were built in 1982 at Horwich works and were used by the Army Logistics Corps at their depot at Bicester. Number 4031 is owned by Mr M Bromley. EVRA owns the other, which is used for a tool van in the works train. The van received external attention in November 2011, culminating in a repaint into Gray.
Box Van 4039
We have two box vans from the same place. Their numbers are numbers 4031 (230126 of lot 4017) and 4039 (230306 also of lot 4017). They were built in 1982 at Horwich works and were used by the Army Logistics Corps at their depot at Bicester. Number 4031 is owned by Mr M Bromley. EVRA owns the other, which is used for a tool van in the works train.
Box Van B771392 "Fanny"
Box vans were used for the transport of general dry goods and other items around the railway network before containers were invented. In the days when small railway stations also had small goods yards this type of van was very common and could be seen in almost any goods yard in the country. This van was previously at Peak Rail and was completely repainted into EVR Improved Box Van Brown on arrival.
Box Van B7784652
Box vans were used for the transport of general dry goods and other items around the railway network before containers were invented. In the days when small railway stations also had small goods yards this type of van was very common and could be seen in almost any goods yard in the country. It was previously at Peak Rail and was completely repainted into EVR Improved Box Van Brown on arrival.
Box Van B784520
Little is known about this history of this box van but it is in the care of the D9537 Owners Group as a support vehicle.
Grampus Wagons
There are four of these wagons on the EVR. The first is DB984302, built in 1957 by the Butterley Company, of lot 3048, diagram 1/572. The second is DB 988418 built in 1959 at Ashford, of lot 3245, same diagram, where it was the last of its kind. The other two are DB991364 and DB986179. DB991364 and DB986129 have been fitted with replacement floors made from second hand floor joists which have so far proved satisfactory. Grampus Wagons have low sides and were mainly used on permanent way work for the removal of spoil and rubble from the track.
Dogfish Chas Roberts 993192
There are three of these wagons. DB983192 and DB992732 were built at Chas Roberts in 1959, lot no 2939 and 2819 respectively to diagram 1/587 later ZF501B under TOPS, type ZFV. These wagons are used very frequently here to drop ballast on newly laid or newly repaired track.
Dogfish Chas Roberts 992732
There are three of these wagons. DB983192 and DB992732 were built at Chas Roberts in 1959, lot no 2939 and 2819 respectively to diagram 1/587 later ZF501B under TOPS, type ZFV. These wagons are used very frequently here to drop ballast on newly laid or newly repaired track.
Dogfish Metropolitan-Cammell 992904
There are three of these wagons. DB983192 and DB992732 were built at Chas Roberts in 1959, lot no 2939 and 2819 respectively to diagram 1/587 later ZF501B under TOPS, type ZFV. These wagons are used very frequently here to drop ballast on newly laid or newly repaired track.
Rudd 985561
Rudd DB985561 is a general purpose ballast and debris carrying wagon, they were used extensively by British Railways for engineering work and permanent way work.
BR Flatrol 900022
One of a lot of only 3 built at BR Derby works in 1954, last of lot no 2613. There were however 33 wagons to Diagram 2/512 in several lots. This wagon ended its days as ZX056B under TOPS, type ZXR in departmental use. In theory the floor of the well should be slightly arched when empty, straightening under load. These were used for carrying high loads.
Sturgeon 994206
This wagon is used for moving rail or long items. It was built in 1956 by Head Wrightson and numbered DB 994206, of lot no 2937, to diagram 1/647. This vehicle was kindly donated to the railway by Mr J Blackmore and is owned by Wyvernrail plc.
P&W McLellen Tank Wagon 6090
Number 6090, built in 1948, this tank wagon was used for the transport of fuel. It is now owned by the Ecclesbourne Valley Railway Association and is in use in the railway’s weedkilling train. It formerly carried “Shell” logos.
Crewe Works Tank Wagon 749670
This wagon arrived on the Ecclesbourne Valley Railway in January 2011 from the Llangollen Railway in Wales.
It is used on the EVR as a water store for our steam engines. Built 1953 at Ashford on lot 2429 to diagram 1/305 one of 20 wagons B749660-B749679. Hired to Traffic Services Ltd, painted silver in Traffic Services Ltd livery and renumbered to 500800-500819 given diagram SFV6210. The silver livery was very similar to that used by Hornby Dublo for their
model 4679. Returned to BR for use at Crewe as an internal user CDB749670 IU024327. It has since been repainted black since this photograph was taken.
P&W McLellen Lowmac 904508
One of a batch of 38 built by P W MacLellen in 1950, lot no 2187. To diagram 2/242 later ZX029C in departmental service under TOPS, type ZXW. These wagons were originally for carrying small containers and other general vehicles.
Derbyshire C& W Lowmac ADB904639
BR 25.5 ton Lowmac ADB 904639. Built by Derbyshire Carriage and Wagon Company in 1954. The wagon has a vacuum brake but has through air pipes only. Initially it had a light repair, but after a few years it was clear that the deck timbers were thoroughly rotten and so all the timbers were removed and replaced. The new deck is made of poplar, a semi hard wood, and the timber came from Victoria Sawmills of Darley Dale, who have always been very helpful, and who said, “That’s what we always used to supply to Derby Works in the old days”.
LMS 20t Plate Wagon 498325
Copy for this item was kindly provided by the owner of the vehicle. Back in 1979 I paid a visit to the Llangollen Railway, which was then just getting established. Among their small fleet of rolling stock was a tube wagon, donated to them by Chesterfield Cylinders, an idea which I filed away for future reference. A few years later I took up a job in Chesterfield and made a point of searching out their works, which had quite a large fleet of internal user wagons. There was a footpath carried over their works yard on a long footbridge, so it was possible to get a very good view. As their rail operations contracted the wagons were steadily given away to various parties and in 1989 I arranged for a batch of four assorted wagons to be given to Peak Rail. One of them was 16A, and though it was painted a lurid shade of yellow, it was particularly useful as it had two plank dropsides and a series of bolsters along the deck which were very handy for rigging lifting chains. The wagon had the remains of an LMS number plate on the solebar, and while the number could not be identified, the design was eventually discovered to be a “Long Low”. This is also known as a Plate Wagon. It was specially designed for carrying steel plate and other heavy loads; it is believed to be the sole survivor of this particular design. It is the fore runner of the later steel sided vehicles used by the LMS and LNER. By the turn of the twenty first century the vehicle was out of use and had become very dilapidated. Eventually it was re-sold to me. I began a scheme of restoration which involved stripping and replacing all the woodwork and cleaning down and painting the steelwork. The wagon is now in LMS freight grey livery and numbered 498325, which is selected from the numbers given to a batch of these vehicles in 1940. In time I intend to have some replica “D” plates made.
British Railways Pallet Van
BR built a total of 2388 Pallet Vans or (Palvans) as they were known. As the name suggests they were designed to accept loads of goods transported on pallets. Palvans differ from the ordinary 12 ton box van in that they have heavy doors at either end of the sides. Normal 12 ton box vans have them in the middle of the side directly in line with each other. Pallet vans were built using two distinctive brake rigging types. Although all had auxiliary suspension they rode poorly.This caused several accidents, so most were withdrawn by the mid 1960s. Very few of these vehicles now survive. This particular Palvan arrived on the EVR from the Appleby Frodingham Railway at Scunthorpe on Tuesday the 16th of April 2013.
Other Rolling Stock
LNWR Water Tender
Acquired for the railway in August 2004, this bowser was donated to EVRA from the National Collection by the National Railway Museum for restoration and display. It was built to act as a water tanker for the Cromford and High Peak Railway (now the High Peak Trail) and to service the small and remote settlements, where there was no mains water, along the line. It is thought to have been built around 1894 using a former LNWR Webb tender.
Mineral Wagon
This wagon, built on an original mineral wagon chassis, is for display purposes, to help demonstrate how stone was loaded from narrow gauge quarry wagons into full sized wagons for transport on the main railway network. This wagon is permanently stationed at Ravenstor. Rebuilt in 2004 and owned by EVRA.
Tipper Wagons
There are five narrow gauge quarry tipper wagons, two near Baileycroft Tunnel entrance (the narrow gauge tunnel) at the north end of the station yard and three at Ravenstor. They were used for the manual collection and moving of limestone in local quarries. This type of wagon was very common in old days for industrial uses. The five wagons here have been rebuilt from scrap chassis, which vary in design. There are no details of the original chassis builders or original build dates, but this type of wagon was very common between 1850 and 1950.
RA Lister Narrow Gauge Locomotive 26288
This diminutive locomotive was built in 1944 by RA Lister and Company at their Dursley Works in Gloucestershire. It is a 2 foot gauge type R “Rail Truck” of which many hundreds were built and about 90 survive in preservation. The Rail Trucks were a variant of a three wheeled road version, the Auto Truck, which was originally conceived for use in factories and as well as agricultural use and for motorised railway station trolleys. Several thousands of the road versions were built between 1926 and 1970, production of the rail version continued until about 1973 when production at the Dursley Works ceased. It has a 7 brake horse power air cooled engine and was bought, when new, by the Stoke on Trent Sewage Engineer, for use on the internal railway system of Stoke on Trent waterworks at Newstead Sludge Disposal Plant, Blurton, as a petrol engined locomotive. It was converted to diesel in 1971 and in 1976/77 was transferred to Burslem Sewage Works. Rail traffic ceased at Burslem in 1983 and it was sold to Richard Morris, Glodfa Ganol, just before that date in 1981 or 1982 for the Oakley Slate Quarry. This was the site of a proposed museum that didn‟t materialise and therefore all the locomotives from Glodfa Ganol were sold. At some point it came into the hands of Nottingham Museum Service, but by the time the EVRA sought to acquire it in 2005, the Museum Service had lost its history and believed it had been a locomotive at the Stoke Bardolph Waterworks (having confused the Stoke, of Stoke on Trent, with Stoke Bardolph). It is also considered that it has been rebuilt at some time after 1967 as part of the chassis are denoted “British Steel” a name not in use before that date. This type of engine was very common not only in waterworks, but also in quarries, brickworks and other municipal uses. It is owned by the EVRA.
Man Rider
This Man Rider arrived at the EVR in December 2008. It is used to transport passengers on the narrow gauge railway in Wirksworth Yard. It has an air braking system that allows the train to have a continuous brake. This system is quite unusual as the compressor for the braking system remains on the side of the track. The man rider’s tanks are recharged from the compressor at the beginning of the day so that the brakes can be applied or released. The Man Rider was modified by Alan Keef Ltd for use on repairs to the Woodhead Tunnel in the Peak District and then returned to their works at The Lea, Ross on Wye, Herefordshire, before EVRA bought it. Alan Keef Ltd fitted brakes to meet HMRI requirements. Since arriving at Wirksworth, further modifications have been made to make it more comfortable for passengers.
Contact Us
Ecclesbourne Valley Railway
Wirksworth Station
Station Road
Coldwell Street
Wirksworth
DE4 4FB
United Kingdom
Enquiries and Information:
T: 01629 823076
E: [email protected]
