Professional Documents
Culture Documents
Steam Days 2015-11
Steam Days 2015-11
No 315
November 2015
17 By the late 1950s the diminishing ranks of Fowler ‘Patriots’ in their original form were cherished by many as
something different to the taper-boiler fleet of ex-LMS 4-6-0s. The allocation of three of these engines to Barrow
Road shed in Bristol from November 1958, initially for express services, is considered a golden era – No 45519 Lady Godiva
climbs Lickey incline with a northbound express from Bristol during 1959. A.N.H. Glover/Kidderminster Railway Museum
TRAINS of thought
I
n this issue of Steam Days we look at two locations, miles apart,
where steam ended in November 1965, fifty years ago – the
Callander & Oban line in Scotland and Bristol in the south-west of
England. Having sadly never visited Scotland prior to the end of steam
there, as my first visit over the border did not take place until 1969, I
missed so many wonderful sights, especially in the rural areas such as
the climb of Glen Ogle on the Callander & Oban route, the West
Highland line as a whole, and its scenic extension to Mallaig, although I
have since witnessed its splendour and the impressive Glenfinnan
viaduct in diesel days. However, the stretch of former Caledonian
Railway to the east of Crianlarich is long lost through to Dunblane,
along with the Killin branch. Officially closed in November 1965, due
to a late September rock fall the only trains still running by the ‘last
day’ were short-workings linking Callander with Stirling, and Edinburgh
or Glasgow.
Bristol, however, was a different story, and having visited there in
the days of steam on various occasions this rail centre was always a
great place to be, with the sight at Temple Meads station of both
former LMS and Great Western motive power, and the opportunity, if
you were lucky, to go round three interesting motive power depots –
Bath Road, St. Phillip’s Marsh and Barrow Road.
I always found that the main attraction for the young trainspotter
was the named locomotive, and Bristol provided many of these, with
LMS ‘Jubilees’ and ‘Patriots’ together with Great Western ‘Kings’,
‘Castles’, ‘Stars’, ‘Saints’, Halls and ‘County’ class 4-6-0s over the years
from my early spotting days in the 1940s to the end of steam.
Only one of Bristol’s locomotive sheds remained open to steam
until 1965, Bristol (Barrow Road) – the original Midland Railway/LMS
depot, which eventually came under Western Region control from
1958, resulting from boundary changes on British Railways. Bristol’s
33 Steam Days in Colour former Great Western Bath Road shed had closed to steam in 1960, to
be rebuilt as a diesel depot, and St. Phillip’s Marsh remained open until
131: Wiltshire steam 1964, after which all its allocation was transferred to Barrow Road
Both Western and Southern region motive power shed, creating a mix of former GWR and LMS locomotives on shed
there, together with BR Standard types. I found it quite difficult to get
are viewed in a range of locations in the permission to look round Bath Road shed, but the other two depots
were never a problem for me.
picturesque Wiltshire countryside. In those final days of steam at Barrow Road shed very few former
LMS locomotives were still allocated, just a few ‘4F’ 0-6-0s. The rest of
the shed’s allocation, totalling around 40 locomotives, was made up of
40 Steam Days Subscriptions former Great Western ‘Granges’ and ‘Halls’, a handful of pannier tanks,
2-8-0s, and various BR Standard types – but it was still a great place to
visit, despite the now run-down condition of many of the engines there
43 Last steam on the Callander & Oban lines at this time. However, it was a far cry from the days in the late 1940s
and early 1950s when I first visited Barrow Road shed and witnessed a
After 1962 a handful of regular duties remained on host of ‘3F’ and ‘4F’ 0-6-0s, ‘Jubilees’, ‘Black Fives’, ‘4P’ and ‘2P’ 4-4-0s
the Killin branch and to Callander from Edinburgh and ‘3MT’ 2-6-2Ts of both Midland Railway and LMS origin on shed.
Enjoy your read and your own special memories of those halcyon days
and Glasgow, Andrew Kennedy reviews these. of steam, however long ago your own steam experiences take you
back.
"
55 Locomotives that lingered on
The West
Coast Main
Line North of
Crewe in the
1950s and
‘60s - with the
emphasis on
steam trac-
tion! Views
of Crewe’s
locomotive
works, depots
and station
are followed
by scenes at
numerous loca-
tions including
Preston,
Carnforth,
Oxenholme via Keswick. in 1954 showing
and the Wind-
Scenes at Carlisle a wide variety of
ermere branch,
Low Gill, Tebay, show steam traction motive power,
Shap Station still in charge and including the arrival
- plus Penrith are a prelude to fas- of newly-built
and a journey cinating film taken No. 71000, Duke of
to Workington at Beattock Station Gloucester!
Film taken
between 1957
and 1967, wth a
wide variety of
steam and diesel
traction featured,
starting at Goole
Docks with
ex-LYR ‘Pugs’
still working the
dock’s sidings,
followed by film
at Hull, Hornsea
and Withernsea.
The Scarborough
to Whitby line
features, including
Robin Hood’s
Bay; plus the
35-mile route
from Whitby to
Pickering,
Queensbury Route, Hellifield in
including a
the Woodhead route, 1963 onboard a
journey by diesel steam-worked local
shunter from Halifax to Pellon
and the Holmfirth, passenger service,
Malton to followed by busy
Pickering! York Meltham and Worth scenes at
and the Derwent Valley branches. Next Hellifield Station and
Valley Rly. is is a detailed journey on the Settle & Carlisle
followed by the from Wilpshire to route.
Farewell to Stainmore
G.L. Pallister recalls a memorable Stainmore summit, 13 miles west of Barnard The desire to run coal, coke and iron ore
workings between the Cumbrian mines and the
journey across the Pennines from Castle. The line, which was double-track
steel works of north-east England was amongst
throughout, had some severe gradients,
Darlington when he travelled on the the principal reasons for the construction of the
especially on the western side, but it was line over Stainmore. This flow of minerals was
last passenger train to traverse the chiefly notable for a number of viaducts, integral to the financial health of the route.
Sadly the last coke train ran on 2 July 1961, and
Stainmore route – the RCTS including that at Belah – 196ft in height, it
less than seven months later this cross-Pennine
was the highest in England. They were all
organised ‘Stainmore Limited’ on built of cast-iron and had been designed by
route was closed. Here we see a reminder of the
heavy freight trains that worked across the high
20 January 1962. Sir Thomas Bouch, designer of the ill-fated Pennines in all weathers for over 100 years, this
Tay Bridge. classic location being Belah viaduct, near Kirkby
Stephen. Worsdell ‘J21’ class 0-6-0 No 65097
n 20 December 1961 British Railways This section of railway was joined by two
as a through route on 22 January 1962, and by time, we passed Durham in 16 minutes and drew forward once the ‘North Briton’ had
a part-single and part-double track line to arrived in Darlington at 9.46am, two minutes departed. Eventually we found seats in the
Tebay, which had been closed to regular early, having taken a mere 41 minutes from second-last coach, one of two still in the old
passenger traffic since 1952 and was to be Newcastle. red and cream livery. In all, the train
completely closed on 22 January. At Barnard Having alighted, our attention was comprised nine coaches, including a buffet
Castle the main line was joined by a mainly immediately attracted by a line of saloon car, and there must have been over
double-track line from Bishop Auckland, coaches standing in a siding beyond the 400 passengers.
which would close on 18 June 1962, and by a platform, for two of them carried boards At 10.45am there was a loud whistle and
mainly single-track line to Darlington, which reading ‘The Stainmore Limited’, which was ‘The Stainmore Limited’ began its long and
seemed ‘safe’ at the time but was itself closed the name of the special. We were pleased to memorable journey. It accelerated slowly out
on 30 November 1964. see that two of the coaches were in the old red of Bank Top, and we had a good view of the
The special train was to travel over almost and cream livery. As we walked round the engines on the curve towards Darlington
all these lines. Starting at Darlington, it was to station, the number of gentlemen carrying (North Road) station. We were now on the
run to Shildon, then via the Tunnel branch to cameras and haversacks increased until by route of the original Stockton & Darlington
West Auckland, and so to Barnard Castle. It 10.00am there was a large crowd. Just after Railway and, once clear of the town, the speed
would then cross Stainmore to reach Kirkby 10.00am we noticed an even denser crowd at picked up a little. At this point we were all
Stephen (East), after which it would run to the end of one of the platforms, and saw that a given a souvenir itinerary and a copy of the
Tebay. The train would reverse here, running pair of steam locomotives was backing down, schedule, on which I recorded the times. At
back to Kirkby Stephen as the last ever train no doubt the motive power for our rail tour. 11.05am we passed Shildon South, two
on the Tebay section. After a further reversal, Walking along the platform, we found these to minutes early, and not long after this we
it would run via the Eden Valley line to be a pair of BR Standard 2-6-0s, both in pulled on to single track and into the confines
Penrith, thence by the West Coast main line immaculate condition – the pilot engine was of Shildon tunnel. At Shildon North Junction
to Carlisle. At night, the special would follow BR Standard ‘3MT’ No 77003, and the train the train passed on to the first of many miles
the last regular diesel-multiple-unit from engine was BR Standard ‘4MT’ No 76049, of track destined soon to close, curving
Penrith to Darlington, and it would therefore both of West Auckland shed. They coupled on westwards on to the Tunnel branch, a short
be the last train over Stainmore summit. It to the coaches and, after a time, pushed them section of line that linked the Darlington to
was to leave Darlington at 10.46am and was out backwards, as the special was due to leave Bishop Auckland line with that from Bishop
due back at 11.00pm. from Platform 4 after the departure of the Auckland to Barnard Castle.
Meeting just before 8.30am on 20 January, northbound ‘North Briton’.
we – that is myself and two school friends – The crowd of railway enthusiasts had now
purchased ‘day returns’ from Newcastle-upon- grown to very considerable proportions and
Tyne to Darlington, although we would not be we met two more school friends, so bringing
returning by rail, as owing to the late return to our party to five. The ‘North Briton’ arrived at
Darlington, my father had agreed to collect us about 10.40am, and we had just worked out
by car. We crossed to Platform 9 and, not long where we would stand to await the arrival of
after, the 8.45am train to Liverpool pulled in, ‘The Stainmore Limited’ when we saw ‘3MT’
headed by English Electric 1Co-Co1 ‘Type 4’ Mogul No 77003 pulling up behind. Complete
(later Class 40) diesel locomotive No D239. We with snowplough, its smokebox door bore a
boarded the third coach, and the journey to wreath on which was written ‘1861-1962’. This
Darlington was fast and uneventful. Leaving on created considerable confusion as the special
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Deepdale viaduct, between Tees Valley Junction and Bowes Gate Cottages, is seen in the mid-1950s as BR Standard ‘3MT’ 2-6-2T No 82027 crosses
with a Darlington to Penrith service. No 82027 was allocated to Kirkby Stephen shed between December 1954 and January 1958, when diesel-
multiple-units were introduced over the Stainmore line and this ‘3MT’ was transferred away to West Hartlepool. Designed by Thomas Bouch as part
of the South Durham & Lancashire Union Railway, the 740ft-long Deepdale viaduct crossed Deepdale Beck, some 161ft below. Built on a tight curve,
across the viaduct baulk longitudinal timbers supported the running rails, check rails were in place, and ties held the track to gauge.
J.W. Armstrong/ARPT
The special was booked to stop at Stainmore from a Settle & Carlisle line train. We looked advertised in the schedule as a photographic
summit for five minutes, but a statement in the down to the trees below and at the bare stop. We walked to the front of the train but,
itinerary that it was not a photographic stop
and that passengers should not leave the train hillside to the south, bathed in sunshine. as the view was not very good, we decided to
was clearly reviewed and rescinded on the day. The train continued its way along a save our films, and walked back along the
The pause offered the opportunity for the two narrow ledge for a time and then pulled out of other track. Finding a door open in the
crews to pull coal forward in both tenders Smardale and into a slightly wilder stretch of middle of the train, we hauled ourselves in –
before setting off on the decent to Kirkby
country. Soon after, the line doubled and, after no easy task! We walked back to our coach
Stephen. Here the two Standard Moguls get
into their stride at 12.46pm on the favourable 1 a brief run, the brakes came on and we pulled and, passing through the buffet car, heard one
in 59/60 gradients. The fifth coach is breasting to a halt at Ravenstonedale, ‘a damp, of the attendants say, ‘We’re very busy on this
the summit, the abrupt change in gradient overgrown place’, according to my notes! As run, especially on Saturday mornings’!
clearly evident. usual, our coach was well off the platform, so The train left on time at 1.38pm and we
R. Leslie/P.J. Robinson Collection/ARPT
we opened a door and jumped out, this being headed through a slightly more open valley to
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The pilot engine of the rail tour was no stranger to the route, as illustrated by this view of the same BR Standard ‘3MT’ 2-6-0, No 77003, passing
Bleath Gill signal box with a Blackpool to the north-east passenger train, with an unidentified ‘2MT’ 2-6-0 providing banking assistance as the train
makes for Stainmore summit. With rolling hills providing a backdrop, summer scenes such as this are deceptive as there was little between the dales
and fells to stop Atlantic weather fronts from rolling in and bringing rain, mist and strong winds, which could transform a pleasant day into a
maelstrom of driving rain and howling winds in summer, or bring sleet, snow and blizzards in winter. Such conditions at Bleath Gill were immortalised
by a British Transport Films production of 1955 – Snowdrift at Bleath Gill. J.W. Armstrong/ARPT
Tebay. After some time, the West Coast main train and, soon after, the engines coupled on, We were all impressed by the beauty of this
line appeared to our right, the brakes came on tender-first, with ‘3MT’ Mogul No 77003 still stretch of line, and it was sad to think that never
and the train pulled to a halt just outside leading. At 2.26pm, 16 minutes behind time, again would we, or anyone else, view this scenery
Tebay station, parallel to the main line. The ‘The Stainmore Limited’, the last train ever to from the comfort of a train. Soon the graceful
super-elevation being considerable, it was a travel over the 12 miles to Kirkby Stephen, former Midland Railway viaduct appeared
long drop to the ground, but we made it pulled out of Tebay behind its two engines. ahead, and we passed under one of its arches.
without injury. After clambering over various Soon we were going quite fast and were Then the Eden Valley line appeared to the left
points and signal wires, which did their best looking out over the rolling, tree-dotted and, looking back, we caught a last glimpse of
to trip us up, we reached the platform and countryside to the hills to the south, at the Smardale. Now we were descending to the
watched the two engines uncouple and pull farm cottages and rushing mountain streams. junction, and soon were clattering over the
away. Above the sun shone, lighting the landscape points and crossings outside Kirkby Stephen
Tebay station was in a delightful situation with its golden beams. (East).
with a high hill to the south, above which the The speed fell and, with a loud whistle, the The train pulled to a halt, and the Tebay
sun shone brightly from a clear sky. To the train came through Ravenstonedale, where a line was at an end. As I had alighted here on
north, between the main line and the Kirkby few people had gathered on the platform to the first stop, I remained in the coach,
Stephen line, ran a pleasant stream. We walked watch the passing of the last train. The track thumbing through my notebook and
to the north end of the platform as an express became single, the train rounded a curve and scribbling down details; they eventually
was signalled through – it appeared, headed by stretching before us was the narrow defile of covered seven pages! Aroused by a loud
a ‘D200’ series English Electric diesel Smardale. We looked down the near-vertical clanking, I saw the two engines pull past to
locomotive, and as it approached the driver slope to the little stream below, and then the couple on the other end of the coaches. They
gave a deafening blast on the horn, which train glided out from its narrow ledge on to were now the right way round with No 77003
dropped a mile in pitch as the train roared past. Smardale viaduct and across to the other side. leading – by the end of the day it must have
Our two engines were now taking water
and it was well past the scheduled departure
time. Eventually we clambered back into the
Smardale viaduct was amongst the most attractive structures on the Stainmore line. This 17 August 1957 view records Ivatt ‘4MT’ 2-6-0 No 43072
traversing it to cross Scandal Beck with the 11.15am Blackpool to Darlington service. Local limestone was used for the viaduct’s construction, the
arch quoins are of millstone grit and the fourth and tenth piers are of considerably heavier construction. It opened in August 1875, having taken five
years to build. Regular trains linking north-east England with Blackpool via Stainmore first ran in the late 1920s, and despite appearances, in their
later years a load of 11 coaches was not unusual, this being possible thanks to a relaxation of weight restrictions up to ‘Class 4’, allowing double-
heading, while ‘triple-loads’ were possible thanks to banking. R. Leslie/P.J. Robinson Collection/ARPT
With the platforms showing evidence of heavy been one of the most photographed engines in of the windows, as we had done throughout
rain, Nos 77003 and 76049 have arrived at the Britain! the journey.
eastern, or north eastern, face of the island
platform at Tebay, the junction of the We pulled out of Kirkby Stephen (East) at At 3.25pm the train came to a halt with
Stainmore line with the West Coast main line, 3.08pm, 18 minutes late, having lost seven the front just in Appleby (East) station, as the
the up line of latter is just in view in the minutes from Tebay, and were soon going at a signal there stood at danger. It remained thus
foreground. While the crews of the 2-6-0s good rate through the Eden Valley. To our for no less than 15 minutes, after which the
prepare to run-round for the trip back to
right rose the Pennines, while on our left was train moved forward, passed through the
Kirkby Stephen (East), passengers hurry about
to secure photographs, or to see what is flat, green countryside stretching away to the station, then came to a halt again. To the left
happening on the main line and at the nearby horizon. The train rushed on and from time we could see the Settle & Carlisle line, and
engine shed. F.W. Hampson/ARPT to time we went into the vestibule to lean out according to the schedule, we were to reverse
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The BR Standard ‘3MT’ 2-6-2Ts were well-liked on the lines radiating from Kirkby Stephen,
being free steaming, easy to prepare and having enclosed cabs. They appeared at Kirkby
Stephen shed from December 1954, and immediately replaced ex-North Eastern Railway
engines on passenger workings. During the mid-1950s No 82027 leaves Kirkby Stephen with
a Darlington to Penrith stopping train. In the distance, a ‘2MT’ 2-6-0 can be seen, another
class that had a strong affinity with the line. J.W. Armstrong/ARPT Collection
Having reversed the special on to the ex-Midland main line to call at the up platform of Appleby (West), ‘The Stainmore Limited’ gets away for
Carlisle, retracing its steps for a few yards before continuing via the ex-NER route to Eden Valley Junction, to then pass through Penrith station.
The Midland’s own line runs through small communities some miles to the east of the market town. R. Leslie/P.J. Robinson Collection/ARPT
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On 11 August 1957 BR Standard ‘3MT’ 2-6-2Ts Nos 82026 and 82028 leave ex-NER
territory at Eden Valley Junction and join the West Coast main line with a Saltburn to
Penrith special. R. Leslie/P.J. Robinson Collection/ARPT
move, and there were cries of ‘good-bye’ from had left Clifton Moor, Appleby (East) and accompaniment of exploding detonators, the
people on the platform. Slowly it drew past, Warcop in the peace of the night, a peace that train began to move slowly out of the station.
the puffing grew faster, the platform end was no other train would ever break. For a We drew towards the band, and as we did so,
passed, and Appleby (East) had seen its last hundred years trains had puffed along this it once again struck up Auld Lang Syne. We
train, and so the train pulled on through the pretty line, but our great double-headed train passed out from under the station roof, the
quiet Eden Valley, disturbing the peace of the that rattled through on the night of 20 January music faded and was replaced by the exhaust
night for the last time. 1962 was the last of all. The brakes came on from the engines. We looked back over the
Some eight minutes after leaving Appleby and the speed fell. We listened to the steady dark platform-ends at the crowds of people
the train pulled up in Warcop, where we were wheel-beats, and then suddenly they were singing ‘Should auld acquaintance be forgot’.
greeted by the blinding light of a cine camera. interrupted by confused banging . . . The platform passed, and the singing faded
After half a minute, however, we were off, and points . . . the train curved to the east and away into the night – the last train had left
Warcop too had seen its last passenger train. slowed . . . the platform loomed up and, as it Kirkby Stephen.
Into the mid-1970s the former NER line did so, the faint strains of music caught our Leaving Kirkby Stephen 19 minutes late,
would be retained through here for goods use ears. at 9.58pm, the train was soon in trouble as it
from Merryhill Quarry near Kirkby Stephen, The station lights sprang up, revealing a began to climb the moon-lit slopes to
and even later than that, military traffic to and crowded platform, and a wave of sadness and Stainmore summit. The speed out of Kirkby
from Warcop. The speed was slower now and, nostalgia came over us as we heard the closing Stephen was slow and soon it fell to a feeble
pressing my head close to the window I bars of Auld Lang Syne. Rushing to the crawl. We now abandoned all caution and,
looked out. Dimly, in the pale moonlight I window, we saw a brass band further down climbing on to the tables, opened the
could see hedgerows and fields, farmhouses, the platform, under a clump of lights. We windows and put our heads out! – I manned a
and cottages, and across it all, like a great fog dashed to the door, jumped on to the left-hand window. Ahead dim shapes of the
bank, rolled a huge cloud of smoke from the platform, and began to walk towards the band engines, their cabs lit from time to time by a
engines. but, even as we did so, there was a loud, sudden glare from the fires. Above the moon,
We were nearing the point where the urgent whistle from one of the engines, so we shrouded in high thin cloud, the smoke from
single-track became double, and the line left reluctantly got back into the train. Soon after, the engines silhouetted against the night sky;
the Eden Valley for the desolate Pennines. We there were several loud whistles and, to the behind the long line of lighted coaches, and to
our left a steep slope fell away into a hollow of
darkness, with just a few lights in the far
distance. There was a jumbled puffing from
ahead then, distinctly, the sound of slipping
… one of my friends withdrew his head from
the window opposite. ‘We’ll never make it!’, he
exclaimed emphatically. We had now been
going for nearly 20 minutes and had not yet
crossed Belah viaduct. I leaned further out,
the cold air flowing gently in my face.
Suddenly the train engine slipped violently,
emitting a huge cloud of black smoke, the
pilot gave a few despairing puffs, which
degenerated into a sort of pant, and the train
stopped – we were stuck!
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Fifty years after its closure, Barrow Road shed is seen from Barrow Road overbridge on 27 September 1964, by which time a
‘Western’ flavour was growing, the ex-Midland shed having being transferred to the Western
Steve Bartlett recalls locomotives Region in 1958. More recently, June 1964 had seen its work and allocation supplemented by
inherited locomotives and duties upon closure of the ex-GWR St. Phillip’s Marsh shed – Barrow
found at this ex-Midland Railway Road was now the only steam facility in Bristol. Looking south from the steps leading to the depot,
depot and the duties they only half of the three-gabled roundhouse is in view, the building at its corner, with the tall square
chimney, was the sand house, while the Midland link to Temple Meads station is on the far left.
performed, from a fully steam-hauled Crewe South-allocated ‘Jubilee’ No 45586 Mysore represents tradition, but it is surrounded by ex-
GWR ‘Hall’ class 4-6-0s and a Collett ‘2884’ class 2-8-0, whilst Barrow Road’s BR Standard ‘5MT’
operation in 1959 to its closure as 4-6-0 No 73012 is beside a ‘Britannia’ Pacific taking water. To complete the scene, a visiting ‘Black
Bristol’s last steam shed. Five’ is near the main line. Colour-Rail.com/101183
ristol was an important destination for passengers from 21 September 1953. Also at to a covered hydraulic wheel-drop. Mess
BARROW ROAD
much larger coaling plant to its right. 5 - WHEELDROP
Richard Soddy 6 - STEPS
1
Looking north from Barrow Road towards Lawrence Hill signal box and
Lawrence Hill overbridge, the scene is dominated by Barrow Road shed’s
massive ex-LMS coaling plant, with its 150 tons mechanical coaling tower.
In view on 28 July 1963 is Barrow Road-allocated BR Standard ‘9F’ class
2-10-0 No 92000 and Gloucester (Barnwood)-allocated BR Standard ‘5MT’
4-6-0 No 73091, the latter boasting a fairly recent works repaint. At this
time the depot’s four ‘9Fs’ were mostly to be found working the
Avonmouth Docks to Bromford Bridge block oil trains, via the Lickey
incline. The lines to the left in the foreground lead to carriage sidings on
the south side of the bridge, the end of one of the maintenance platforms
and the roof of a 350hp diesel-shunter being visible.
T. Owen/Colour-Rail.com/198002
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Table One
82E Bristol Barrow Road allocation – March 1959
Collett ‘2251’ ‘3MT’ 0-6-0 Johnson ‘1F’ 0-6-0T Fowler ‘Patriot’ ‘6P/5F’ 4-6-0 Aspinall ‘0F’ 0-4-0ST
2215 41879 (in store) 45504 Royal Signals 51217
Total: 1 Total: 1 45506 The Royal Pioneer Corps 51221
45519 Lady Godiva Total: 2
Churchward ‘4300’ ‘4MT’ 2-6-0 Johnson ‘3F’ 0-6-0 Total: 3
5393 43344 Riddles BR Standard ‘5MT’ 4-6-0
6346 43444 (in store) Stanier ‘Jubilee’ ‘6P/5F’ 4-6-0 73003
6350 43593 45572 Eire 73015
6376 43712 45577 Bengal 73031
Total: 4 43734 45651 Shovell 73054
Total: 5 45660 Rooke 73068
Collett ‘5700’ ‘3F’ 0-6-0PT 45662 Kempenfelt Total: 5
8725 Fowler ‘4F’ 0-6-0 45682 Trafalgar
Total: 1 43926 45685 Barfleur Riddles BR Standard ‘4MT’ 4-6-0
44269 45690 Leander 75004
Johnson ‘483’ ‘2P’ 4-4-0 44355 45699 Galatea 75021
40332 (in store) 44411 Total: 9 75022
40501 (in store) 44424 Total: 3
Total: 2 44466 Fowler ‘Jinty’ ‘3F’ 0-6-0T
44534 47333
Ivatt ‘2MT’ 2-6-2T 44536 47544
41207 44537 47550
41208 44553 47552 Grand total: 55
41240 44569 47678
Total: 3 Total: 11 Total: 5 In store: 4
Two members of the old order of Midland 4-4-0s were still on the books of Barrow Road in March 1959, albeit stored, these being Nos 40332 and
40501. The former awaits departure from Bristol (Temple Meads) with a stopping train to Gloucester (Eastgate) on 27 May 1957. The train is
standing in the old Brunel-built trainshed, its terminal platforms becoming the regular home for ex-MR/LMS local and express passenger services.
Rated ‘2P’, No 40332 dates back to 1882, when it emerged from Derby Works as Johnson ‘1562’ class No 1566. Withdrawn in 1923, it was then
renewed under Fowler as a ‘483’ class, as seen. Transferred from Saltley to Barrow Road in April 1957, No 40332 was placed in store in September
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Barrow Road’s Collett ‘2251’ class 0-6-0 No 3218 receives a final touch up, using paint and brushes
supplied by the author’s compatriots, prior to working the 6.20pm Witham to Wells passenger service
on its withdrawal day, Saturday, 7 September 1963. No 3218 went into store at Barrow Road in the
following week but lived to fight another day, moving to Templecombe on the Somerset & Dorset line
in December 1963, where it continued to work until its May 1965 withdrawal. Cheddar Valley branch
motive power had more recently been LMS-designed Ivatt ‘2MT’ and BR Standard ‘3MT’ 2-6-2Ts.
These were a Barrow Road, rather than a St. Phillip’s Marsh, provision from October 1962 as part of
the rundown of the latter depot prior to its June 1964 closure. Author
Table Two
82E Bristol Barrow Road allocation – June 1963
Collett ‘2251’ ‘3MT’ 0-6-0 Collett ‘6100’ ‘4MT’ 2-6-2T Stanier ‘Jubilee’ ‘6P/5F’ 4-6-0 Riddles BR Standard ‘9F’ 2-10-0
2217 6147 45682 Trafalgar 92000
2251 6148 45685 Barfleur 92007
2277 Total: 2 45690 Leander 92221
3218 Total: 3 92248
Total: 4 Collett ‘8100’ ‘4MT’ 2-6-2T Total: 4
8102 Stanier ‘8F’ 2-8-0
‘5700’ ‘3F’ 0-6-0PT Total: 1 48110 Grand total: 56
3643 48431
3675 Ivatt ‘2MT’ 2-6-2T Total: 2
3677 41207
3696 41208 Riddles BR Standard ‘5MT’ 4-6-0
3702 41245 73015
3752 41248 73028
3765 41249 Total: 2
4619 41304
4699 Total: 6 Riddles BR Standard ‘4MT’ 4-6-0
8795 75001
9623 Fowler ‘4F’ 0-6-0 Total: 1
9626 43924
Total: 12 44135 Riddles BR Standard ‘3MT’ 2-6-2T Reduction in traditional of
44264 82007 ex-LMS types since 1959 due to
Collett ‘5101’ ‘4MT’ 2-6-2T 44269 82035 dieselisation and rationalisation of
4103 44296 82036 local freight trip and shunting duties.
4131 44466 82037 The changes also reflect the October
Total: 2 44523 82038 1962 transfer of 29 tank and smaller
44534 82039 tender engines from the ex-GWR
44569 82040 St. Phillip’s Marsh shed, to be
Total: 9 82043 followed in June 1964 by the
Total: 8 remainder of its allocation.
hydraulic build, the ‘D9500’ series ‘Type 1s’. disappeared due to small station and siding A Barrow Road shed visit on Sunday,
The Brush ‘Type 4’ depot allocation increased closures, and this short-lived class of 56 14 June 1964 found no less than 22 of these
from nine in June 1964 to 23 by June 1965, locomotives were all withdrawn or sold to visitors, comprising over a third of the 60 steam
and to 37 by November 1965. Whilst this all- private industry by the end of 1969. They engines present on the depot that day. It was
conquering class replaced some diesel- were a class that should never have been built, also the weekend that St. Phillip’s Marsh shed
hydraulics on existing passenger and parcels although in the short term they had a direct had closed, Barrow Road being packed with its
work, their most significant impact was in impact on the elimination of steam-hauled enhanced allocation, as well as visiting engines
finally eliminating steam-haulage from the trip work and its associated shunting in the that had previously been serviced at St. Phillip’s
long distance freight work that had been Bristol area. Marsh.
stubbornly resilient to dieselisation during the Returning to Barrow Road shed, as well as Barrow Road’s visitors that day comprised
preceding few years. its increased home depot allocation from June ex-GWR 2-8-0s Nos 3830 (from Newport Ebbw
The first five ‘D9500’ series British 1964, the numbers of visiting main line Junction), 3848 (Southall) and 3856 (Severn
Railways ‘Type 1s’ had reached Bath Road locomotives arriving on the depot for Tunnel Junction), ‘Castle’ class 4-6-0s Nos 4080
shed by October 1964, rising to nine by May servicing remained high. This was due to a Powderham Castle (Southall), 4089 Donnington
1965 and 16 by November 1965. Designed for combination of circumstances, including high Castle (Reading), 5063 Earl Baldwin and 7024
short-distance freight trip work and levels of residual steam-hauled freight work Powis Castle (both Oxley), ‘Grange’ class 4-6-0s
associated shunting, they were the ideal on both the Western and London Midland Nos 6848 Toddington Grange (Worcester) and
motive power for the final elimination of Region routes into yards around the city, 6879 Overton Grange (Tyseley), ‘Hall’ class
steam-haulage on these duties in the Bristol where most terminated and others changed 4-6-0s Nos 6904 Charfield Hall (Banbury) and
area. However, this type of work rapidly engines. 6928 Underley Hall (Pontypool Road),
‘Modified Halls’ Nos 7910 Hown Hall (Reading)
and 7925 Westol Hall (Cardiff East Dock), ex-
LMS (S&D) ‘4F’ 0-6-0 No 44558 (Bath Green
Park), ‘Black Five’ No 45398 (Northampton),
Stanier ‘8F’ class 2-8-0s Nos 48184 and 48666
(Nottingham), 48351 (Saltley) and 48460
(Stourbridge Junction), BR Standard ‘5MT’
4-6-0 No 73021 (Gloucester), and BR ‘3MT’
2-6-2T No 82030 (Taunton – on loan to Barrow
Road).
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Table Three
Bristol Barrow Road shed visiting engines on Sunday, 14 June 1964 – Known inward and return workings
Engine Home depot Sat. 13 June 1964 – inwards Mon. 15 June 1964 – return
3848 81C Southall – 7T73 12.05pm St. Phillip’s Marsh to Rogerstone
3856 86E Severn Tunnel Jcn – 7T55 5.10am Stoke Gifford to Rogerstone
4080 81C Southall – Spare on shed at Barrow Road
4089 81D Reading – 6T01 2.40pm St Phillip’s Marsh to Rogerstone
5063 2B Oxley 1V26 9.50am Wolverhampton LL to Paignton Relief 3M00 11.25pm Bristol TM to Crewe Parcels (via Worcester,
(via Stratford-upon-Avon), C/E Bristol and Dudley), C/E Wolverhampton LL
6848 85A Worcester – 4.30am to Hookagate freight
6879 2A Tyseley – 4M47 1am Tavistock Junction to Crewe (via
Worcester, and Dudley), C/E St. Phillips Marsh
6904 2D Banbury – 6.45am Stapleton Road ballast trip
(scheduled for a Barrow Road engine)
6928 86G Pontypool Road – 3.30am St. Phillip’s Marsh to Neath freight
7024 2B Oxley – ‘Diesel standby’ Bristol
7910 81D Reading 4V78 11am Crewe to Stoke Gifford 7M09 3.50am Stoke Gifford to Woodford Halse (via Swindon
(via Dudley, and Worcester) and Didcot Curve)
7925 88A Cardiff East Dock – 6.35am and 8.35pm Stoke Gifford trips (scheduled for a
Barrow Road engine)
45398 1H Northampton – 4N29 4.50pm St. Philips Yard to Leeds Hunslet Lane
48184 16D Nottingham – 6M12 8.55pm Avonmouth to Lawley Street
48351 2E Saltley – 6M05 8am Westerleigh to Washwood Heath
73021 85B Gloucester – 3.45pm Bristol TM to Gloucester local passenger
82030 83B Taunton* – 1pm Cheddar additional trip (Strawberry special)
Notes
C/E: Change Engine, * Engine on loan from Taunton. Source: www.bristolsteam64.co.uk
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STEAMNOVEMBER PK:Make-up (July 05) 30/09/2015 15:34 Page 29
The once important ex-Midland Railway towing withdrawn engines Nos 3696 and 4630
sidings at Westerleigh was deemed to be a ex-Barrow Road, No 9790 ex-Westbury and
duplicate facility and so closed in October somewhat remarkably ex-London & South
1964, its main line freight services being Western Railway Drummond ‘M7’ class
diverted into the Stoke Gifford and Bristol 0-4-4T No 30133, withdrawn from Salisbury
West depot yards. Its closure also saw a shed, en route for scrapping.
significant rationalisation of the, mainly On Sunday, 21 November the almost
steam-hauled, associated yard pilot and empty depot with its cavernous roundhouse
freight trip duties. In January 1965 the contained Stanier ‘8F’ 2-8-0 No 48751 from
Fishponds banking turn was discontinued, Nuneaton, and Barrow Road’s ‘9F’ 2-10-0
while between October 1964 and March 1965 No 92209 and 0-6-0PT No 9680. No 92209
long-distance freight trains to the Midlands left for its brief final home at Bath (Green
and north that had traditionally started from Park), No 48751 worked back north, whilst
St. Philips progressively became Bristol 0-6-0PT No 9680 remained on shed clearing
(Temple Meads) Goods starting services. up duties during the week after closure, before
In the end it was a fairly rapid and departing for its short-term final home at
definitive demise for Barrow Road depot, its Gloucester (Horton Road) depot.
official closure coming on Monday, Steam was officially eliminated from the
22 November 1965. In fact all turns were Western Region on 31 December 1965, continue to occasionally host unauthorised
diagrammed for diesel traction from Monday, survived only by a three-month reprieve for steam visitors for some months after this date.
15 November, and the final week was a Somerset & Dorset line services via Bath It is now 50 years since the use of steam-
tidying-up exercise, apart from dealing with (Green Park). The ban presented a particular hauled trains came to its inevitable conclusion
the occasional foreign visitor, mainly from the challenge for the London Midland Region and on the Western Region, and as memories
London Midland Region via Gloucester, for the occasional rogue steam-hauled services, begin to fade, an effort has been made to
servicing. usually freight specials or diesel engine record the chronological sequence of events as
On the final Saturday, 20 November, failures, which would appear from time to they occurred during those final years of
Burton-on-Trent shed’s Stanier ‘8F’ class 2-8-0 time. For these, temporary sojourn would take steam in the Bristol area.
No 48266 left Barrow Road depot for place on Bath Road diesel depot, or an
Gloucester at 9.00am towing recently- immediate light-engine return would be Particular thanks to then fellow Bristolians
withdrawn Barrow Road engines Nos 3836, undertaken, initially to Gloucester (Horton Patrick O’Brien and Robin Whittle for
3863, 5932 and 6965. It was followed at Road) shed, until that closed from providing advice and additional research in
11.00am by Barrow Road’s BR ‘9F’ No 92209 31 December. However, Gloucester would putting together this article.
With the steam locomotives now gone, the interior of Barrow Road
roundhouse is silent and empty but for the detritus of abandonment, soon
after its closure in November 1965. Peter Hensey/Robin Whittle Collection
REFERENCES:
BR Steam Locomotives: Complete Allocation
History 1948-1968 – Hugh Longworth –
2014
Bristol Barrow Road: Steam Locomotive
Allocations – Steam Archive Services
www.bristolsteam.co.uk –
Website Patrick O’Brien
Rail AN7/85, 86 and 87 files –
National Archives, Kew
abc Locoshed Book – Ian Allan –
biannually 1959-1965
Trains Illustrated/Modern Railways – Ian Allan –
monthly 1959-1965
Railway Locomotives – British Locomotive
Society – Monthly 1959-1965
Working Timetables –
British Railways 1959-1965
30 www.steamdaysmag.co.uk
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STEAMNOVEMBER PK:Make-up (July 05) 30/09/2015 15:35 Page 33
In Colour
131: Wiltshire steam
The county of Wiltshire provided enthusiasts with a variety of both former Great Western Railway and Southern
Railway motive power, not only at its works premises at Swindon, its locomotive depots at Salisbury, Swindon and
Westbury, but also on many interesting passenger and freight workings. This brief photo-feature concentrates on
Savernake Junction is where the Berks & Hants line, as part of the West of England route, approaches from the west and joins the former M&SWJ
line coming in from Marlborough, Swindon and Cirencester at Savernake (Low Level) station, which extends south to Andover. As a morning Paignton
to Paddington express approaches the station hauled by green-liveried diesel-hydraulic ‘Warship’ class No D826 Jupiter, Swindon-based GWR ‘5700’
class 0-6-0PT No 3666 prepares to depart from the station for Marlborough and Swindon with a two-coach train of maroon liveried non-corridor
stock on 1 July 1961. Savernake Junction signal box can be seen in the distance. R.C. Riley
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STEAMNOVEMBER PK:Make-up (July 05) 30/09/2015 15:36 Page 36
In 1960, the fireman of Salisbury-based Bulleid ‘Battle of Britain’ Pacific No 34050 Royal Observer Corps is pictured trimming the coal at the platform
end at Salisbury prior to the locomotive’s next turn of duty. This ‘Battle of Britain’ engine was, along with classmate No 34067 Tangmere, presented
with additional plaques that were fitted to the cab-sides beneath the locomotive number, the one on No 34050 replicating the Long Service Medal
Ribbon. In this scene the locomotive is yet to be fitted with this plaque, as this would be presented at Waterloo station on 2 June 1961. No 34050,
when numbered 21C150, was intended to be named Lapford of the ‘West Country’ class. Colour-Rail.com/BRS1427
Carrying the reporting number 036, Great Western ‘Castle’ class 4-6-0 No 5087 Tintern Abbey approaches Wootton Bassett Junction on the
Badminton line with a train from West Wales (either Pembroke Dock or Fishguard) in the early 1960s, prior to entering Wootton Bassett station. An
Old Oak Common engine for many years, No 5087 was transferred to Llanelly shed in December 1961, from where it spent in final days in service,
being withdrawn in August 1963 and then scrapped at Cohen’s scrap yard, Morriston, Swansea in January 1964. Colour-Rail.com/320633
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STEAMNOVEMBER PK:Make-up (July 05) 30/09/2015 15:36 Page 37
In July 1962, Great Western ‘Castle’ class No 5072 Hurricane calls at Devizes station with a London (Paddington) to Bristol
stopping train. Well away from its home depot, three months later this locomotive would be withdrawn from Wolverhampton
(Stafford Road) shed, its home since October 1960. Outshopped new from Swindon Works in June 1938 as Compton Castle,
No 5072 was renamed Hurricane in November 1940, in the aftermath of the Battle of Britain. The Compton Castle name was
later revived for No 5099 of May 1946. R. Denison/Colour-Rail.com/BRW1665
On
On 29 August
29 August 1964,
1964,Salisbury-allocated
Salisbury-allocated rebuilt
rebuilt‘West
‘West Country’
Country’ Pacific
Pacific No 34005
No 34005 Barnstaple
Barnstaple heads
heads anan up
up West
West ofof England
England express
express towards
towards the the next
next
stop
stop atat Salisbury
Salisbury as
as thethe fireman
fireman seessees the
the city’s
city’s famous
famous cathedral
cathedral looming
looming forth
forth in
in the
the distance.
distance.TheThe rebuilding
rebuilding of
of the
the‘West
‘West Country’
Country’ Pacifics
Pacifics
involved
involved replacing
replacing the
the chain-driven
chain-driven valve-gear
valve-gear with
with three
three sets
sets of
of Walschaerts
Walschaerts valve-gear
valve-gear and
and aa new
new centre
centre cylinder.
cylinder.Barnstaple
Barnstaple emerged
emerged so so treated
treated
in
in June
June 1957,
1957,and
and itit would
would endend itit days
days based
based atat Bournemouth
Bournemouth shed shed in
in October
October 1966.
1966.Then
Then sold
sold to
to Buttigiegs
Buttigiegs scrapyard
scrapyard in
in Newport,
Newport,itit isis not
not one
one of
of
the
the ten
ten‘West
‘West Country’
Country’ Pacifics
Pacifics saved
saved from
from the
the cutter’s
cutter’s torch.
torch. David Christie/Southern-Images.co.uk
David Christie/Southern-Images.co.uk
Passing
Passing Salisbury
Salisbury‘C’
‘C’ signal
signal box
box on
on 29 August
29 August 1964,
1964,after
after working
working in
in from
from South
South Wales
Wales with
with aa freight
freight train,
train,isis ex-Great
ex-Great Western
Western‘2884’
‘2884’ class
class 2-8-0
2-8-0
No 3864
No 3864 of
of Neath
Neath depot.
depot.These
These freight
freight trains
trains from
from South
South Wales
Wales to
to Salisbury
Salisbury would
would arrive
arrive by
by using
using the
the former
former Great
Great Western
Western route
route from
from
Westbury,
Westbury,which
which from
from 1950
1950 became
became part
part of
of the
the Southern
Southern Region
Region ofof British
British Railways.
Railways. David Christie/Southern-Images.co.uk
David Christie/Southern-Images.co.uk
www.steamdaysmag.co.uk
Ian Allan F_P.indd 1 01/10/2015 10:40
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Callander observations
Trains as far as Callander were more numerous
as several services from Glasgow, Edinburgh
and Stirling terminated there, and many of
these remained steam-hauled into 1965.
Despite the town being on a through line, it is a
The knowledge that steam servicing was whole. Notably the Glasgow (Buchanan measure of the traffic generated locally that the
to end in Oban saw the Stephenson Street)-Callander-Oban line is 117¼ miles, railway continued the practice of terminating
Locomotive Society propose a two-coach while trains from Glasgow (Queen Street) to and starting some services here.
‘Farewell to Steam on the West Highland – Oban over the spur at Crianlarich needed to Although the Oban line was established as
Callander & Oban’ rail tour with the only traverse 101¾ miles. In a world of British a single-track route with passing places, the
preserved ‘Caley Single’, 4-2-2 No 123. Railways eliminating redundant assets, the extra capacity required at its east end saw the
However, the loss of such a well-loved line to line east of Crianlarich was living on a knife- first 3½ miles from the main line junction at
steam power had been somewhat edge, but surely Callander was too large to Dunblane, as far as Doune, doubled in 1902,
underestimated, so the length of train grew to lose its railway? with the latter station rebuilt as an island
five coaches and it had to be double-headed. The SLS tour to Oban came and went on platform in contemporary Caledonian style,
The additional locomotive was the preserved 12 May 1962, and Oban steam rumbled on but quite unlike existing Oban line structures.
North British Railway 4-4-0 No 256 Glen until July, with the shed closing completely A plan to continue the double-track on to
Douglas, both engines being chosen as long- from 6 May 1963, and it is thought that Ivatt Callander never came to fruition, but between
term representatives for their pre-Grouping Mogul No 46460 may have lingered at Oban Doune and Callander was the 1893 crossing
railways, and thus they had already been fully into May 1963, but did it see any use? loop at Drumvaich, which would also be
restored to their pre-1923 liveries. Glen With dieselisation complete on main line retained when the Doune to Dunblane section
Douglas and No 123 were equally appropriate duties, on most freights and on the was singled again from 30 October 1955. The
for the tour as it headed out of Glasgow on Ballachulish line, and the Beeching axe scheme saw the junction at Dunblane
the West Highland (ex-North British) line and hanging over much of the route from March modified, a ladder of pointwork replacing the
returned via the full length of the C&O 1963, the remaining steam-hauled operations diamond crossing, and Dunblane South and
(ex-CR operated) route. The lines were not and general flow of activity is perhaps best Doune East signal boxes closed.
traditionally linked, but a west-facing 39 chain
line from Crianlarich (Upper) – the West
Highland line station – led to Crianlarich East
Junction on the C&O route. It had been
installed in December 1897, the North British
bearing the brunt of the costs, including the
provision of two signal boxes.
Mainly a useful link for transfer freights
and the odd passenger working, it was not
until nationalisation that this short spur began
to realise its potential – timetabled passenger
services used it in 1949 and 1962 – and it
proved key to Dr Beeching’s plans for
‘reshaping’ the West Highland lines as a
44 www.steamdaysmag.co.uk
STEAMNOVEMBER PK:Make-up (July 05) 30/09/2015 15:37 Page 45
Table One has been collated from arrive at Callander until 9.25½am. The class Pullmans converted in 1947, the ‘Devon
Section C of the Passenger Train Working booked shunt is eight minutes and it used the Belle’ service was introduced by the Southern
Timetable for winter 1962/63, and cross- Glasgow engine at Callander. The same train Railway but withdrawn by British Railways in
referenced with the public timetable. Within from Glasgow includes an observation car on 1954. After a period of uncertainty, the two
the table are details of the short workings and the rear, the use of which starts before the cars were purchased by BR in 1957, and
the light engine run of the Killin branch winter timetable ends, runs throughout the moved north. Pullman No 14 (BR No S281)
engine that returns to Killin as a school train summer and continues into mid-September. found a home on the Oban line, while No 13
on Mondays to Thursdays, or to Crianlarich Each summer, the 7.55am Glasgow initially saw use in North Wales before
(Lower) on Fridays-only. The notes describing (Buchanan Street) to Oban service and the reaching Inverness in 1961, to work the Kyle
the non-public quirks of the service are 5.15pm return duty featured an observation of Lochalsh route. Whilst not of the same
complemented by further notes in italics, car. British Railways ran these on the Oban standard as the pre-war Pullman, the interior
which refer to information from the public line from 1955 through to 1966, the last provided an opulent environment from which
timetable. The sleeper, buffet and observation season being after the Dunblane to to enjoy the scenic splendour of the
car requirement is based around the peak Crianlarich section closed. This was not a new Highlands.
summer season, which would start from initiative as the Caledonian Railway had By the early 1960s a surprising range of
17 June 1963 and run through to 8 September introduced an observation car on the line in motive power could be found on the short
1963, the winter 1963/64 timetable coming 1914, this being Pullman car Maid of Morven. workings to Callander, such as British
into use on the following day. The Great War caused a brief hiatus and Railways Standard ‘4MT’ 2-6-4Ts, Stanier
The portioned workings enabling the World War II concluded it use. Fairburn ‘4MT’ 2-6-4Ts and Stanier ‘Black
Oban line to be served from both Edinburgh The 1955 return employed a former Five class 4-6-0s. Interestingly, Saturday,
and Glasgow were generally split or joined at London & North Eastern Railway ‘Beavertail’ 23 May 1964 saw the appearance of Gresley
Stirling, although the 6.50am Edinburgh saloon from the ‘Coronation’, and the car used ‘V2’ class 2-6-2 No 60818 on the 11.10am
(Princes Street) through carriages for Oban the Oban turntable before its return on the Stirling to Callander and on the noon
reached Callander at 8.47am and were then rear of the 5.15pm service, as a sun lounge. Callander to Stirling return duty, this being a
added to the front of the 7.55am Glasgow For the summer of 1958 a displaced ‘Devon rare and officially banned visitor. A more
(Buchanan Street) to Oban duty, which didn’t Belle’ car had arrived. One of a pair of third usual ‘Black Five’, No 45359, was recorded on
Table One
Passenger related workings at Callander – winter 1962/63, Mondays to Saturdays (no Sunday service)
Arrive Depart Down trains
12.57am 1.01am 12.12am (MX) Mixed from Stirling (diesel loco) to Oban (arrive 5.07am) – Mails Callander to Oban: includes through carriages,
10.30pm ex-Glasgow.
1.08am 1.12am 12.30am (MO) from Stirling (diesel loco) to Oban (arrive 4.55am) – Commences 17 September. 11.10pm from Glasgow (Buchanan
St) on Sunday nights until 23 September 1962 inclusive and from 19th May 1963. From Glasgow (Queen St) on Sunday nights from
30th September 1962 until 12th May 1963 inclusive.
6.19am 6.21am 5.55am from Stirling (diesel loco) to Oban (arrive 9.08am) – Limited load as runs for mails Stirling to Tyndrum Lower: calls at
Glenoglehead Crossing for Postal purposes only: calls to set down when required at stations between Dalmally and Ach-na-cloich
inclusive, and also on Saturdays to take up wives of railway employees. Conveys sleeping car from London Euston (depart 7.40pm),
SX until 28 September 1962, and then FO from 5 October 1962.
8.47am – 6.50am (SX) from Edinburgh, terminates: These carriages are attached to 7.55am from Glasgow at Callander, which arrives in
Oban at 12.28pm.
9.25½am 9.33½am 7.55am from Glasgow to Oban, arrive 12.28pm. Calls at Kingshouse Platform on notice at Strathyre, no luggage or bicycles to be
put out at platform. Calls at Falls of Cruachan on alternative Saturdays to take up wives of railway employees: includes
restaurant/buffet car and observation car, Glasgow to Oban until 22 September 1962 inclusive. Through carriages from Edinburgh
(depart 6.50am) attached at Callander.
11.41am – 11.10am from Stirling, terminates.
12.41pm – 12.10pm (SO) from Stirling, terminates.
3.40pm – 3.06pm diesel from Stirling, terminates.
– 4.06pm 4.06pm (FO) Callander to Crianlarich Lower, arrive 5.08pm – Not advertised.
– 4.06pm 4.06pm (FSX) Callander to Killin, arrive 5.12pm – Not advertised.
5.55pm – 5.24pm from Stirling, terminates: includes through carriages, 4.25pm ex-Glasgow.
6.35pm – 5.12pm from Glasgow, terminates.
7.10½pm 7.12½pm 6.05pm from Glasgow (diesel loco) to Oban, arrive 9.58pm – Calls at St. Bride’s on alternative Saturdays and at Craignacailleach
each Saturday to set down railway employees: includes miniature buffet car between Glasgow and Oban until 11 May 1963, and
restaurant/buffet car from 13 May 1963; includes through carriages, 5.32pm ex-Edinburgh.
7.48pm – 6.22pm from Glasgow, terminates.
9.50pm – 9.17pm from Stirling, terminates.
Arrive Depart Up trains
– 7.52am 7.52am Callander to Glasgow, arrive 9.13am.
8.50½am 8.58½am 6.15am Oban to Glasgow, arrive 10.28am – calls at Awe Crossing (6.57am) on Mondays, when required, to pick up signal lineman:
calls at Kingshouse Platform (8.31½am) if there are any passengers on the platform, but no luggage or bicycles will be taken into
trains: includes through carriages to Edinburgh, arrive 11.14am.
– 9.40am 9.40am (SX) Callander to Edinburgh, arrive 11.14am.
– 12.00pm 12.00pm Callander to Stirling, arrive 12.32p.m
– 1.30pm 1.30pm (SO) Callander to Glasgow, arrive 3.07pm.
2.53pm 2.58pm 12.05pm Oban to Glasgow (diesel loco), arrive 4.21pm: calls at Craignacailleach SO to pick up railway employees. Calls at
Kingshouse Platform (2.34pm), if there are any passengers on the platform, but no luggage or bicycles will be taken into trains.
includes through carriages to Edinburgh, arrive 4.43pm; miniature buffet car from Oban to Glasgow until 11th May 1963, and then
restaurant/buffet car from 13th May 1963.
– 4.00pm 4.00pm Callander to Stirling (diesel), arrive 4.29pm.
4.03pm – 3.21pm (SX) Killin Junction Callander – light engine move.
– 6.10pm 6.10pm Callander to Stirling, arrive 6.44pm.
8.01½pm 8.03½pm 5.30pm Oban to Glasgow (diesel loco), arrive 9.25pm – calls at Falls of Cruachan on alternate Saturdays to set down wives of
railway employees: includes Oban to London Euston sleeping cars (arrive 7.30am) daily until 29th September inclusive, Mondays-
only commencing 1 October 1962; through carriages to Edinburgh arrive at 9.56am; restaurant/buffet car, observation car Oban to
Glasgow until 22 September 1962 inclusive.
Unless otherwise stated, references to Glasgow and Edinburgh refer to Glasgow (Buchanan Street) and Edinburgh (Princes Street) stations.
Proudly wearing a ‘64C’ shedplate to denote its home shed of Dalry Road, Stanier ‘Black Five’ No 45127 is almost ready to depart Callander and
return to Edinburgh with a lengthy Callander to Edinburgh (Princes Street) ‘short working’. Locomotives from all manner of sheds could appear on
these workings, this one continuing to serve until November 1966, its last shed being Dundee (Tay Bridge). Alan Carlaw
With Stuart Sellar on the left, his 8mm cine camera in his hands, the unusual sight of Gresley ‘V2’ No 60818 on a working from Callander is recorded
by his friend, Robin Nelson, as it passes the signal box at Drumvaich upon running through the loop with the noon service to Stirling on 23 May 1964.
Both the photographers are professional railwaymen, so they may have picked up some inside information about the rare use of a ‘V2’ along the Teith
valley. The engine was based at Dundee (Tay Bridge) and the outward run was tender-first, as usual. Robin Nelson
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The next of the short workings from Callander that day employed ‘Black Five’ No 45359, a long-term Stirling (South) engine. This view records the
1.40pm Callander to Glasgow (Buchanan Street) service drawing away from Doune station on 23 May 1964. The distant station had been rebuilt as an
island during the 1902 improvements that saw the route doubled from here all the way to the main line at Dunblane, but only until 1955. Robin Nelson
the 1.30pm (SO) Callander to Glasgow the BBC began filming the TV series not serving Loch Tay station (it was summer-
(Buchanan Street) service on the same day. Dr Finlay’s Casebook in the Callander area, only even before the war), the crew of the
There was also a booked diesel duty on renaming the town ‘Tannochbrae’. In 1963 the branch train was permitted to use gravity to
the short workings, and by 1965 it was not station was in the throes of this major perform a run-round at Killin. Having arrived
unknown that a Brush ‘Type 4’ Co-Co (later refurbishment, and yet it had no future. from Killin Junction the brake was applied in
Class 47) would reach Callander on a fill-in the coach, usually a single coach, and the
turn. These nearly new locomotives arrived Killin branch workings locomotive then ran forward towards Loch
overnight in Stirling on the Motorail service The village of Killin was bypassed by the C&O Tay, and dropped back into the yard to clear
from Sutton Coldfield. Terminating trains at in 1873, and persistent petitioning for a the running line. With the points reset, the
Callander would generally pull out to the branch line fell on deaf ears, so one was brakes were released on the coach, allowing it
Oban side of the station and then reverse into instigated by the Marquis of Breadalbane, to descend a 1 in 50 gradient in the Loch Tay
the up side, the locomotive then uncoupling owner of Taymouth Castle, near Kenmore. direction. Once beyond the point to the yard,
and rounding its train. The Marquis was keen to promote and the handbrake on the coach was applied and it
Callander had a turntable about ¾ mile to capitalise on the beauty of Loch Tay and in came to a stand. The locomotive could then
the east of the station, in the yard established 1882 he began a steamer service along its emerge from the yard and couple up to the
as the Dunblane, Doune & Callander Railway length, linking Kenmore with a pier near the Killin Junction end of the train ready for the
terminus in 1870, but the terminating trains site that he would soon develop as Loch Tay next departure.
usually arrived or departed tender-first. The station, the northern terminus of the Killin Traditionally, engines operating on the
second Callander station dated from 1883 and Railway. The branch opened in April 1886, Killin branch were out-stationed from either
it had no goods facilities, as these were and like the C&OR it remained independent Stirling or its sub-shed at Oban, but latterly
retained at the original station site. Initially until absorbed, along with the Caledonian and the BR Standard ‘4MTs’ used on the line came
there was double track between the new and C&O, by the LMS in 1923. This decision not from a pool of four allocated to Perth –
old stations, but 1938 rationalisation saw this to takeover the two smaller concerns may Nos 80028, 80092, 80093 and 80126.
resignalled as two parallel lines, which meant have been a blocking manoeuvre against the Geographically, Perth was the nearest major
some of the signal posts were thereafter North British Railway, which had gained shed, but it was a long way by rail, the Perth-
devoid of some arms. Surprisingly, there were running rights over all Caledonian lines north Crieff-Comrie-Balquhidder route being long
no watering facilities at the new station but an of Larbert, as this agreement did not seem to since truncated. The locomotive would
engine would have no difficulty with an out extend to independent lines run by the require a regular boiler wash out and so the
and back trip from Stirling. Caledonian, so the CR kept out its rival. branch engine seems to have been swapped
This was the era of through coaches, with The steamer service ended in 1939 and on a monthly basis, but the local crew at Loch
sections detached and added en route. The was never resumed, so the post-war branch Tay, who needed to be resourceful, would deal
machinations of these workings are complex activities no longer served Loch Tay station with minor troubles. If there was a problem
in the extreme, in other periods the 4.15pm itself. However, the line was retained as the and parts were required, communication with
from Edinburgh (Princes Street) was split at engine shed for branch was at the terminus – Perth was by telegram from Killin station, and
Stirling, the front coaches continuing on to the ¼ mile section from Loch Tay to Killin the railway’s parcel service did the rest.
Perth, while those on the rear formed the was in effect closed to passengers, leaving the The only water supply on the branch was
5.24pm service to Callander, the detached section of line from Killin to Killin Junction at Loch Tay, with coaling undertaken by hand,
carriages being collected by a fresh engine as the public railway. directly from a wagon parked in the loop. A
that was on hand at Stirling. The simple station at Killin was on the replacement engine shed was built after the
British Railways continued the edge of the village and as an intermediate original burnt down in 1917. The station
Caledonian tradition of promoting Callander station it was only blessed with a single point building, a holiday chalet since the 1950s,
as ‘The gateway to the Trossachs’, and the leading to a small goods yard, as the run- gained a new porch and fencing by the 1960s,
station was refurbished around the time that round loop for the line was at Loch Tay. When whilst on the loch side, the sidings and pier
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Scottish internal traincode No 123 was appropriately given for the first day of the SLS/BLS ‘Scottish Rambler No 2’ rail tour on 12 April 1963, as can
be seen on the lamp bracket ahead of the chimney of the preserved Caledonian Railway No 123 as the Single makes its way from Glasgow (Central)
High Level to Killin Junction. The view is recorded between Doune and Callander. W.S. Sellar
rounds the circle by giving reference to the four for the jointly-operated Stephenson train for a tender-first run up to Crianlarich
return of the Crianlarich coach. Once shunted Locomotive Society/Branch Line Society (Upper). Once there, it was turned on the
off the Oban goods at Crianlarich (East) ‘Scottish Rambler No 2’, and it was booked to shed turntable for the return to Glasgow via
Junction on a Friday, it was to be returned to depart Glasgow (Central) at 9.48am. Taking in the West Highland main line.
Killin Junction on the morning freight, a roundabout route via Eglinton Street, Another tour used the same engine on
presumably a working on a Saturday as the Rutherglen, Bridgeton Cross, Glasgow Central Saturday, 10 October 1964. This being the
unadvertised 4.06pm service from Callander (Low Level), Stobcross, Partick (Central), third and final visit of No 123 to Callander
to Killin ran on summer Saturdays for locals Kelvinside, Possil, Stepps, Greenhill, Larbert since the Single was repainted in March 1958.
as well, usually with both carriages. and Stirling. It was booked through Dunblane This Stephenson Railway Society run
It is worth noting that the Killin branch at 11.33am, with a stop in Callander between departed Glasgow (Buchanan Street) at
goods operation ceased from 7 November 11.55am and 1.00pm. 1.30pm and it was to be the last enthusiast
1964, and so the line failed to benefit from The weather was at best changeable, and tour to visit the now ‘lost’ section of the Oban
growing business in moving nearby forestry snow had set in by the time the Killin branch line. Once again, the restored Caledonian
by rail, this traffic later being served from the was reached. The locomotive up until this coaches were used. Strangely, when the engine
yard at Crianlarich (Lower). point was the ‘Caley Single’, and the two was retired off to Glasgow Transport Museum
preserved ex-CR coaches were handed to in June 1966 these were homeless, so the
Enthusiasts’ rail tours resident branch engine No 80093, which Scottish Railway Preservation Society at
Any line under threat of closure in the 1950s worked the tour in-between service trains. Falkirk acquired the brake composite and the
and 1960s came under the spotlight for The whole branch was covered, passenger Bluebell Railway in Sussex gained the third
potential rail tour visits, and the Callander & trains being rare at Loch Tay since 1939, and corridor. It took until 1974 before a part
Oban was no exception. Picking up the story by the time the train reached Killin Junction exchange deal, involving a Bulleid coach going
once the ‘Beeching Report’ had gone to press, blizzard conditions ensued. The tour south, brought the second vehicle back to
the first such visit came on 12 April 1963, continued behind No 123 to the junction at Scotland to reunite the pair.
Good Friday. The working was day one of Crianlarich, where the 4-2-2 ran round its At Callander, the stock was deposited in
the up bay and the locomotive ran light,
retracing it steps for the 61 chains to
Callander (East), to turn in the goods yard,
the table being an enlarged one of 60ft added
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STEAMNOVEMBER PK:Make-up (July 05) 30/09/2015 15:38 Page 51
Having worked up the link from the C&O to reach the West Highland line at Crianlarich (Upper), this Good Friday 1963 scene records the view
across the station as the ‘Caledonian Single’ prepares to use the turntable at Crianlarich (Upper) shed prior to continuing south on the West
Highland line. The stop here was booked for 3.55pm for 15 minutes, and hats off to the photographer for braving the elements! The single-road
engine shed here, just out of view to the right, was closed by the LNER in 1930 but clearly its turntable was still considered worthy of maintenance. In
fact the building would remain in use into the late 1990s for track machines. Rodney Lissenden
52 www.steamdaysmag.co.uk
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With their natural lifespan over and Fowler ‘7F’ class 0-8-0 No 9617 is seen on Crewe South shed when new in 1931 – it was destined to
have a working life of just 20 years before being withdrawn in June 1951 as British Railways
classmates long gone, Philip Atkins No 49617. Intended to replace the L&NWR 0-8-0s, the Fowler ‘7Fs’, or ‘Austin Sevens’, suffered
from mechanical defects that seriously affected their availability, and most were withdrawn long
highlights the new roles that saw before the last of the L&NWR variants. Its heavy freight use over, this locomotive was then
otherwise redundant locomotives live converted into a bridge testing vehicle and its chassis was still extant in March 1965.
Rail Archive Stephenson
on in various forms.
n a wet Saturday morning in March Frames Although this small class was withdrawn from
This June 1929 view records ex-NBR Reid ‘868’ series Atlantic No 875 running as LNER ‘C11’ No 9875 Midlothian – it is rounding the curve towards
Haymarket tunnel with an Edinburgh (Waverley) to Aberdeen express. Midlothian was later selected for preservation by the LNER and it was duly
laid aside on 24 December 1937 at Cowlairs Works, where it remained until 14 May 1938, when it was overhauled and then put back into traffic on
17 June. When condemned for a second time on 10 November 1939, the engine was cut up, but the tender remained at Cowlairs as a water carrier
for air raid precautions; it was scrapped in 1948. George R. Grigs/Rail Archive Stephenson
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STEAMNOVEMBER PK:Make-up (July 05) 30/09/2015 15:39 Page 57
reconstructed from scrap in 1938 only to be 1899 were retained after those engines were two engines built in 1882 and 1883, was noted
condemned for the second time in 1939, scrapped after fairly short lives, and were then at Ipswich, despite the locomotive being
which was still at Cowlairs in 1948 after fitted to ten new Fowler ‘4F’ class 0-6-0s built condemned in 1941!
having been seconded to wartime ARP duties. in 1917. Destined to become the last Two unusually short-lived locomotive
The others for the most part were employed remaining overseas-built survivors from the classes were the four Caledonian Railway ‘956’
as sludge carriers, and in this role the last so-called ‘Locomotive Famine’ of 1899/1900, three-cylinder 4-6-0s built in 1921 and
remaining examples were noted at Langley, when nearly 100 locomotives were imported, withdrawn between 1931 and 1935, and the
Grantham and Bawtry, all on the East Coast mainly from the USA, they were five North Eastern Railway 4-6-2s built in
main line, during 1957-63. systematically replaced by more recently built 1922-24 and withdrawn during 1936/37. The
Tenders were often spared scrapping Midland tenders only in 1954. Scottish tenders were subsequently attached to
alongside their partners if they still had useful Although the last Hull & Barnsley Railway McIntosh and Pickersgill 4-4-0s, and a solitary
life in them – it is likely that many of the tender 0-6-0 locomotives were retired in 1938, Pickersgill ‘60’ class 4-6-0, and were only
tenders originally attached to Midland, North at least two ex-H&B tenders, particularly broken up between 1949 and 1960. The
Eastern, Great Eastern, Great Western, Great distinguishable by their unusually shaped standard tenders on the NER 4-6-2s were
Northern and Great Central 4-2-2s and GER ‘Iracier’ pattern axleboxes, were reported to be simply re-assigned to a corresponding
2-2-2s lasted long afterwards behind the much still languishing in obscurity some 20 years number of new Gresley ‘J39’ class 0-6-0s then
longer-lived 4-4-0s and 0-6-0s of those later, one of them near Coldstream. Also in being built, and so would have lasted until
companies. Likewise, the Midland-design the late 1950s, the tender from former these engines were swiftly withdrawn between
tenders built in the USA for the ten Midland & Great Northern Railway 4-4-0 1959 and 1962. By the same token one might
Schenectady 2-6-0s supplied to the MR in No 25, which latterly combined the parts of have expected that the handsome tenders
Raven ‘A2’ Pacific No 2402 City of York heads what appears to be the ‘Queen of Scots’ express sometime between May 1928 and July 1932, when a
headboard was introduced. The ‘A2s’ were a non-standard design, and so when their boilers were in need of renewal during 1936 and 1937, all five
were withdrawn. However, their original six-wheel tenders were reconditioned at Darlington Works and recycled for use with the Gresley ‘J39’ class
0-6-0s under construction at the time. William Rogerson/Rail Archive Stephenson
Rutherford-designed Furness Railway ‘3P’ 4-6-4T No 11000, FR No 115 of 1921, is seen at Barrow-in-Furness shed on 5 July 1925, while carrying its first
LMS livery of crimson lake. Only five of these Baltic tank engines were built, and all were withdrawn by the end of 1940, with No 11100 going in 1935.
However, the coal bunker of No 11100 survived until the 1950s as a coal container at the former L&YR Works in Horwich.
P.F. Cooke/Rail Archive Stephenson
provided for the Hughes four-cylinder 4-6-0s Boilers This boiler is believed to have been fitted
built by the LMS during 1923-25, and As with tenders, boilers if still in reasonable new in August 1943 to 4-4-2 No 3287, which
prematurely retired from 1934 on, might have condition were often salvaged, sometimes for was condemned only two years later, in
seen further service, if only behind 0-6-0s, but stationary use. These are too numerous to October 1945. Although this boiler saw no
for some reason this was not the case. enumerate individually, but they included further railway use, having been sold by the
Not immediately explicable is the some quite remarkable and unexpected LNER as surplus to requirements, it evidently
existence of two former London & North survivals, and one intriguing mystery. functioned for almost a further 30 years in an
Western Railway ex-‘Claughton’ 4-6-0 tenders, The 80 Ivatt large-boilered 4-4-2s, built by industrial heating capacity until 1975. The
lined out and lettered LMS, which were noted the Great Northern Railway between 1902 Brighton 4-4-2 project is now well advanced,
at Eastleigh in the early 1960s, when a and 1910, finally became extinct in November and for good measure it will also incorporate
number of similar tenders were still in daily 1950, even though nine had received new a pair of genuine ex-LB&SCR tender frames,
service behind Crewe 0-8-0s. These two boilers as late as 1943/44. Surprisingly only which started life behind ‘B4’ class 4-4-0
particular tenders appear to have been fitted one of these boilers survived in stationary use No 63 Pretoria (1901-51), together with scrap
with oil tanks. Several ex-L&NWR tenders of at Doncaster Works until December 1965, ex-‘C2X’ class 0-6-0 tender wheelsets.
much earlier vintage, including four-wheelers having seen precisely one year’s service on A boiler from one of the earlier GNR
of J.E. McConnell no less, functioned as No 4444, for the other eight survived virtually small-boilered Atlantics, of which the pioneer
mobile water carriers on the Cromford & intact as stationary boilers at Doncaster until No 990 Henry Oakley is officially preserved,
High Peak line until its closure in 1967. It is 1952/53. Three boilers of this highly remained in use at Doncaster carriage works
also worth recording that the underframes of distinctive design, together with one other, until November 1964. Three boilers from
some former London & North Eastern were discovered in 1986 at an industrial plant former North British 4-4-2s also functioned
Railway and Southern Railway steam at Maldon in Essex. Several years later, in view as stationary boilers at Cowlairs and Stratford
locomotive tenders actively survive to this day of its condition and close design affinity to Works until 1959/60.
as the basis for mobile snowploughs. that of the ‘Brighton Atlantics’, one of these In 1953 the boiler from a Maryport &
In the early 1950s the coal bunker from was selected by the Bluebell Railway to form Carlisle 0-4-2 came to light at Derby Works,
the first Furness Railway inside-cylinder the centrepiece for a working replica London, although no ex-M&CR locomotive had
4-6-4T, FR No 115/LMS No 11100, was noted Brighton & South Coast Railway ‘H2’. survived after 1934. The original 0-4-2
still functioning as a coal container at
Horwich Works nearly 20 years after this
engine, built by Kitson & Co Ltd in 1920, had
been withdrawn in 1935, although another of
the class outlasted the rest by several years
until late 1940.
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Maryport & Carlisle Railway Smellie-designed 0-4-2 No 4 approaches Carlisle (Citadel) station with a train of archaic four- and six-wheel coaches
from Whitehaven circa 1921. Although the LMS took seven M&CR 0-4-2s into stock in 1923, by 1928 they had all been consigned to the scrapyard.
However, as late as 1953 the 1920-built boiler that No 4 is carrying in this view was discovered at Derby Works. Henry L. Salmon/Rail Archive Stephenson
locomotive, M&CR No 4, was built at supplying steam to test locomotive fittings unusual design as they incorporated
Maryport Works in 1879 but the boiler itself such as safety valves etc. As steam repairs potentially troublesome combustion
had been constructed and fitted more concluded at the end of that year, it was chambers, and replacements were very quickly
recently, in 1920 by Beyer, Peacock & Co Ltd, probably disposed of soon afterwards. designed for them, despite which several
and so it was still in reasonable condition Records show that Crewe Works also continued to function as stationary boilers at
when LMS No 10010 had been withdrawn in despatched redundant ‘Royal Scot’ boilers to Swindon Works for nearly 50 years, and still
1928. St. Rollox Works in both 1946 and 1948, one remained on site even as late as 1963. The
Some of the original parallel boilers of to Ashford Works in 1951, and another to barrels of some of these boilers were also
Fowler’s ‘Royal Scot’ class 4-6-0s found Cowlairs Works in 1954. tacked together to form industrial chimneys.
stationary use after these LMS engines were The shortest-lived British locomotives Even more unconventional was the
rebuilt with Stanier taper boilers, which had ever were the ugly ‘Kruger’ double-framed marine-type water tube boiler designed to
resulted in some of the originals having quite inside cylinder 2-6-0s on the Great Western work at a pressure of 450lb and fitted to the
short lives. At least one was retained at Crewe Railway, the rationale and fleeting appearance experimental LNER ‘Hush Hush’ four-
Works, where it had been built in 1938 and of which has never been explained, for the cylinder Compound 4-6-4 No 10000, which
where it remained at least until 1966, some eight built at Swindon Works in 1903 were all took almost as long to design and build as it
11 years after the final ‘Scot’ conversion, withdrawn during 1906. Their boilers were of subsequently existed in traffic. This made its
Arguably one of the ugliest classes of locomotives to run on a British railway was the GWR ‘Kruger’ double-framed 2-6-0, introduced in 1903 by
William Dean. Here we find No 2602 at Evesham on 19 August 1903, at the head of a loose-coupled goods train. Impressive in an ungainly manner,
the boilers were fitted with Belpaire fireboxes and combustion chambers, which were fine in theory but disappointing in practice. As a result, the
withdrawal of all the ‘Krugers’ was achieved by the end of 1906 with many of the class laid up well before this date. Rail Archive Stephenson
The unique Gresley ‘W1’ class 4-6-4, No 10000, arrives at London (King’s Cross) at the head of the up ‘Junior Scotsman’ in July 1931. During its brief
period in traffic this experimental locomotive spent long periods in Darlington Works as resolution was sought to many of its problems, including
poor steaming and air leaking into the boiler casing. After being converted to a conventional 4-6-4 styled in the same way as the ‘A4’ Pacifics, the
water tube boiler was installed at Darlington’s Stooperdale boiler shop to provide steam for testing new and repaired boilers.
George R. Grigs/Rail Archive Stephenson
debut from Darlington Works in late 1929 and noted at some stage, and particularly that the The final extinction of the 7ft 0¼in or
it last operated in this form in mid-1935, prior late E.S. Cox, who was very closely broad gauge on the Great Western Railway in
to its conversion on more conventional lines. professionally involved at the time, would May 1892 resulted in the mass extinction of a
Interestingly, its unusual boiler was have mentioned such a development in his large number of locomotives for which there
appropriated by Darlington Works, where it admirable chronicles of LMS locomotive was no further use. The classic Gooch 4-2-2
was ‘bricked up’ in its own special little history published 40 years later in the Lord of the Isles was initially retained, only to
building, and there it continued to supply mid-1960s. be scrapped in 1906, while the still surviving
steam for nearly 30 years, up until the closure At the other extreme as regards the Liskeard 2-2-2 North Star of 1837, after many years in
of the works in 1965. & Caradon Railway 0-6-0ST Caradon, built in preservation, was also broken up, only to be
There is no indication whatever that the 1862 and scrapped in 1907, in the words of the ‘recreated’ by the GWR in 1925 incorporating
equally unusual boiler from the remarkably RCTS in 1956 ‘Caradon has not yet disappeared some parts of the original.
obscure Midland Railway Paget 2-6-2 No 2299, entirely for its firebox performs an indispensable It is frequently overlooked, however, that
nor that from the awesome LMS super pressure office as many visitors to Moorswater shed in other locomotives that had been built for the
4-6-0 No 6399 Fury, quietly saw similar further recent years can testify’. Very recently in these broad gauge lasted well into the 20th century.
use, but while the LNER was designing ‘Hush columns it has also been referred to more The first was a 0-6-0ST named Hedley, which
Hush’ the LMS in 1926 produced detailed explicitly as ‘the loo on the Looe’. had started life as a 2-4-0 passenger tender
drawings at Derby for a rather more engine built in Bristol in June 1865 by
conventional four-cylinder compound Pacific, Almost complete locomotives Slaughter, Grunning & Company, which
and initially authorized the construction of five There have been several instances of virtually shortly afterwards became the Avonside
units at Crewe Works. How far actual complete locomotives long outlasting their Engine Co, and was later rebuilt as a tank
construction on these engines progressed, if at contemporaries, also sometimes serving as engine in 1877. Despite the imminent demise
all, before its abrupt termination in favour of stationary boilers. The most remarkable
the smaller and cheaper ‘Royal Scots’, has never examples were a small number of ex-L&YR
been made clear. Barton Wright tank engines built between
Ambiguous official evidence apparently 1877 and 1886, nine 0-4-4Ts and two 0-6-2Ts.
exists suggesting that two Pacific boilers were Although withdrawn from service as long ago
even built, and that in the absence of the rest as 1908-12, these were still functioning in
of the locomotives these were then put to their later role in the North West, particularly
stationary use. Had this been the case one at Blackpool, until well into the 1960s, in one
would have expected them to have been duly instance still existing as late as 1969.
The so-called ‘loo on the Looe’ at Liskeard, pictured in August 1935, was in fact the firebox of
Liskeard & Caradon Railway 0-6-0ST Caradon. The first new locomotive for the company, it was
completed in 1862 by Gilkes, Wilson & Co of Middlesbrough (Works No 138). Caradon is believed
to have received a new firebox, and possibly a new boiler, in 1878, from the Avonside Engine
Company. Rebuilt in 1899, it served until 1907 as a locomotive, the GWR taking over the working
of this line from New Year’s Day 1909. In its new role this firebox was used into BR days.
L.T. Catchpole/Oakwood Press Collection
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STEAMNOVEMBER PK:Make-up (July 05) 30/09/2015 15:40 Page 61
of the broad gauge, the engine was rebuilt locations on the GWR until it was cut up at engine to work on the steep incline at
again in November 1890, but in 1893 it was Swindon in 1944. Chronologically speaking, Portreath in Cornwall until withdrawn from
sent to work near Carmarthen on stone the last active broad gauge locomotives were stock in 1901. Even then the engine continued
crushing duties, before moving on to Neath in two GWR 0-6-0PTs withdrawn in 1938, to lead a distinctly nomadic life, still as a
1905. Although the boiler was condemned Nos 1562 and 1565 – these had started life as stationary unit, until it was finally cut up at
there in 1914, it was not until 15 years later ‘convertible’ 0-6-0STs on the broad gauge Swindon in August 1935.
that the engine, latterly photographed shortly before its demise in 1892. One locomotive which actually survived
retaining only its main driving wheel set and There was also a diminutive 2-4-0ST intact for many years after it was withdrawn
therefore appearing to be an 0-2-0, was sent to named Prince, completed the Ince Forge from normal service was ex-North Eastern
Swindon for breaking up, still sporting its Company in 1871 for the broad gauge South Railway 4-6-0 No 761. Built at Gateshead
original nameplates. Devon Railway, which in June 1893 was Works in 1906 to an 1899 design, which
Another former broad gauge locomotive, converted to standard or ‘narrow’ gauge, to constituted the first British passenger 4-6-0,
which had started life as a 0-6-0 tender engine use GWR parlance, by placing the wheels later engines, such as No 761 itself, were built
built by the Worcester Engine Company in inside the frames. Only three years later, in more for a mixed traffic and express goods
1867 for the Bristol & Exeter Railway, was March 1896 it was converted to become a role. In normal service the class became
rebuilt as an 0-6-0ST in 1879. Although winding engine, and then as a pumping extinct in 1938 as LNER ‘B13’, but upon its
withdrawn from service in 1890, it remained engine in March 1898. It was condemned in withdrawal in September 1934, No 761 had
in use as a stationary boiler in a variety of May 1899, but was then sent to be a winding been retained and it was then appropriately
modified as a counter-pressure locomotive to
provide a constant resistance to traction for
locomotive road testing, and so was
transferred to departmental stock.
Very early on it was employed on ‘last
ditch’ tests with the Gresley ‘Hush Hush’ 4-6-4
No 10000 in its original high pressure
compound form, but as finally modified with
double Kylchap exhaust in 1935, shortly
before the project was finally abandoned
altogether and the engine rebuilt on
conventional lines. In practice the 4-6-0 was
rarely if ever used thereafter, but it
nevertheless survived the war and was
renumbered to No 1699 in October 1946, and
was sent to the new Rugby locomotive testing
station in July 1948. By this time the recently
departed LMS, which with the LNER had
jointly established the new facility, had Collieries near Ilkeston, where it remained in serving until 1947, and No 12 Whitwood,
perfected more refined electrical methods of use until 1954. It even retained its nameplates which lasted until 1952.
performing the same task, and so No 1699 and prominent, but long since superfluous, Having an even longer working life,
was condemned in February 1951 and cut up condensing pipes. Set aside for official although not destined for preservation, was
at Crewe Works three months later. preservation, although discarded from the North Eastern Railway long-boilered 0-6-0
National Collection in 1965, relatively little No 658, which was built by Robert
Sold out of service has been heard of it for some years. Although Stephenson & Company in 1867. It was sold
Then there is the special category of railway not immediately, all 18 Mersey Railway steam out of service in 1909 to a colliery in
locomotives sold out of service for industrial locomotives eventually found buyers, Northumberland, where it worked for
use, very often at collieries, which has resulted including two 2-6-2Ts built by Kitson & 50 more years, substantially in its original
in some remarkable survivals in regular Co Ltd in 1892, Nos 18 Banstead and 17 condition, until it was regrettably broken up
operation long after their extinction on the Burnley, which worked at Whitwood Colliery in 1959.
main line. The most celebrated case was the near Castleford in South Yorkshire, The stringent locomotive standardisation
highly distinctive double-framed long-boiler respectively as Whitwood No 11 Dorothy, policy of the London, Midland & Scottish
0-6-4T No 5 Cecil Raikes, which was built by
Beyer, Peacock & Co Ltd in 1885 for the
Mersey Railway. Made redundant and put up
for sale by auction at Bidston following the
company’s electrification in 1903, it was the
first to be sold, being purchased by Shipley
62 www.steamdaysmag.co.uk
STEAMNOVEMBER PK:Make-up (July 05) 30/09/2015 15:40 Page 63
64 www.steamdaysmag.co.uk
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