Steam Days 2016-03

Make-up (March 2016 use me:Make-up (July 05) 03/02/2016 16:20 Page 1
Scottish steam miscellany in colour
WIN! * Railway first day

covers and album
* Closing date 25 March 2016
Locomotives of the
London, Chatham & Dover Railway
The RCTS ‘Yorkshire Coast Rail Tour’
Steam Days at Workington
1963 Swindon Works visit
March 2016 £4.40
No 319
March 2016
A 1963 scene of Workington shed, with a representative range of locomotives that are either allocated here or are visiting for servicing. On the
5 left is Barrow shed’s Fairburn ‘4MT’ 2-6-4T No 42673, and a pair of the home shed’s large fleet of Fowler ‘4F’ class 0-6-0s, Nos 44035 and 44292,
with classmate No 44549 also at home to the right. Other identified locomotives in the centre of the view are Kingmoor-allocated Stanier ‘Black
Five’ 4-6-0 No 44898 and Workington’s own Ivatt ‘4MT’ 2-6-0 No 43006. A.N.H. Glover/Kidderminster Railway Museum
Managing Editor: Rex Kennedy 3 Trains of Thought

Editorial Team: Andrew Kennedy and Andrew Wilson
Design: Ian Kennedy
Editorial: PO Box 2471, Bournemouth BH7 7WF
Telephone/Fax: 01202 304849
5 Steam Days at Workington
e-mail: red.gauntlett@btconnect.com
With ironstone and coal deposits close at hand,
Advertising Manager: Sam Clark
Tel: 01780 755131 Mob: 07876 898074 this Cumbrian port became a steel making
E-mail: sam.clark@keypublishing.com
Advertising Production: Cheryl Thornburn centre served by a complicated network of
email: cheryl.thornburn@keypublishing.com
Tel: 01780 755131 Fax: 01780 757261 railways, as described by Stanley Jenkins.
Publishing
Managing Director: Adrian Cox
Executive Chairman: Richard Cox
Commercial Director: Ann Saundry
Group Marketing Manager: Martin Steele
Webmaster: Simon Russell
Subscriptions
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© Key Publishing 2015

All rights reserved. No part of this
magazine may be reproduced or
transmitted in any form or by any means,
electronic or mechanical, including photocopying,
recording or by any information storage and retrieval With the new era of Western Region diesel-hydraulics providing a backdrop in the
system, without prior permission in writing from the
copyright owners. Multiple copying of the contents of
33 transition from steam era, Swindon Works ‘A’ Shop is visited by a huge party of
railway enthusiasts on 23 April 1963. D.L. Dott/Colour-Rail.com/107384
this magazine without prior written approval is not
permitted.
Published by: Key Publishing Ltd,

PO Box 100, Stamford, Lincs. PE91XP
19 1963 Swindon Works visit
Repro: pkmediaworks@mac.com
Print: Precision Colour Printing Ltd, Haldane,
Steve Bartlett recalls a pilgrimage to
Halesfield 1, Telford, Shropshire TF7 4QQ
Distribution: Seymour Distribution Ltd,
Swindon Works on one of the regular
2 Poultry Avenue, London EC1A 9PP Wednesday afternoon conducted tours.
2 www.steamdaysmag.co.uk
TRAINS of thought
I
n this issue of Steam Days, in our popular on-going ‘STEAM DAYS at
. . .’ series of articles we now move to Workington on the Cumbrian
coast, a location which brings back happy memories for me as I
visited there with my son, Ian, and a couple of friends on a very cold
Sunday, 19 November 1967.
It was at the time when all the BR ‘Britannia’ Pacifics were nearing
their withdrawal from service, and all were based at Carlisle
(Kingmoor). We departed my home town of Worcester in my Morris
1000 traveller at 3am on Saturday, 18 November to head for Carlisle to
see as many of the ‘Britannias’ as we could, and to see the last steam
banker in action on Copy Pit bank, Burnley, on the way. The full details
of this memorable trip were related by me, entitled ‘Bankers and Brits’,
in the August 2002 issue of this magazine. On our journey north our
first port of call was Bolton shed at around 6am, prior to our visit to
Copy Pit bank, where we sat on the snow-covered grass to photograph
the Stanier ‘8F’ 2-8-0 banker, thinking to myself ‘we must be mad, sat
here in the snow on a bitter cold Saturday’, but now I am glad that we
did!
Further visits as we headed north took us to Rose Grove, Lostock
Hall, Carnforth and Tebay sheds, from where we headed into the fog
over Shap, over the A6 truck road to Carlisle, as at that time the M6
motorway ended at Carnforth. Before the day ended we visited Carlisle
(Citadel) station and retired to our B&B accommodation.
The next day, the Sunday, our first call was Upperby shed, where my
last BR ‘4MT’ 4-6-0 was on shed – we expected to see it at Tebay as it
was used for banking purposes up Shap. Only seven of the 28 engines
on shed at Upperby were steam locomotives, and Nos 42210, 41264
and 46522 were already withdrawn from service. On arriving at
Carlisle’s Kingmoor shed, where icicles hung from the steam
locomotives, we asked permission to go around, and the foreman said
31 STEAM DAYS in Colour ‘No, but take the long way out’ – there were 145 engines on shed, 92
of these were steam locomotives, including 23 ‘Britannia’ Pacifics,
No 135: Scottish steam miscellany amongst a long line of Clayton diesels.
A selection of views by Norris Forrest, who was We then left Carlisle and headed for Workington on the coast.
Workington provided the sight for us of 21 engines on shed, and only
often seen on rail tours sporting national dress. five were diesels, two of these being ‘Metro-Vicks’ once used on ‘The
Condor’ express freights between Glasgow (Gushetfaulds) and London
(Hendon). Nine of the remaining 16 engines still in service were Ivatt
38 Steam Days Subscriptions ‘4MT’ 2-6-0s. Workington had an allocation of ten of these at this time,
and two withdrawn examples were also noted. These locomotives
worked the coal and ironstone trains in the area. Other steam engines
on Workington shed that day were Nos 92093 (withdrawn), 44715,
40 Locomotives of the 45294, 44829 and 92218. Workington shed closed with effect from
London, Chatham & Dover Railway 1 January 1968.
Our journey home took us to Barrow-in-Furness, Blackpool and
Neil Sprinks reviews LC&DR motive power finally Stourbridge sheds, and from Grange-over-Sands to Blackpool we
had a ‘pea-souper’ fog to contend with. Certainly it was a two-day trip
through to the birth of the SE&CR and beyond. to remember, when we saw 434 locomotives – steam and diesel. Enjoy
your read and your own memorable trips chasing steam.
55 The RCTS ‘Yorkshire Coast Rail Tour’ Scottish steam misce

llany in colour
WIN!
Geoff Smith recalls the June 1957 trip that
traversed the Easingwold Railway before taking in
NER byways to and from the Yorkshire coast. Cover: Stanier ‘Black Five’ * Railway first day
No 45157 Glasgow Highlander covers and album
* Closing date 25 Marc
h 2016
makes a spectacle of drawing
an eastbound train of unfitted
63 Competition mineral wagons into the loop
at Bellside Junction in late
1961 or early 1962. The line on
the far right is the Drumbowie
64 Tail Lamp – Readers’ Letters Fork – it linked the Caledonian
Railway’s Shotts line to the
company’s Salsburgh branch, Locomotives of the
London, Chatham &
Dover Railway
Next Month... but by 1889 the link also met
the newly-created through The RCTS ‘Yorkshire
Steam days at Northampton Coast Rail Tour’
Steam Days at Workin
route from Newmains to
gton
1963 Swindon Works
Gartness Junction, Airdrie.
Gresley ‘J39’ class 0-6-0s Norris Forrest/GNSRA Collection visit
March 2016 £4.40
The Southern’s No 21C1 (35001) Channel Packet

From Carlisle to Glasgow over Beattock Steam Days
South Worcestershire Steam in colour Magazine
On sale Thursday 17th March
MARCH 2016 www.steamdaysmag.co.uk 3
Steam Days at Workington

With ironstone and coal deposits Robert Stephenson & Hawthorns Ltd 0-6-0ST No 59 hauls bogie slag ladle wagons on the internal
railway system at Workington Steelworks in September 1961.These six-coupled tank engines were
close at hand, this Cumbrian port some of the most powerful in industrial use and their centre-coupled wheels were flangeless,
allowing them to traverse sharper curves. Fitted with outside Walschaerts valve gear, they
became a steel making centre served represent the acme of industrial design. I.S. Jones/ARPT
by a complicated network of railways
– Stanley Jenkins describes the Workington & Maryport Railway. Both of route followed level alignments along the
these projects envisaged the construction of coastal plain between Maryport and
rise and fall of these lines. an Anglo-Scottish main line running via Workington, but from Harrington to Parton
Barrow, Whitehaven and Workington – the line would be built on a precarious shelf of
ituated on the Cumbrian coast, Morecambe Bay was to be crossed by means land below geologically unstable cliffs that
S Workington was, for many years,

regarded as an archetypal product of the
industrial revolution. Its surroundings were
of embankments. In the event, the West Coast
main line was constructed on a more easterly
alignment, via Lancaster, Penrith and Carlisle,
had, in several places, been further weakened
by coal mining. In view of these engineering
difficulties, the directors decided, in the first
dominated by coal mines, iron foundries and although the abortive West Cumberland instance, to concentrate their efforts on the
steel works, and Lake District guide books schemes did much to stimulate interest in the Maryport to Whitehaven section.
such as Ward Lock’s ‘Red Guides’ normally idea of more modest, mineral carrying lines In April 1845 it was reported that work
ignored it completely. Latterly, the town has such as the Maryport & Carlisle Railway between Maryport, Workington and
lost its heavy industries, Workington (M&CR), which was incorporated by Act of Harrington was well in hand. Construction
steelworks having closed in 2006, and in Parliament on 12 July 1837. continued throughout the year and it was
recent years this hitherto neglected area on The M&CR main line was 28 miles in expected that the northern part of the line, by
the fringe of the Lake District has started to length, and it opened in stages over a period now re-named the Whitehaven Junction
attract its fair share of tourists. of five years, the first section being between Railway, would open in the December.
Maryport and Arkleby Pit, which was brought Unfortunately, the Board of Trade inspector
Early railway development into use on 15 July 1840, while the line was refused to ‘pass’ the line for passenger traffic
Poor transport facilities hindered the extended north-eastwards to Aspatria on because it was out-of-gauge, and so its
development of industries such as coal mining 12 April 1841. The section from Wigton to opening was postponed until unsatisfactory
and iron making for many years, the Carlisle opened on 3 May 1843, and the trackwork was re-laid.
difficulties being particularly severe in the intervening portion between Wigton and The six miles of line between Maryport
case of Workington and the West Cumberland Aspatria was completed on 10 February 1845. and Workington opened on Monday,
area. Coastal shipping offered a partial The Maryport & Carlisle line enabled local 19 January 1846, the first train being hauled
solution to this long-standing problem, and in coal to be shipped through Maryport Docks by a locomotive called Dykes. Its departure
this context Workington was developed as a or exported via Carlisle and, with this regular from Workington was witnessed by ‘a great
coal exporting port during the 18th century, source of traffic, the new railway was an concourse of the inhabitants’ of the town,
largely through the efforts of the Curwen immediate success. while the Cumberland Pacquet reported
family of coal owners, who erected coal admiringly that ‘the carriages glided along
staithes on the south side of the River The Whitehaven Junction Railway with a degree of steadiness’ that was ‘not
Derwent, with tramway links to the local A southwards extension from Maryport, surpassed upon any other line of railway’. The
collieries. through Workington to Whitehaven was extension through to Harrington opened on
The first railway scheme for the planned while the M&CR was still under 18 May 1846, while the southernmost section,
Workington district was the Grand construction, and with George Stephenson as from Harrington to Whitehaven, opened for
Caledonian Junction Railway of 1836, which its engineer, the Whitehaven & Maryport goods traffic on 15 February 1847 and for
was followed in 1837 by a similarly grandiose Railway was incorporated by Act of passengers on 19 March, despite troublesome
proposal known as the Whitehaven, Parliament on 4 July 1844. The authorized landslips that had hampered the railway

The public railways around Workington as

ultimately developed, although increased
continuity would come at the Grouping when
all but one of the major routes for the area
became LMS property. The coastal main line
south of Whitehaven was Furness Railway
territory, that company also operated over the
Whitehaven, Cleator & Egremont and Cleator
& Workington Junction systems, while the
L&NWR ran services from the West Coast
main line at Penrith through to Workington, on
the WC&E south from Marron Junction, and on
12 miles of the coastal main line between
Whitehaven and Maryport, where the
headquarters of the Maryport & Carlisle
Railway was established. Link to the Caledonian
Railway were at Brayton or in Carlisle. On the
North Eastern Railway/LNER system, the
Stainmore and Eden Valley routes through to
Penrith provided a key freight artery between
Cumberland and north-east England.
builders. The Whitehaven Junction line had The Cockermouth & Workington Railway side of the town in a station that was later
intermediate stations at Flimby, Workington, The successful promotion of the Maryport & relegated to goods-only status.
Harrington and Parton, and its principal Carlisle and Whitehaven Junction railways It was realised that an eastwards extension
engineering features included a viaduct across was a source of obvious encouragement for from Cockermouth towards the Durham
the River Derwent at Workington, and the those seeking to extend the railway system coalfield would be of immense advantage to the
troublesome but highly spectacular coastal eastwards into the Lake District, and on Cumberland iron industry. Such a line would
section between Harrington and Whitehaven. 21 July 1845 the Cockermouth & Workington enable high quality Durham coking coal to
The line originally terminated at Bransty, Railway was sanctioned with powers for the reach Cumberland furnaces, while in the
on the northern side of Whitehaven, but in construction of a railway from the market reverse direction it was expected that Cumbrian
1852 a 1,333 yard single-track tunnel was town of Cockermouth to the port and iron ore would flow eastwards to industrial
brought into use between there and Corkickle, harbour of Workington. The line was opened areas of north-east England. The first steps
where connection was made with the on 28 April 1847, with trains using a short towards the creation of this cross-country route
Whitehaven & Furness Junction Railway, section, less than half a mile, of the came when a company known as the
thereby establishing a link with the Furness Whitehaven Junction Railway between Cockermouth & Workington Extension
Railway system that could be used by Derwent Junction and Workington (Main) Railway obtained Parliamentary consent for a
passenger trains – initially the only physical station. The new line ran eastwards along the 14 mile line between Cockermouth and
connection was via the Whitehaven Harbour Derwent Valley, crossing the river five times. Keswick. In connection with this scheme, a
lines. Intermediate stations provided at the time of further undertaking known as the East & West
The Whitehaven & Furness Junction opening were Workington Bridge, Camerton, Cumberland Junction Railway was formed with
Railway was, in its early days, associated with Broughton Cross and Brigham; while at the aim of establishing a link between Keswick
the Whitehaven Junction line. In the fullness Cockermouth the line terminated on the west and the West Coast main line at Penrith.
of time, however, these two undertakings
passed into the hands of the London & North
Western Railway and the Furness Railway
respectively, the Whitehaven & Furness
Junction being amalgamated with the Furness
under the provisions of an Act obtained on
16 July 1866, while the Whitehaven Junction
Railway was absorbed by the L&NWR in the
following year.
The four-platform Bransty station at

Whitehaven was built close to Hospital Hill and
it dates back to 19 March 1847 when it opened
as a north-facing terminus, but through
platforms opened on Christmas Eve 1874. This
move came after the July 1852 completion of
the 1,333 yard tunnel seen in this view, and also
the opening of Corkickle station, at the tunnel’s
south end, on 3 December 1855. This Thursday,
14 September 1950 scene records Carnforth-
allocated Stanier ‘4MT’ 2-6-4T No 42432 on the
6.40am London (Euston) to Workington
express. The expresses from the West Coast
main line at Carnforth, and serving Barrow-in-
Furness, were the premier passenger workings
round the Cumbrian coast at the time and as
such they were well patronised. H.C. Casserley
A pre-Grouping view of Cockermouth’s through station, looking west towards Workington circa 1912 shows the platforms and station buildings as an
L&NWR train for Keswick runs in behind what appears to be a Webb ‘Cauliflower’ or ‘16-inch Goods’ 0-6-0. This attractive station was opened to
passenger traffic on 2 January 1865 once through running from Workington to Penrith was possible, although the town’s Cockermouth & Workington
Railway terminus that it superseded (opened on 28 April 1847) did not close completely until 1 July 1865. The station in this view would finally close
on 18 April 1966, when much of the track bed was earmarked for a road improvement scheme, and periodically there are calls to reopen the line to
alleviate road congestion in the northern Lake District. Stanley Jenkins/Lens of Sutton Collection
The Cockermouth, Keswick & mineral traffic on 1 November 1864, and for the construction of the Lancaster & Carlisle
Penrith Railway passengers on 2 January 1865. Although the Railway and he later designed the ill-fated Tay
The Keswick extension scheme made little CK&PR was an independent company with its Bridge. The CK&PR retained its
headway, but a similar project was placed before own board of directors, it had no locomotives or independence until the 1923 Grouping,
the investing public in the early 1860s – the rolling stock of its own. For this reason the line although the Cockermouth & Workington
Cockermouth, Keswick & Penrith Railway. It was worked jointly by the London & North line, which became in effect a western
was formed by a group of major landowners Western and the North Eastern railway extension of the CK&PR route, was absorbed
and industrialists, including Sir Henry Ralph companies – the L&NWR provided passenger by the L&NWR in 1866.
Vane of Penrith, John Steel MP of services between Penrith and Workington, while
Cockermouth, Reginald Dykes Marshall of the NER conveyed Durham coking coal across The Whitehaven, Cleator &
Leeds, T. Hoskins of Cockermouth, Henry the Pennines to West Cumberland and Furness. Egremont Railway
Pease of Darlington and John Harris of In the opposite direction, NER freight trains Another local company was the Whitehaven,
Workington. The promoters issued a carried pig-iron back across Stainmore summit Cleator & Egremont Railway (WC&ER), which
Prospectus that spoke enthusiastically of a ‘large to the East Coast foundries, Cockermouth being did not serve Workington directly but formed
traffic in haematite ore from mines near the change-over point at which NER part of the wider network of mineral carrying
Whitehaven’, together with ‘extensive local locomotives were attached or detached. lines in the West Cumberland industrial area.
traffic in coal, lime, and passengers’. An Act for The Engineer of the CK&PR was Thomas The WC&ER Act received the Royal Assent on
construction of the Cockermouth, Keswick & Bouch, a local man born in 1822 at Thursby, 16 June 1854, for a line from the Whitehaven &
Penrith Railway was obtained on 1 August about 16 miles north-west of Penrith. He had Furness Junction Railway at Mirehouse
1861. The authorized line would commence at worked as an assistant to Joseph Locke during Junction, south of Whitehaven, to Egremont,
Cockermouth by a junction with the
Cockermouth & Workington Railway and
terminate at Penrith.
Having obtained their Act, the promoters of
the CK&PR lost no time in implementing their
scheme, and at the half-year meeting in 1862 the
shareholders were informed that the works
would soon commence. In 1864 a further Act
permitted the L&NWR to subscribe £25,000
and nominate two directors to the CK&PR
Board. The line was opened for goods and
A 1904 Railway Clearing House map covers the

important freight artery to the east of
Whitehaven, Moor Row being the point where
the WC&E’s Frizington branch headed east
from the company’s core route to Egremont.
The extension of the branch to the north
ultimately led to the L&NWR at Marron
Junction, while the Rowrah & Kelton Fell Mineral
Railway, dating from 1877 and operating until
the early 1920s (but not taken over by the LMS),
diverged from this, as did the Cleator &
Workington Junction route of 1879/80, north
from Cleator Moor, and its Oatlands route from
Rowrah to Distington of 1882.

Over 110 years after the WC&E line to

Egremont opened, coal and iron ore workings
still provided work for Workington-based
engines. This 28 August 1967 scene, taken just
four months before the demise of BR steam in
this part of the north-west, records Ivatt ‘4MT’
2-6-0 No 43023 alongside iron ore hoppers just
to the north of Egremont station and just
south of the former Gillfoot Junction. The latter
had closed in 1931 with the link to the iron ore
workings of the Helder pit. By 1967 there was
little prospect of long term iron ore work as
the local haematite deposits were increasingly
becoming worked out, as well as under-cut by
cheaper Spanish and Scandinavian imports.
R. Siviter/Colour-Rail.com/93766
with a branch to Cleator Moor and Frizington –

the initial sections of line opened on 1 July
1857. The Egremont line was extended south to
make another connection with the Furness
Railway at Sellafield on 2 August 1869, while
the Frizington branch was extended through
Rowrah to Lamplugh on 1 February 1864, and
on 2 April 1866 from Lamplugh to Ullock and
Marron Junction, a new station on the
Cockermouth & Workington Railway.
The WC&ER system was completed in the
1870s, the company having obtained
Parliamentary consent for a branch westwards
from Ullock to Distington, and thence to a
junction with the L&NWR at Parton, between
Whitehaven and Workington. The L&NWR
had, in the interim, been making strenuous
efforts to acquire the WC&ER, and the
takeover was agreed in 1877. However, this
development was strongly opposed by the
Furness Railway and, after detailed
negotiations, it was finally agreed that the
Whitehaven, Cleator & Egremont Railway
would be acquired jointly by the L&NWR and
Furness companies, the takeover being
formalised under the provisions of an Act
obtained in 1878.
A 1914 RCH map covering the northern end of

the Cleator & Workington Junction line
highlights a few of the major industrial
installations served by it, as well as showing
links to the L&NWR, WC&E, and Harrington &
Lowca (Light).
The Cleator & Workington Junction Railway station was built, on 1 September 1880. provided at Great Broughton and Buckhill
The West Cumberland railway system was Single-track throughout, the line had Colliery.
substantially complete by the 1860s, however, intermediate stations at Cleator Moor, Another branch was constructed from the
local businessmen and entrepreneurs were by Moresby Parks, Distington, High Harrington main C&WJR line at Distington, running
no means happy with the quality of the service and Workington (Central). The route climbed south-east to join the Rowrah & Kelton Fell
offered by the existing railway companies. towards its summit near Moresby Parks on a Railway at Rowrah, this 6½ mile railway being
There was, in particular, enormous ruling gradient of 1 in 70, and then dropped authorized in 1878. Opened on 1 May 1882,
dissatisfaction with the L&NWR, which was towards Workington, also at 1 in 70. The the line reached an elevation of 600ft above
regarded as a faceless, monolithic undertaking principal engineering features included a mean sea level, necessitating gradients as steep
with no interest in the needs of local seven-arch stone viaduct at as 1 in 44. Stations, or rather halts, were
rail-users. In 1873 the L&NWR Keekle, together with a provided at Oatlands and Arlecdon, the line
‘There was …
raised its goods rates to bridge across the River being variously referred to as the Oatlands
unacceptable levels, and this was enormous Derwent and a short tunnel branch, or Baird’s line, as it carried large
seen as the last straw by a group of dissatisfaction with at Workington. Halts were amounts of iron ore from William Baird’s
influential local landowners and the L&NWR, which subsequently opened at workings at Kelton Fell.
Additional branch lines and connections
industrialists, who decided that the
L&NWR monopoly should be
was regarded as a Keekle, Moresby,
Harrington (Church Road), provided access to various collieries and other
smashed once and for all. faceless, monolithic and Siddick Colliery, industrial installations. The most interesting
Accordingly, in November 1875 undertaking with no primarily to cater for of these connections was perhaps the branch
the promoters gave formal notice interest in the needs workmen’s traffic. Although from Harrington Junction to Rosehill, which
that they intended to make an the Cleator & Workington provided a connection with the Workington
application to Parliament for a of local rail-users’ line had been planned as a Iron & Steel Company’s Lowca Light Railway,
railway running north from Cleator competitive route in and was at one time served by passenger
by a junction with the WC&ER, and opposition to the existing companies, it was services to and from Workington (Central).
terminating at Workington by a junction with worked mainly by Furness Railway Other important industrial lines served the
the Whitehaven Junction Railway. The latter locomotives and rolling stock, the FR having Derwent, Moss Bay, New Yard, Old Side,
junction was about 1,330 yards north of the been empowered to work the C&WJR under Lowther and West Cumberland and
Siddick Bridge, which carried a public road the provisions of an Act obtained in July 1877. Harrington ironworks.
over the WJR immediately south of The C&WJR was keen to establish a link
Workington Haematite Ironworks. As might with the Maryport & Carlisle Railway, and an Subsequent developments
be expected, the L&NWR opposed the Bill Act obtained in 1883 provided consent for a Unfortunately, the local iron industry went
vigorously, but on 27 June 1876 the Act number of new lines, including a 15¾ mile into a period of decline from the 1880s
received the Royal Assent. The 11½ mile northwards extension to Brayton, for onwards, as a result of competition from
railway from Cleator to Siddick Junction, on connection to both the M&CR and the Solway imported Spanish ore and the introduction of
the L&NWR system to the north of Junction Railway. In the event, the Brayton a new steel-making process that ended the
Workington, would traverse a sparsely- extension was never built, although as an monopoly of the local haematite ore. The
populated area of higher ground that offered alternative the C&WJR constructed a 6½ mile railways were, inevitably, hit by a lengthy
little scope for immediate traffic development. extension from Calva Junction, near period of trade depression, and this resulted
Work commenced at the Cleator end, and Workington (Central), to Linefoot Junction, in a loss of traffic from some of the lines,
in April 1877 the Lancaster Gazette reported where connection was made with the Bullgill although goods traffic nevertheless remained
that ‘construction of the new line of railway to Brigham branch of the M&CR. Known as relatively heavy until the 1930s.
from Cleator to Workington’ was underway; the Northern Extension, this line ran along The 1923 Grouping saw the demise of
the contractor was Messrs Ward & Co. the Derwent valley and was completed on local companies such as the Maryport &
Opened between Cleator and Workington 24 March 1887. An intermediate station was Carlisle, Furness and Cleator & Workington
(Central) on 1 October 1879, the C&WJR was opened at Seaton on 4 January 1888, and railways, which were grouped, together with
completed to Siddick Junction, where a additional stopping places were subsequently the L&NWR, into the newly-created London,
A 25 February 1956 view looking north from the over-bridge at Calva Junction shows the core route of the C&WJR on the left, opened between
Workington (Central) and Siddick Junction in September 1880, while on the right is that to Seaton, Great Broughton, and Linefoot. The latter route
opened in March 1887 to connect with the Maryport & Carlisle Railway and it was initially known as the Northern Extension, but maps from the LMS
era denote it as ‘Calva & Linefoot’. The houses on the left are on Mitchell Avenue, the distant slag heap is from St. Helen’s Colliery (near Siddick
Junction), and the bracket signal on the main line clearly indicates that the lesser route is to the right of the view, in effect a link to reception sidings
for reversal. Dr I. Scrimgeour/Signalling Record Society/Kidderminster Railway Museum

Looking south at Calva Junction on the same day, we view the brick and timber signal box and its neighbouring over-bridge; the box seems to be
‘switched out’. Interestingly, the extension of the original stone bridge after 1880, to accommodate lines for the Northern Extension, is a girder span.
The connection between the routes included a run-round facility, siding space and links at both the north and south end. The latter allowed direct
access between the south and the branch, whereas the connection from Siddick Junction, and from Workington Docks, was always via reversal at
Calva Junction. The main C&WJ line, on the right, would be taken out of use between here and Harrington Junction from 15 June 1964. However, a
continued need to serve the Royal Navy at Broughton Moor saw Siddick Junction to Calva Junction and the stub of the erstwhile Linefoot route as far
as Broughton Moor used until about 1992. Dr I. Scrimgeour/Signalling Record Society/Kidderminster Railway Museum
Midland & Scottish Railway. It is interesting the Depression years, although the closures Workington and Keswick but refused consent
to note, however, that the Lowca Light resumed during the early British Railways for its closure between Keswick and Penrith.
Railway and the Rowrah & Kelton Fell period, and by the Beeching era the Cumbrian The Keswick to Workington section was,
Mineral Railway escaped the Grouping, while Coast line and the Workington to Penrith accordingly, closed on 16 April 1966, leaving
numerous shorter branches continued to route were the only passenger carrying lines the remaining section of the CK&PR as a
operate as private industrial lines. in the Workington area. However, parts of the dead-end branch from Penrith. Having
The depression of the 1930s dealt a final once-comprehensive system remained in use survived the initial Beeching purge, the
body blow to many of the lines around for freight traffic, including the core Cleator & Keswick line was later closed to all traffic on
Workington, although some of the minor Workington Junction line, which formed a Saturday, 4 March 1972.
routes had closed as early as the 1920s, one of useful diversionary route when the Cumbrian The Sellafield to Moor Row line was
the first casualties being the Cleator & Coast main line was closed by cliff falls. To another Beeching victim. This surviving
Workington Junction Railway’s so-called the north-east of Workington, the Siddick remnant of the Whitehaven, Cleator &
Northern Extension, which lost its meagre Junction to Linefoot Junction branch Egremont Railway had been closed in 1935,
passenger services in 1922, while the Oatlands remained in operation in connection with a but workmen’s services were restored during
branch lost its workmen’s services in 1927. The naval armaments depot at Broughton Moor, World War II and the line then found a new
principle lines of the erstwhile Cleator & while, perhaps surprisingly, the heavily- role in connection with workmen’s traffic to
Workington Junction and Whitehaven, Cleator graded Lowca Light Railway was in use for and from the Atomic Energy Research
& Egremont railways lost their passenger industrial purposes until May 1973. Establishment at Calder Hall, Sellafield. These
services with effect from 13 April 1931, while Dr Richard Beeching’s Reshaping of British services were finally withdrawn in September
those on the latter’s Moor Row to Sellafield line Railways report of 1963 recommended the 1965, although the line saw occasional
succumbed from 7 January 1935. withdrawal of local passenger services passenger use thereafter. Sadly, it would close
The fate of the Cockermouth, Keswick & between Carlisle, Penrith and Workington, as a through route from 19 January 1970, but
Penrith line was somewhat different, in that and the closure of the CK&PR line, although the cutting back at its south end was only as
this Lakeland route became primarily a this proposal was subsequently modified by far as Beckermet, as the mines there justified
holiday line. Indeed, tourist traffic had been Labour Transport Minister Barbara Castle, the retention of the ex-WC&ER line from
of increasing importance to the CK&PR since who agreed to the closure of the line between there to Corkickle until October 1980.
the Victorian period. The survival of the
CK&PR ensured the retention of the
Workington & Cockermouth line throughout
Despite 1930s passenger closures, healthy freight

activity ensured that Moor Row engine shed was
retained until 31 July 1954, Pettigrew 0-6-0
No 52494 being transferred away upon its
closure; this ‘3F’ would continue to serve until
May 1956. Completed by the NBL Co Ltd in 1913
as Furness Railway No 1, it is seen at Moor Row
carrying trip reporting No 98.The WC&ER
established a single-road Moor Row engine shed
in January 1856, in the ‘V’ of the Egremont and
Frizington routes, but the site was outgrown and
so a new four-road FR/L&NWR shed was located
on the opposite side of the line. Unfortunately,
subsidence led to demolition of part of the
building in 1940, so only the two southern roads
then had cover. ARPT Collection
Rail operations at Beckermet mine were

ultimately amongst the last on the Egremont
line, this 13 April 1965 view at Beckermet Mine
Junction recording the 10.25am Moor Row to
Beckermet mine goods working, comprised of
Workington-allocated Fowler ‘4F’ class 0-6-0
No 44157 hauling five iron ore wagons and a
brake van. No 44157 would remain active until
the end of August 1965. Beyond, in the siding, is
Barrow-allocated Stanier 2-6-4T No 42610,
which is waiting for the line on to Egremont to
clear. L. Fullwood/transporttreasury.co.uk
Another 13 April 1965 scene records the

9.30am Millom to Moor Row goods service
passing Thornhill, between Beckermet and
Egremont on the by now freight-only
ex-WC&E line from Sellafield. It is in the
charge of Stanier ‘4MT’ 2-6-4T No 42610. At
this time many of the local pick-up workings
were entrusted to 2-6-4Ts, when previously
they were the province of the ubiquitous
Fowler ‘4F’ 0-6-0s and their replacements, the
Ivatt ‘4MT’ 2-6-0s. This working, however, of just
three box vans and a brake van, would hardly
tax the engine and crew, even though No 42610
is only days away from withdrawal.
L. Fullwood/transporttreasury.co.uk
Motive power trains in the Workington and West Cumberland worked by pre-Grouping locomotives. The
In the late 19th and early 20th centuries the area. These compact and sturdy locomotives Cockermouth, Keswick & Penrith line, for
L&NWR lines in and around Workington were had 18in x 26in cylinders and 4ft 8in coupled example, was worked by ex-L&NWR 2-4-0s
typically worked by older locomotives, four- wheels. Small numbers of visually-similar and 0-6-0s for many years. The ‘Cauliflower’
coupled engines being employed on passenger 0-6-2Ts were introduced at intervals over the 0-6-0s being associated with the route until the
services, while heavy goods and mineral trains next few years, with Nos 92-95 (LMS 1950s, when a programme of underline bridge
were normally worked by 0-6-0 tender engines. Nos 11641-43), a batch of four locomotives renewals allowed Ivatt ‘2MT’ 2-6-0s and other
The C&WR was, similarly, worked by older built by Kitson & Co Ltd in 1912-14, being more modern engines to work over the line.
Furness Railway locomotives, notably the ‘29’ known as the ‘improved Cleator tanks’. Through locomotive workings on the
class 0-6-0s, a 55-strong class delivered between Another Furness class employed in the coastal route between Carlisle, Workington,
1866 and 1884. A Sharp, Stewart & Co Ltd area, albeit in small numbers, were the Sharp, Whitehaven, Barrow and Carnforth were
standard design, with 16in x 24in inside Stewart & Co Ltd ‘Neddy’ 0-6-0Ts of 1867, normally shared between Carlisle and
cylinders and 4ft 6in wheels, the first members which featured distinctive, full-length side Carnforth sheds, the engines concerned being
of the class were cab-less, with just simple tanks with oblong access holes between the regarded as part of the same ‘pool’. Larger
weatherboards protecting enginemen from the leading and driving wheels. FR 2-4-2Ts are locomotives were in regular use by the 1940s,
elements. As built, they had small boilers also known to have appeared on the C&WJ when the through workings were often
surmounted by tall chimneys, bulbous domes line, together with the Pettigrew 4-4-2Ts, but worked by Fowler ‘Patriot’ class 4-6-0s
and elegant brass safety valve covers, but the Cleator & Workington Junction Railway between Carlisle and Barrow (Central), where
rebuilding altered their external appearance, so also had its own small fleet of ten locomotives; a locomotive change could see a Stanier
when the last survivors were finally withdrawn two diminutive 0-4-0Ts and eight 0-6-0STs. ‘Jubilee’ class 4-6-0 take over for the journey
by the LMS in the 1920s they had all received Five of these engines – No 6 Brigham Hall, to Carnforth and beyond.
larger boilers, proper cabs and Ramsbottom No 7 Ponsonby Hall, No 8 Hutton Hall, No 9 Goods services were worked by a range of
safety valves. Millgrove and No 10 Skiddaw Lodge – passed locomotive types, although six-coupled classes
The FR had a number of 0-6-0T, 2-4-2T, into LMS ownership in 1923, becoming were predominant for many years, with many
4-4-2T and 0-6-2Ts for local passenger and Nos 11564-68. The C&WJR locomotive livery of the ex-Furness Railway 0-6-0s still active on
freight duties, and special mention should be was black with red lining. their native lines in LMS days, although
made of ‘Cleator’ 0-6-2Ts Nos 112, 113 and 114 The Grouping did not make a great deal of increasingly there were Midland ‘2F’ and ‘3F’
(LMS Nos 11622-24), which were introduced in difference in terms of motive power, as the 0-6-0s also seen in the vicinity, together with
1898 specifically for hauling heavy mineral West Cumberland lines continued to be comparatively large numbers of ex-Lancashire
The Workington to Penrith line passed through

some of the most magnificent Lake District
scenery, and such a location was where the
railway ran alongside Bassenthwaite Lake. On
Sunday, 4 August 1940 ex-L&NWR Webb
‘Cauliflower’ class 0-6-0 No 28555 is seen
alongside the lake at the head of a five-coach
Workington to Keswick train. Completed in
November 1900 as L&NWR No 451, this 0-6-0’s
withdrawal would not come about until January
1954, when running as British Railways
No 58413. The CK&PR line was plagued with
weight restrictions, which meant the
‘Cauliflowers’ had to be kept in traffic, despite
their age. H.D. Bowtell/M. Halbert Collection/ARPT
Located almost on the banks of Bassenthwaite

Lake, the station of the same name primarily
served the nearby village of Dubwath and it
was one of the more secluded and peaceful
between Cockermouth and Penrith. With the
upgrade of infrastructure now allowing heavier
engines to pass over ex-CK&PR metals, this
Wednesday, 14 August 1963 view records
Workington-allocated Ivatt ‘2MT’ 2-6-0
No 46488 arriving with a pick-up freight from
Keswick. The signalman is ready to exchange
tokens to allow its continuation through to
Cockermouth and Workington. I.S. Carr/ARPT
A visit to the ex-L&NWR engine shed at

Workington on 13 August 1939 finds ex-
Furness Railway Pettigrew 0-6-0 No 12509
between LMS duties. Completed by the North
British Locomotive Co Ltd as FR ‘1’ class No 32
in 1920, as one of a batch of five engines that
represented the very last locomotive
construction order for the Furness Railway, this
‘3F’ would ends its days as British Railways
No 52509 in December 1956. Note the smoke
chutes above the locomotives, and the
inspection pits under all roads.
A.N.H. Glover/Kidderminster Railway Museum
Metro-Vick ‘Type 2’ Co-Bo diesel-electric

No D5701 heads the 8.25am Carnforth to
Workington local passenger service at Parton,
just north of Whitehaven, where the railway
was built along the shoreline. Having worked
the high-profile London to Glasgow express
‘Condor’ (container door-to-door) fitted freight
service, the Co-Bos suffered serious problems
with their Crossley two-stroke engines and they
were eventually sent to the Cumbrian Coast
route to eke out an existence until the late
1960s. New in August 1958, No D5701 was
withdrawn from the Preston Division in
September 1968.
L. Fullwood/transporttreasury.co.uk
& Yorkshire Railway 0-6-0s. In British Passenger services line between Carlisle, Workington and
Railways days, the lines were worked by the The railways around Workington were Whitehaven, although the Cockermouth,
usual range of London Midland Region types, essentially goods and mineral carrying routes, Keswick & Penrith line provided a useful
the constant use of large numbers of 0-6-0 and as such their passenger services tended to alternative route for travellers wishing to
goods locomotives being complemented by be of less significance. The primary Cleator & reach the West Coast main line. In July 1947,
more modern steam power in the form of Workington line was served by around five the basic Carlisle to Workington local service
Ivatt ‘4MT’ 2-6-0s, Ivatt ‘2MT’ 2-6-0s, various local trains each way between Cleator and comprised ten up and ten down workings,
Stanier 4-6-0s, and British Railways ‘7MT’ Siddick Junction, while the Oatlands branch most of which ran through to Whitehaven.
‘Britannia’ Pacifics. had no more than two advertised trains each Other longer distance services ran via the
Despite the early introduction of diesel- way between Workington and Arlecdon on Cumbrian Coast route through to London,
multiple-units on local passenger services, Saturdays and Wednesdays only, Wednesday Preston, Crewe and other destinations, and
north-west England remained a bastion of steam being Workington’s market day. The these included up services from Workington
operation well into the 1960s. However, diesel frequency of service on the C&WJR’s (Main) to Euston at 6.30am, 11.15am and
locomotives had appeared in the Workington Northern Extension to Linefoot was equally 6.40pm, and down workings from Euston at
area well before that date, the Metropolitan- sparse, local travellers being offered only two 6.50am and 12.05pm, which reached
Vickers ‘Type 2’ Co-Bos being drafted on to the advertised trains on Saturdays and one on Workington at 6.11pm and 8.50pm
Furness line in 1962. Notoriously unreliable, the Wednesdays. Like other parts of the C&WJR respectively.
last of the class of 20 engines, known locally as system, however, this little recorded line was The CK&PR route was at this time served
‘Wonderloafs’, was withdrawn from everyday also served by workmen’s trains, which ran by six trains each way on weekdays, although
service by the end of 1969, leaving just between Seaton and Lowca, but did not on Saturdays there were additional through
No D5705 in departmental use. necessarily appear in public timetables. workings to Liverpool and Manchester,
In the British Rail years a range of diesel The situation regarding the Cumbrian Coast together with a 7.50am through service from
locomotive types, including ‘Class 25’ Bo-Bos, main line was slightly different in that, as towns Whitehaven to Euston that left Workington
‘Class 31’ A1A-A1As, ‘Class 37’ Co-Cos and such as Workington and Whitehaven grew in (Main) at 8.35am and reached London by
‘Class 47’ Co-Cos, worked the Cumbrian Coast size and importance, the railways began to show 5.10pm.
route. The virtual collapse of railway freight at least some interest in the needs of long In 1955, local passenger services in the
traffic has resulted in a reduction of the number distance business travellers, and a limited Workington area changed from steam to diesel
of main line diesel locomotives seen in the area, number of through services were introduced operation, the CK&PR line being dieselised
although nuclear flask trains to and from between West Cumberland and London from 3 January, while the scheme for replacing
Sellafield, to the south of Workington, brought (Euston). steam-hauled services in Cumberland was
‘Class 20’ and ‘Class 33’ Bo-Bos onto the route, Workington (Main) was, in recent years at completed on 7 February when diesel-
these workings being operated by locally based least, served by two main passenger flows, the multiple-unit services were inaugurated
Direct Rail Services of Carlisle. most important being the Cumbrian Coast between Carlisle, Workington and
On 27 January 1962 Barrow-allocated Fowler ‘4MT’ 2-6-4T No 42376 passes St. Bees station with one of the remaining steam-hauled passenger
workings to survive the initial wave of passenger dieselisation on the Cumbrian Coast route. The six-coach train has three compartment coaches at
the front, while the trailing three coaches are corridor stock. The 2-6-4Ts were the mainstay of the local coastal passenger services until ousted by the
arrival of diesel-multiple-units. No 42376 served until November 1962. L. Fullwood/transporttreasury.co.uk

The exterior and rear elevation of the

L&NWR’s Workington station is seen in 1912
from the approach road, which would be
remodelled in British Railways days. The station
here was first known as Workington (L&NWR),
and then it was renamed Workington (Main) at
the Grouping. The still extant buildings are of
yellow brickwork to an attractive, if
indeterminate architectural style. As can be
seen, this part of the station was unpretentious
and had a simplicity that did not reflect the
platforms and their buildings.
Stanley Jenkins/Lens of Sutton Collection
Whitehaven. The CK&PR timetable remained

more or less unaltered, but the number of
weekday local trains between Whitehaven and Workington, Harrington and Parton. The A similar pattern of operation remained
Carlisle was increased from 10 to 16 trains journey times between Workington and in force for many years, the May 1970
each way, rising to 18 on Saturdays. A regular Carlisle, 33¼ miles, were reduced from 62-65 timetable providing 16 up and 15 down
interval service at 25 minutes past the hour minutes to 54 minutes, while the revised workings between Whitehaven and Carlisle,
from Carlisle was provided between 8.25am Sunday service was increased from two each including three up and four down trains
and 4.25pm, and there were hourly departures way to nine in each direction. One or two of between Workington and Barrow. The Sunday
from Whitehaven between 6.55am and the trains were allowed extra time for handling service comprised just one evening train in
2.55pm, with stops at Dalton, Wigton, parcels traffic, but this was in the main catered each direction.
Aspatria, Bullgill, Maryport, Flimby, for by two steam-hauled parcels trains.
Workington (Main)
The present Workington station was opened
as part of the Whitehaven Junction Railway
on 19 January 1846. Originally known simply
as ‘Workington L&NWR’, the name
Workington (Main) seems to have been
adopted, perhaps unofficially in the first
instance, at an early date to distinguish the
station from the neighbouring station at
Workington Bridge.
This extant station, which is aligned from
north to south, has always had a distinct main
line atmosphere that was accentuated by the
provision, in steam days, of two through
platforms on either side of a quadruple-track
layout. Terminal bays were available at the
south end of each platform, while substantial
station buildings were provided on both sides.
The main station buildings are of yellow
A view at the north end of Workington (Main) station records ‘483’ class 4-4-0 No 40536 on a Carlisle- brickwork in an indeterminate architectural
bound service in August 1954.This locomotive has a heritage dating back to 1899, initially leaving the
Midland Railway’s Derby Works as Samuel Johnson ‘60’ class No 151, running as No 532 from 1907, and style, part gothic and part Italianate, that
being ‘renewed’ under Henry Fowler in 1913 to become a ‘483’.This class were rated ‘2P’ by the LMS and Victorians would probably have described as
it became the basis for the LMS Class ‘2P’ design. No 40536 would serve until May 1959, its last shed Venetian renaissance. There are extensive
being Derby. A. Linaker/Kidderminster Railway Museum platform canopies, together with a fully
enclosed footbridge between the up and down
The south end of Workington (Main) station on Thursday, 21 May 1959, by which time the suffix to its
name was no longer necessary as it was Workington’s only passenger station. Carlisle (Upperby)- sides of the station.
allocated Stanier ‘Jubilee’ class 4-6-0 No 45588 Kashmir simmers on the 10.50am service to London The station was the scene of a spectacular
(Euston), while at the adjacent platform is locally-based Ivatt ‘2MT’ 2-6-0 No 46489. At this time accident that resulted in the destruction of the
Workington shed had an allocation of eight of these light-weight Moguls, which were used for local original station building on the evening of
passenger and goods work, as well as standing in as station pilot at Workington.The November 1951
Darlington Works-built No 46489 would be withdrawn in November 1963, while Kashmir would serve 10 December 1853, when an up goods train
until the week-ending 1 May 1965, its last shed being Carlisle (Kingmoor). R.M. Casserley Collection was diverted on to a terminal bay through the
The L&NWR opened a three-road engine shed at Workington in 1876, and this was enlarged to hold 48 locomotives in 1890. The principal depot on
the northern section of the Cumbrian Coast route, it had one sub-shed, at Penrith. By 1950 the 12-road straight shed had lost its north-light roof, this
scene dates from August of that year, but this would eventually be replaced in 1954 by one of utilitarian design by British Railways. On hand in 1950 we
find two ex-L&NWR Webb ‘Cauliflower’ class 0-6-0s, with No 58396 coupled to a tender that still carries LMS lettering, and a Fowler ‘4F’ 0-6-0. The
shed was eventually closed on 1 January 1968. S.C. Crook/ARPT
failure of what were described as ‘self-acting A busy motive power depot was sited to Ivatt ‘4MT’ 2-6-0s Nos 43004, 43006, 43008,
points’ which should have been set for the the south of the station on the up side of the 43009 and 43025, Ivatt ‘2MT’ 2-6-0s
main line. Realising that he was on the wrong running lines. Coded ‘12D’ in early BR days, Nos 46432, 46433, 46447, 46455, 46456,
line, the driver attempted to reverse the the shed was recoded on several occasions 46488, 46489 and 46491, Fowler ‘4F’ 0-6-0s
engine, but this had no effect and the heavy before finally reverting to ‘12D’ in 1963. In Nos 43868, 44292, 44343, 44360, 44365,
train smashed through the buffer stops ‘as LMS days, the 12-road engine shed included a 44390, 44449, 44461, 44495, 44505 and 44549,
through a sheet of paper’, mounted the turntable and a wagon repair shop, and in and ‘3F’ 0-6-0Ts Nos 47290, 47361, 47390,
platform and then proceeded to demolish the March 1938 a new 60ft diameter vacuum- 47525, 47593, 47604 and 47662. Workington
station building, room by room. It crashed operated turntable was being installed in shed closed to steam on 1 January 1968, but
through a bay window into the booking office order to extend the scope of larger engines, the shed building remained in use as a diesel
and ran in succession through the porters’ such as the ‘Black Five’ class 4-6-0s. depot and wagon repair shop for several years.
office and the gentlemen’s waiting room and In 1954 Workington shed was rebuilt and
into the ladies waiting room before finally modernised by British Railways, so that it could Workington (Central)
coming to rest. be used for the repair and examination of the Workington (Central) was opened by the
As might be expected of an industrial newly-introduced diesel-multiple-units. In Cleator & Workington Junction Railway on
town, Workington’s goods-handling facilities connection with this work, the number of 1 October 1879, and as the headquarters of the
were once very extensive. The goods yard at internal shed roads was reduced from twelve to C&WJR it boasted an extensive two-storey
Workington (Main), which was sited on the ten, five of these being used by the diesel units station building; this slightly forbidding
up side, was fully equipped with a range of while the remaining five were for steam structure was solidly built of local stone, with
facilities for coal, livestock, furniture, vehicles locomotives. A new roof was fitted and the square-headed windows and a gable roof. In
and general merchandise traffic. The yard inspection pits were equipped with fluorescent pre-Grouping days, there was a locomotive
crane was capable of lifting five tons, and lighting, while other improvements included shed and repair shop here, this facility being
there was a substantially built goods shed, the provision of new offices, a new ash pit and a sited to the south of the passenger station on
together with numerous private sidings on the concrete coaling plant that was able to deal with the down side, near the Harrington road
down side of the line, including links to some 500 tons of coal per week. bridge.
Workington Docks and Workington gas The allocation at that time was around 23 The 1938 Railway Clearing House
works. to 30 locomotives, and in 1959 these included Handbook of Stations shows that Workington
A typical line up of classes that were either allocated to Workington shed or were regularly used on the Cumbrian Coast line is seen at the shed on
Sunday, 5 September 1954. From left to right, are Fowler ‘4F’ 0-6-0 No 44495, Stanier ‘Jubilee’ 4-6-0 No 45593 Kolhapur, Fowler ‘2P’ 4-4-0 No 40699, and
Hughes/Fowler ‘Crab’ class 2-6-0 No 42828. Of the quartet only No 44495 was on its home shed, Kolhapur and No 40699 had worked in from Carlisle
(Upperby), while No 42828 was from Rose Grove shed, Burnley. H.C. Casserley

Long after its last regular passenger service was lost in 1931, Workington (Central) station plays host to a passenger train on Sunday, 5 September
1954, the Stephenson Locomotive Society and Manchester Locomotive Society has arrived with their joint ‘West Cumberland Rail Tour’. This trip used
two ex-Furness Railway 0-6-0s, Nos 52494 and 52501 (originally FR Nos 1 and 20), and much of the tour was operated ‘top and tail’. This view was
taken around 5.45pm, the train having just arrived from Buckhill on the cut-back Calva & Linefoot route. The train started in Sellafield, took the
WC&E route to Moor Row, then reversed to travel via Ullock through to Marron Junction and then into Workington (Main); reversal there, and again
at Siddick Junction, Calva Junction, and Buckhill had followed. No 52501 was the main engine, as No 52494 only led from Workington (Main) and on
the run from Calva Junction to Buckhill. J. Wood/Kidderminster Railway Museum
(Central) was able to handle a full range of Workington Bridge, the first stopping swollen river by road faced a 20-mile detour.
goods traffic, including coal, furniture, place on the cross-country line between Fortunately the railway bridge was unscathed
livestock and general merchandise, although Workington and Penrith, was opened by the and it was decided that a temporary station,
no passenger or parcels facilities were Cockermouth & Workington Railway on known as Workington (North), would be
available at that time, the station having lost 28 April 1847, and it closed with effect from erected on waste ground about half a mile to
its passenger services in 1931. Perhaps more 1 January 1951. It featured timber-framed the north of Workington (Main), so that local
importantly, in terms of freight traffic, there station buildings on each platform, together residents who would otherwise have been
was a branch to Workington Docks that left with a street-level entrance from the adjoining marooned on the north side of the river could
the C&WJR main line at Dock Junction, road overbridge. The up and down sides of travel into the town centre by rail.
crossed the L&NWR line and then turned the station were linked by a lattice girder The new station, incorporating up and
southwards to reach the docks. Another footbridge, and there was a small goods yard down platforms, a footbridge, waiting room
siding left the main line between Workington with facilities for coal and general and car park, was brought into use within one
(Central) and Siddick Junction to serve the merchandise traffic. week, and on 30 November 2009 Northern
nearby ‘No 3 William Pit’. Rail introduced an hourly shuttle service
Recent developments between Workington and Maryport – the
Workington Bridge The Cumbrian Coast line remains in arrival of the first trains was shown live on
On 16 March 1885 a connecting line was operation as an integral part of the national BBC television news. The emergency train
opened from Cloffocks Junction, immediately railway system, although the train service now service, which was initially funded by the
to the north of the C&WJR’s Workington provided by Northern Rail is of purely Department for Transport at a cost of
(Central) station, to Workington Bridge, on secondary character – an hourly service £216,000, utilised locomotives and rolling
the Cockermouth & Workington route, in between Whitehaven and Carlisle, including a stock provided by Cumbrian-based Direct
order to create a more direct route for coke number of through workings to or from Rail Services, and the service was so
trains proceeding southwards to Distington Barrow. In November 2009 Workington successful that Network Rail lengthened the
and Cleator. This line provided a direct experienced some of the worst flooding in platforms and increased the car parking
connection between Workington (Central) living memory, the town centre being capacity to 200 spaces.
and Workington’s third station at Workington inundated, while many bridges were washed Although it was hoped that Workington
Bridge, although it converged with the away, including the main road bridge over the (North) would become a permanent addition
Cockermouth route beyond the confines of River Derwent. The town was effectively cut to the local railway system, it was closed on
the L&NWR passenger station. in half and townsfolk wishing to cross the 8 October 2010 as the number of passengers
had decreased dramatically following the
re-opening of a road link in the previous
April.
The curved layout at Workington Bridge

station is seen circa 1930. Situated on the
Cockermouth & Workington Railway, this
station opened on 28 April 1847, was served by
L&NWR and then LMS services, and was closed
by British Railways on 1 January 1951. The
buildings were timber-framed and up and down
sides of the station were linked by a lattice
girder footbridge, from which this photograph
was taken, looking west. In the distance to the
left are the bridges over the River Derwent, the
nearest one being the link to Cloffocks Junction
and Workington (Central), while the more
distant one leads from Central station (off to
the left) through to Calva Junction and Siddick
Junction. Stanley Jenkins/Lens of Sutton Collection
018_SD_Mar16_ad.indd 18 04/02/2016 10:22
1963 Swindon Works visit
Steve Bartlett recalls making a A Mecca for GWR enthusiasts was ‘A’ shop at Swindon Works, where four Collett-era locomotives
are seen stripped down in July 1963. From left to right are 4-6-0 No 6018 King Henry VI, 2-8-0s
pilgrimage to Swindon Works, along Nos 3836 and 3826, and a just visible 2-6-2T, No 6155. King Henry VI was completed in June 1928
and it was initially withdrawn in December 1962 but was then re-instated and cleaned up for a
with several hundred, mostly ‘Farewell to the Kings’ special from the West Midlands to Swindon Works and return on 28 April
1963. Withdrawn again after this rail tour, No 6018 reached Swindon Works by the June and was
teenage, railway enthusiasts, on one stripped down; the chalk writing below its brass number-plate reads ‘Billie Butlin’s express and
of the regular Wednesday afternoon heating system’, but sadly this particular locomotive was not to be saved by the holiday camp
owner. D.H. Ballantyne/Colour-Rail.com/BRW1105
conducted tours when official
No 4701. This 1919-designed class of only ‘3MT’ 2-6-2Ts that handled most of the
permits were not necessary. nine locomotives, all of which were still branch workings.
operational, was more commonly found on A spirited run into Bristol saw us pass
night express freight trains to and from the 0-6-0PT No 3702 shunting near Parson Street.
t was the morning of Wednesday, capital. This proved to be a first ‘cop’ for me Then one of the few remaining steam-hauled
I 21 August 1963 as I set out from my local

station at Yatton, 12 miles west of Bristol
on the main line from the West of England,
that morning, and I would see it again the next
day, working back on a return freight train
from the west through Yatton. This was a great
main line passenger workings passed us at
speed on the outskirts of Bristol – the 8.43am
Swindon to Weston-super-Mare train – hauled
heading for Swindon. Yatton was then the start to what promised to be a memorable day. by Swindon-based 4-6-0 No 4924 Eydon Hall.
junction for the short branch line to Clevedon, The time was around 9.45am; I had This summer service, which returned from
and by that date there was a shuttle service deliberately planned my start time as it Weston-super-Mare each day at 6.40pm, was a
worked by a single diesel-multiple-unit, but ensured a steam-hauled first journey leg into timetabled excursion train for day-trippers to
much more interesting was the Cheddar Valley Bristol. A shrill Great Western whistle was this popular seaside resort. Somewhat
branch line to Wells and Witham that was still heard in the distance and off came the signal surprisingly, this train remained steam-hauled
steam-hauled. Most main line passenger from the Cheddar Valley line into the station. when it returned for the summer 1964
services in the area by this date were operated Around the corner came Westbury shed’s timetable period, and it was most commonly
by diesel-hydraulic ‘Warship’ or ‘Hymek’ ‘2251’ class 0-6-0 No 2268 with the 8.12am worked by a Swindon-allocated ‘County’ or
locomotives, or worked by diesel-multiple- Frome to Bristol (Temple Meads) train, ‘Castle’ class 4-6-0.
units, although steam substitution as a result formed of a short set of ex-GWR coaching Arriving a few minutes early in Bristol
of diesel failures, or on specials, was not stock. Most Cheddar Valley branch trains (Temple Meads), a rapid dash enabled me to
uncommon. Steam working was however, still terminated and started from Yatton, but this join the diesel-hydraulic-hauled 8.53am
a common feature on parcels and freight train was one of a few through workings. I had Taunton to London (Paddington) train to
services and there would be plenty of these to hoped for one of Westbury’s recently acquired Swindon. As we left Temple Meads station,
see as the day unfolded. ex-GWR 2-6-2Ts, Nos 4569 or 5573, as their Saltley shed’s Stanier ‘Black Five’ class 4-6-0
The morning got off to a good start when presence would have brought back nostalgic No 44810 ran in with the slightly late-running
the 9am Bristol (Temple Meads) to Plymouth memories of a class that once dominated 3am Leeds to Bristol (Temple Meads) service.
parcels train made a brief scheduled call at Cheddar Valley branch passenger and freight The following day I was to see the same engine
Yatton station, hauled by Old Oak Common- services, but now it was Bristol (Barrow bringing ‘The Cornishman’ (the 8.10am
allocated Churchward ‘4700’ class 2-8-0 Road)-based Ivatt ‘2MT’ and BR Standard Sheffield to Penzance service) into the station;

The first few hours before a Swindon Works

visit would be spent on the nearby station
recording passing trains – this undated
photograph finds Cardiff East Dock-based
‘Castle’ class No 5015 Kingswear Castle pausing
for water at the London end of the station. This
Collett 4-6-0 would be withdrawn from service
on 25 April 1963, and it is thought that this
view was taken close to that time. Both the
driver and fireman are beret clad; the former,
cotton waste in hand, controls the watering,
whilst the fireman, having previously clambered
up on to the tender to manoeuvre the water
bag, is now busy pulling down coal ready for the
next stage of No 5015’s up journey. A. Ives/ARPT
the former may still have been booked for

steam haulage, but the latter was definitely
covering for a ‘Type 4’ 1-Co-Co-1 ‘Peak’ diesel-
electric, a class of diesel locomotive that now
worked most of these cross-country services.
There was a surprising amount of steam as it would be back in the works yard by the allocated ‘5700’ class 0-6-0PT No 9609 passed
activity as we left Bristol for Swindon. Cardiff time of our afternoon visit. In no time at all through the station on local freight trips.
East Dock shed’s 4-6-0 No 6912 Helmster Hall we were running in past Swindon locomotive The appointed time for the Wednesday
stood on empty stock in the carriage sidings, works on our left, the carriage works on our afternoon Swindon Works conducted tour
whilst Barrow Road’s 0-6-0PT No 3643 right, and finally into Swindon station. was approaching as I took the short walk
shunted Bristol East depot yard. Two long- The time was just after 11am and I took along Station Road to take my place in the
distance freight trains were also waiting the up residence, along with a gathering band of lengthening queue that was stretching down
road at successive junctions, headed by teenage enthusiasts, on platform benches for the pavement outside the works main
St. Phillip’s Marsh-allocated 4-6-0 No 6878 the next couple of hours until the appointed entrance. This was a rather unassuming
Longford Grange and Didcot’s No 6996 time for the works visit. Soon out came the arched opening leading to a subterranean
Blackwell Hall. Ever vigilant for trains on the bags of sandwiches, at least for those who had passage that ran under the main line and then
opposite line, I spotted 0-6-0PT No 3677 not consumed their lunch within an hour of up to the locomotive works and main offices
hurrying past with a local freight trip – it was leaving home, along with the regulation Lyons on the far side of the track. Every now and
probably returning from shunting the Fry’s individual fruit pie purchased from the station then a rather sombre-looking official in a
chocolate factory private sidings at Keynsham buffet; my choice was invariably the apricot trilby hat would emerge from within, and
& Somerdale. flavour. In fact it was a fairly unproductive stride purposefully past us as he judged the
Expectations rose as we got nearer to couple of hours for steam-hauled express length of the rapidly expanding queue and
Swindon, but first came a Chippenham passenger trains, with all the Paddington to admonish any over-exuberant behaviour.
station call. There, Swindon shed’s out-based Bristol and South Wales services diesel-hauled Briefly digressing, last year I acquired an
0-6-0PT No 9605 was shunting, whilst by ‘Warships’, ‘Westerns’ or ‘Hymeks’. However, early 1900s’ picture-postcard of cloth-capped
Swindon-based No 4930 Hagley Hall was long-distance freight trains came to the rescue, workers in their droves emerging from this
stood to one side, light engine. We were soon with Swindon shed’s No 1010 County of very works entrance at the end of their shift. I
on our way again and we rattled over the Caernarvon and Oxley-based No 6857 Tudor was amazed to see, captured in the picture, a
high-speed junction at Wootton Bassett, Grange passing through on down freights. large wooden notice board fixed high on the
where the main line from South Wales via the Swindon shed had clearly been making good wall beside the way in. Aided by a magnifying
Severn Tunnel joined. Here we passed use of ex-works engines needing to glass I found it read, ‘Great Western Railway –
Reading shed’s No 6991 Acton Burnell Hall accumulate mileage on test runs as, far from No admittance except on business. Visitors are
running light engine. This, I later learnt, must their South Wales home bases, Radyr shed’s allowed to look over these works on
have been on a test run from Swindon Works ‘5101’ class 2-6-2T No 4160 and Tondu- Wednesday afternoons at 3 o’clock on payment
of 3d each. Children under 12 are not
admitted. Enquiries to be made at the office
within this entrance.’ So the tradition of the
Wednesday afternoon works visit certainly
went back to at least the turn of the century.
My memory escapes me as to whether a small
payment was applicable in 1963, but I don’t
think so.
The Swindon Works entrance in the early

1900s, with the start of the exodus for home at
the end of the shift – caps and heavy walrus
moustaches are well in evidence. The entrance,
with the time office just inside the door, was
the start of a long dark pedestrian subway that
ran at right-angles underneath the main line,
emerging by the locomotive works and main
offices on the far side. The notice board
announcing that public works visits are
available on Wednesday afternoons is
prominent above the right-hand arch – a facility
still being offered in the 1960s.
Author’s Collection
One of the five withdrawn ‘King’ class 4-6-0s seen

by the author at the works on 21 August 1963
was No 6011 King James I.This 24 February 1963
works scene finds it withdrawn but looking in
reasonable condition, and surprisingly still
carrying name and number plates. All 30 ‘Kings’
were withdrawn during 1962, with 29 of them in
a massive cull between June and December that
year. No 6011 was taken out of service from Old
Oak Common shed in the December.
Dieselisation of the South Wales and
Wolverhampton routes from Paddington
brought about their end, the class having already
been displaced from West of England scheduled
services some years earlier. No 6011 was
eventually cut up at Swindon Works in January
1964. David Nicholas
Soon the appointed time came and,

amidst dire warnings that we were not to
deviate from official walkways, an excited
gaggle of enthusiasts made its way through
the subterranean passageway, climbed the
steps on the far side and emerged into the The only ‘Castle’ still on the active list that and one ‘6100’ 2-6-2T. Seen moving around
light on the main works site. Several sidings was present was No 4082 Windsor Castle. This the site, acting as a works shunting engine,
ran the length of the workshops, squeezed 4-6-0 is remembered for its infamous exchange positioning locomotives, was 0-6-0PT
between the foundry and ‘A’ shop’s walls and of identities with No 7013 Bristol Castle for the No 3668, which had been withdrawn from
the main line. Here were numerous engines haulage of King George VI’s funeral train in operational service in July 1963. This followed
waiting or having received attention, some 1952 – an identity change that was never the traditional practice at Swindon of using
without tenders. Mid-way along, between the reversed. I didn’t realise it at the time, but recently withdrawn pannier tanks for its
foundry and ‘A’ shop, was a small area of open subsequent research for this article revealed shunting power, unlike some other main
land where a locomotive turntable had short that some mystery and speculation surrounded works, including Crewe, which had official
stabling roads radiating around it – there were No 4082’s prolonged presence on the works allocations of works shunting engines.
always a few interesting engines to be seen in site. It had not been overhauled since its We were soon entering the cavernous
this excellent photographic position. arrival, and indeed it never would be before ‘A’ shop – the highlight of any Swindon Works
Reflecting the pace of dieselisation eventually leaving the works many months tour, and where new diesel locomotives were
reached by this date, the scheduled overhaul later to return to active service. This included a being constructed and steam engines were
of express 4-6-0 passenger locomotives, and long period very visibly spent on one of the stripped down for general overhaul. The
specifically the Hawksworth ‘County’, and previously described turntable stabling sidings steam locomotives that would eventually be
Collett ‘Castle’ and ‘King’ classes, had virtually – the first reference I can find to it being on emerging overhauled and freshly painted were
ceased, although the odd ‘Castle’ still site was in May 1963, with my visit taking place mostly former GWR mixed-traffic 4-6-0s,
occasionally appeared for unclassified repairs. that August, and the last recorded sighting was Prairie tanks, and 0-6-0PTs. This reflected the
Indeed, all the ‘Kings’ had been withdrawn by in November 1963. Allocated to Old Oak locomotive classes that had at least a medium-
December 1962, although five were seen that Common shed from 1957 to 1964, some term future until the Western Region’s
day assembled on the works, awaiting their reference volumes show it as having an official elimination of steam power in December
fate – Nos 6000 King George V, 6011 King ‘stored status’ between October 1962 and April 1965; for former GWR depots on the London
James I, 6018 King Henry VI, 6025 King 1964, with an Old Oak Common allocation Midland Region in the West Midlands and the
Henry III and 6026 King John. All were stabled each side of these dates. Welsh borders, ex-GWR steam would survive
in the open except King George V, which was Returning to our visit that afternoon, for a little longer. There were some disputes
in ‘A’ shop being examined in readiness for outside the works buildings, either following amongst the crocodile of younger enthusiasts
preservation. I seem to recall unfounded or awaiting overhaul, were two ex-GWR as to which of the dismembered but chalked
rumours circulated about this time that a ‘2884’ class 2-8-0s, five ‘Halls’ (including locomotive parts constituted a ‘cop’, but
cracked frame had been found on King previously seen ‘Modified Hall’ No 6991 Acton common sense eventually prevailed.
George V and that King Henry VI might be Burnell Hall now back from its test), two It was a heartening sight to still see
substituted for preservation. ‘Granges’, one ‘Manor, two ‘5101’ class 2-6-2Ts locomotives receiving a valuable life-extension
and repaint, even though their numbers were
reduced from what would have been seen in
‘A’ shop a few years earlier. Being overhauled
that day were 19 steam locomotives,
individually listed in Table One (see page 23),
comprising eight Collett ‘Halls’, three
‘Granges’, two ‘5101’ class 2-6-2Ts, one ‘6100’
Withdrawn from Old Oak Common shed in

December 1962, Collett ‘King’ class No 6025
King Henry III heads a line of withdrawn ‘Kings’
at Swindon Works on 23 June 1963. Although
the smokebox number-plate still identifies this
‘8P’ engine, its brass name and number-plates
have been removed for safe keeping and sale.
At the works since April 1963, this redundant
4-6-0 was still in situ when the author visited in
the August, as its cutting up at the works would
not be undertaken until April 1964.
F.W. Hampson/ARPT

This Tuesday, 20 August 1963 view records Collett ‘King’ class No 6018 King Henry VI newly parked outside the works after a period of being stripped
down in ‘A’ Shop – the author would see it here the following day. Fitted with a double-chimney in March 1958, No 6018 ended its service life at
Cardiff (Canton), but it became noteworthy for its reinstatement so that the ‘King’ class could have a proper farewell. Remarkably, within a month of
this view being taken this engine would be recorded as scrapped on site, while the other similarly gathered withdrawn ‘Kings’ would survive for many
more months. A. Ives/ARPT
Collett ‘7P’ ‘Castle’ class 4-6-0 No 4082 Windsor

Castle – previously No 7013 Bristol Castle until it
swapped identities to work King George VI’s
funeral train in 1952 – was seen by the author
on his 21 August 1963 visit, and it is
photographed in a similar position on Sunday,
8 September 1963. Old Oak Common-based
and officially ‘stored’ at the time, it appeared
ready for traffic. Its stay at the works site was
from at least May to November 1963, and
possibly longer, before being returned to the
active list in April 1964. During that period it
was moved around the works site, but strangely
no recorded mechanical attention or detail of
overhaul covers the period; No 4082 would
eventually be withdrawn from Tyseley shed in
September 1964. David Nicholas
Caught between shunting duties on 18 August

1963, Collett ‘5700’ pannier tank No 3668 is on
hand to manoeuvre other steam engines
around the works site as required. This 0-6-0PT
was one of the first engines seen by the author
three days later as he emerged from the
subterranean passageway into the daylight of
the main works site. Given ‘stored’ status in
June 1962, this Barry-allocated engine was then
withdrawn in July 1963. A wartime build,
No 3668 had entered traffic from Swindon
Works in March 1940, its first shed being
Aberbeeg. David Nicholas
class 2-6-2T, three ‘5700’ class 0-6-0PTs, one around the works site following its December it led a charmed life, having been withdrawn
Hawksworth ‘9400’ class 0-6-0PT and one 1962 withdrawal. Just as interesting, and by the Taff Vale’s successor, the GWR, as long
British Railways Standard ‘9F’ class 2-10-0. tucked away in ‘A’ shop, was a recently arrived ago as 1926. It was then acquired for the
Also present in ‘A’ shop was previously former Taff Vale Railway 0-6-2T, which had Longmoor Military Railway and used until
mentioned ‘King’ class No 6000 King George V been rescued from its recent National Coal 1947, after which it was bought by the
under examination prior to its formal Board service. Built in 1897 at the Taff Vale National Coal Board for service in north-east
preservation – it would spend many months Railway’s Cardiff West Works as TVR No 28, England. Withdrawn by the NCB in 1960, its
importance as the last Welsh-built standard
gauge steam locomotive was recognised, and
Table One so it was acquired for the National Collection.
Locomotives at Swindon Works – Wednesday, 21 August 1963 Moved to Caerphilly Works in South Wales
‘A’ Shop Home shed Notes where this 0-6-2T was intended to undergo
3605 Oxley preservation. The premature closure of that
3738 Tondu works in June 1963 saw it moved to Swindon
4168 Stourbridge Jn Works for safe keeping, pending restoration.
4175 Kidderminster
In preparing this article I discovered
5971 Merevale Hall Old Oak Common
6000 King George V Old Oak Common) Withdrawn 12/62 records of a Swindon Works visit made by a
6129 Banbury permit-holding group on the previous Sunday,
6815 Frilford Grange Llanelly 18 August. It proved interesting to compare
6837 Forthampton Grange Llanelly records against my own visit in the middle of
6868 Penrhos Grange Didcot
6931 Aldborough Hall Cardiff East Dock the following week. In ‘A’ shop there had been a
6937 Conyngham Hall Didcot very small turnover in engines under repair –
6944 Fledborough Hall Cardiff East Dock there had been just three departures and two
6978 Haroldstone Hall Old Oak Common replacement arrivals; Collett 2-8-0 No 3850,
6994 Baggrave Hall Shrewsbury
2-6-2T No 4157 and No 6991 Acton Burnell
7902 Eaton Mascot Hall Old Oak Common
7927 Willington Hall Cardiff East Dock Hall had left ‘A’ shop. These were all out in the
8403 Bromsgrove works yard at the time of my visit, the
9662 Newport, Ebbw Jn ‘Modified Hall’ being the engine seen out on a
92246 Cardiff East Dock test run that morning. Meanwhile, these
NCB No 67 Withdrawn for preservation
engines had been replaced in ‘A’ shop by
Diesel locomotives in ‘A’ shop No 6931 Aldborough Hall and 2-6-2T No 4175.
D1026, D1027, D1028, D1029, D1063, D3195, D3508, D3509, D3603, D6305, 15100, 15103; New-build activity in ‘A’ shop was
other diesels were not recorded. concentrated on the construction of the
‘Western’ class of diesel-hydraulic locomotives,
Dump
Not visited on this tour. which were principally destined for express
passenger work on the London (Paddington) to
Outside works before ‘A’ shop visit South Wales and West Midlands routes,
3769 Shrewsbury Withdrawn 10/62 although they would also cover their fair share
3823 Severn Tunnel Jn
4082 Windsor Castle Old Oak Common of parcels and long-distance freight work.
6018 King Henry VI Old Oak Common Withdrawn 12/62 Amongst these were the body shells for
6991 Acton Burnell Hall Reading Nos D1026 to D1029, the body frame for
9412 Neath Withdrawn 3/63 No D1063, and others in various stages of
9479 Old Oak Common Withdrawn 7/63
construction. Several earlier class members
9715 Duffryn Yard Withdrawn 7/63
were also present – apparently back for
Outside works after ‘A’ shop visit attention. Also under repair or overhaul was a
3668 Ex-stored unallocated Used as works shunting engine, wdn 7/63 selection of other diesel-hydraulics –
3850 Stored unallocated ‘Warships’, ‘Hymeks’ and ‘Type 2’ B-B ‘D6300’
4115 Severn Tunnel Jn Ex-works
4157 Pontypool Road class locomotives – while a Birmingham line
4265 Newport, Ebbw Jn Withdrawn 6/63 ‘Blue Pullman’ power car, No W60096, and a
4298 Llanelly Withdrawn 6/63 scattering of Western Region-based diesel
5645 Rhymney Withdrawn 4/63 shunting engines were also receiving attention.
5679 Stourbridge Jn Withdrawn 8/63
Looking back with a more trained eye, it
5933 Kingsway Hall Oxford
6011 King James I Old Oak Common Withdrawn 12/62 has proved interesting to do some analysis of
6025 King Henry III Old Oak Common Withdrawn 12/62 the 33 operational locomotives seen on site that
6026 King John Old Oak Common Withdrawn 9/62 day, either in ‘A’ shop or outside awaiting or
6159 Didcot after overhaul. No less than 18, or well over
6819 Highnam Grange Pontypool Road
6835 Eastham Grange St. Phillip’s Marsh Withdrawn 5/63 half of the engines present, were ‘5MT’ mixed-
6866 Morfa Grange Tyseley traffic ‘Hall’ or ‘Grange’ class 4-6-0s. These
6932 Burwarton Hall Cardiff East Dock ‘maids of all work’ would, like the ‘Black Fives’,
6961 Stedham Hall Old Oak Common find useful mixed-traffic work to perform right
7803 Barcote Manor Machynlleth
up to the end of steam on their respective
7909 Heveningham Hall Taunton
8491 Gloucester Withdrawn 7/63 home regions. It was also evident that there
8496 Reading Withdrawn 7/63 was still ‘shopping’, if on a reduced scale, of
8738 Whitland Withdrawn 3/63 some ‘5700’ class 0-6-0PTs and ‘5101’/‘6100’
8766 Newport, Ebbw Jn Withdrawn 7/63 class 2-6-2Ts. However, there was no sign of
8786 Nine Elms Withdrawn 7/63
8794 Nine Elms Withdrawn 7/63 any of the lesser ex-GWR classes that could
9401 Bromsgrove Withdrawn 7/63 still be found seeing out their days in smaller
9483 Duffryn Yard Withdrawn 7/63 numbers around the Western Region – their
days were clearly numbered as defects or
Total: 57 steam, 12 diesel
service withdrawals overtook them.

Collett ‘King’ class No 6000 King George V is

seen in ‘A’ shop on 20 August 1963, the day
before the author’s visit. Withdrawn in
December 1962, this 4-6-0 was scheduled for
preservation as part of the National Collection.
Completed in June 1927, the nearly new
No 6000 crossed the Atlantic for the August
1927 centenary celebrations of the Baltimore &
Ohio Railroad, where a commemorative bell
and two small round plaques had been
presented to mark the occasion, the latter
being thereafter carried on the cab side – the
circles where the roundels have been removed
while the engine is overhauled for preservation
can clearly be seen. A. Ives/ARPT
Two days earlier, on 18 August 1963, No 6018

King Henry VI is stripped down in ‘A’ shop – why
this was necessary when the locomotive was
already withdrawn is not clear. Equally
intriguingly, classmate No 6000 King George V
was at the time stripped down alongside it. Was
it to salvage re-usable parts for the latter?
Whatever the reason, within two days No 6018
would be re-wheeled and moved out from ‘A’
Shop, apparently ready for scrap. There was an
unsubstantiated rumour at the time that
No 6018’s identity had been exchanged with
No 6000’s for preservation, due to the latter
having a cracked frame. However, the standard
GWR practice of stamping locomotive
numbers on every removable part would, I am
sure, have led to such a deception being
uncovered during No 6000’s ongoing preserved
life, but it makes a good story and there are
some oddities surrounding the circumstances.
I.S. Jones/ARPT
Its overhaul all but complete, Hawksworth ‘Modified Hall’ class 4-6-0 No 6991 Acton Burnell Hall is in ‘A’ Shop on 18 August 1963. Just three days later,
on 21 August, this ‘5MT’ passed the author’s train near Wootton Bassett, while it was on a light engine test run, but it was back on the works site
when the afternoon works visit was going ahead; no doubt it would soon return to its home depot, Reading. Completed at Swindon in November
1948, Acton Burnell Hall would not be withdrawn until 31 December 1965, from Oxford shed, coincidental with the elimination of allocated steam
traction from the Western Region. I.S. Jones/ARPT
Another 18 August 1963 view records the

pristine condition of newly-overhauled and
painted Collett ‘5101’ class 2-6-2T No 4115 in
‘A’ shop, while its neighbour, No 6837
Forthampton Grange, is without its boiler and
driving wheels. Just three days later the author
noted the ‘Grange’ still in ‘A’ shop, but the
‘4MT’ was outside for testing and return to its
home depot of Severn Tunnel Junction. Once
there, its shine would soon wear while banking
freight trains through the sulphurous Severn
Tunnel. Released to traffic from Swindon Works
in October 1936, No 4115 latterly had led a
charmed life, having been in store at its
previous depot, Hereford, from September
1962 to February 1963, through that dreadful,
freezing, snow-bound winter. Officially
transferred to Severn Tunnel Junction in
January 1963, No 4115 was not extracted from
storage and first steamed again for onward
movement until 13 February 1963; it would
eventually be withdrawn from Severn Tunnel
Junction in June 1965. David Nicholas
An impressive and powerful-looking Collett

‘2884’ class 2-8-0, No 3850, shines in a new coat
of BR black livery on 20 August 1963, while in
light steam ready for testing and a return to
active service – it was seen by the author in the
same location on the following day. The engine
carries an Aberdare shed-plate, but intriguingly
records show that it had been put into ‘stored’
status from that depot in June 1963. Clearly,
very soon afterwards it was sent for overhaul
and repainting, however it is not shown as
re-allocated to its next depot, Banbury, until
November 1963. A. Ives/ARPT
A 27 January 1963 view records two diesel-

hydraulic ‘Western’ class C-C locomotives
under construction in Swindon’s ‘A’ shop. The
frame in the foreground being the basis for
No D1025 Western Guardsman, which is yet to
receive its bogies, whilst its unidentified
neighbour is in a far more advanced state,
albeit the body-shell is still only skeletal. Not
commissioned and sent for service at Cardiff
(Canton) until 1 November 1963, No D1025
went un-noted by the author in August; its first
livery would be maroon with small yellow
warning panels. T.B. Owen/Colour-Rail.com/284196

Collett ‘6100’ class 2-6-2T No 6167, looking

impressive in ex-works unlined BR green livery,
is ready to leave the works on 26 May 1963.
Completed in October 1935 and currently
Slough-based, it was a pity that there were no
longer any London commuter services booked
to be hauled by this impressive looking ‘4MT’
Prairie. It still had a reasonable future, a move
to Southall shed ultimately providing work
from June 1964 through to its October 1965
withdrawal.
W. Potter/Kidderminster Railway Museum
‘5700’ class 0-6-0PTs – Nos 3795, 8791, 9713

and 9783 – and ‘7400’ class 0-6-0PT No 7412.
Also on that day, seen on the triangle but
missed by me, was ‘1400’ class 0-4-2T
No 1432, which was withdrawn in July 1963.
This engine had made the long journey from
its final Welsh borders home in Oswestry. A
single depot locomotive, this Collett 0-4-2T
was already a resident there at the dawn of
nationalisation in 1948. That previous Sunday
Looking at the home depots to which In addition to the 33 operational steam visit had also gained access to ‘C’ shop, where
those engines in works belonged, there were engines recorded on site, 24 withdrawn I understand engines were cut up, and in
definitely some emerging trends, but it is locomotives, all of former GWR design, were there had been No 5945 Leckhampton Hall
difficult to know if such groupings were by noted. These comprised five ‘Kings’, one and 0-6-2T No 5644, both recently
chance or design. No less than 15 of the 18 ‘Grange’, two ‘4200’ class 2-8-0Ts, two ‘5600’ withdrawn.
‘Halls’ and ‘Granges’ present were from class 0-6-2Ts, six ‘5700’ class 0-6-0PTs, seven With the Western Region now hell bent
London or South Wales Division depots with, Hawksworth ‘8400’ class 0-6-0PTs and the on becoming the first British Railways Region
for some strange reason, virtually none from ex-NCB and Taff Vale Railway 0-6-2T (for to eliminate steam traction, the future was
the West of England, Bristol or Gloucester preservation). Two interesting withdrawn clearly not good for ongoing steam overhauls
districts. Steam west of Bristol was now in 0-6-0PTs were Nos 8786 and 8794 – on paper here. The memories of my visit, with an
terminal decline, so it was not surprising that both are shown as being withdrawn from almost total ex-GWR feel to ‘A’ shop residents,
there were no Devon or Cornwall depot Nine Elms shed in July 1963, having been would, unknown to me at the time, soon be
engines represented. Turning to the ten re-allocated there from Aberbeeg and Swansea changing. A 19 January 1964 visit reported
operational pannier and Prairie tanks present, East Dock sheds in the same month. From that other BR regions’ engines were now being
eight of these, or the majority, were in equal time to time former GWR pannier tanks were sent to Swindon Works for overhaul, as
numbers from South Wales or ex-GWR transferred to the Southern Region to meet a undergoing or awaiting scheduled overhaul,
depots in the West Midlands that were now shortage of this power range, but it would alongside a reduced number of former GWR
London Midland Region sheds. appear that either the Southern Region engines were ex-LMS Stanier 2-6-0 No 42983
Amongst these operational locomotives changed its mind about this latest (from Crewe South), two Ivatt ‘4MT’ 2-6-0s –
were large numbers of withdrawn engines, requirement or serious defects had been Nos 43002 (Crewe South) and 43044
both on the triangle and scattered around the discovered whilst preparing the two engines (Stourton), BR Standard ‘5MT’ No 73053
works site. The dump, where condemned for transfer, and it was unlikely that they ever (Woodford Halse) and four BR Standard
engines awaiting scrapping were stored, was reached Nine Elms. ‘4MT’ 2-6-0s – Nos 76041 (Cricklewood),
not visited as part of this tour, and the triangle When the permit works visit for the 76075 (Stoke), 76076 (Sutton Oak) and 76081
recording may be incomplete. The majority of previous Sunday, 18 August, took place, (Lower Darwen). Later that year, another
the withdrawn engines seen had been taken off participants, unlike on our tour, were taken to change saw North Eastern Region Gresley
the active list within the last few months and the dump – there were 11 condemned engines ‘V2’ class 2-6-2s being sent to Swindon for
had been gathered from depots all around the recorded there, comprising No 4074 Caldicot scrapping; on site on 27 September 1964 were
Western Region. Many would be broken up at Castle, two ‘Halls’ – Nos 5912 Queen’s Hall Nos 60809/12/56/87 and
Swindon, although some would be re-directed and 5931 Hatherley Hall – 2-8-0T No 5201, 60916/22/32/41/45/64/75, and the remains of
to private scrap yards. The latter was an two 2-6-2Ts – Nos 5101 and 5192 – four No 60833 was noted in ‘C’ shop.
increasing trend, as the number of locomotives
being withdrawn exceeded the ability of main
works to process them for scrap.
One of the locomotives lost to the London

Midland Region with the BR boundary changes
of 1963 was Collett ‘Manor’ class No 7822
Foxcote Manor. It stands outside the works,
ex-works but yet to be re-connected with its
tender, on 23 June 1963. Part of an additional
build of ten ‘Manor’ class locomotives in 1950,
when seen it was currently Oswestry-based on
the former Cambrian Railways system, but it
would shortly move on to Machynlleth and
ultimately be withdrawn from Shrewsbury shed
in November 1965. Fortunately, this 4-6-0 was
purchased by Woodham Brothers in Barry and
never cut up. It left their scrapyard for
Oswestry in January 1975, starting its life in
preservation and can now be found on the
Llangollen Railway. F.W. Hampson/ARPT
Another LMR-allocated engine that had returned to its spiritual home for an overhaul was Collett ‘Grange’ No 6851 Hurst Grange, which is seen in ex-
works condition at Swindon running shed on 23 June 1963. It was officially released from the nearby works two days earlier, having received a heavy
intermediate overhaul, and it would soon return to its home depot of Oxley, a former GWR shed. June 1965 would see Hurst Grange reallocated across
Birmingham to Tyseley, this move being followed fairly soon after by its August 1965 withdrawal. F.W. Hampson/ARPT
Withdrawn from Rhymney shed in April 1963,

Collett ‘5600’ 0-6-2T No 5645 is seen at
Swindon Works on 26 May that year, and it was
still awaiting its fate when the author visited
in August 1963. Released to traffic from
Swindon Works in November 1925, since then
it had given over 37 years of service hauling
coal trains in South Wales. Colour-Rail/322383
Sporting NCB livery as No 67 of No 2 Area,

Durham, this Taff Vale Railway ‘O1’ class, No 28
of 1897, is seen at Swindon Works in 1964,
while stored, pending preservation. On
21 August 1963 this 0-6-2T was seen in ‘A’ shop
for examination, having recently arrived from a
similar status at Caerphilly Works, the latter
having closed in the June. No 28 became GWR
No 450 at the Grouping, it was sold to the
Longmoor Military Railway in 1927, and then to
Connells of Coatbridge in 1947, which in turn
sold it to the NCB. Fortunately, its historic
importance was now recognised as the last
surviving Welsh-built standard gauge engine, so
it was secured for the National Collection – it is
not presently steamable. Also of note in this
view is the Gresley ‘V2’ class 2-6-2 on the next
road, No 60812, which was withdrawn from
Gateshead shed in July 1964.
W. Potter/Kidderminster Railway Museum

By 31 January 1965 wide open spaces were No 3810 hurrying past on an up freight train.
reported around the works site and few steam A quick change of trains at Bristol (Temple
engines were to be seen. Two Ivatt ‘4MT’ Meads) saw me join a local service home to
2-6-0s, Nos 43003 (Stoke) and 43012 (Heaton Yatton.
Mersey), had recently been overhauled – the Soon after leaving Temple Meads, as we
latter claimed to be the last steam overhaul to ran through Bedminster, Bristol (Barrow Road)
go through the works. Diesel repair and shed’s Ivatt ‘2MT’ 2-6-2T No 41249 hurried by
overhaul activity, remained well in evidence, as it neared its destination with the 3.17pm
and the construction of centre-cab ‘D9500’ Frome to Bristol service, having worked via the
Paxman ‘Type 1’ diesel-hydraulics for the Cheddar Valley line. Less than three weeks
Western Region continued apace. later services over this delightful branch line
Returning to my visit of Wednesday, would be withdrawn with effect from Monday,
21 August 1963, with our tour over we were 9 September 1963. Sadly, as a direct result, nine
led back to the walkway tunnel under the of Barrow Road’s ‘2251’ class 0-6-0s, Ivatt
main line and our exit from the works. As I ‘2MT’ 2-6-2Ts and BR Standard ‘3MT’ 2-6-2Ts
made my way back to the station I reflected were placed in store, although all, somewhat
on the success of the afternoon. The surprisingly, eventually lived to fight another
opportunity to visit the works at Swindon was day at other depots.
always an exciting prospect, particularly as it Overall, it had been a worthwhile
brought in locomotives from all parts of the excursion with some great memories to retain
former Great Western Railway system, some for the future. It was then still a rewarding
far from the areas with which I was familiar. experience to see steam in action around the
It was a while before my return train to area, although in reality the sands of time
Bristol was due, so I settled down to see what were slowly running out.
might pass through Swindon station before I
left. Services to and from Paddington were, as
expected, all diesel-hauled, whilst just one of
three freight trains seen, heading for South
Wales, was steam-hauled behind Cardiff East
Dock shed’s No 6995 Benthall Hall.
Meanwhile, Swindon shed’s 0-6-0PT No 4697
and 0-6-0 No 2244 passed through the station
light engine, probably returning to the shed
after a trip working. Finally, just before I
headed home, the uniquely-routed local
passenger service, the 2.39pm Trowbridge to
Swindon via Holt Junction service, ran in
behind St. Phillip’s Marsh-based 4-6-0
No 1000 County of Middlesex.
Ever vigilant, as I returned on my diesel-
hauled Paddington to Bristol train, Swindon-
based 0-6-0PT No 9680 was noted resting on
the small Chippenham sub-shed. Little more
was seen until our train approached Bristol,
when I noted Severn Tunnel Junction’s 2-8-0
By mid/late 1963 large passenger engine

overhauls had all but ceased at Swindon Works,
the sight of ex-works ‘Kings’, ‘Castles’ and
‘Counties’ already a memory. However, the
perceived need for mixed traffic engines on
residual main line parcels and freight duties saw
many more steam locomotives outshopped
from Swindon for a further two years or so.
Hence the ‘Modified Halls’ and ‘Granges’ would
remain operational to the end, this ‘5MT’ need
being mirrored some years later on the LMR
with ‘Black Five’ 4-6-0s. This 15 September
1963 view captures Old Oak Common-
allocated Hawksworth ‘Modified Hall’ No 7902
Eaton Mascot Hall having just left ‘A’ shop, and
it now awaits re-connection with its tender
which was dismantled in ‘A’ shop at the time of
the author’s visit.
R.H.W. Whitworth/Kidderminster Railway Museum
Seventeen days after the author’s visit, Collett ‘5MT’ The Swindon Works dump was a much more sombre place to visit, where the state of
‘Grange’ class 4-6-0 No 6837 Forthampton Grange has engines was in great contrast to the gleaming ex-works steeds on the main works site –
escaped the works as far as Swindon running shed on here many faithful servants met their end. A barely recognisable 2-6-2T, No 6101,
7 September 1963, from where it will almost certainly withdrawn from Tyseley back in March 1962, heads a line-up comprising Nos 8472, 5993
work passenger turns for testing prior to returning to Kirby Hall, 6615, 7334, 6348, 4074 Caldicot Castle and 6369 on 23 June 1963.
its home depot at Llanelly. No 6837 was still in ‘A’ shop F.W. Hampson/ARPT
receiving its heavy intermediate overhaul on
21 August, and it would be formally re-released into With its overhaul and repaint complete, another Hawksworth ‘Modified Hall’ seen by the
traffic on 10 September 1963. Completed in author in ‘A’ Shop on 21 August, No 6994 Baggrave Hall, undertakes a main line test run
September 1937, it was transferred from Llanelly to near Swindon Works on 15 September 1963. Released new to traffic in December 1948, it
Cardiff East Dock in November 1964, and ultimately was now allocated to Shrewsbury shed, but would eventually be withdrawn from Oxley in
withdrawn from that depot in July 1965. November 1964; both the latter depots were by now under LMR control.
R. Green/Colour-Rail.com/90815 Colour-Rail.com/321229

In Colour
135: Scottish steam miscellany
A selection of views taken across Scotland by Norris Forrest, a founding member of the Great North of Scotland
Railway Association who is remembered by many for his regular appearances on Scottish rail tours sporting national
dress. Still on the GNSRA committee at his untimely death in 1989, the association was bequeathed his
photographs, so they appear here courtesy of the GNSRA. An active railway photographer from 1959, Norris Forrest
captured aspects of the railway scene often ignored by others, including many stations, signal boxes and byways.
Having started from Ibrox in the Glasgow suburbs, Motherwell-allocated Pickersgill ‘670’ class 0-6-0 No 57689 has arrived at the entrance to
Whitefield Yard at Princes Dock with the Branch Line Society brake van tour of 23 March 1963. After a run-round here, the tour would work
westwards towards Paisley, taking in branches that served the many industries on the south bank of the Clyde – Shieldhall Goods, King George V
Dock, Braehead power station, Renfrew (Porterfield), Kings Inch, Paisley Goods and Ferguslie (Chain Road) would all be visited before a return along
the Glasgow & Paisley Joint Railway to Ibrox, where the tour concluded. The Princes Dock branch closed from 21 December 1970.

In early spring 1966 a BR Standard Caprotti ‘5MT’ heads for Glasgow (Buchanan Street) with a service that probably originated at Dundee
(Tay Bridge) station. Until Dundee (West) closed, on 30 November 1965, these services generally started from there, but line closures meant the
number of services using this ex-Caledonian Railway station could by then be accommodated at the neighbouring ex-North British site.The train has
just passed the creosote works at Greenhill Lower Junction and it will soon pass the fireclay works at Castle Cary and then beneath the ex-NBR
Edinburgh (Waverley) to Glasgow (Queen Street) main line to head down Cumbernauld Glen.
While a distant Sulzer ‘Type 2’ is about to run through on the platform road, Reid ‘J37’ (NBR ‘88’ series) No 64597 is recessed on the through lines at
Larbert with a northbound goods on Saturday, 6 July 1963. Completed by the North British Locomotive Co Ltd in November 1919 as NBR No 471,
the 0-6-0 had recently been transferred from Dundee (Tay Bridge) to Dunfermline shed, so it may be about to head home via the former ‘Caley’ line
to Alloa, which branched off just north of here. This line also served the Royal Naval Armament Depot at Bandeath and it was much shorter than the
alternative route via Stirling, albeit the swing-bridge over the Forth at Throsk imposed restrictions.
Gresley ‘A4’ Pacific No 60026 Miles Beevor takes water at Forfar while pausing with ‘The Grampian’ on Monday, 26 July 1965. Calling at Stonehaven,
Laurencekirk, Bridge of Dun, Forfar, Coupar Angus, Perth (11 minutes), Gleneagles, Dunblane, Stirling and Larbert en route to Glasgow (Buchanan
Street). This was not one of the three-hour expresses, as they only made intermediate calls at Stonehaven, Forfar, Perth (for five minutes) and Stirling.
The Strathmore route was a fast main line, but Forfar was the only town of any real consequence on the 73 miles between Stonehaven and Perth, so
things were bleak when the accountants came to call, the town losing its passenger service from 4 September 1967, and then its railway completely in
June 1982.
St. Rollox shed’s No 60031 Golden Plover simmers at the north end of Stirling station with a Glasgow (Buchanan Street) to Dundee (West) service on
Saturday, 1 February 1964, the crew opting not to take water. The two St. Rollox ‘A4s’ – Merlin from May 1962 to September 1964, and Golden Plover
between February 1962 and November 1965 – were favourites on these Dundee services, but BR Caprotti ‘5MTs’ and Peppercorn ‘A2s’, in particular,
also shared the duty, thus offering more variety than on the Aberdeen trains at this time.

Top left: Stanier ‘Black Five’ No 45253 draws into

Thornhill, on the former Glasgow & South Western
Railway main line through Dumfriesshire, with the
12 noon Glasgow (St. Enoch) to Carlisle service on
1 August 1965. Of the 842 locomotives of the class,
this was one of 151 that served into 1968. At the
time it had just arrived at Carlisle (Kingmoor)
from Burton-on-Trent. When Kingmoor closed,
there was a week of indecision before No 45253
was transferred to Heaton Mersey on 6 January
1968, to see a further three months of use until its
withdrawal on 30 March.
Above: BR Standard ‘2MT’ 2-6-0 No 78026 heads

the thrice-weekly Whithorn branch goods at
Wigtown on Monday, 20 July 1964. This 17-mile
branch off the Portpatrick & Wigtownshire Joint
line at Newton Stewart passed through sparsely
populated countryside, and so it did well to retain
a passenger service until 25 September 1950.
Wigtown was the first station on the line, and in
the final years of the service the RAF established a
wartime training school nearby in 1941, which no
doubt contributed to takings in the four years it
was open. Eight miles south of here the goods also
served the short branch to Garlieston Harbour but
soon time would be called, the branch being closed
to all traffic from 5 October 1964, with track-lifting
starting before the year’s end.
Locally-allocated Stanier ‘5MT’ No 45251,

complete with CR-style route indicator on the
buffer beam, has arrived over G&SWR metals
from Glasgow (St. Enoch) and it now waits time at
Ardrossan (Town), on the short branch to Winton
Pier station, in 1963. Its home engine shed was
within the triangle of lines formed by this branch
and the line to Largs. With a bitumen works and
other significant industries, Ardrossan’s fortunes
were also tied to the variances of the shipping
trade. In this era there were three maritime
routes all served by dedicated boat trains – the
Belfast boat, Isle of Man express and Arran
steamer – with trains routed to either Winton Pier
or the former ‘Caley’ station at Montgomerie Pier,
on the north side of the harbour, depending on
ship berthing.

A pair of visiting ‘Pacifics’ rest at Polmadie shed, with No 70035 Rudyard Kipling and No 46239 City of Chester already turned ready to return south
from Glasgow on Saturday, 23 May 1964. BR Standard ‘Britannia’ No 70035 had worked entirely in East Anglia for 11 years until transferred to Carlisle
(Kingmoor) in December 1963, and it would be among the last of the class withdrawn on 30 December 1967. Stanier ‘Coronation’ No 46239 had been
a long-term resident of Camden shed before transferring down the road to Willesden in September 1963. It ended its days allocated to Crewe North
shed between August and October 1964. Polmadie would remain a steam shed until 1 May 1967.
Peckett & Sons Ltd Works No 1390, a 0-4-0ST of 1915, shunts a redundant cattle wagon in W.H. Arnott Young & Co Ltd’s scrap yard on 31 October
1964. Working as No 5 Avon, it was previously used by the ICI Metals operations at Landore and at Witton, not reaching Scotland until 1956. This yard
was located near the ex-CR station at Old Kilpatrick, adjacent to Erskine Ferry Road, and although the company was widely known as a major ship-
breaker, the maritime activity was located a little further up the Clyde in what had been William Beardmore’s Naval Construction Works, and also at
Troon. Both this and the site at Troon were involved with disposing of BR’s assets, and eventually this Peckett went the same way, being broken up in
1973.
Pickersgill ‘3F’ 0-6-0 No 57689 passes Paisley Goods signal box as it runs round the Branch Line Society brake van tour on 23 March 1963. The tour
has just returned from Renfrew (Porterfield) and Kings Inch and it will soon head off west again through Paisley (Gilmour Street) and St. James Road,
to visit Ferguslie (Chain Road) on the former Caledonian route to Barrhead. At this time there was still a passenger service to Renfrew Wharf but the
physical junction between that line and the Glasgow & Paisley Joint main line, running parallel on the far right, was some distance away at Arkleston
Junction. Paisley Goods box oversaw the entrance to Greenlaw Goods station, situated between the main line and the Renfrew Wharf branch.
Completed at St. Rollox Works as CR ‘300’ class No 676 in January 1920, Class ‘294’ or ‘670’ were terms later used to define the superheated and
saturated variants of this Pickersgill type, No 57689 being a ‘670’ that would serve until August 1963.
An atmospheric shot at Lanark station on Saturday, 11 November 1961. The terminus hosted direct services from Edinburgh (Princes Street) and
Glasgow (Central), some of which then went on to serve Muirkirk, and there was also effectively a shuttle service connecting with main line trains at
Carstairs, which is probably where No 55189 has come from with a pair of corridor coaches on this damp autumnal morning. Happily, this McIntosh
‘439’ class 0-4-4T, a veteran of 1907, is now preserved by the Scottish Railway Preservation Society as CR No 419.

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Locomotives of the
London, Chatham & Dover Railway
Boasting its own locomotive works at Sporting the LC&DR initials as an elegant scroll on its tender is a representative of one of the
finest ‘Chatham’ classes, the William Kirtley-designed ‘M’ series of 4-4-0s, the ‘Ms’, ‘M1s’, ‘M2s’ and
Longhedge in Battersea from 1862, ‘M3s’. Erected between 1877 and 1899, the 44 locomotives were variously built in four locations, in
Glasgow at the Neilson & Co works and also at the Dübs & Co premises, in Newton-le-Willows at
Neil Sprinks reviews the evolution the Vulcan Foundry and at the Longhedge Works of the LC&DR into the opening months of the
SE&CR’s existence. With their 6ft 6in coupled wheels they were handsome locomotives, albeit of
of LC&DR motive power across modest dimensions, with 17½in x 26in cylinders, boilers pressed to 150psi and a nominal tractive
41 years of independent operations effort of just 13,770lbs. Here we see No 160, the fourth of the ‘M’ class to be completed, in 1877, in
as-built condition at an unknown shed, the view illustrates the lined black livery they carried when
from 1858 through to the birth of newly delivered from Neilson & Co Ltd; its withdrawal would come as SE&CR No 619 in 1914.
Rail Archive Stephenson
the SE&CR in 1899 and beyond, a
handful of ‘Chatham’ locomotives established South Eastern Railway line from metals had reached Gravesend, Sevenoaks,
even surviving into British Railways London to Maidstone via Gravesend, at a Maidstone and Ashford – places already
point on the west bank of the River Medway served by the SER. However, a development of
days. at Strood, opposite Rochester and Chatham. 1881 was perhaps a harbinger of things to
The line crossed the River Medway, heading come – a line from Dover to Deal as a joint
eing a railway which, in a visible sense, east through Chatham to Sittingbourne and venture with the South Eastern Railway.
B did not last until the 1923 Grouping,

the London Chatham & Dover Railway
(LC&DR) is not one of the most well-known
Faversham. With its LC&DR title acquired in
1859, the line reached Canterbury in 1860 and
the channel port of Dover the following year,
So far as locomotive developments are
concerned, the 41-years of the London,
Chatham & Dover Railway are divided into
of English companies. However, it has a while branches reached Sheerness on the Isle three distinct periods. The first covers the
fascinating and colourful history, particularly of Sheppey and Whitstable and Herne Bay, initial months from the first line’s opening in
of course to those such as I who are this latter line continuing by 1863 to the January 1858 to March 1860, when there was
Kentishmen. The ‘Chatham’ was formed to Thanet resorts of Margate, Broadstairs and no Locomotive Superintendent as such,
complement the earlier (1840s) established Ramsgate. although it is understood that the engineer
railway in Kent, the South Eastern Railway The ambitions of the LC&DR title were Thomas Crampton had some influence over
(SER), but it developed to become the SER’s achieved when its first train reached London matters. Money was short, and miscellaneous
whole-hearted rival. Rivalry, however, can get (Victoria) in late 1860, the new line up from locomotives were brought in or hired, and
excessive, and eventually, in 1899, the SER the Medway crossing commencing with the even a contractor’s locomotive is reported to
and LC&DR joined forces. The two Sole Street incline, five miles of 1 in 100. This have been used for traffic purposes.
companies maintained their separate initial access to Victoria was a little circuitous, In April 1860 William Martley, formerly
identities until the 1923 Grouping, when they indeed over London, Brighton & South Coast the Great Western Railway’s Locomotive
became part of the Southern Railway, but Railway metals; the present-day direct route Superintendent for South Wales, took up
operationally from 1899 they were a unified through Penge Tunnel did not come about office as LC&DR Locomotive Superintendent.
South Eastern & Chatham Railway run by the until 1863. A ‘City’ branch was built to Money was still a problem, but the locomotive
SE&CR Managing Committee. St. Paul’s (now Blackfriars), Ludgate Hill and stock expanded as the company’s network and
When powers for what was to become the Holborn Viaduct, with a connection via the traffic grew, and Martley was fortunate
LC&DR were obtained in 1853, it was known Metropolitan Railway’s ‘Widened Lines’ to the enough to benefit from the establishment of
as the East Kent Railway (not to be confused Great Northern and Midland railways. A the LC&DR locomotive works at Longhedge,
with the 20th century Colonel Stephens line modest suburban network evolved, including Battersea. He continued the practice of
with the same name), and it still had this title now long-lost branches to Crystal Palace and identifying locomotives only by names. In the
when the first section of line was opened in Greenwich. third and final era of LC&DR locomotive
1858. As befits its original title, this line ran Out in the countryside, the LC&DR also matters, order came in mid-1874 with the
eastwards from a junction with the already expanded in stages and by 1886 the company’s appointment as Locomotive Superintendent
for William Kirtley, nephew of Matthew Kent mainland. Swale was also to be rebuilt 4-4-0STs, this being carried out in the then
Kirtley of the Midland Railway. Under Kirtley, after two or three years, as a 0-6-0ST, and it new Longhedge Works. In this form these
a group of ‘standard’ locomotives evolved: would also last until 1881. Finally, in this pre- four engines were to last until 1871/72, when
4-4-0s, 0-6-0s, 0-4-4Ts, and 0-6-0Ts – Martley episode, came two more 2-2-2s from some parts were incorporated in a new class
locomotive numbers were used and their Hawthorns, where they had been built in of four 2-4-0Ts, the ‘S’ class, which
names dispensed with. Kirtley remained in 1855. They were named Meteor and Eclipse, perpetuated the same names.
office until the end of 1898, on the eve of the and again their fate was to be converted to In 1861, six Sharp, Stewart & Co double-
formation of the South Eastern & Chatham 2-2-2Ts in 1865, but they would last only for a framed 2-4-0s were purchased from the Dutch
Railway. further ten years. Rhenish Railway. Here it is relevant to
mention that a Director and Manager of this
The first ‘Chatham’ locomotives Enter William Martley railway, James Staats Forbes, became at this
It is accepted that a contractor’s locomotive, or In April 1860, some 26 months after the time the General Manager of the LC&DR (he
locomotives, was/were used for the first trains opening of the first part of the EKR (now the was destined eventually to become the
on the initial section of the East Kent Railway, London Chatham & Dover Railway), William company Chairman). These 2-4-0s, which had
the almost 18 miles from Chatham to Martley from the Great Western was in charge their polished brass domes immediately
Faversham, in late January 1858. However, of locomotive matters. Money was still in behind the chimney, dated from 1856 and
very soon afterwards six ten-year-old ‘Small short supply and initially, at least, the former carried the names Onyx, Ruby, Emerald,
Hawthorn’ 2-2-2s were hired in from the practice of buying in odd lots of engines had Amethyst, Diamond and Pearl. It is believed
Great Northern Railway, where they were to continue. that these ‘Ruby’ class locomotives, as they
Nos 52-57, while later in 1858 the EKR In July 1860 two second-hand were known, worked the Dover boat trains for
received its first new locomotives of its own – R. & W. Hawthorn & Co 0-6-0s of 1856 were many years. However, like many LC&DR
six Hawthorn-built outside-cylinder 4-4-0STs purchased and were given the names Hercules locomotives of this era, they were eventually
with 5ft 6in driving wheels. These were and Ajax, although like some of their rebuilt as tank engines, 2-4-0Ts, and as such
designed by Thomas Crampton and they predecessors they were destined to be they worked until 1890/91.
proved none too successful. After seven years converted by Martley into tank engines, in The next delivery of motive power was
they were broken up, although some parts this instance 0-6-0STs in early 1863. The again not of William Martley’s own choosing
were used in the construction of some rebuilding was obviously useful as both – he found before him no less than 24
2-4-0Ts. The 4-4-0STs were named Sondes locomotives served another 30 years, albeit outside-cylinder 4-4-0s that Thomas
(after Lord Sondes, the company Chairman with new boilers mid-term, before being Crampton had ordered from three different
and a large landowner), Sittingbourne, withdrawn. A drawing of Ajax in its original manufacturers – they are said to be the first
Crampton, Lake, Faversham and Chatham. condition shows it to be a very basic 0-6-0, bogie engines built in Britain for express
Three 2-2-2s were also purchased from the with no cab, like its contemporaries, but with work. Ten of these arrived in 1861 from
London & North Western Railway, and these a handsome safety valve cover on top of what Brassey’s of Birkenhead, these being named
carried the names Gadfly, Hornet and Wasp, looks like a round-topped firebox. However, after birds, such as Ostrich, Pelican and Vulcan
but little use was made of them as they were as an 0-6-0ST some features of its companion, – perhaps to emphasise their speed potential?
reportedly in poor condition when they Hercules, in its final form, included a cab with Six were built by Slaughter, Gruning & Co,
arrived. Some miscellaneous engines followed, no rear cab-plate, and a saddle tank atop the with four of these also completed in 1861 and
the line having now acquired its London, boiler but not above the firebox. the final two arriving in the following year.
Chatham & Dover Railway title. Two groups of engines with foreign These Bristol-built engines carried the names
For working the 1860 branch line from connections were to follow. Firstly, from of powerful animals, such as Leopard and
Sittingbourne to Sheerness, on the Isle of Robert Stephenson & Co in late 1860/61, Tiger, and the entire class of 24 engines was
Sheppey, a Neilson 0-4-0T was loaned by the came four outside-cylinder 4-4-0s that had known as the ‘Tiger’ class. The final eight, two
contractors, the locomotive bearing the been intended for an overseas railway. These of which arrived in 1861, and the others in
contractor’s name Cubitt. Also, in early 1860, were named Aeolus, Bacchus, Vulcan, and 1862, came from Hawthorns, and again they
there came a new Hawthorn 0-4-0T, Magnus, Comus and they arrived in yellow livery had a different group of names, classical or
which after three years was rebuilt as a 0-4-2T before being repainted into the then standard mythological perhaps, examples being
and renamed Magnet – it survived as such LC&DR green. Aeolus soon made history by Cerberus, Satyr and Xanthus. The wheels of
until 1881. Another 1860 purchase was a new heading the first ‘Chatham’ train into Victoria, the leading bogie were closely spaced and they
0-6-0 built by Brotherhood of Chippenham in December 1860. As early as 1862, after little proved to be damaging to the track, so during
and named Swale, after the channel of water more than one year’s service at most, these 1864 Martley had all 24 converted to 2-4-0s,
that separates the Isle of Sheppey from the locomotives were converted by Martley into and with inside cylinders. Later in their
‘Tiger’ class 2-4-0 Leopard is seen after being rebuilt by Martley from its original outside cylinder 4-4-0 layout as delivered from Slaughter, Grunning &
Co in 1861. Of note is the polished brass dome fitted on the middle ring of the boiler, and the safety valve bonnet on the round-topped firebox. Once
reclassified as ‘G’ by Kirtley, Leopard became the un-named No 18 and it would remain in traffic until 1907, by which time it had been reboilered by
Kirtley at Longhedge Works in 1882 and had been fitted with cab side-sheets. R.M. Casserley Collection

LC&DR No 21, originally ‘Tiger’ class 4-4-0

Panther, is seen in its final Kirtley form. First
rebuilt by Martley as an inside cylinder 2-4-0, it
is now fitted with a Kirtley boiler and cab. As
such there is little left of the 1862 Slaughter,
Grunning & Co locomotive and its withdrawal
would come in 1904 as SE&CR No 480.The bell
on the outside of the tender is linked by a wire
to the communication cords fitted to the
coaching stock of the time.
R.M. Casserley Collection
were put to work on the Dover boat trains.

The other six, virtually the same but with
slightly lower-pitched boilers, were delivered
careers these locomotives were re-boilered source, Stephenson & Co. All 14 0-6-0s were in 1862/63 and were known as the ‘Bluebell’
and a few remained in use into the early years later updated with conventional fireboxes, class; named Violet, Crocus, Snowdrop,
of the SE&CR – a tribute to Martley’s new boilers and cabs, and they also lasted into Verbena, Hyacinth and Bluebell, they were
intervention. The longer-lasting examples the first decade of the 20th century under employed on the Ramsgate and Margate line.
were fitted with a handsome Kirtley cab, a SE&CR management – they were initially Like other locomotives destined for long lives
great improvement over the open footplate given classical names, such as Fortuna, into the early 20th century, these 2-4-0s were
with a basic front shield that the earliest Amphitrite and Thisbe, and were known as the re-boilered and fitted with cabs. They were
drivers and firemen of these engines had to ‘Acis’ class. The final Crampton-inspired scattered widely across the SE&CR in their
contend with. locomotives were five intermediate-crankshaft final days, including use over ex-South
These locomotives did, however, have a 4-2-0s, also from Stephenson & Co, arriving Eastern Railway lines such as Ashford to
considerable impact on the total motive in 1862. Known as the ‘Echo’ class, after the Hastings and Purley to Tadworth, although
power at Martley’s disposal, bringing the total first of the batch, the others became Coquette, one was seen in 1905 still in ‘Chatham’
stock of ‘Chatham’ engines to no less than 46. Flirt, Flora and Sylph. Unfortunately, they territory, working the Otford to Sevenoaks
Crampton’s influence continued with further were far from satisfactory and were expensive (Tubs Hill) shuttles, normally a tank engine
deliveries of locomotives. Firstly, eight engines to maintain, and so Martley rebuilt them as preserve.
from Sharp, Stewart & Co, the first two being 4-4-0s. Eventually they were all re-boilered Next to arrive was the ‘Rose’ class of six
two domeless 0-4-2s of a Patrick Stirling and fitted with cabs, and all but one survived 2-4-0Ts, completed by Hawthorns in 1863. As
design for the Glasgow & South Western long enough to serve into SE&CR days; Flora, was the custom of the time, these locomotives
Railway, these appearing in 1861. To add to by then nameless but numbered 30, was had just a simple weather-shield and were
their individuality, these 0-4-2s had the withdrawn in 1898. double-framed; the dome was immediately
lawless names of Brigand and Corsair, but behind a tall chimney. Rose was the name of
nevertheless they were worthwhile additions Martley’s own designs the first of the class, followed by Shamrock,
and, after being updated by Kirtley, they Despite being appointed as Locomotive Thistle, Myrtle, Narcissus and Daphne. They
survived into early SE&CR days in the New Superintendent in 1860, the first of William were employed on pilot or empty-stock duties
Brompton area (now known as Gillingham). Martley’s own designs appeared on LC&DR in the London area, and on working the
The other six engines of this intake were metals in 1862 with the arrival of a dozen branches to Norwood Junction (from
double-framed 0-6-0s with Cudworth 2-4-0s with 6ft 6in driving wheels, Cudworth Beckenham Junction), Sevenoaks and
fireboxes – four arrived in 1861, with the final fireboxes and polished domes. All were built Sheerness. The class members were destined
two appearing in the following year. by Sharp, Stewart & Co and the first six – for short lives, all being withdrawn from
Also in 1862 came eight more 0-6-0s of Dawn, Alert, Herald, Pioneer, Frolic and service by Martley’s successor, William
the same design, but these came from another Vigilant – were known as the ‘Dawn’ class and Kirtley, between 1882 and 1884.
‘Brigand’ class 0-4-2 No 1 is seen here after Kirtley ordered its reboilering and the fitting of new cylinders at Longhedge
Works in 1890, having lost its Brigand nameplates but retaining its four-wheel tender and weatherboards, in lieu of a cab.
Livery is LC&DR green with brown frames. Built in 1861 by Sharp, Stewart & Co to the design of Patrick Stirling and
carrying his trademark domeless boiler, it was purchased by the LC&DR in 1876. It survived into SE&CR days and would
be withdrawn in 1903 as No 460A. R.M. Casserley Collection
‘Acis’ (later ‘H’) class double-framed 0-6-0 Pyramus is seen at Longhedge in 1873. One of 14 members of this class, this example was built by Sharp,
Stewart & Co Ltd in 1862, and when it first entered traffic it was fitted with a Cudworth firebox. It served until 1906, by which time it was running as
SE&CR No 577, and had been re-boilered and fitted with different cabs by both Martley and Kirtley. O.J. Morris Collection/Rail Archive Stephenson
Originally built by Robert Stephenson & Co as a Crampton intermediate-crankshaft 4-2-0, Echo is seen at Longhedge soon after its 1865 rebuild by
Martley as a 4-4-0 with an outside-framed bogie. As can be seen, little thought was given to the provision of a cab, a weatherboard being deemed as all
that was necessary. It was later rebuilt again with a new boiler and cab in 1881, becoming ‘K’ class No 27 when the name was removed. Kirtley also
fitted a new boiler in 1889, and it was ultimately withdrawn as SE&CR No 486 in 1903. Rail Archive Stephenson
For fast trains there arrived, from Brassey cabs. A peculiarity on some of this ‘Reindeer’ East Kent Railway in 1858 but soon broken
& Co in 1865, six more 2-4-0s, larger than class was a square sandbox at the base of the up, and the many parts from these that were
their predecessors of 1862/63 but again they dome, with the aim of keeping the sand dry. then re-used during 1865 in the construction
had 6ft 6in driving wheels, Cudworth From early days on expresses, the final of six outside-framed 2-4-0Ts. These carried
fireboxes, and polished domes. The names member of the class, the one-time Talisman, the same names as the erstwhile 4-4-0STs,
bestowed were Reindeer, Elk, Champion, had its last duties carriage shunting at Victoria Sondes etc, so they became known as the
Templar, Talisman and Zephyr. All six and was finally withdrawn in 1908. ‘Second Sondes’ class. Martley later fitted
remained in service until SE&CR days, after Reference has already been made to the them with condensing apparatus for working
the fitting of new boilers and more up-to-date six Hawthorn 4-4-0STs delivered to the (then) over the Metropolitan ‘Widened Lines’ and
they lasted long enough to be modernised by
Kirtley, while some, at least, later lost their
condensing gear. Used on the local services in
the London area, they all lasted until 1909.
With the LC&DR’s London suburban
network expanding, it is not surprising that
the next locomotives to appear were 14
0-4-2Ts. These were built by Neilson & Co Ltd
‘Bluebell’ class 2-4-0 No 41 is pictured at

Margate. The one time Verbena was another
product of Sharp, Stewart & Co and it was
delivered in May 1863 and withdrawn in May
1905, as SE&CR ‘P’ class No 500. Its appearance
here is very different from that when it arrived
on the LC&DR, when it was seen as a
development of the ‘Dawn’ class, although
there was little significant different between
the two classes. Progressively rebuilt by Martley
and then Kirtley, in its final form the small 2-4-0
was similar to those used by the Hull &
Barnsley Railway.

LC&DR ‘Scotsman’ 0-4-2WT No 547 is seen at

Victoria station while carrying a destination
board for St. Paul’s circa 1905. Of note are the
large toolboxes ahead of the smokebox, and the
substantial equalising suspension beam inside
the frames. Built by Neilson & Co in 1866 and
delivered as LC&DR No 88 Clyde, it was rebuilt
by Kirtley in 1886 with a new boiler and
classified as an ‘E’ class, but as can be seen,
protection for the footplatemen remained as
two weatherboards; its withdrawal came 1908.
The fourth member of the ‘Europa’ or ‘C’ class

6ft 6in 2-4-0s, America, is seen at rest while in
intermediate Martley condition with a cab.
Built in 1873 by Sharp, Stewart & Co, it was
given a new boiler by Martley at Longhedge
Works, and again by Kirtley in 1892, by which
time it was classified as a member of the ‘C’
class. Regarded as one of Martley’s better
designs, the 2-4-0s were for many years
entrusted with working the important mail
trains to the channel ports. As SE&CR No 514
it was withdrawn in 1907.
fact that Martley’s successor, William Kirtley,

had two further members of the class built,
Nos 57 and 58. All nine engines eventually
received new boilers and cabs and they
survived into the first decade of the SE&CR.
Going back to 1873, Neilson & Co Ltd
delivered six more 0-4-2WTs. Slightly larger
than the 12 built in 1866, these new engines
were sometimes known as the ‘Large
Scotsmen’. Again, they resembled similar
Great Northern Railway engines with their
domeless boilers. The names of this 1873
batch also continued the geographical
tradition, namely Albion, Thanet, Erin,
Cambria, Mona and Scotia. In later years these
0-4-2Ts were inevitably modernised, the final
survivor, Scotia, lasting until 1914.
Back in the early days of the Martley era,
of Glasgow, in 1866, and they were known as duties for two of these 0-6-0s was working the reference was made to four outside-cylinder
the ‘Little Scotsmen’ or the ‘Iona’ class, because ex-SER Elmers End to Hayes branch passenger 4-4-0s that ‘landed on his plate’ in 1860. In
not only were they constructed in Scotland but service, for which purpose they were shedded 1862 these ‘Aeolus’ class tender engines were
they also bore names of areas or rivers of at Purley, reaching Elmers End each morning converted at Longhedge Works into 4-4-0STs,
Scotland – Iona, Staffa, Ulva, Spey and so on. via South Croydon (reverse) and Selsdon Road and these saddle tanks were ultimately
Another interesting aspect, particularly in view (reverse again). withdrawn in 1871/72, but that is not the end
of their duties including through trains via the of their story. Thereafter, some of their parts
‘Widened Lines’ to the Great Northern Locomotive construction at Longhedge were incorporated into a class of neat double-
Railway suburban system, is the fact that these The first completely new locomotive to be framed 2-4-0Ts of 1872/73 and these
0-4-2Ts, which had double-frames, well tanks built at the LC&DR’s Longhedge Works, perpetuated the ‘Aeolus’ names. In the 1880s
and a Bridges-Adams pony truck some rather than a rebuild or locomotive put they were fitted with cabs, new boilers and
considerable distance behind the coupled together from parts of other machines, was a side-tanks, with which they lasted into
wheels, were designed by Archibald Sturrock double-framed express 2-4-0 similar to the SE&CR days, the final one being taken out of
of Doncaster fame. These ‘Little Scotsmen’ saw ‘Reindeer’ class of 1865 but with 6ft driving service in 1909. These 2-4-0Ts were reported
out LC&DR days, during which time they wheels. Named Enigma, it was so named in ‘Chatham’ days as being used in the
were re-boilered by Kirtley but still retained because Martley is said to have told the London area, for example on the Holborn
their open cabs, the final one, the former company directors that the building of the Viaduct or ‘City’ portions of main line trains
Arran, being withdrawn in 1909. locomotive had had to be stopped so which were attached to the main train out of
Also in 1866 there arrived six double- frequently because of a lack of funds that it Victoria at Herne Hill.
framed freight 0-6-0s, with 5ft 3in driving was puzzling, or an ‘enigma’, whether it would Martley’s final locomotives – he was to die
wheels and (initially) Cudworth fireboxes, ever be completed. Anyway, Enigma appeared in early 1874 – were two inside-framed 0-6-0
from Fowler & Co – it was said to be a in 1869, followed by sister engines Mermaid freight engines. Completed by Sharp, Stewart
‘standard’ design of the Leeds-based and Lothair the following year, although these & Co in 1874, they were originally intended
locomotive builder. The first was named had larger, 6ft 6in driving wheels. for the Pembroke & Tenby Railway in West
Adrian, so, as usual, it gave its name to the From Sharp, Stewart & Co Ltd in 1873 Wales. Mainly used on ballast duties, they
whole class – the other five were called Trajan, came four similar 2-4-0s, again with 6ft 6in were re-boilered and given cabs in 1887/88
Vespasian, Tarquin, Pertinax and Constantine. driving wheels, and these are said to be but were withdrawn in 1901. Rounding off the
Highly regarded, these 0-6-0s were later Martley’s finest locomotives. They worked the Martley era, and the tradition of identifying
modified by Kirtley with new boilers and with continental mail trains for many years and LC&DR locomotives only by names, these
cabs, and they were ultimately withdrawn by carried the names Europa, Asia, Africa and 0-6-0s had perhaps the most enchanting of
the SE&CR between 1907 and 1909. The final America. Their worth can be gauged from the ‘Chatham’ names – Huz and Buz. These
A ‘Large Scotsman’ 0-4-2WT makes a station

call while in charge of a local passenger
working bound for Beckenham circa 1908.The
six engines in this class were all built by Neilson
& Co in 1873 and they featured inside frames
for the coupled wheels and outside frames for
the trailing truck. Originally delivered with
domeless boilers, the class were periodically
updated and this example carries a domed
boiler and an all-over cab roof. The last of the
class remained at work until 1914.
locomotives brought the total stock of

LC&DR motive power to 126, which William
Kirtley was to inherit when he took up office
as Locomotive Superintendent at Longhedge
Works in February 1874 – a very different
quarter-century of ‘Chatham’ locomotive
matters was about to be inaugurated.
The William Kirtley era

Taking stock of the general ‘Chatham’ situation
in February 1874, the need for additional
motive power can be gauged from the fact that
certain lines were yet to open. That from
Otford to Maidstone would come in the
following June, and through to Ashford ten Table One
years later, by which time the Dover to Deal New class identifications under William Kirtley: 1874
line, jointly owned with the SER, would have
opened in 1881. The line to Gravesend would Class Numbers Class name Type Total Built Last withdrawal
follow in 1886, and in 1892 would come an A 75-80 Rose 2-4-0T 6 1863 1884
important London suburban link, the Catford C 53-56 Europa 2-4-0 4 1873 1909
D 95-100 Large Scotsmen 0-4-2T 6 1873 1914
Loop from Nunhead to Shortlands, which also E 81-94 Scotsmen/Iona 0-4-2T 14 1866 1909
provided an alternative route for main line F 59-64 Second Sondes 2-4-0T 6 1865 1909
trains out of or into London. G 3-26 Tiger 2-4-0 24 1861/62 1907
The Kirtley policy was to give each engine H 113-126 Acis 0-6-0 14 1861/62 1908
J 127-132 Adrian/Tarqu 0-6-0 6 866 1909
a number and remove the previous name, but K 27-31 Echo 4-4-0 5 1862 1903
as these names had also identified the L 44-52 Reindeer/Enigma 2-4-0 9 1865-70 1908
locomotive classes, each class, except for a few N 32-37 Dawn 2-4-0 6 1862 1907
engines, was now given an identifying letter, P 38-43 Bluebell 2-4-0 6 1862/63 1908
as listed in Table One. During his 25-year R 65-70 Ruby 2-4-0/2-4-0T 6 1856 1891
S 71-74 AEolus 2-4-0T 4 1872/3 1909
tenure of office, William Kirtley was to give – 1/2 Brigand 0-4-2 2 1861 1903
the ‘Chatham’ five standard classes, although – 133/134 Huz 0-6-0 2 1874 1901
there were variations within some classes as – 141 Swale 0-6-0ST 1 1860 1881
time progressed. The five classes were – 142 Magnet 0-4-2T 1 1860 1881
– 143/144 Hercules 0-6-0ST 2 1856 1893
0-4-4Ts, 0-6-0s, 4-4-0s, 0-6-0Ts and a second – 57/58 Meteor 2-2-2T 2 1855 1875
class of 0-4-4Ts. Before considering each of
these, the final respect must be paid to the late
LC&DR ‘S’ class 2-4-0T No 74 was built in 1873,

was subsequently updated, and was eventually
withdrawn in 1905 as SE&CR No 533. This tank
engine incorporated parts of 4-4-0ST Comus
(withdrawn in 1873) but was provided with a
new boiler, side tanks and cab. However, this
4-4-0ST had itself been rebuilt in 1862 from
4-4-0 Comus, a member of the ‘Aeolus’ class
purchased by the LC&DR in 1860 and originally
intended for an overseas railway.
Author’s Collection

Kirtley’s first new design to appear was the

handsome ‘A’ class 0-4-4T, of which 18 were
built. Here we see No 560 in the SE&CR’s
wartime austerity livery of grey with white
numerals, at Longhedge shed circa 1920. Built
in 1875 by Neilson & Co, it was rebuilt by Harry
Wainwright in 1903, with a new boiler, and as
such it remained in traffic until withdrawn in
1926, 11 years after the first of the class was
taken out of traffic, and cut up during August of
that year. W.J. Reynolds/Rail Archive Stephenson
The ‘A1’ class of 0-4-4Ts was introduced in

1880 and they differed from the ‘A’ class in
having coupled wheels of 5ft 6in, three inches
bigger than the ‘A’ class, as well as sandboxes
combined with the leading splashers. The 12
tank engines were built in Leeds by Kitson &
Co and here we see the ninth member of the
class in Southern Railway days at Orpington
shed on 7 March 1925, when running as SR
No A630 but still with an SE&CR identity on
the cab-side. It was completed as LC&DR
No 171 in April 1880 and was taken out of
traffic 1925, although it would not be cut up
until February 1927.
A.W. Croughton/Rail Archive Stephenson
William Martley in that his successor ordered

two more of his ‘Europa’ express 2-4-0s, and
these entered service as the un-named Nos 57
and 58 in 1876, as members of what was now
known as the ‘C’ class.
The first of Kirtley’s engines to appear
were the ‘A’ class 0-4-4Ts, the first nine of
which Nos 65-70 and 110-112, arrived from
the Vulcan Foundry at Newton-le-Willows in the same numbers in 1874 were now With the exception of a few earlier
1875, together with, in the same year, a renumbered (after just a few months) as withdrawals, the entire stock of Kirtley
further nine, Nos 101-109, from Neilson & Co Nos 145-150. 0-4-4Ts was wiped out by the Southern
in Glasgow. These were handsome and Five years later, in 1880, came 12 more Railway’s electrification of suburban services
‘modern’ locomotives for their time, with 0-4-4Ts, and these were known as ‘A1s’. The on the ex-LC&DR lines in 1925.
5ft 3in driving wheels, curved-top side-tanks minor changes from the original ‘As’ included The first six of what were to be 18 ‘B’ class
and proper cabs, together with condensing larger driving wheels of 5ft 7in diameter, later 0-6-0 freight engines appeared in 1876. They
apparatus for the through passenger workings reduced to 5ft 6in, and sandboxes combined were built by Dübs & Co of Glasgow and
to the GNR and Midland Railway via the with the leading splashers. Numbered became LC&DR Nos 135-140. Unlike those
‘Widened Lines’; indeed, the duties for the 163-174, they were built by Kitson & Co of that were to follow, they were distinguished by
class were confined to the London area. Leeds. The 0-4-4Ts were rounded off by six a rectangular panel forming the lower part of
Incidentally, as a consequence of the numbers more, Nos 75-80 of the ‘A2’ class, these being the cab, projecting slightly forward over the
65-70 being given to six of the new ‘As’, the six delivered by Stephenson & Co in 1883/84, and area of the rear wheel-set. The following year
previously named 2-4-0Ts that had acquired essentially they were identical to the ‘A1s’. saw six more 0-6-0s, Nos 151-156, delivered
from Neilson & Co of Glasgow and these had
a conventional cab side and were known as
‘B1s’. Whereas all these 0-6-0s had 4ft 10in
diameter wheels, the final six, which did not
appear until 1891, had larger 5ft coupled
wheels. These became the ‘B2’ class, were
The Kirtley 0-4-4Ts looked very fine when

fitted with Wainwright boilers and repainted
into the elaborate SE&CR lined green livery, as
can be seen from condenser-fitted ‘A2’ No 538
at Victoria circa 1905, while carrying a
destination board for Crystal Palace. The large
diameter condenser pipes were necessary as
class members were widely employed on the
‘Widened Lines’ across London to the metals
of the Midland Railway and GNR. New from
Robert Stephenson & Co in January 1884 as
LC&DR No 79, No 538 was withdrawn from
service in May 1925, but it was not cut up until
May 1929. Rail Archive Stephenson
The last of the Kirtley 0-4-4T types were the

six ‘A2’ class engines delivered in 1883/84 from
Robert Stephenson & Co; essentially they were
identical to the ‘A1’ class built by Kitson. Here
we find the fourth member of the class,
originally LC&DR No 78 of October 1883, still
running in SE&CR livery as No 537 circa 1924.
It is approaching Shortlands Junction with a
train from Victoria to Bickley via Nunhead.
Note the electric third-rail in place ready for
the inauguration of electric trains in July 1925,
services that would see the demise of the ‘A2s’.
Having entered traffic in 1883, No 537 was
withdrawn in September 1925 and then cut up
in November 1929.
Bernard Wicher/Rail Archive Stephenson
When withdrawn in 1925, Kirtley ‘A’ class

0-4-4T No 528 was retained for use as a
stationary boiler at Ashford Works. Still in
SE&CR wartime grey livery, it is seen in this
role on 25 August 1927, providing steam for the
erecting shop. Built by the Vulcan Foundry in
1875, No 528 was one of the last extant
members of the class, the last ‘As’ being
withdrawn in 1925. H.C. Casserley
Nos 193-198 and were built at the Vulcan

Foundry. These useful 0-6-0s were adequate
for the LC&DR’s goods traffic, the ‘Chatham’,
like other systems south of the Thames, being
largely, but far from entirely, a passenger-
based operation. The first withdrawals of
these 0-6-0s came in 1912, but the ‘B2s’ lasted
until 1929-33.
SE&CR ‘B1’ class 0-6-0 No 611, the former

LC&DR No 152, is seen at Longhedge shed in
Battersea circa 1905. Built in 1877 by Neilson &
Co to the design of William Kirtley, its
withdrawal would finally come in 1913, by
which time their work had been taken over by
the Wainwright ‘C’ class 0-6-0s.The ‘B1s’ with
their 4ft 10in coupled wheels and 18,670lbs of
nominal tractive effort were useful goods
engines but they were eclipsed by the more
numerous 5ft 2in Wainwright 0-6-0s.

Vulcan Foundry-built Kirtley ‘B2’ class 0-6-0 No 654 is seen at Longhedge shed in 1922, while still wearing SE&CR wartime grey livery. Built in 1881 by
Neilson & Co, this locomotive was rebuilt at Ashford Works with a new boiler purchased from the GNR just before World War I and in this form it
remained in traffic until 1933. A.W. Croughton/Rail Archive Stephenson
The ‘M’ Class 4-4-0s Professor Jamieson, while the specification horizontal cylinders. Externally, too, there was
The 44 locomotives of Kirtley’s most was quoted in W.S. Hutton’s 1885 Works a change in that the height of the sandbox
numerous class were built over a period of 25 Manager’s Handbook. The first duties for the ahead of the leading splasher was level with
years and these were the 6ft 6in 4-4-0s for the ‘Ms’ were Kent Coast trains, while the Martley the splasher; in earlier 4-4-0s the sandbox was
important, sometimes heavily loaded, long- 2-4-0s continued for a while on the Dover slightly raised above the splasher.
distance trains over the difficult routes to mail expresses. Construction of the ‘M3s’ began in 1891, with
Dover and the Kent Coast, and to Maidstone Four more similar 4-4-0s, Nos 175-178, Nos 187-192 coming from the Vulcan
and Ashford. The first six ‘Ms’, Nos 157-162, were completed at Longhedge Works in Foundry that year, the remaining 20 being
were delivered in 1877 from Neilson & Co. 1880/81, and these became the ‘M1’ class. erected at Longhedge Works from 1892
With their straight forward but graceful Eight more, classified ‘M2’, followed – onwards, with the final five appearing after
appearance, they proved to be capable Nos 181-186 came from Dübs & Co of the 1899 operational merger with the SER.
locomotives – they were described as being Glasgow in 1884, and Nos 179 and 180 The Longhedge ‘M3s’ became Nos 3-10,
‘neither of outstanding dimensions, nor emerged from Longhedge Works during the 12-17, 19, 20 and 23-26, but four of them,
excessively powerful, but straightforward and following year. Nos 8, 9, 10 and 26, entered service in
reliable, excellent in design, and in advance of The final 4-4-0s, known as the ‘M3s’, were 1899-1901 as South Eastern & Chatham
their time’. Indeed, a full description and the most numerous, totalling 26, and these Railway Nos 467-69 and 485, while No 4 had
specification was given in a contemporary were slightly different from their predecessors, emerged new from Longhedge Works in 1899
Textbook on Steam and Steam Engines by having slightly inclined as opposed to with its ‘Chatham’ number.
The first of the Kirtley ‘M2’ class 4-4-0s is seen wearing fully lined out SE&CR lined-green livery as the company’s No 638. It stands by the coaling
stage at Longhedge shed circa 1910, as the shed coal men replenish its tender. Built at the nearby Longhedge Works in 1885, only the twelfth
locomotive erected there, it was withdrawn in 1914 as the Wainwright ‘D’ and ‘E’ class 4-4-0s became the dominant SE&CR passenger locomotives.
Nos 468 and 469 were later modified with which had smaller bunkers and therefore Railways (Southern Region) stock in 1948. The
larger diameter boilers which carried polished slightly shorter frames than the rest of the other seven were withdrawn between 1932 and
domes. As more ‘M3s’ entered service they class, appeared in 1879. Ten years elapsed 1936, although two of this number, Nos 141
gradually replaced the final Martley 2-4-0s, before No 149 entered service, to be followed and 149 (SR Nos 1600 and 1608), were sold in
and the earlier ‘M’, ‘M1’ and ‘M2’ 4-4-0s on by Nos 146 and 148 in 1890, Nos 145, 147 and 1936 to Messrs Frazer & Co of Hebburn-on-
top-link workings. A final tribute to the ‘M3s’ 150 in 1891, with the final two, Nos 143 and Tyne. The three survivors into British Railways
is to be seen in the performance of one of 144, being completed in days included the former Nos 143
them that took a special train ordered on 1893. Although these ‘ … during World War I and 145 (SR Nos 1602 and 1604),
12 June 1896 from London (Victoria) to 0-6-0Ts spent most of which were withdrawn in 1939 but
Dover Pier, some 78½ miles in 82 minutes, at their time in the most, if not all, of the ‘T’ were re-instated on the outbreak of
an average start-to-stop speed of 57½mph. London area, for class was shipped across war in September 1939, and they
Almost all the earlier ‘M’, ‘M1’, and ‘M2’ example at Victoria or the channel to Boulogne were finally withdrawn in 1951 and
classes of 4-4-0 were withdrawn in SE&CR days
between 1911 and 1914. Two, however, the
Longhedge, or at Herne
Hill sorting sidings,
– this was in connection 1950 respectively. One of the
author’s earliest attempts at
former LC&DR Nos 176 and 182 (then SE&CR during World War I with the SE&CR’s photography was with No 1602 in
Nos 635 and 641) survived until 1923, the first most, if not all, of the responsibility for late SR days at Stewarts Lane shed,
year of the Southern Railway (SR). The ‘M3s’ all ‘T’ class was shipped operating the close to the Longhedge Works
lasted to be absorbed into SR stock in 1923, across the channel to where this 0-6-0T and its class-
being withdrawn between 1925 and 1928. Boulogne – this was in
marshalling yard at this mates had been built. The third ‘T’
connection with the important French port’ class survivor was LC&DR No 148,
The final tank engines SE&CR’s responsibility which was withdrawn in late 1936
The fourth of Kirtley’s standard classes for operating the marshalling yard at this as SR No 1607 but was then taken into
emerged over the 15 years from 1879 to 1893, important French port. Departmental Service stock as the shunter for
yet comprised only ten engines, Nos 141-150. All ten 0-6-0Ts, after being re-boilered over the Southern Railway’s Meldon Quarry, near
These were the ‘T’ class 0-6-0Ts for shunting time, lasted well into Southern Railway days, Okehampton in Devon, carrying the number
and local goods work. They were all built at and so into living memory, and three even 500S. It lasted there from 1938 until 1949, when
Longhedge Works and Nos 141 and 142, survived to be nationalised into British it was finally withdrawn.
LC&DR ‘M3’ class 4-4-0 No 475 reaches the summit between Beckenham Junction and Shortlands with a summer Saturday London (Victoria) to
Dover via Chatham train, seemingly comprised wholly of six-wheel stock, circa 1923. With their slightly larger cylinders, the ‘M3s’ were the final
development of the Kirtley 4-4-0 during his tenure of office. Built at Longhedge Works in 1894 and rebuilt by Wainwright in 1903, using a boiler of his
own design, this particular 4-4-0 passed into Southern Railway stock at the Grouping and it was not withdrawn until 1927.
W.V. Wiseman/Rail Archive Stephenson

The ten Kirtley ‘T’ class 0-6-0Ts designed for shunting Herne Hill yard and for trip work were built over a period of 15 years. Here we find No A602
(originally LC&DR No 143) in immaculate Southern Railway livery on a local goods turn at Longhedge circa 1930. This example was Longhedge Works
No 22 of June 1893 and it would survive into British Railways days. Despite serving until July 1951, it had still not been given its BR identity as
No 31602. British Railways rated the two ‘T’ class engines that entered its regular stock as ‘2F’, while the former SR No 1607 was in the service stock
fleet at Meldon Quarry as No 500S until November 1949. C.R. Gordon Stuart/Rail Archive Stephenson
The final Kirtley design to appear in its career as British Railways No 31666, was No 464, while the highest numbered LC&DR
LC&DR days was the 18-strong ‘R’ class, these taken out of service from Tonbridge shed in engine, No 216, became No 675.
0-4-4Ts being built by Sharp, Stewart & Co – December 1955, meaning that for the first In early years ‘Chatham’ locomotives were
Nos 199 to 210 arrived in 1891, with the final time in over 95 years no ‘Chatham’ painted green, but under Kirtley the standard
six, Nos 211 to 216, completed in the locomotive was operational. livery became lined black. The company
following year. The new ‘Rs’ were slightly always had a good reputation for the smart
larger than the Kirtley ‘A’, ‘A1’, and ‘A2’ class Some final thoughts presentation of its locomotives. So far as
0-4-4T classes of 1875 to 1884, and although On New Year’s Day 1899 the London, locomotive sheds were concerned, these were
they were fitted with condensing apparatus for Chatham & Dover Railway handed over to the at Battersea (later known as Stewarts Lane),
working over the ‘Widened Lines’, they were South Eastern & Chatham Railway some 213 Bickley, New Brompton (now Gillingham),
used particularly on the outer-suburban locomotives, with five more on order or under Faversham, Margate, Dover and Maidstone.
services to Bickley, including those over the construction. The South Eastern Railway had Soon after the formation of the SE&CR,
new Catford Loop, which itself opened in a much larger stock of engines, and as the 15 more of the ‘R’ class 0-4-4Ts were ordered
1892. highest number carried by one of its fleet was by the new Locomotive Superintendent,
In later years the ‘Rs’ received Wainwright 459, the LC&DR locomotives were Harry Wainwright. The cylinders of this new
boilers, and they lost their condensing renumbered by having their numbers batch, which were known as the ‘R1s’, were
apparatus. All survived well into Southern increased by this same figure, 459, with slightly larger, as was the bogie wheel
Railway days, and many were fitted for pull- LC&DR No 5, for example, becoming SE&CR diameter and the bunker capacity. The lives of
and-push or ‘motor train’ working. The first
to be withdrawn were Nos 205, 209 and 210
(SR Nos 1664, 1668, and 1669) in 1940, but
the remaining 15 survived into British
Railways days, when they were allocated, for
example, to Ashford, Dover, Faversham,
Gillingham and Tonbridge sheds. The very
last ‘R’, originally LC&DR No 207 but ending
In December 1936 the Southern Railway sold

two ‘T’ class 0-6-0Ts, Nos 1600 and 1608
(originally LC&DR Nos 141 and 149), to Frazer
& Co of Hebburn-on-Tyne into private colliery
service. The former was resold to Richard
Evans & Co of St. Helens in March 1940, while
the latter served as Wallsend & Hebburn Coal
No 3. On 26 April 1951 we see No 1600, still
carrying its Southern Railway numbering and
unlined black livery, working at Haydock
colliery in Lancashire. No 1600 served until the
end of 1957, while No 1608 had been disposed
of in 1951. H.C. Casserley
the ‘R1s’ were to mirror those of the original Just a few months after entering traffic in November 1891, Kirtley ‘R’ class 0-4-4T No 208 stands
beside the coal stage at Longhedge shed in as built Sharp, Stewart & Co Ltd condition.The lined-
‘Rs’, with all but two surviving through
black livery is offset by the LC&DR numberplate located on the side tanks, and by the builder’s
Southern Railway days to be taken into British plate on the bunker side-sheets. As SE&CR No 667 this 0-4-4T entered Southern Railway stock,
Railways stock in 1948. becoming No A667 and then No 1667 after 1928 – it lasted long enough to become British
Longhedge Works, where 36 locomotives Railways No 31667 and was ultimately withdrawn in April 1951. Rail Archive Stephenson
were built for the LC&DR, with five more
In Southern Railway days, in the late 1920s, an unidentified Kirtley ex-LC&DR ‘R’ class 0-4-4T calls
Kirtley ‘M3’ 4-4-0s emerging in early SE&CR with a down train at Box Hill & West Humble station, in the heart of ex-LB&SCR territory. By this
days, did not continue to produce locomotives date the most obvious changes from its original condition are the removal of the condensing gear
for long under the new SE&CR management. and associated pipework, the application of Southern Railway livery, and the fitting of the engine
However, a few of Wainwright’s numerous for ‘motor’ train working. Reginald S. Clark/Rail Archive Stephenson
standard ‘C’ class 0-6-0s were built there, the
final one emerging in 1904, and one of these
was No 592, which survives today on the
Bluebell Railway. Longhedge Works finally
ceased locomotive repairs in 1911.
Two other aspects of ‘Chatham’ influence
need to be mentioned, the first concerns
another preserved locomotive, Wainwright’s
‘D’ class or ‘Coppertop’ 4-4-0 No 737 of 1901,
which is deservedly now part of the National
Collection at York. As his ‘C’ class 0-6-0s
reflected the LC&DR ‘B2’ class 0-6-0s, so
Wainwright’s first 4-4-0s, namely the ‘Ds’, were
considered an enlargement of the Kirtley ‘M3’
class 4-4-0s. This is ascribed to some degree
to a Longhedge chief locomotive draughtsman
being appointed to a similar position on
Wainwright’s SE&CR team at Ashford Works.
Finally we go north to the Hull & Barnsley
Railway, where in 1885, just before the
opening of this then new railway, William
Kirtley of the LC&DR acted for a while as
consulting locomotive engineer. For this
company he designed three classes of
locomotive, namely an 0-6-0T similar to the
‘Chatham’ ‘T’ Class, an 0-6-0 based on the
LC&DR ‘B1’, and finally, unlike anything he
built for the LC&DR, a 2-4-0 with 6ft coupled
wheels. The influence of the LC&DR was not
necessarily confined to London, Chatham and
Dover.

‘R’ class 0-4-4T No 31671, new from Sharp,

Stewart & Co Ltd in November 1891 as
LC&DR No 212, is seen at Sheerness on
12 September 1954 when working the RCTS
‘Invicta Special’. Starting at Liverpool Street
station, the tour ran to Sheerness, Faversham,
Canterbury, Folkestone and Ashford, before
returning to London’s Blackfriars station.
No 31671 worked this train from Blackheath to
Faversham via Dartford, Chatham, Rainham,
Sheerness and Sittingbourne. No 31671’s
withdrawal from service would come about in
November 1954. Frank Hornby
Kirtley ‘R1’ class 0-4-4T No 709 – completed in

December 1900 by Sharp, Stewart & Co Ltd,
under the authority of Wainwright and the
SE&CR – is seen in charge of a down Orpington
local passenger service near Beckenham
Junction. The condenser pipes from the
smokebox to the side tanks are prominent in
this view. No 709 was the penultimate member
of the class and it remained in traffic until
October 1949. Although allocated the British
Railways No 31709 this was never carried in
traffic.
ACKNOWLEDGEMENTS
A History of the Southern Railway – C.F. Dendy
Marshall (1936) – The Southern Railway
Company
SE&CR Locomotives – F. Burtt (1947) –
Ian Allan Ltd
Locomotives of the Southern Region of British
Railways – W.G. Tilling (1948)
The London Chatham & Dover Railway –
R.W. Kidner (1952) – The Oakwood Press
The Southern Railway fitted many of the Kirtley/Wainwright ‘R1’ class 0-4-4Ts for ‘motor’ train (No 51)
working and one of these is seen at Westerham on 10 March 1938, when running as Southern The South Eastern & Chatham Railway
Railway No 1700. Entering traffic in November 1900 as SE&CR No 700, its withdrawal did not Locomotive List 1842-1952 – N. Wakeman
come about until October 1952, when running as British Railways No 31700. H.C. Casserley (1953) – The Oakwood Press
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The RCTS ‘Yorkshire Coast Rail Tour’
Jointly run by the West Riding and Carrying express lamps and a RCTS headboard, Wilson Worsdell ‘D20/1’ class No 62387 waits to
depart Leeds City (South) with the ‘Yorkshire Coast Rail Tour’. Smartly turned out and belying its
Sheffield branches of the Railway 50 years of service, the pre-Grouping 4-4-0 has just backed onto the six-coach special. It was
booked to work the first and last legs of the tour – 10.15am Leeds City (South) to Holgate Bridge
Correspondence & Travel Society, platform in York, where ‘D49/1’ 4-4-0 No 62731 Selkirkshire was waiting – and then back from York
station at 8.45pm, to Leeds City (South), arriving at 9.22pm. Once one of a class of 60 engines, on
Geoff Smith recalls the June the day of this RCTS rail tour there were only five ‘D20s’ remaining in traffic – Nos 62381, 62387,
1957 trip that traversed the metals 62395, 62396, and 62397 – and by the end of 1957 all had been condemned. K.H. Cockerill/ARPT
of the independent Easingwold Inset above: The ticket for the ‘Yorkshire Coast Rail Tour’ acknowledges both the British Transport
Commission and the still independent Easingwold Railway. John Debens Collection
Railway before taking in many soon
Bottom right: The RCTS itinerary for travellers on the 23 June 1957 trip contained a history of the
to be closed North Eastern Region routes to be covered and specific details of the booked locomotives, both as a class and
individually. Compiled by Dr A.L. Barnett and Mr K. Hoole, Nos 62387, 62731, 68246 and 69881 all
byways to and from the Yorkshire duly appeared. John Debens Collection
coast.
iving in Bingley in the 1950s, I was well Worsdell ‘D20/1’ (North Eastern Railway ‘R’)
L versed with the ex-Midland Railway

main line from Leeds to Skipton,
Hellifield and beyond, but I knew little of the
class 4-4-0 No 62387, which although
nominally allocated to Selby shed had spent the
winter in store at Scarborough and had only
ex-North Eastern Railway lines east of York, been returned to traffic on 31 May.
and so when a friend, Jim Squires, who lived in A fair amount of elbow grease must have
Buttershaw, south Bradford, said he had a spare been expended on No 62387, as its external
ticket for a rail tour to Whitby and condition was more than presentable, with the
Scarborough I needed no second asking. The brass beading on the driving wheel splashers
special was the Railway Correspondence & well polished. An attempt had been made to
Travel Society’s ‘Yorkshire Coast Rail Tour’ on disguise some scorching of the lower section of
Sunday, 23 June 1957, and it was scheduled to the smokebox but otherwise the 4-4-0 was
depart from Leeds (City) station at 10.15am more than ready for the 25 mile run to York.
and arrive back at 9.22pm. We decided it Three weeks earlier No 62387 had been the
would be best to meet up at Bradford (Forster chosen motive power for the Branch Line
Square) station and make our way to Leeds on Society’s ‘The Yorkshireman’ special from York
the 9.18am train, which was due in Leeds at to Kirby Moorside, via Alne, which included a
9.41am. Both our journeys began by trolleybus, trip along the Easingwold Light Railway
mine on the No 26 and Jim’s on a No 46. behind ‘J72’ class 0-6-0T No 68726, before
On arrival at Leeds (City) we found the returning to York via Malton, Driffield, Markey
special already at the south end of the station, Weighton and Selby, and so we hoped that
six ex-LNER Gresley-period teak-bodied No 62387 was run-in after its period in store.
corridor coaches, three in maroon and three in The elegant lines of the ‘D20’ were
carmine and cream livery, sufficient to seat the somewhat spoilt by the tender, which was not
296 ticket holders and giving a gross weight of of NER origin. Apparently what had
some 210 tons. At the head of the train was happened was that ten of the class were fitted

with new tender bodies, the NER ones being Leeds and through the deep multi-track Waiting to take over the special was
life-expired, and these were based on the style cutting to Crossgates. By Micklefield we were Gresley ‘D49/1’ class 4-4-0 No 62731
of the LNER standard 3,500 gallon type but running at a steady 50mph, which gradually Selkirkshire of Starbuck shed, an engine that
carried 3,900 gallons of water and 6¼ tons of increased as we approached Church Fenton, would be transferred to York North shed
coal. The NER chassis retained its original before slowing for Chaloners Whin Junction. during the week following the rail tour. Like
buffers and short standpipe used when the At Holgate Bridge platform, York, No 62387 No 62387, the ‘Shire’ was well turned-out and
engine was Westinghouse air braked, but the was booked to come off and I calculated that looked the part. Once underway, tender-first,
overall visual effect of coupling a modern the trip from Leeds had been run at an we then took the avoiding line to the South
flat-sided tender to an April 1907 product of average speed of 42.8mph, not bad for a 50- Yard, regaining the main line at Skelton
Gateshead Works was to us rather year-old veteran. Junction by means of the wartime goods loop
incongruous.
The sun was shining in Leeds as departure Miles and chains and the times for significant locations are listed in the schedule, although the stop
time approached, so we found our seats. at Scarborough for an assisting engine would, in the event, actually be carried out at
Londesborough Road station, which is reached just before Falsgrave, the junction for the line to
Departure was on time, according to my Whitby. John Debens Collection
watch, and No 62387 eased its load out of
Drawn by Mr L.V. Reason, the map published in

the rail tour itinerary clearly shows the current
status of the lines traversed – bold lines trace
the 251½ mile route of the train; open stations
are represented as black dots, with closed
station as ‘empty’ dots. The first section of the
tour, the main line leg to York, is presented as
an inset, while the former through route that
once linked Gilling with Seamer is seen as a
freight-only branch line that terminates at
Kirby Moorside, with a similar short section
surviving to the east of Pickering. Seamer to
Thornton Dale was abandoned from 5 June
1950, with Mill Lane Junction, Pickering to Kirby
Moorside lost from 2 February 1953. Such were
the future cut-backs that over 105 route miles
traversed by this tour would close by April
1965. John Debens Collection
After a smart run from Leeds, ‘D20/1’

No 62387 has just arrived at the Holgate
platforms on the East Coast main line just to
the south of York station – it is about to be
uncoupled and replaced by a ‘D49/1’. The
middle lamp bracket on the buffer beam
carries the train’s reporting number – 241. The
platforms at Holgate Bridge were once
regularly used for spectators travelling to the
York races at the Knavesmire, but the visit by
this RCTS special is thought to be the last time
the platform was used before it was
decommissioned. J.F. Sedgewick/ARPT
With ‘D20/1’ No 62387 in the background,

preparing to run to York shed to await the
evening return working to Leeds, this view at
Holgate Bridge records Gresley ‘D49/1’ or
‘Shire’ class No 62731 Selkirkshire being
coupled up ready for the run to Alne, and then
on to Pilmoor. Tender-first running was
necessary over this section as the Bishophouse
Junction to Sunbeck Junction link to the Thirsk
& Malton line was taken out of use on
31 December 1955 and there were no turning
facilities at Pilmoor. About 16 miles of tender-
first running would ensue before the engine
was smokebox-first for the core run from
Pilmoor through to Whitby (West Cliff), the
only other tender-first interlude up to that
point was between Kirby Moorside and Gilling,
about 12 miles. Gavin Morrison
At around 11.45am, No 62731 Selkirkshire has

arrived from Holgate Bridge at Alne station,
the junction for the Easingwold Railway. Once
detrained, the tour passengers had to cross the
main lines by way of the station footbridge to
access the Easingwold line bay, situated behind
the north end of the up platform, where a ‘J71’
class 0-6-0T was waiting with its rail tour train
of open wagons and a covered van. Alne village
is about a mile to the south-west of its station,
the skewed road bridge in this view, at the
north end of the station, carrying the road to
Easingwold.
V.R. Webster/Kidderminster Railway Museum

Local people watch the scene from the overbridge as the last of the rail tour passengers clamber aboard the open wagons at Alne, no steps were
provided, under the watchful gaze of the driver of the ‘J71’, RCTS and BR (North Eastern Region) officials. The Easingwold Railway motive power,
hired-in ‘J71’ class 0-6-0T No 68246, has a full head of steam and it has been adorned with Union Jacks for the occasion, while No 62731 Selkirkshire
can be seen through the arch of the road bridge with the main train in the down station platform. Ten minutes was allowed for the transfer of
passengers between the two trains. K.H. Cockerill/ARPT
and bridge for the ten-mile run to Alne, from British Railways. Passenger services Having arrived at 11.35am, we had 10
where we were to visit the Easingwold using a six-wheel brake composite coach were minutes to detrain, take photographs and find
Railway, the 24-minute allowance for the run withdrawn on Sunday, 29 November 1948 and somewhere to stand on the Easingwold train,
to Alne hardly exerting No 62731. the goods traffic would be wound up on which comprised ‘J71’ No 68246 at the head of
The Easingwold Railway was an Friday, 27 December 1957 when York- ten assorted British Railways open wagons and
independent concern bypassed by the allocated ‘J72’ 0-6-0T No 68698 left a four-wheeled van, No E70221E, which
Grouping in 1923, and by nationalisation in Easingwold at 2.45pm with a train made up of carried the inscription ‘On loan to the
1948. Running to Easingwold from Alne, on a long-wheelbase parcels van, two covered Easingwold Light Railway’. Carrying the RCTS
the York to Northallerton main line, the goods vans, three open wagons of sugar beet headboard and a Union flag attached to each
2½ mile line had opened to the public on and an empty mineral wagon. The line started side tank, No 68246 caused quite a stir with the
27 July 1891. Its original Hudswell, Clarke & at a bay on the northern end of the up locals as it ran to Easingwold and back. At the
Co Ltd 0-4-0ST was not sanctioned by the platform of Alne station, and it branched terminus there was plenty of time to clamber
Board of Trade to work passenger trains and north-east away from the main line. Alne out of the wagons to look around. Easingwold
so it was quickly replaced by an 0-6-0ST. Junction also included a passing loop and a station had four sidings, a passing loop and a
However, by 1947 the 0-6-0ST had been long siding and there was also a small goods small engine shed, which was unable to
condemned and the railway was forced to hire yard on the opposite side of Alne railway accommodate the hired ‘J71’ or ‘J72’. The
in a ‘J71’ or ‘J72’ from the LNER and then station. sidings included coal drops and a goods wharf.
By June 1957 the Easingwold Railway, Britain’s smallest independent railway, was rapidly becoming reclaimed by nature, as can be seen as York-shed’s
No 68246 cautiously makes its way from Alne to Easingwold – ten minutes was allowed for the 2½ mile journey. Despite the light railway/branch line
character of the working, the ‘J71’ carries express headlamps. There were not many rail tours that included travel in open wagons and the passengers
all appear to be enjoying the novel experience, despite the decrepit state of some of the four-wheelers. ARPT Collection
T.W. Worsdell ‘J71’ class 0-6-0T No 68246, a

North Eastern Railway Class ‘E’ completed at
Darlington Works in July 1889, has arrived with
the RCTS special at Easingwold and it will soon
run-round for the return trip to Alne. The
engine has been cleaned and suitably decorated
for its passenger turn, and even the first open
wagon appears to have recently been given a
new coat of paint for the occasion. A number of
wagons are stabled in the goods yard, despite
the imminent closure of the Easingwold Light
Railway. Colour-Rail.com/BRE226
After negotiating the junction at Great

Driffield, we headed north-east to Bridlington
and the coast, the easily graded 11½ mile
stretch had an allowance of 15 minutes. With
falling gradients of 1 in 725 to 1 in 440, and
seven miles of level track, No 62731 ran
comfortably with speed creeping up to the
mid-50mph range. Booked to stand for five
minutes at Bridlington before tackling the
Back at Alne, Selkirkshire was waiting to tender-first – here ten minutes were allowed 23 miles to Scarborough, Selkirkshire was
take us on to Scarborough. First we travelled for the ‘D49’ to replenish its tender tank. After opened-up upon leaving Bridlington to tackle
north to Pilmoor, where reversal was another reversal, we set off for Scarborough at the sinuous five miles at 1 in 92 through
necessary as there was no connection from 2.50pm, heading first for Hovingham Spa and Flamborough and Bempton before cresting
the northbound main line to the Raskelf Amotherby, stations that closed in February the summit near Speeton. There then followed
curve. Once heading east, we passed 1953, and crossed over the York eight miles of generally falling
Husthwaite Gate, Coxwold, and Ampleforth – to Scarborough line at Malton. ‘ Selkirkshire was gradients to Filey, with a
stations closed to passengers in June 1950 – We were now heading for Great opened-up upon short half-mile climb at
before arriving at Gilling at a few minutes past Driffield, the junction for the 1 in 306, approaching
1.30pm. No 62731 then headed north to coastline to Bridlington and
leaving Bridlington to Hunmanby, before the
Helmsley and Kirby Moorside, the last those heading inland, south- tackle the sinuous five triangular junction for Filey
remaining station on the one-time line to west to Market Weighton and miles at 1 in 92 Holiday Camp. The
Scarborough via Pickering, Thornton Dale, south to Hull. The wonderfully through Flamborough remaining 9½ miles of
Sawdon, and Forge Valley. The last British named stations on the Malton undulating gradients, with
Railways passenger service had been hauled to Great Driffield line, and Bempton before nothing worse than 1 in 220,
by ex-NER ‘G5’ class 0-4-4T No 67273 on Settrington, North Grimston, cresting the summit at brought us to Scarborough
Saturday, 3 June 1950, and then the lines were Wharram – where we stopped Speeton’ (Londesborough Road)
closed apart from the section west of short of the platform to take station, where we booked to
Thornton Dale, which survived until 1963 photographs while water was taken – Burdale, pick up a pilot for the heavily-graded, but
when the quarry traffic ended. Sledmere & Fimber, Wetwang and Garton had scenic, section to Whitby (West Cliff).
After running round at Kirby Moorside, seen their last passenger services on Saturday, Waiting for us was ‘A8’ class 4-6-2T
No 62731 worked our train back to Gilling 3 June 1950. No 69881, which had recently transferred to
Having just run-round, No 62731 Selkirkshire is facing in the up direction on the down side of the quadruple-track York & Newcastle main line near
Pilmoor. The rail tour train will soon cross over at Pilmoor South (Sessay Wood) Junction to take the spur to Sunbeck Junction on the Thirsk & Malton
route. The use of Gresley ex-LNER teak bogie stock, including a cafeteria car, gave the special a pleasing symmetry when in the charge of the ‘D49’,
even though the liveries were a mix of maroon and carmine and cream, rather than varnished teak. The fares charged by the RCTS were 22/- from
Leeds and 19/6 from York, with a limited number of juvenile tickets at 13/- and 12/- respectively. ARPT Collection

Scarborough from Neville Hill shed in Leeds.

Despite having last been shopped at
Darlington Works in November 1954,
No 69881 was well turned out. Once coupled
ahead of the ‘Shire’, express lamps were put up
and the RCTS headboard placed on the top
lamp bracket. With the obligatory brake tests
completed, we got away for what promised to
be the most exciting part of the whole trip, the
23 miles to Whitby (West Cliff).
The start out of Scarborough was
sufficiently easy, three miles of gentle falling
gradients to Scalby, to allow No 69881 to warm
to its task, and within another two miles the
fireworks began as both locomotives were
opened up before Cloughton as the five-mile
climb to Ravenscar began. The sound of the
two three-cylinder exhausts still remains with
me to this day as they tackled the 1 in 79/90
climb before it steepened to 1 in 41 for two
miles. The noise and sight from the fifth coach
was awe-inspiring as the locomotives were
worked flat-out, with ash, cinders and sparks
being thrown high into the sky, before raining
down on the coaches. No 69881 was steaming
so well that despite the 1 in 54/172 gradient
through Staintondale station the safety valves
were lifting. As rail conditions were good, there
was no problem with adhesion but on the
1 in 41 the speed settled to a steady 17/18mph.
All too soon we were over the summit and
After running tender-first from Kirby Moorside, No 62731 Selkirkshire was able to run-round the
special at Gilling, and while doing so the crew took the opportunity to top up the tender tank. through Ravenscar tunnel, heading down the
Opened in June 1853 by the York, Newcastle & Berwick Railway, the station at Gilling lost its 1 in 39 towards Fyling Hall with the brakes
regular passenger services at the end of the first week of June 1950, but it would remain open for keeping us to a steady rate of descent. After
goods traffic until 27 July 1964. However, even in the freight-only period a limited number of negotiating the undulating two miles to Robin
passenger trains, such as this RCTS special and ramblers’, shopping, football and Sunday school
excursions, continued to use the station until July 1964. Gavin Morrison Hood’s Bay, Nos 62731 and 69881 were once
again opened-up for the two-mile climb at
The location of the water column at Wharram meant that No 62731 had to stop short of the 1 in 43 to Hawsker Bottoms.
single platform, and some passengers took the opportunity to jump down on to the ballast to take The final four miles to Whitby were
photographs and briefly explore the station – it closed to passengers on 5 June 1950 but remained
something of an anticlimax after the
open for goods until 20 October 1958. As the driver and fireman top up the tender tank, what
appears to be an RCTS official approaches a couple of young men clambering up the pyrotechnics were had just experienced. The
embankment, no doubt to encourage them to get on the platform. K.H. Cockerill/ARPT Collection crossing of Larpool Viaduct, however, was
Finally on the coastal leg of the trip, this view

from on board the ‘Yorkshire Coast Rail Tour’
records ‘A8’ class 4-6-2T No 69881 piloting
‘D49/1’ No 62371 Selkirkshire on the 1 in 41
gradient between Staintondale and Ravenscar.
With a combined tractive effort of 44,490lbs,
4,820lbs more than a BR Standard ‘9F’, brute
force was not the only concern on this steeply
graded section, as the sharp curves and rail-
head conditions were of equal significance.
Fortunately, the weather on Sunday, 23 June
1957 was good and the locomotives and crews
were able to acquit themselves in exemplary
fashion. Gavin Morrison
Bottom: With the North Sea looking benign to

the east, Nos 69881 and 62731 blast their way
up the final stretch of the 1 in 41 gradient to
Ravenscar, with both firemen hard at work to
stop the blast ripping their fires apart. One
aspect of the tour that most participants never
forgot was the sound of the two locomotives
working beyond Cloughton to the summit at
Ravenscar and the pall of black smoke that
hung over the track after the train had passed.
ARPT Collection
memorable for being able to look down on the The special was booked to wait at Whitby Getting away from Whitby at 7pm,
River Esk and the Whitby to Grosmont line as (Town) for 30 minutes, so we took the No 62731 soon got into its stride alongside the
it passed through Ruswarp. After a short opportunity to stretch our legs and have a River Esk, and at Grosmont it took the south
1 in 60 climb, we drew to a halt at Whitby look around. No 69881 was smartly line at the junction and began to pick up speed.
(West Cliff). Here No 69881 ran-round while uncoupled and it then ran off to the nearby Once through Grosmont Tunnel, the ‘D49/1’
Selkirkshire took water, so that the ‘A8’ could shed, leaving the crew of No 62731 to pull was opened up to good effect for the three miles
head the train carefully down the 1 in 50 spur coal forward and clean the fire in readiness at 1 in 49. The gradient quickly took its toll and
to Whitby (Town) station, where British for the run to York, over what is now the Selkirkshire was soon down to little more than
Railways Standard ‘4MT’ 2-6-4T No 80117 preserved North Yorkshire Moors Railway via walking pace on the severely curved climb. After
was running-round a service train. Goathland and Pickering, and on to Malton. a number of anxious moments when we

thought the locomotive would stall, we reached

the summit where we ground to a halt. Looking
out of the coach window, we assumed from the
fact that the blower was on that No 62731 was in
need of a ‘blow-up’ and to get its second wind.
Once on the move again, the downhill run to
Pickering was covered at a good speed. At
Pickering, we passed the abandoned line from
Kirby Moorside that we had traversed earlier in
the day. Seemingly determined to make up some
of the time lost on the climb to Grosmont, we
rattled through Rillington and Malton before
arriving at York a few minutes down on the
booked timings. Here, No 62731 came off after
some 200 miles of running, some of which was
of the most taxing nature.
Waiting at York was ‘D20/1’ class 4-4-0
No 62387 for the last leg back to Leeds (City).
Fortunately, with it being close to the summer
solstice there was still plenty of daylight to enjoy
the trip – my notes say that we arrived in Leeds
just after 9.30pm, tired but contented. Having
just missed the 9.28pm train to Bradford
(Forster Square) we had to wait until 10.10pm
to start our journeys back to Bingley and
Bradford, but what a day – 251½ miles of steam
haulage over some of the most scenic lines in
east Yorkshire.
Of the three locomotives used on the trip
‘D20’ No 62387 would be the first to be
condemned, in September 1957 after over 50
Having arrived at Whitby (West Cliff) station, neither locomotive looks the worse for the exertions years in service. The ‘A8’ 4-6-2T, No 69881,
of the previous 20 miles. No 62731 Selkirkshire once again has its tender tank replenished, while remained in traffic for another year before
No 69881 is uncoupled to run-round and be attached to the rear of the train. The ‘A8’ was then being withdrawn in June 1958, while ‘D49/1’
able to become the special engine as the train reversed direction to drop down the 1 in 50
gradient to Whitby (Town) station. Gavin Morrison
No 62731 Selkirkshire was laid up in April 1959.
The planning of the tour reflected great credit
With the ‘Yorkshire Coast’ stock safely berthed at Whitby (Town) station, and No 62731 on the RCTS, British Railways (North Eastern
Selkirkshire at the head of the train once more for the run back to York via Goathland and Region) and the Easingwold Railway, and we
Pickering, another ‘A8’ class 4-6-2T, No 69858 of Middlesbrough shed, is seen at the head of an Esk must not forget the crews and footplate
Valley local passenger working. The RCTS special was booked to stand at Whitby (Town) station
for 30 minutes, before departing at 6.30pm for Pickering and York, this ‘D49/1’ having already inspectors who ensured that we enjoyed some
become noteworthy in these parts as on the evening of 31 January 1953 it hauled the last regular memorable performances, particularly between
passenger train from York to Pickering. V.R. Webster/Kidderminster Railway Museum Scarborough and Whitby.
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know as ‘York Road station’ – the names have them, mostly at the sheds in Crewe, Carlisle
Tail Lamp surely been transposed as the up platform on

the eastern side of the station was adjacent to
York Road (now York Way), whilst the down
and Stockport (Edgeley).
As for his comments about ‘Brits’ on the
East Lancs (Skipton-Burnley-Preston) line, I
line tunnel passed close beneath the Great never saw or heard of them traversing the
Northern Hotel, before emerging on a Colne-Skipton part of the line, but no doubt
Readers’ Letters challenging gradient at Platform 16 on the someone out there will be able to offer a
western side of the station. definitive answer. However, he mentioned the
Roger Smith, special of 17 March 1968 and I certainly did
St. Albans, Hertfordshire see this – actually two specials organised by
Ivatt’s main line diesels, the William Deacon’s Bank Club and using
and King’s Cross Trainspotting memories of 1949 both No 70013 Oliver Cromwell and No 4472
Sir: A couple of the articles in the March 2015 Sir: My thanks as ever to the team for the Flying Scotsman and four ‘Black Fives’. They
issue of Steam Days have given rise to excellent representation of my article were both hauled through Colne by double-
comments. In the editorial, reference was regarding the above in the August 2015 issue. headed ‘Black Fives’ followed by the two
made to visits to Tamworth where, ‘one day in It is somewhat poignant in the references to Pacifics, running tender-first (separately) after
1947 we witnessed double-headed diesel- abcs that it coincides with the sad news of the reversing on the triangle at Accrington, which
electric locomotives Nos 10000 and 10001 passing of Ian Allan, the doyen of countless, then headed the trains again, this time from
passing through the low-level station’. I suspect like myself, who learnt their ‘craft’ from these Skipton to Carnforth. The process was
that the year mentioned is incorrect as, on publications, and much else from the Ian Allan reversed when the two specials returned via
page 28 of this issue, in A.J. Ludlam’s article on stable. the same route, when again both Nos 70013
H.G. Ivatt, it says, ‘On 8 December 1947 Ivatt Mention of his beginnings in Southern and 4472 ran through Colne light engine from
drove No 10000 out of the diesel shop at Railway offices in your editorial ‘Trains of Skipton to Accrington, having hauled the
Derby.’ thought’ recalls his autobiography, Driven by specials from Carnforth to Skipton.
In Prototype Locomotives, by Robert Tufnell, Steam, published in 1992 (the 50th anniversary The only other time I saw a ‘Brit’ in Colne
this date is confirmed, as there was an of the Ian Allan company) whereby he tells of was for the annual Wakes Week specials in
apparent determination to out-shop No 10000 incurring the wrath of no less than Mr Bulleid 1967, when No 70025 Western Star turned up
as an LMS locomotive, prior to nationalisation. as to who was daring to publish details of ‘his’ to haul one on the evening of Friday 30 June.
Service operations commenced in January engines! It worked the 1Z78, leaving Colne at 20.52
1948 and No 10000 ran on St. Pancras, Derby The rest, as they say, is history. and heading for Portsmouth, via Preston and
and Manchester (Central) services until July of John Macnab (by email) Crewe, where it left the train. Unfortunately,
that year. In July 1948, No 10001 was out- my photograph of this event is one of those
shopped, and in October both locomotives ‘Britannias’ on the S&C, best forgotten!
were allocated to Camden shed. On that basis, and Colne line specials Below are two photographs – the first is
the sighting at Tamworth is unlikely to have Sir: It was interesting to read Richard of Nos 45447 and 45110 on the second of the
been before October 1948. Smithies’ article about the workings of specials passing Colne North signal box,
Chris Andrews’ article on ‘King’s Cross’ also ‘Britannias’ on the S&C. The very first shortly after running through Colne Station,
gives rise to a couple of queries. In the opening ‘Britannia’ I saw was No 70051 Firth of Forth and the second (also at Colne) is of No 70013
paragraph he mentions travelling to King’s Cross (probably on the Thames-Clyde relief) running tender-first towards Skipton, about to
station from Hammersmith on the Northern pounding northbound across the viaduct pass under Barrowford Road bridge. I hope
Line’s tube trains. Should this have been ‘on the whilst we were enjoying our fish and chips this information may be of interest.
Piccadilly Line’s tube trains’, since that line sitting in the window of the chippy in the Tim Barber (by email)
serves both stations? Arrival on the Northern centre of Settle. I don’t have a definite date
Line would have been possible, but would have for this, but suspect it was Easter 1965 when Opinions expressed in letters are not those of
involved a change of trains, say at the we were having a holiday at Langcliffe, just a Redgauntlet Publications Ltd or Key Publishing Ltd
Monument/Bank interchange, after travelling few miles north of Settle, and not all that far (or any group company).
from Hammersmith on the District Line. from where we lived near Colne. I was 12 at
On page 39, there appears to be confusion the time and still not really into trainspotting Please send any letters to Tail Lamp,
over the King’s Cross platforms for the ‘Met – buses, plans and British Road Services Steam Days Magazine,
Widened Lines’. In this it states that ‘the vehicles held more fascination! When I did Redgauntlet Publications,
eastern or up tunnel, later known as ‘Hotel start, the ‘Brits’ were the only Pacifics still P.O. Box 2471,
Curve’, and the western or down curve, which working in the north-west and as such were Bournemouth, BH7 7WF
was provided with its own platform, later always a ‘good cop’. I did eventually see all of Email: taillamp@keypublishing.com
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Make-up (March 2016 use me:Make-up (July 05) 03/02/2016 16:20 Page 1

Scottish steam miscellany in colour

WIN! * Railway first day

Managing Editor: Rex Kennedy 3 Trains of Thought

We are unable to guarantee the bona fides of any of

© Key Publishing 2015

Published by: Key Publishing Ltd,

55 The RCTS ‘Yorkshire Coast Rail Tour’ Scottish steam misce

The Southern’s No 21C1 (35001) Channel Packet

Steam Days at Workington

S Workington was, for many years,

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The public railways around Workington as

The four-platform Bransty station at

A 1904 Railway Clearing House map covers the

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Over 110 years after the WC&E line to

with a branch to Cleator Moor and Frizington –

A 1914 RCH map covering the northern end of

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Despite 1930s passenger closures, healthy freight

Rail operations at Beckermet mine were

Another 13 April 1965 scene records the

The Workington to Penrith line passed through

Located almost on the banks of Bassenthwaite

A visit to the ex-L&NWR engine shed at

Metro-Vick ‘Type 2’ Co-Bo diesel-electric

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The exterior and rear elevation of the

Whitehaven. The CK&PR timetable remained

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The curved layout at Workington Bridge

1963 Swindon Works visit

I 21 August 1963 as I set out from my local

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The first few hours before a Swindon Works

the former may still have been booked for

The Swindon Works entrance in the early

One of the five withdrawn ‘King’ class 4-6-0s seen

Soon the appointed time came and,

Withdrawn from Old Oak Common shed in

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Collett ‘7P’ ‘Castle’ class 4-6-0 No 4082 Windsor

Caught between shunting duties on 18 August

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Collett ‘King’ class No 6000 King George V is

Two days earlier, on 18 August 1963, No 6018

Another 18 August 1963 view records the

An impressive and powerful-looking Collett

A 27 January 1963 view records two diesel-

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Collett ‘6100’ class 2-6-2T No 6167, looking

‘5700’ class 0-6-0PTs – Nos 3795, 8791, 9713

One of the locomotives lost to the London

Withdrawn from Rhymney shed in April 1963,

Sporting NCB livery as No 67 of No 2 Area,

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By mid/late 1963 large passenger engine

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Top left: Stanier ‘Black Five’ No 45253 draws into

Above: BR Standard ‘2MT’ 2-6-0 No 78026 heads

Locally-allocated Stanier ‘5MT’ No 45251,