Steam Days 2015-07

Make-up (JULY15):Make-up (July 05) 02/06/2015 15:09 Page 1
Steam in Glasgow & South Western Territory
The Last
‘Royal Scot’
Great Western Railway ‘ROD’ 2-8-0s

A stay in the North-East in 1966
Steam Days at
Tunbridge Wells July 2015 £4.30
No 311
July 2015
51 By the summer of 1966 the North Eastern Region had become a notable draw for spotters
and photographers alike thanks to its continued ‘pre-Grouping’ activity, the railways here
still owing their prosperity to coal. On 10 August Sunderland-allocated ‘J27’ class 0-6-0 No 65885
leaves the Quayside sidings at Hendon Junction, Sunderland with a train of empty hoppers for a
nearby colliery. John Boyes/ARPT
Managing Editor: Rex Kennedy 3 Trains of Thought

Editorial Team:
Andrew Kennedy and Andrew Wilson
Design: Ian Kennedy 5 Steam Days at Tunbridge Wells
Editorial On the border of Kent and Sussex, and where
PO Box 2471, Bournemouth BH7 7WF
Telephone/Fax: 01202 304849 four LB&SCR routes met the South Eastern
e-mail: red.gauntlett@btconnect.com
Advertising Sales: Michelle Long
Railway’s Hastings main line, Neil Sprinks
Tel: 01780 755131 describes steam-age railway activity around this
E-mail: michelle.long@keypublishing.com
Advertising Production: Cheryl Thornburn spa town.
email: cheryl.thornburn@keypublishing.com
Tel: 01780 755131 Fax: 01780 757261
Publishing
Managing Director: Adrian Cox
43 Rebuilt ‘Royal Scot’ No 46115 Scots Guardsman waits to set out with the 15.40 Bradford
(Forster Square) to Carlisle all-stations passenger service on 28 August 1965.
Colour-Rail.com/300893
Executive Chairman: Richard Cox
Commercial Director: Ann Saundry
Group Marketing Manager: Martin Steele
Webmaster: Simon Russell
Subscriptions
Name, address, date to commence and
remittance to: Subscription Department,
Steam Days, Key Publishing Ltd, PO Box 300,
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© KEY PUBLISHING 2015

All rights reserved. No part of this
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permitted.
21 The Great Western Railway’s ‘ROD’ 2-8-0s
Published by: Key Publishing Ltd, With their days serving the Railway Operating
PO Box 100, Stamford, Lincs. PE91XP
Repro: pkmediaworks@mac.com Division of the Royal Engineers over,
Print: Precision Colour Printing Ltd,
Haldane, Halesfield 1, Telford, Shropshire
Andrew Wilson looks at the Robinson 2-8-0s
TF7 4QQ that were owned by the GWR and BR(WR).
Distribution: Seymour Distribution Ltd,
2 Poultry Avenue, London EC1A 9PP
2 www.steamdaysmag.co.uk
TRAINS of thought
I
was very fortunate to start my trainspotting days in the years prior to
the nationalisation of the railways, and in this issue we take a look at
one of the GWR classes of locomotive that I regularly witnessed in
my home town of Worcester during that time – the ‘ROD’ 2-8-0s.
Initially, 20 of these Robinson engines, built from 1917, were purchased
by the GWR from the Railway Operating Division of the Royal Engineers
in 1919, with another 80 taken on by the GWR in 1925. By
nationalisation there were 45 of these locomotives still in service.
These 2-8-0s always fascinated me as they were so very different
from the usual GWR types and, in addition to the ones based at
Worcester, other engines of the class would regularly pass through on
freight, generally those of Wolverhampton (Oxley) shed. Bristol’s
St. Philip’s Marsh engine shed also had a large allocation of these engines
at that time. In fact, of the 32 ‘ROD’ 2-8-0s that reached BR days I
missed seeing only one, No 3011, based at Carmarthen in 1958, the final
year of the remaining five of the class, all of which were Carmarthen-
based at that time.
The number eleven seemed to be a problem with me as the only
Hawksworth 4-6-0 ‘County’ that I did not see was No 1011 County of
Chester, although I was only yards from this locomotive when visiting
scrapyards in Newport, Monmouthshire, with my eldest son, Ian, in
March 1965, as it was hidden behind some double doors that I never
thought to look through! Also, I never had the chance to see GWR ‘Hall’
No 4911 Bowden Hall, as it was scrapped in June 1941, when I was seven
years old, as it was severely damaged in an air-raid.
With Worcester depot having a large allocation of GWR
locomotives in those days leading up to the nationalisation of the
railways, we would also get many LMS visiting locomotives, and the
‘ROD’ 2-8-0s, with their Great Central Railway parentage and distinctive
LNER look about them, were not the only LNER types that frequented
33 Steam Days in Colour Worcester and were regularly seen working in the area in the 1940s.
These other infiltrators were of course the former North Eastern
127: Steam in Glasgow & South Western Territory Railway Worsdell ‘J25’ 0-6-0s that were transferred to our area, with
Through the photographs of Derek Cross we seek some being allocated to the GWR’s Worcester and Wolverhampton
Division sheds at Worcester, Chester, Hereford, Croes Newydd, Tyseley,
out steam on ‘Sou’ West’ metals on passenger Gloucester, Kidderminster, Shrewsbury and Stourbridge.
Forty of these locomotives found work during World War II on loan
trains and in the Ayrshire coalfield. to the GWR during 1939/1940 to replace ‘Dean Goods’ 0-6-0s that
were sent to France. Seeing the LNER 0-6-0 engines on Worcester shed
created some confusion amongst the local young spotters, as we had
40 Steam Days Subscriptions never seen anything like them before. Most were returned north in 1946,
although a few returned home in 1943.
These were interesting days for the young trainspotter, and
43 The Last ‘Royal Scot’ Worcester was a great place to live, and was within easy access to
Hereford, Birmingham, Stourbridge, and Gloucester. Enjoy your read and
The last year in traffic of the now-preserved your own special memories.
No 46115 Scots Guardsman is reviewed by
Chris Andrews.
51 A Stay in the North-East in 1966

Mike Page recalls how ten weeks working in the
iron and steel industry in Scunthorpe offered him
an introduction to the railways of the North-East. Cover: Hughes/Fowler
‘Crab’ No 42801 has been
allocated to Ayr shed’s
duty ‘K36’ on 30 March
64 Tail Lamp – Readers’ Letters 1965. Seen from the
elevated view point of the
signal box at the north
Next Month... end of Ayr station, the
locomotive is crossing the
BR ‘Britannia’ Pacifics – Leeds to Carlisle River Ayr viaduct with
southbound empties for
Caerphilly Works the NCB Waterside
Nottingham to Rugby (GCR) complex on the
Dalmellington branch.
Memories of Scottish trainspotting in 1949 Derek Cross
Steam Days in Colour: On former L&SWR lines Steam Days

On sale Thursday 16th July
Magazine
JULY 2015 www.steamdaysmag.co.uk 3
Hattons 2 F_P.indd 1 22/05/2015 11:17
Steam Days at Tunbridge Wells
On the border of Kent and Sussex, Faversham shed’s ‘C2X’ No 32523 has steam to spare as it leaves the former LB&SCR station at
Tunbridge Wells (West) with a train for East Grinstead in October 1959. Completed in August
and where four LB&SCR routes met 1900 as a ‘C2’ class 0-6-0 under Robert Billinton, it would be April 1924 before Maunsell increased
its power and steaming ability by fitting a larger diameter boiler to the designs of Marsh; this 0-6-0
the South Eastern Railway’s then served as a ‘C2X’ until February 1962. Derek Cross
Hastings main line, Neil Sprinks near the start of the line, while farther on is due south out of London to Redhill and then
describes steam-age railway activity the graceful Colesbrook Viaduct. In turning sharply to the east to head into Kent.
Tunbridge Wells itself the line was extended, Finally, in 1893, an intermediate station was
around this spa town. through a further tunnel, known as Wells opened just north of Tunbridge Wells, at High
Tunnel, to the site of the present station, after Brooms, although until 1925 the station was
he spa town of Royal Tunbridge Wells some 14 months. The site of the short-lived known as Southborough.
T lies 35 miles south-east from the centre

of London. It is within Kent, but
immediately on the border with Sussex. In
passenger terminus was developed as the
town’s goods station, and a street named
Goods Station Road still exists.
Enter the ‘Brighton’
The SER monopoly at Tunbridge Wells was
historical terms it is a fairly new town, dating The SER’s ultimate aim was to reach not to last. As far back as 1855 a railway could
only from 1606 when the health-giving values Hastings, which it achieved in early 1851, but be seen to be heading in the Tunbridge Wells
of chalybeate water springs were discovered, by the route from Ashford across Romney direction – a branch from Three Bridges, 29
and a town built around them became Marsh. Later that year, on 1 September, the first miles south of London on the London,
patronised by royalty and nobility. Most section of the southwards extension of the line Brighton & South Coast Railway’s (LB&SCR)
notable today is, adjacent to the springs, the from Tunbridge Wells towards Hastings was main line to Brighton, eastwards to the town
elegant parade of shops, residences, etc., opened, as far as Robertsbridge, some 15 miles. of East Grinstead, and after 11 years, on
known as The Pantiles, so named after the Further openings brought the line, a much 1 October 1866 to be precise, this line had
type of paving tiles originally laid here. The more direct route from London, into Hastings been extended and opened through to
town took its name from the ancient town of the following February. As it leaves Tunbridge Tunbridge Wells. The LB&SCR had arrived,
Tunbridge with its Norman castle, five miles Wells station the line immediately enters its station being on the western edge of the
nearer London, down in the valley of the another tunnel, Grove Tunnel, and there is a town, beyond The Pantiles, and close to the
River Medway. further tunnel, Strawberry Hill, shortly Brighton road. The two stations approaching
In railway terms, the first line in this afterwards. The first stations immediately Tunbridge Wells were Withyham and
vicinity was South Eastern Railway (SER). It south of Tunbridge Wells are Frant (but in the Groombridge, but the throughout distance
opened through Tunbridge in 1842, en route village of Bells Yew Green) and Wadhurst. from London to Tunbridge Wells by this route
to Folkestone and Dover, and having diverged The Post Office found the names was almost 50 miles. In 1867 the line was
from the line southwards from London at Tunbridge and Tunbridge Wells confusing extended to form a connection, facing
Reigate Junction, now known as Redhill. when sorting mail, so suggested that the town Tonbridge, with the SER Hastings line, at what
Tunbridge Wells itself was reached three years of Tunbridge become Tonbridge in 1852. Five became known as Grove Junction,
later with the opening of a SER branch line years later the junction with the Tunbridge immediately south of Grove Tunnel, the short
from Tunbridge to a temporary terminus on Wells and Hastings line at Tonbridge was tunnel south of the SER station. Interestingly,
20 September 1845. The line involved a steep improved to its present layout, facing London passenger trains did not start using this inter-
climb out of the Medway valley, and the and immediately to the east of the station, so company spur until early 1876.
junction at Tunbridge was well to the east of obviating the need for reversal. Then, in 1868, Within two years, Groombridge was a
the station, facing Dover, necessitating trains the direct SER line from London to Tonbridge junction, with a line opening on 3 August 1868
from the station having to reverse to access via Orpington and Sevenoaks was opened, southwards for 13 miles to Uckfield, where it
the branch. There is one tunnel, Somerhill, avoiding the necessity (since 1842) of heading met an existing line up from Lewes, so

Bypassed by the SER main line to Dover of

1842, instead being the first stop for the
company’s ‘Tunbridge’ to Hastings route of
1845 to 1852. Later railway development saw
Tunbridge Wells become a core destination for
the LB&SCR – incoming services from Three
Bridges started in 1866, Brighton in 1868,
Eastbourne in 1880 and from London via South
Croydon, Oxted and Groombridge in 1888.
Oakwood Press Collection
providing a route between Brighton and

Tunbridge Wells via Uckfield and Lewes. The
junction at Groombridge faced Tunbridge
Wells, facilitating through working between
Tunbridge Wells and the coast. The first station
south of Groombridge was Eridge, and from
Redgate Mill Junction, just south of Eridge, a
line was completed on 1 September 1880 giving
access through Heathfield, Hailsham and
Polegate to Eastbourne. This line was known as
the ‘Cuckoo Line’, named after the Cuckoo Fair
at Heathfield.
The final piece of LB&SCR geography in
the area came in October 1888 with the
completion of a line from South Croydon
through Oxted and Edenbridge to join the
East Grinstead to Tunbridge Wells line
between Withyham and Groombridge stations
at Ashurst Junction. This shortened the
LB&SCR mileage from London to Tunbridge
Wells to less than 38 miles. Ashurst is the The SER line
name of the station on the line from The double-track ex-South Eastern Railway itself, opening in 1893, and known as
Edenbridge, which precedes Ashurst Junction. line to and through Tunbridge Wells branches Southborough until 1925. The main freight
Furthermore, a new spur was laid from off the main Dover line at Tonbridge and centre followed at Tunbridge Wells Central
Ashurst Junction southwards to join the climbs out of the valley of the River Medway Goods station. The down side, which was the
Tunbridge Wells to Brighton and Eastbourne for over four miles to Tunbridge Wells at site of the original temporary passenger
line north of Eridge station at Birchden gradients mostly around the 1 in 90 to terminus for 14 months until the line was
Junction. This enabled through trains to run 1 in 100 mark, but some are steeper. Shortly opened through the 823 yard Wells Tunnel to
from London to the lines through Uckfield after Tonbridge is the 410 yard Somerhill Tunbridge Wells station, was almost
and Heathfield. Finally, in June 1907, High Tunnel, and a 30-arch, 254 yard viaduct 34½ miles from Charing Cross and nearly five
Rocks Halt opened between Groombridge and intervenes before the first station is reached at miles from Tonbridge. The down side
Tunbridge Wells which served a nearby visitor High Brooms, just over 3¼ miles from buildings here, with their elegant clock tower,
attraction. Tonbridge. This station post-dates the line date only from 1911.
An LB&SCR train calls at Tunbridge Wells in the charge of 2-2-2 No 337 Yarmouth which is
painted in Stroudley’s ‘improved engine green’. Built at Brighton Works under the
supervision of William Stroudley, this Single entered traffic in October 1881 and by the
time it was withdrawn in June 1908 it was estimated to have run 857,432 miles in revenue
earning service. In the early 20th century the surviving members of the class allocated to
Battersea shed were regularly employed on the Tunbridge Wells line services.
The 29-lever Tunbridge Wells West No 2 box

and Montacute Road overbridge are in the
foreground of this 26 May 1962 scene looking
east from Tunbridge Wells (West). Extending
the line from East Grinstead as the single-track
‘LB&SCR Tunbridge Wells branch’ to the SER
involved the creation of Grove Tunnel to
burrow beneath Frant Road. The tunnel is 183
yards long and the eastern end has a similarly
long cutting, bridged by Warwick Road.
Interestingly, the signal box – a standard Saxby
& Farmer timber structure with a hipped roof,
stovepipe chimney, air vent and one window in
the front of the locking room – not only acted
as the end of single line token operation from
Grove Junction but it was also the point where
down trains from the SER became up trains on
LB&SCR metals. H.C. Casserley
A 5 January 1957 view inside Grove Junction

signal box, just south of Grove Hill Tunnel
where the LB&SCR’ s Tunbridge Wells branch
met the ex-SER Hastings-Tonbridge line. The
track diagram suspended from the ceiling
shows the incoming single-track branch from
Tunbridge Wells (West) facing Tunbridge Wells
(Central), with the block shelf and frame below.
Traditionally the branch from here was
operated under the Staff & Ticket system,
using Walker’s block instruments, but around
1960 the single-line between Grove Junction
and Tunbridge Wells West ‘B’ would go over to
Electric Key Token, the token being carried in a
leather pouch.
Dr. I. Scrimgeour/
Signalling Record Society/
Kidderminster Railway Museum
Having just passed through Grove Hill Tunnel,

Maunsell ‘Schools’ class 4-4-0 No 30927 Clifton
passes Grove Junction with a London (Charing
Cross) to Hastings service on 9 August 1952.
Hastily commissioned on 4 September 1938 as
a replacement for a SER structure that burnt
down on 23 August, the signal box used a 17-
lever Evans & O’Donnell frame. Despite the
passenger service to Tunbridge Wells (West)
and Eridge being withdrawn from 6 July 1985,
diesel units were still berthed at Tunbridge
Wells (West) so the box would not be
eliminated until the electrification of the main
line. Hastings line electric services started on
4 April 1986 and 15 days later Grove Junction
box closed.
Don Powell Collection/Kidderminster Railway Museum
JULY2015 www.steamdaysmag.co.uk 7
The 1888 link north from Ashurst Junction is traversed by Drummond ‘M7’ 0-4-4T No 30055 with the 4pm Tunbridge Wells (West) to Oxted service on
4 May 1963, during the Southern Region’s second attempt to use these engines into and out of Tunbridge Wells instead of Wainwright ‘H’ class 0-4-4Ts.
The location is Ashurst Junction, the single-track line to East Grinstead diverges beyond the trees on the right. No 30055’s stay at Tunbridge Wells West
shed would be brief, from January to September 1963, when it would be sent to Three Bridges and promptly withdrawn. J.C. Beckett
With the SER station master attired in his best dress uniform and top hat, Tonbridge station is seen on 14 September 1888, by which time its original
name had been changed from Tunbridge, and the junction for Tunbridge Wells had been remodelled so that direct running from Tunbridge Wells was
to and from London, rather than facing Dover. The multi-arch road bridge at the east end of the site is effectively the bottom of Tonbridge High
Street. The through platforms in use at this time remain key to the station but a 1935 remodelling scheme undertaken by the Southern Railway to
speed up the main line through Tonbridge would, amongst other changes, see the bay on the right become a through line making the up platform an
island and necessitating rebuilt platform canopies. Rex Kennedy Collection
A view looking east from the station

overbridge in Tonbridge on 8 April 1950 as BR-
built Bulleid ‘West Country’ Pacific No 34101
Hartland, still in air-smoothed condition prior
to its rebuilding in 1960, and subsequent
preservation, nears the station with an up
continental boat train. In contrast, on the left is
former SE&CR ‘D’ class 4-4-0 No 31490 on an
all-stations working to Ashford. A backdrop is
provided by the busy down goods yard. On the
up side of the line are more goods sidings, one
passing beneath Tonbridge ‘B’ box of June 1935,
the line for Tunbridge Wells and Hastings
branching south between these and the
(unseen) engine shed.
P.J. Lynch/Kidderminster Railway Museum
Tonbridge ‘B’ box is seen to the far left and

Maunsell ‘N’ class Mogul No 31930 is on shed to
the right as Tonbridge-allocated Wainwright ‘C’
class 0-6-0 No 31272 diverges south from
Tonbridge East Junction with a freight for
Tunbridge Wells on 6 August 1949. Completed
by the SE&CR at Ashford Works and released
to traffic on 29 February 1904, it now has to
tackle the short 1 in 53 that starts the 3½ mile
climb through to Tunbridge Wells Goods, most
of which is at 1 in 93 to 1 in 108.
P.J. Lynch/Kidderminster Railway Museum
High Brooms station in Southern Railway days, looking south across the up goods yard, which holds a number of loaded coal wagons and what appear
to be tar tankers. At a time when most towns had their own municipal gasworks, the carriage of coal was an important traffic flow. Three gasholders
can be seen, and although the winter months saw demand peak, at the time this photograph was taken gas was almost universally used for domestic
cooking and lighting. Lens of Sutton Collection
On 12 June 1957 Wainwright ‘L’ class 4-4-0 No 31771 arrives at Tunbridge Wells (Central) with a train for Brighton, and it will soon restart through Grove
Hill Tunnel, take the single-track ‘Brighton’ spur from Grove Junction and pass through Grove Tunnel. As SE&CR No 771, the last of the Beyer, Peacock &
Co Ltd batch of the class, this 4-4-0 entered traffic in October 1914 and it would be withdrawn in December 1961. In BR days this ‘L’ would be allocated
to Tonbridge from September 1952 through to May 1959, being one of 14 members of its class at the shed during this period. Mike Esau

November 1950 Brighton Works-built Fairburn ‘4MT’ 2-6-4T No 42070 leaves Ashurst station for Tunbridge Wells (West), passing Maunsell ‘Q’ class
0-6-0 No 30549, complete with stovepipe chimney, waiting in the yard for the passenger train to pass. The mid- to late-1950s would see the Southern
Region’s Fairburn 2-6-4Ts transferred to the London Midland Region in exchange for Brighton-built BR Standard ‘4MT’ 2-6-4Ts, with No 42070
transferring from Three Bridges to Willesden in December 1959. Mike Esau
Tunbridge Wells station, known as The LB&SCR lines came High Rocks Halt, where the short
Tunbridge Wells (Central) after the Grouping, The direct ex-LB&SCR route from London Groombridge-bound platform preceded a
but which has since lost this suffix, is enclosed (Victoria and London Bridge) to Tunbridge road overbridge, while the platform for trains
by tunnels at both ends, that at the south end Wells, completed in 1888, enters our domain at heading for Tunbridge Wells was beyond it.
being the 287 yard Grove Hill Tunnel, Ashurst station, 32 miles from London, and in Compared with the confined setting of the
immediately beyond which was Grove steam days it was a double-track line SER station the LB&SCR Tunbridge Wells
Junction with its ground-level signal box, throughout. After 1½ miles from Ashurst, station, known as Tunbridge Wells (West)
where the ex-LB&SCR single-track half-mile Ashurst Junction signal box was reached, from 1923, developed into a spacious affair.
spur diverged to the ‘Brighton’ station. Still where the line joined the earlier built route There was a four-road engine shed with a
climbing, the ex-SER line passes through the from Three Bridges and East Grinstead, which turntable and coaling stage, a spacious goods
286 yard Strawberry Hill Tunnel before the remained single-track throughout its existence. yard, a passenger station with three through
line becomes more undulating and passes This trailed in on the right, and on this line the roads and two bays – one facing Groombridge
through Frant and Wadhurst stations, each previous point to Ashurst Junction was the and the other facing the spur towards the SER
with staggered platforms, before beginning its simple single-platform station at Withyham. – and two signal boxes. There was an
descent towards the coast. Wadhurst station is From Ashurst Junction the line continued impressive main building of brick, including
39¼ miles from Charing Cross. towards the next station, Groombridge, but the booking and other offices and a
first came Groombridge Junction signal box, refreshment room, complete with an
where, again coming in on the right, the impressive clock tower. En route to the SER at
double-track line from Birchden Junction Grove Junction, and so to Tunbridge Wells
signal box, Eridge and the south coast joined. (Central), Tonbridge and beyond, the single-
Groombridge station, 34½ miles from London, track spur traversed a short 183 yard tunnel
had a single down platform, beyond which was beneath Frant Road.
a goods yard and an island platform, with two At Groombridge station, trains from
faces, on the up side. Tunbridge Wells heading for Eridge, Brighton
At Ashurst Junction the double-track line and Eastbourne used the same platforms as
south towards Birchden Junction signal box London or Three Bridges-bound trains, but
and Eridge diverged to the right, and this was they soon diverged left at Groombridge
used by through trains from London to the Junction signal box to reach Birchden
coast, so creating a triangle of lines with Junction, where the line from Ashurst
Ashurst, Groombridge and Birchden Junction Junction trailed in on the right. The
signal boxes at the apexes. Groombridge had four-platform Eridge station is reached after a
two distinctive signal boxes, Groombridge further mile, with its signal box and goods
Junction being a conventional LB&SCR Saxby yard, while after a further mile or so came
& Farmer structure, but that at Groombridge Redgate Mill Junction, with its signal box on
station was a tall, timber design conceived for the down side and where, again on the down
the early days of semaphore signalling, when a side, there diverged from the main double-
signal post sprouted from each corner of the track line heading for Uckfield, Lewes and
box. Continuing towards Tunbridge Wells, Brighton, the single-track ‘Cuckoo Line’ to
there was an intermediate signal box at Heathfield, and Polegate, and on to
Adam’s Well, and then, from 1907 to 1952, Eastbourne.
Despite being the earlier route, once Ashurst Junction was created in 1888 the single-track line
from East Grinstead was usurped in status by the route from Oxted to Groombridge. Protection
for Ashurst Junction is seen on 3 September 1949 in the form of a LB&SCR wooden post bracket
signal met by trains approaching from East Grinstead – the left-hand arm gives permission for
continuation to Groombridge Junction and Tunbridge Wells, while the right-hand arm guards the
link from Ashurst Junction to Birchden Junction and Eridge. SLS Collection
The creation of the Oxted-Groombridge line came with two new junctions, Ashurst and Birchden. A spur linked them giving direct route to the coast
via Redgate Mill Junction, for either Brighton or Eastbourne. These routes opened in 1868 and 1880 respectively. Eastbourne-bound on 20 May 1929 is
ex-LB&SCR ‘B2X’ 4-4-0 No B207 coming off this spur at Birchden Junction, the southernmost point of a triangle of lines. On the right is the route
from Groombridge. One of a class of 25 4-4-0s intended for the Portsmouth Direct, R.J. Billinton’s ‘B2s’ gained the sobriquet ‘Grasshoppers’ thanks to
their ‘lively ride’. SR No B207 was new in June 1897 as LB&SCR No 207 Brunel and it was reboilered as a ‘B2X’ in July 1909, upgrading the power and
ensuring its use until October 1931. Withdrawal for this class was a knock-on effect of third-rail electrification for the Brighton main line.
George R. Grigs/Rail Archive Stephenson
The eastern point of the 1888 triangle was

Groombridge Junction of August 1868, this west-
facing view being taken on 27 September 1927. In
the shadow of a lattice footbridge, the distant box
is sited in the ‘V’ of the lines from Birchden
Junction (left) to and from Eridge and the coastal
routes, and Ashurst Junction (right) for the Oxted
or East Grinstead routes. Tall signal posts
counteract sighting difficulties caused by the
distant footbridge and the road bridge used by
the photographer, the lower quadrants being of
the 1880-type. The ‘road’ is set for a train from
Ashurst Junction and through Groombridge
station. O.J. Morris/Rail Archive Stephenson
A close up view of Groombridge Junction box in

1956. Commissioned in 1880, it is a typical Saxby
& Farmer structure. John Saxby was an LB&SCR
carpenter who invented a system for interlocking
points in 1856 and then joined forces with
another employee, John Farmer in 1862. The
LB&SCR modernised its network using Saxby &
Farmer equipment through to 1880. Author

Groombridge Station signal box in 1956 sited at the throat of the down side yard on the Tunbridge
Wells side of the station. Opened in 1866, it was known as Groombridge East between 1888 and
1907 when a box between here and the junction opened and it was then demoted to groundframe
status. These two signalling installations and that at Groombridge Junction would close in 1958,
when replaced by a modern signal box near to that of the pictured box. However, the new box
would close with the Ashurst spur from 6 January 1969. Author
The Southern Railway sign at the entrance to The last surviving member of the once 36-
the Tunbridge Wells-bound platform at High strong fleet of R.J. Billinton ‘D3’ 0-4-4Ts,
Rocks Halt was still in situ on 14 April 1952. No 32390, leaves Groombridge with an evening
The halt would close on 5 May, just three weeks Oxted-Edenbridge (Town)-Tunbridge Wells
later. Author (West) duty shortly after the introduction of
the summer 1955 timetable. The upper
quadrant signal is controlled by Groombridge
Station box, which is out view to the left of the
photographer. The ‘motor-train’ is made up of
ex-L&SWR stock, while the 0-4-4T is a May
1894 product of Brighton Works, originally
LB&SCR No 390 St. Leonards. Some 29 of this
class survived nationalisation, albeit only 16
lasted long enough to gain a British Railways
number. The crunch year proved to be 1953,
when six ‘D3’ withdrawals left No 32390 as the
only survivor, but it gallantly steamed on until
September 1955. Author
The 10.30am London (Victoria) to Tunbridge Wells (West) via East

Grinstead train is seen on Sunday, 15 March 1953 between
Groombridge and Tunbridge Wells. It is approaching the site of
High Rocks Halt behind ‘U1’ class 2-6-0 No 31905. An August 1931
product of Eastleigh Works, this three-cylinder Maunsell Mogul
would serve until that last day of 1962. Author
Tunbridge Wells West engine shed in April 1963, five months before its closure. On shed are two
BR Standard ‘4MT’ 2-6-4Ts and an ex-SE&CR ‘H’ class 0-4-4T. Another ‘H’ class departs from the
neighbouring station with an Oxted line working, and a third ‘H’ is between the shed and station.
In BR days the shed was only allocated tank engines, with the Fairburn and BR Standard 2-6-4Ts
and Wainwright ‘Hs’ numerically the most common classes. Ken Wightman
Train Services: Hastings Line Chatham Railway (SE&CR). Another The zenith of Southern Railway services
Tunbridge Wells was considered by the SER to development was the opening, in 1902, of a was in the pre-war summer of 1939. There
be a highly important station, and virtually all SE&CR branch line to Bexhill from a new was an emerging element of a regular-interval
Hastings line expresses called there. There station at Crowhurst, some three miles before timetable, with many Hastings trains leaving
were also stopping trains originating either in the coastal stations begin in St. Leonards. This Charing Cross at 25 minutes past the hour,
London or at Tonbridge, most of these ran new line was almost entirely worked as a while another feature was the inclusion of a
through to the coast. A few such services, branch, but there was the occasional through first and third class Pullman car in the
however, intended only for Tunbridge Wells, train from London through Tunbridge Wells. majority of such trains, including those out of
would run through at least to Frant, but The first weekday down service in the Cannon Street. There were ten London to
latterly on to Wadhurst as the cramped summer of 1922 was the third-class-only Hastings trains on Mondays to Fridays (with
conditions between the two tunnels at 3.40am from Cannon Street to Hastings, another late night departure on Wednesdays),
Tunbridge Wells inhibited trains terminating which was probably used as a newspaper 14 on Saturdays, and nine – with two extras in
and running round there. A significant but not train. Preceded by some local services starting August – on Sundays. The Sunday trains also
long-lasting feature of services in the 1890s in Tonbridge, the next London departure was catered for the heavy traffic in day-trippers to
was a daily train from London to Hastings the 9.15am express from the seaside. Local services included
formed of six luxurious vestibuled American Charing Cross, this ‘A significant but not seven all-stations trains, but the
cars made in the USA but assembled at the being followed by nine biggest change from pre-Grouping
SER’s Ashford Works. There was also a further trains on long-lasting feature of days was the frequent service of
‘Tunbridge Wells Pullman’ of a single similar Mondays to Fridays, services in the 1890s some 20 trains each way over the
home-built vehicle in an otherwise ordinary with a ‘summer extra’ on was a daily train from spur from Tunbridge Wells
train. In 1899 the working of the SER Fridays, and 12 on
London to Hastings (Central) to the ex-LB&SCR
company was merged with that of the London, Saturdays. Some of the network at Tunbridge Wells (West).
Chatham & Dover Railway, the two lines rush-hour trains, formed of six luxurious In the down direction, eight of these
becoming known as the South Eastern & Monday to Friday vestibuled American continued to Brighton, and one to
evenings and Saturday cars made in the USA’ Eastbourne. Two of the Brighton
mid-day, originated at trains originated in Maidstone
the city Cannon Street (West), reversed at Tonbridge, and
station, instead of Charing Cross. In addition then ran semi-fast. There were ten down
to the coast trains, there were 20 or so other trains over the spur on Sundays, seven going
services, either stopping trains originating on to the coast.
mostly in Tonbridge, or London trains As the British Railways era began in 1948,
terminating at Wadhurst, together with four London departures were still often from
trains from Tonbridge running over the spur Charing Cross at 25 past the hour, with 14 on
in Tunbridge Wells to the LB&SCR and on to Mondays to Fridays, 12 on Saturdays and six
Brighton. on Sundays. The traditional Pullman cars had
A feature of rush-hour services were the not resumed on this line after the war, but two
up and down Hastings to Cannon Street non- Pullman vehicles were allocated to the route,
stop trains from Tunbridge Wells in the but these were merely buffet cars, each
mornings, and from Cannon Street to making one weekday up journey from
Tunbridge Wells in the evening. These gave Hastings and one down trip. The rush-hour
journey times between Tunbridge Wells and fasts from Cannon Street to Tunbridge Wells
London of as little as 45 to 51 minutes. One of were the 5.06pm and 6.03pm on Mondays to
these trains in either direction originated Fridays, and the 12.18pm and 1.02pm on
from, and ran to, Bexhill instead of Hastings. Saturdays. There were three or four slow
Sunday services comprised four from London trains from Tonbridge to Hastings, and a few
to Hastings, three stoppers from Tonbridge to as far as Wadhurst, these often providing
Hastings, and three locals within the additional London to Tunbridge Wells
Tonbridge/Tunbridge Wells area. services by connecting with London to

Less than five miles south of Tunbridge Wells on the Hastings main line, this June 1957 view finds No 31786, a Maunsell ‘L1’, the last inside-cylinder
4-4-0 class built for Southern Railway use, near Wadhurst with a Sevenoaks to St. Leonards-on-Sea and Hastings service. The stock is a three-coach
ex-SE&CR ‘Birdcage’ set of compartment coaches, with a vacuum fitted van at the rear. Allocated to Gillingham shed, No 31786 was completed in
April 1926 by the North British Locomotive Co Ltd, and it would be withdrawn in February 1962. Ken Wightman
Folkestone, Dover and Deal fast duties at Train services: Brighton lines LB&SCR Tunbridge Wells services
Tonbridge. Trains over the spur to Tunbridge The SER’s lines had quickly spanned the coast eventually settled down to the more gentle
Wells (West) were at about half the pre-war from Margate round to Hastings and pace of stopping trains. In the context of
level, no longer with the Maidstone starters, St. Leonards, and the company soon had its Tunbridge Wells LB&SCR, these are the
but there were a few through trains from eyes farther along the coast on Eastbourne, services from Victoria or London Bridge in
Tonbridge to Brighton. despite the fact that this rapidly emerging resort rush-hours, to Tunbridge Wells via Oxted and
The Hastings line tunnels were to have had been reached by the LB&SCR as early as Edenbridge, also via Oxted and East
long lasting effects on rolling stock. As early 1849. The SER never did fulfil its ambition of its Grinstead, and the oldest of services, those
as 1862, one of the tunnels, Wadhurst, was in own line to Eastbourne, but what did eventually from Three Bridges and East Grinstead to
danger of collapsing, and it was emerge was the right for Tunbridge Wells. Trains from Tunbridge Wells
found that the contractor who built ‘Some of the SE&CR the SER to operate trains to to the coast had handy connections, often at
this tunnel, and others, had lined three-car non-corridor the town over the LB&SCR Groombridge with trains from London
them with insufficient layers of sets, with their route from Tunbridge heading into Tunbridge Wells, as well as those
brick. So to stabilise the structures, Wells via Heathfield, which heading out of Tunbridge Wells for the
further layers of bricks were birdcage look-outs in was completed in 1880. So Brighton and Eastbourne lines.
inserted, making the tunnels the guard’s/luggage it was that in April 1884 On weekdays in 1922, there were six daily
narrower. For many decades this compartments at each the SER instituted a first trains from London to Tunbridge Wells via
did not matter as all SER/SE&CR and second class express the direct route through Oxted and
stock could get through, but the
end of the set, from Cannon Street to Edenbridge, together with a coach for
Southern Railway era saw standard, remained on the Eastbourne, via the inter- Groombridge and Tunbridge Wells slipped at
wider, corridor stock built to take Hastings line until the company spur in Ashurst from the 3.45pm fast from Victoria to
advantage of more generous end of steam.’ Tunbridge Wells and the the Uckfield and Heathfield lines. Connecting
loading gauges on other parts of the Heathfield line. However, with four other London to Uckfield trains was
network. So when new corridor stock was this was not a success, and the service ceased a local train, sometimes a third-class-only
needed for the Hastings line, it had to be the following year. ‘motor-train’ running from Ashurst to
narrower than standard vehicles, with, in side- Another service that did not last long Groombridge and Tunbridge Wells. There
corridor coaches, just three seats each side in represented the LB&SCR’s desire, following were also six, seven on Saturdays, trains from
third class compartments, and only two each the opening of its direct London to Tunbridge London to Tunbridge Wells via the longer
side in first class. In the 1930s these coaches Wells route via Edenbridge, to compete route through Oxted and East Grinstead, but
carried roof-boards reading ‘LONDON seriously for London to Tunbridge Wells most of these connected at Oxted to local
TUNBRIDGE WELLS ST. LEONARDS AND traffic with fast trains. In 1895, for example, trains direct via Edenbridge, which gave an
HASTINGS’. Some of the SE&CR three-car the 3.45pm from Victoria had its first stop at earlier arrival into Tunbridge Wells. From
non-corridor sets, with their birdcage look- Groombridge, reached in 53 minutes. With Three Bridges to Tunbridge Wells, five trains
outs in the guard’s/luggage compartments at just a seven minutes run on to Tunbridge were scheduled each day.
each end of the set, remained on the Hastings Wells – this equalled SER running times out From Tunbridge Wells to the Brighton line
line until the end of steam. of Charing Cross. there were ten trains each weekday, four
On 18 May 1936 the three-coach 11.36 Tunbridge Wells to Brighton local service awaits departure
time from West station behind Billinton ‘E4’ No 2580. When completed at Brighton Works in July
1903, this 0-6-2T was named Shermanbury, after a small settlement near Horsham. Like many of the
class No 2580 would have a long working life – it would not be condemned until April 1962, when
working out of Brighton shed. Note the Southern Railway’s ‘West’ addition below the ‘Tunbridge
Wells’ station sign, and the ‘Victoria’ destination board on hand for a following service. H.C. Casserley
originating on the SE&CR in Tonbridge, while From Tunbridge Wells to or towards the coast number of through trains to these two lines
there six to the Eastbourne line, two of which on Sundays there were three trains each to which ran through from London via the
ran only as far as Heathfield. From London both Brighton and Eastbourne, and two more Ashurst Junction to Birchden Junction route
direct to these coastal lines there were seven which ran just as far as Uckfield. direct to Eridge, down to five, with a Mondays
trains, with an extra on Mondays to Fridays, all In Southern Railway days, the slip to Fridays extra. Sunday service levels in 1939
of which ran to the Uckfield line, and there workings ceased and by 1939 there was a were, again, slightly up on 1922, except for the
were through carriages for the Heathfield line slight increase in the number of London to Brighton line, where there were as many as 11
on three of these. In one instance, the 6.06pm Tunbridge Wells (West) via Edenbridge trains, trains, six originating in Tonbridge and two
Mondays to Fridays from Victoria to Uckfield, compensated by a slight decrease in through terminating at Uckfield. Indicative of day trips
the Heathfield portion was slipped at Ashurst, services from London via East Grinstead, with to the seaside was the 12.02pm Summer
the main train continuing non-stop to an increase in through trains from Three Sundays service from Tunbridge Wells (West),
Crowborough, the next station south of Eridge. Bridges to Tunbridge Wells (West) to which ran non-stop to Brighton, except for a
Into Tunbridge Wells on Sundays, there maintain service levels on the East Grinstead call at Lewes.
were three trains from London via to Tunbridge Wells section. The general In 1948, services were at much the same
Edenbridge, with a further connection from number of trains on the lines to Brighton and level as in 1939, except for those between
Ashurst with the one Sunday service from Eastbourne was, again, slightly higher than at Tunbridge Wells (West) and Brighton,
Victoria to Brighton via Uckfield. There were the end of the LB&SCR era. Where there was reflecting, perhaps, the times of austerity after
also two Sunday trains from Three Bridges. a decrease in service, however, was in the World War II, with fewer holidays and day
The only Billinton ‘J1’ class Pacific tank, No 32325, draws away from Tunbridge Wells (West) with a train for Lewes in June 1950, while a Maunsell ‘U1’
class three-cylinder Mogul waits at the adjacent platform. The two ‘J’ class 4-6-2Ts were relatively easy to tell apart as No 32325 was fitted with inside
Stephenson valve gear and No 32326 had outside Walschaerts gear. Both engines ended their working lives at Tunbridge Wells, having been displaced
by electrification from their original LB&SCR and Southern Railway duties.

Ex-London, Chatham & Dover Railway ‘R’ class

0-4-4T No 31666 stands in the bay at the west
end of Tunbridge Wells (West) station with a
pull-and-push train for Oxted via Edenbridge
(Town) shortly after the introduction of the
new regular-internal timetable in June 1955.
The coaches are former LB&SCR stock. Built
to the last William Kirtley-design, this 0-4-4T
was new in November 1891 as LC&DR No 207,
but the birth of the SE&CR saw it become
No 666. By 1955 there were just two of the 18
‘Rs’ left in traffic, and two of the slightly more
powerful ‘R1s’, No 31666 becoming the last of
its class from August 1955, albeit only until its
withdrawal in the December. Author
In 1913 Richard Maunsell became the

South Eastern & Chatham Railway Chief
Mechanical Engineer. He had some input into
Wainwright’s ‘L’ class, and he also rebuilt some
of the Wainwright 4-4-0s into ‘D1’ and ‘E1’
classes. Before the Grouping he also
introduced two types of mixed-traffic outside-
cylinder 2-6-0s, the ‘N’ (two cylinders) and
‘N1’ (three cylinders) classes. As locomotive
sizes were increasing, the Hastings line’s
narrow tunnels were causing problems. Only
trips to the seaside. A morning train through 4-4-0s would still be in use when steam the ‘N1s’ were permitted through them, and
from London to the Uckfield line had also bowed out in the late 1950s. six were built between 1922 and 1930 for use
disappeared. Big changes did come about in Following Cudworth, came James Stirling mainly on freight over this route. In Southern
1955 and 1956 with the introduction of hourly with his ‘A’, ‘F’ and ‘B’ class domeless boiler Railway days a similar passenger ‘U’ class
regular-interval timetables, with extras at 4-4-0s and ‘O’ class 0-6-0s. The graceful ‘F’ 2-6-0 emerged, and again only the three-
rush-hours. In 1955 came an hourly Victoria class had 7ft diameter driving wheels, hardly cylinder variety, the ‘U1’, was permitted
to Tunbridge Wells (West) via East Grinstead conducive to the Hastings line gradients, but through Tunbridge Wells. In 1926 came the
service, with a connecting ‘motor-train’ from there are many reports of their working trains final inside-cylinder 4-4-0, the Maunsell ‘L1’
Oxted to Tunbridge Wells via Edenbridge, on this route through Tunbridge Wells. In class.
(giving an earlier arrival at ‘The Wells’), and their rebuilt forms, many of these Stirling Maunsell’s greatest legacy to the Hastings
the previous through workings from Three locomotives lasted until living memory. line was the powerful three-cylinder ‘V’ or
Bridges to Tunbridge Wells were replaced by Harry Wainwright took over in 1899, and ‘Schools’ class 4-4-0, of which 40 were
an hourly Three Bridges to East Grinstead his 4-4-0s comprised classes ‘D’, ‘E’ and ‘L’, with constructed between 1930 and 1935. They
shuttle. Hourly services from Tonbridge to the ‘C’ class as his 0-6-0. He also rebuilt many of revolutionised services through Tunbridge
Brighton and from Tunbridge Wells to his predecessor’s engines into the ‘F1’, ‘B1’ and Wells (Central), being introduced on the route
Eastbourne began in 1956, with the hourly ‘O1’ classes. For local workings he had designed in July 1931 after some modifications to track
motors from Oxted being extended from the ‘H’ class 0-4-4T, a development of Stirling’s and platforms. Although built with the
Tunbridge Wells through to Tonbridge. A ‘Q’ class, while the London Chatham & Dover Hastings line in mind, hence the inwards-
number of through trains continued from Railway ‘R’ and ‘R1’ 0-4-4Ts also featured at sloping cabs and tender tops for the narrow
London to the Uckfield and Brighton line. Tonbridge shed. An unusual Wainwright type tunnels, the ‘Schools’ were used on many
that was seen at Tunbridge Wells from time to other parts of the network. After Maunsell
Motive power: Hastings line time was his ‘J’ class 0-6-4T, of which only five retired, Oliver Bulleid took over as CME in
In 1845, James Cudworth became the South were built, in 1913. late 1937, and although his air-smoothed
Eastern Railway Locomotive Superintendent,
and he was destined to hold this post for no
less than 31 years. The mainstay of his fleet
were 2-4-0s for passenger work and 0-6-0s for
freight. Steadily improving designs of 0-6-0
were to remain on the Hastings line freight
workings through Tunbridge Wells until the
end of steam. For passenger work, the inside-
cylinder 4-4-0 was destined to emerge and
This 17 July 1926 view on Tonbridge shed finds

Stirling ‘O’ class 0-6-0 No 49 flanked by
Wainwright ‘D’ class 4-4-0 No 75 to the left, and
Wainwright ‘C’ class 0-6-0 No 54 to the right.
Sited just east of Tonbridge station, on the south
side of the Ashford main line in the triangle
between the original and subsequent
connections for the route to Tunbridge Wells,
the origins of this shed date back to 1842 and it
was rebuilt into the form seen here by the SER,
which allocated it 30 locomotives, a number
maintained in Southern Railway days. A new
roof would be needed in 1955 but by 1962 only
ten or so engines remained on the books, the
shed closed in June 1964. H.C. Casserley
SE&CR ‘F1’ class 4-4-0 No 110 heads a train of Royal Tank Corps-branded British Army ‘Whippet’ tanks past hop fields near Tonbridge circa 1920. With
their armaments removed and now quite possibly heading for decommissioning at Bovington Camp in Dorset, the tanks face the back of the train, half of
them have their rear door open. They are almost certainly returning from the Western Front via the port of Richborough. The ‘F1’ was Harry
Wainwright’s reboilered version of the Stirling ‘F’ class. No less than 88 ‘Fs’ were put into traffic, and 76 were rebuilt as ‘F1’ between 1903 and 1919, with
the December 1895-built No 110 converted in June 1907. Withdrawal for this engine would come about in July 1946 as Southern Railway No 1110.
Pacifics were too large for the Hastings line, on passenger workings. Tender locomotives 0-6-0s, together with the ‘E1’ class 0-6-0Ts,
his wartime-built ‘Q1’ class 0-6-0s did make were to be seen mainly on freight and on which also had survivors into early British
occasional appearances through Tunbridge many of the through passenger trains from Railways days. His passenger tender engines
Wells (Central). London to the Uckfield line that by-passed included 2-2-2s, but were mainly 0-4-2s.
Tunbridge Wells itself, over the Ashurst Larger locomotives came with the arrival
Motive power: On the ‘Brighton’ Junction to Birchden Junction direct route. of Robert Billinton, who took over in 1890
Locomotive matters on the London, Brighton Stroudley’s tank locomotive for longer and designed the ‘D3’ 0-4-4T and some
& South Coast Railway when the line opened distance passenger workings were the ‘D1’ 0-6-2T classes including the mixed-traffic
to Tunbridge Wells in 1866 have been class 0-4-2Ts, of which 125 were built. ‘E4s’ and the passenger ‘E5s’. Tender
described as chaotic, under Locomotive Although their withdrawal began in LB&SCR locomotives included the ‘C2’ 0-6-0s, and
Superintendent John Chester Craven, who days, as late as 1947, the last year of the several classes of 4-4-0, the most successful of
was in office from 1848 to 1869. Matters were Southern, ‘D1’ No 2215, the erstwhile which were the 33 ‘B4s’ built between 1899
to improve with the arrival of his successor at Stockwell, was allocated to Tunbridge Wells and 1902, seven of which just lasted into
Brighton, William Stroudley, who introduced West shed, and as late as the spring of 1949, in British Railways days and were occasionally
standard locomotive classes, many of great BR days, the author recalls a journey from seen at Tunbridge Wells.
elegance. Stroudley’s locomotives are also Tunbridge Wells (West) to Eastbourne via the Robert Billinton continued the tradition
renowned for their names, and for the striking ‘Cuckoo Line’ behind ‘D1’ No 2253, once of naming passenger locomotives, even the
‘improved engine green’, or ‘golden ochre’ named Pelham. It was a ‘D1’, No 279, which mixed-traffic ‘E4’ class 0-6-2Ts, but things
livery on his passenger types. carried the name Tunbridge Wells. Goods were to change with the arrival of Douglas
Compared with the 62-mile runs of locomotives designed by Stroudley were Earle Marsh from Doncaster in late 1904. He
London to the coast trains on the SER
through Tunbridge Wells, necessitating tender
locomotives, the LB&SCR trains converging
on Tunbridge Wells from London, Three
Bridges, Brighton or Eastbourne had overall
journeys of merely 35 miles or so, so tank
locomotives tended to predominate, at least
Sunday morning at Tunbridge Wells: a typical

Hastings line train, the 9.25am London
(Charing Cross) to Hastings on 6 July 1952. It is
seen just south of Grove Junction, where the
line linking Tunbridge Wells (Central) and
Tunbridge Wells (West) diverged. Maunsell
‘Schools’ class 4-4-0 No 30930 Radley, on
Bricklayer’s Arms duty No 86, is hauling three
3-car ‘Restriction 0’ slim-line corridor sets. The
‘115’ obscuring the smokebox dart is the train
identification number. Completed at Eastleigh
Works on 30 September 1934, fifteen of the
class would ultimately be withdrawn from
Brighton shed, No 30930 suffering this fate at
the end of December 1962. Author

R.J. Billinton-designed ‘E5’ 0-6-2T No 32587 is

seen at Tunbridge Wells West shed on
2 December 1951, sandwiched between two
newcomers, BR Standard ‘4MT’ 2-6-4Ts
Nos 80017 and 80013. No 32587 was completed
December 1903 as LB&SCR No 587 Brighton,
its class of 30 engines being to date the largest
tanks built by the company. The third Robert
Billinton design of 0-6-2T radials, they were
really an enlarged version of his ‘E4’, with larger
wheels (5ft 6in) and a longer firebox, their
raison d’être being semi-fast outer suburban
work and country passenger services. No 32587
would serve until October 1954, but the last
four members of the class survived until
January 1956, only one of those being of the
‘E5X’ variant. Author
designed some fine locomotives, but the

names on the locomotives gradually
disappeared. His most successful types were
Atlantics, the ‘H1’ and ‘H2’ express types and
the ‘I3s’, the best of four classes of 4-4-2T and
two 4-6-2Ts. He also rebuilt his predecessor’s those between Tonbridge and Brighton. not taken place, something would have been
‘C2’ 0-6-0s into the ‘C2X’ class. The ‘I3s’ Southern and ex-SE&CR rolling stock began done. As it was, in early April 1948 two
became commonplace on trains to and from to predominate as much LB&SCR stock was ex-LMS Fairburn ‘4MT’ 2-6-4Ts, Nos 42198
Tunbridge Wells (West) as they were displaced out-of-gauge and was put aside. Happily, and 42199, were successfully tried out on the
by main line electrification in the 1930s and former ‘Brighton’ two-car pull-and-push sets, Southern Region, with No 42199 working
the two 4-6-2Ts, Nos 2325 and 2326, finished of narrower width, did survive, and into between London and Tunbridge Wells (West).
their days at Tunbridge Wells. The ‘H2’ British Railways days. Even in January 1947, Following this, similar locomotives were built
Atlantics were the highlight of some London 24 years after the Grouping, the allocation to at Brighton Works from 1949, with many
to Uckfield line direct trains well into the Tunbridge Wells West shed comprised entirely allocated to work on routes to and from
1950s, including the well-loaded, rush-hour ex-LB&SCR types. There were 30 locomotives: Tunbridge Wells (West). Then, from 1951,
6.10pm service from Victoria. The Brighton’s Stroudley ‘D1’ 0-4-2T No 2215, five Robert came the British Railways Standard ‘4MT’
last Locomotive Superintendent was Lawson Billinton ‘D3’ 0-4-4Ts fitted for pull-and-push 2-6-4Ts, which had an advantage over the
Billinton, son of Robert, who took over in working and three each of his ‘E4’ and ‘E5’ Fairburn 2-6-4Ts in that their narrower cabs
1912, and his ‘K’ class 2-6-0s and ‘B4X’ 4-4-0s 0-6-2Ts as well as 11 Marsh ‘I3’ 4-4-2Ts and enabled them to work through the tunnels on
were common place. five of the Maunsell rebuilt ‘I1X’ 4-4-2Ts the route from Tunbridge Wells (West) to
Maunsell’s various Moguls and his ‘Q’ together with ‘J1’ 4-6-2T No 2325 and ‘J2’ Tonbridge.
class 0-6-0s came on the Tunbridge Wells No 2326. Other intruders from outside that
(West) scene too, as did many ex-SE&CR The Southern Region authorities were appeared at Tunbridge Wells (West) were
types following the increased number of known to be concerned about this aging some of the British Railways-built Ivatt ‘2MT’
through trains off the ex-SE&CR, for example motive power and even if nationalisation had 2-6-2Ts. Other changes included the gradual
Marsh ‘J2’ class 4-6-2T No 32326 enters Eridge while carrying early BR livery and piloting Marsh ‘I3’ class 4-4-2T No 32089, which is in plain black and
is adorned with the British Railways’ small lion over wheel totem. The train is the 9.55am Eastbourne to Tunbridge Wells (West) on Easter Monday,
26 March 1951. The ‘I3’ was completed at Brighton Works in December 1912 and it would be withdrawn in April 1951, while the ‘J2’ emerged from
Brighton Works in March 1912 and likewise its days were numbered, its withdrawal coming in June 1951. R.C. Riley/Rodney Lissenden Collection
On 25 January 1964 Redhill-allocated BR Standard ‘4MT’ 2-6-4T No 80144 calls at Rotherfield & Mark Cross station with the 9.56am Tonbridge to
Eastbourne ‘Cuckoo Line’ service. This line would officially close from 14 June 1965, being immediately abandoned between Redgate Mill Junction,
Eridge through here to Heathfield, although diminishing residual freight use of the southern section would then see that cut back to Hailsham from
April 1968, and to Polegate in September 1968. New to Neasden in September 1956, No 80144 was transferred to the Southern Region at Brighton in
December 1959. A Redhill engine from January 1964, the ‘Cuckoo Line’ closure in June 1965 saw it put in store at Salisbury, its career restarting five
months later at Eastleigh. Edwin Wilmshurst
replacement of the ex-LB&SCR ‘D3’ 0-4-4Ts The Brighton lines at Tunbridge Wells 8 July 1985, to be precise, Tunbridge Wells
on ‘motor-trains’ by ex-SE&CR ‘H’ class (West) retained steam traction until late 1963. (West) was no more.
0-4-4Ts that had recently been fitted with Here the diesel-electric-multiple-unit In 2015 the ex-SER/SE&CR route through
pull-and-push apparatus. When the regular- changeover occurred with the delivery of the Tunbridge Wells has the benefit of third-rail
interval services began in 1955, some three-car Oxted Line sets of Class 207 electric traction, which was introduced in
ex-London & South Western Railway (numbered in the 13XX series). These units 1986 using full-width standard multiple-unit
Drummond ‘M7’ 0-4-4Ts were transferred to were also of somewhat narrow construction, stock, the passage of which has been enabled
the Oxted to Tunbridge Wells pull-and-push but not to the same extent as the Hastings line by reducing to single-track the line through
workings, but they did not prove popular with units, to permit them to work through the four of its short but narrow problem tunnels,
locomotive crews, and eventually left the tunnels between Tunbridge Wells (West) and including Somerhill (just south of Tonbridge),
scene. Tonbridge. Some rush-hour workings used Strawberry Hill (south of Tunbridge Wells),
The locomotive allocation at Tunbridge locomotive-hauled stock, powered by and Wadhurst. An improved layout also
Wells West shed in November 1954 was very Birmingham Railway Carriage & Wagon permits trains from London to reverse at
different to 1947. There were three ex-SE&CR Works ‘Type 3’ Bo-Bo diesel-electrics in the Tunbridge Wells, and even an off-peak service
motor-fitted ‘H’ 0-4-4Ts and still three ‘D6500’ number series. By this time, on some provides four trains an hour from London,
ex-LB&SCR ‘E4’ 0-6-2Ts. In addition, there London to Uckfield line trains, by-passing two of which go on to Hastings.
were four Ivatt 2-6-2Ts, five Fairburn 2-6-4Ts, Tunbridge Wells (West) itself, the Oxted line’s The ex-LB&SCR network in 2015, now just
and eight British Railways Standard 2-6-4Ts. ultimate locomotive type had been the London to Uckfield line hereabouts, as just
Things had changed, but steam was not to last introduced, the Bulleid Light Pacifics, along mentioned, offers diesel traction in the form of
forever. with some British Railways Standard 4-6-0s. Class 170 units on an hourly weekday service
But services at Tunbridge Wells (West) between London Bridge and Uckfield, with
… and so to today were to change in another way too: yes, half-hourly trains in rush-hours. On Sundays,
The first erosion of the steam power base in Doctor Beeching – living in nearby East an hourly Oxted-Uckfield shuttle connects out
Tunbridge Wells came with the introduction Grinstead by the way! – arrived with his of the London-East Grinstead electric trains at
of six-car corridor diesel-electric-multiple- famous ‘Reshaping Report’ of 1963. This Oxted. South of Hever, some 4½ miles north of
unit trains on the ex-SER/SE&CR London to presaged the closure of the ‘Cuckoo Line’ Ashurst, the route has been reduced to single-
Hastings line through Tunbridge Wells from Redgate Mill Junction to Hailsham (the track, but there are two long passing loops in
(Central) in 1957. These Class 201 units Tunbridge Wells (West)-Eastbourne service), the Ashurst and Crowborough areas to permit
(numbered in the 10XX series) were of austere which took place in 1965, while the Three a 30-minutes interval service.
appearance, being of narrow width, in fact Bridges-East Grinstead-Ashurst Junction Finally in 2015, Tunbridge Wells and its
they were straight-sided in order to pass route – whence trains continued to Tunbridge former West station are renowned for the
through the route’s problem tunnels and six Wells (West) – succumbed at the beginning of heritage Spa Valley Railway, a single-track
of the units had Buffet Cars. A regular- 1967. Another casualty was the Uckfield line route on the ex-LB&SCR formation from
interval timetable provided for many down south of Uckfield itself, namely the Uckfield Tunbridge Wells (West) through High Rocks
trains from London to divide at Tunbridge to Lewes section, which went in 1969. This and Groombridge to Eridge, which from
Wells (Central), with the leading unit strangled the line’s use as another route from Birchden Junction into Eridge station itself
proceeding fast to the coast and the rear unit Tunbridge Wells to the coast, in this case to runs alongside the Network Rail London to
following and calling at all-stations; Brighton. Then, as late as 1985 the last Uckfield track. This heritage line happily has
corresponding joining of units occurred on up remaining service through Tunbridge Wells the ex-LB&SCR locomotive shed at Tunbridge
services. The changeover to diesel traction (West), that from Tonbridge to Eridge, ceased, Wells (West), and an adjacent platform for its
was not absolute at that time, as some steam leaving on the network of lines we have been trains, although at both High Rocks and
workings did linger on for a while, into 1958, studying, just the route from London through Groombridge today’s Spa Valley stations are at
in addition to the steam operation of freight Oxted, Edenbridge, Ashurst, Eridge and slightly different locations from their
trains. Crowborough to Uckfield. With effect from predecessors, but steam lives on!

2 ND
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EVENTS Magazine
The Great Western Railway’s ‘ROD’ 2-8-0s
With their days with the Railway By 1917 the need to source locomotives for the war effort in France couldn’t be met by requisition
alone, so, perhaps under the influence of Sir Sam Fay of the Great Central Railway in his role as
Operating Division of the Royal Director General of War Transport, no less than 521 of the proven GCR ‘8Ks’ went on to be
commissioned by order of the Ministry of Munitions. While many were stored post-war and cut up
Engineers over, Andrew Wilson by the late 1920s, the last of those purchased by the GWR would steam into 1958. On Sunday,
15 June 1952, fresh from what would prove to be its final overhaul and repaint at Swindon Works,
looks at the Robinson 2-8-0s that one of the 32 ROD 2-8-0s erected by Nasmyth, Wilson & Co Ltd in Patricroft is seen running as
No 3026. Its front coupling is hooked-up in true GWR fashion as it heads a freight past the works.
were owned by the GWR and Allocated to Banbury, a final transfer to Pontypool Road would come about in September 1954,
BR(WR). but within two months it would be called into Swindon Works for breaking up.
R.C. Riley/Transport Treasury
y maternal grandmother came from plates, seemed to be that little bit different, more The comparable dimensions for
M Aberdare, and her sister, Sally, married

a Dai Clements who eventually
became an engine driver at Landore, having
so than the Stanier ‘8Fs’ and Riddles WD 2-8-0s
that were also allocated to the Western Region.
Designed by J.G. Robinson for the Great
Churchward’s No 97 were 4ft 7½in coupled
wheels, 3ft 2in pony wheels, 2,143sq ft of
heating surface, a taper boiler pressed to
been a fireman at Southall at the turn of the Central Railway, the first example of what 200psi (later raised to 225psi), 27.22sq ft of
20th century. By the time I was old enough to became the ‘8K’ class, GCR No 966, emerged grate, 18½in x 30in cylinders with 8½in
remember family visits to Neath with my from Gorton Works in April 1911, eight years piston valves (later increased to 10in),
mother and grandmother, Dai was long dead, after G.J. Churchward’s first 2-8-0, No 97, had activated by inside long-travel Stephenson
but his son, Harold, was still working at the local been completed at Swindon Works. The ‘8K’ valve gear. Initially the nominal tractive effort
shed, albeit not on the footplate because of his was in effect a superheated enlargement of was 29,775lbs, but the later modifications
failing eyesight. Visits to the shed were frequent Robinson’s ‘8A’ class 0-8-0. The driving wheels raised this to 33,495lbs. In the wake of these
and it was on one of these that I first were 4ft 8in diameter and the pony truck had two pioneers, Table One provides comparison
encountered a Western Region ‘ROD’ 2-8-0, 3ft 6in wheels, while the boiler had a heating figures for the various production 2-8-0s that
No 3041. All I remember about that encounter surface of 1,809sq ft, a 26.24sq ft grate, and it would see work as Great Western locomotives,
was the footplate ride up and down the yard and was pressed to 180psi. The two outside or would later be allocated to British Railways
the hard ride over the less than perfect track. cylinders of 21in x 26in were supplied by 10in (Western Region) sheds.
With their large diameter parallel boilers piston valves located inside the frames and In June 1914 there were 126 ‘8K’ 2-8-0s in
and Great Central Railway flared-top tenders, were activated by Stephenson valve gear. traffic on the GCR, and during World War I
the ‘3000’ class or ‘RODs’, despite their GWR No 966’s nominal tractive effort at 85% of the the design was chosen for military use by the
brass safety valve bonnets and cast cab number boiler pressure was 31,326lbs. Railway Operating Division (ROD) of the
Table One
Comparative dimensions of 2-8-0s used by the GWR
Class ROD 2800 4700 4200 8F WD

Designer Robinson Churchward Churchward Churchward Stanier Riddles
Introduced 1911 1903 1919 1910 1935 1943
Weight 73 tons 11cwt 75 tons 10cwt 82 tons 81 tons 12cwt 72 tons 2cwt 70 tons 5cwt
Boiler pressure 185psi 225psi 225psi 200psi 225psi 225psi
Cylinders 21in x 26in 18½in x 30in 19in x 30in 18½in x 30in 18½in x 28in 19in x 28in
Driving wheel 4ft 8in 4ft 7½in 5ft 8in 4ft 7½in 4ft 8½in 4ft 8½in
Tractive effort 32,200lbs 35,380lbs 30,460lbs 31,450lbs 32,440lbs 34,215lbs
Valve gear Stephenson Stephenson Stephenson Stephenson Walschaerts Walschaerts
GWR power D E D E – –
Route class Blue Blue Red Red – –
BR power class 7F 8F 7MT 7F 8F 8F

Western Region 2-8-0s inspired by the needs of two different world wars make an interesting comparison on 13 October 1954. Fresh from overhaul at
Swindon Works, ‘ROD’ No 3041 is seen at Oxford in the company of a different generation of War Department heavy freight design, the Riddles
‘Austerity’ 2-8-0. No 3041 looks its age compared with No 90579 of Banbury shed, but despite the enclosed cab, outside valve gear, bogie tender and
very free steaming boiler of the younger engine, many Western Region crews preferred the ‘RODs’ as being more comfortable to work on.
M.J. Reade/Colour-Rail.com/11740
Royal Engineers. The first of the ROD order and Belgium to Britain did not begin Co Ltd in Glasgow, which had built 369 of
appeared in September 1917, and by immediately after the Armistice was signed on these locomotives to the order of the Ministry
December 1919 various builders had 11 November 1918. However, an exodus was of Munitions, completing them at three
constructed no less than 521 of these 2-8-0s. underway from the spring of 1919, despite the different works. Great Western Nos 3000-11
The ‘RODs’ differed from the GCR-built Treaty of Versailles, the document that ended were NBL Works Nos 22104-15 (ROD
locomotives in a number of the war, not being signed until Nos 2008-13 and 2015-20) and these were
ways. The firebox was of 28 June 1919. Generally speaking, erected at the Hyde Park Works, while GWR
steel, not copper, and they ‘Only 305 of the locomotives requisitioned from Nos 3012-19, NBL Works Nos 22119-26
were fitted with Robinson ‘ROD’ Britain’s main line companies (ROD Nos 2024-31) were built at the Queens
Westinghouse air brakes, were returned to their owners by Park Works. When they entered traffic as
the compressor being
2-8-0s were actually the end of autumn 1919, but some GWR locomotives, Old Oak Common was
located on the right-hand completed and of the ROD 2-8-0s could be found allocated Nos 3005-08/10 and 3014, Bristol’s
side of the smokebox. The available for wartime in France through to January St. Philip’s Marsh shed received
engine also carried two use on the Continent’ 1921. Their later work included Nos 3002-04/11 and 3017-19, and Banbury
re-railing jacks. The boiler’s the haulage of the daily Cologne had Nos 3000/09/12/13/15 and 3016, with
heating surface was slightly to Boulogne British military leave No 3001 sent to Leamington.
reduced, at 1,756sq ft, while the boiler trains, which had been known to load to 17 The entry into traffic of 20 brand new
pressure was raised to 185psi, which increased coaches. locomotives eased the pressure on Swindon
the nominal tractive effort to 32,200lbs. Many ROD 2-8-0s were loaned or sold to Works to catch up with the back-log of
Weight in working order was 73 tons 11cwt the railway companies at home, and the GWR maintenance accrued by World War I.
for the engine, and 47 tons 14cwt for the began by purchasing 20 and hiring a further Problems, however, were experienced with the
tender containing 4,000 gallons of water and 84 locomotives. The 20 purchased became Westinghouse brakes due to unfamiliarity, and
6 tons of coal, compared to the 68 tons 6cwt Nos 3000-19 when acquired between May and some crews aired their dislike of these alien
of No 97 and 43 tons 3cwt for its 4,000 gallon July 1919. Their GWR route availability 2-8-0s by claiming that the tenders were
tender. classification was ‘Blue’ and power class was difficult to coal. The former problem was
Only 305 of the Robinson ‘ROD’ 2-8-0s ‘D’. They had all been built in 1919 and, as resolved by the removal of the Westinghouse
were actually completed and available for well as not being sent across the English brake.
wartime use on the Continent, and Channel, all were virtually brand new. All The hired-in locomotives had all seen
repatriation of the ROD engines from France 20 were built by the North British Locomotive service in France and so varied in age and
ROD No 2026 is seen on Old Oak Common shed with ‘Star’ class 4-6-0 No 4047 Princess Louise sometime in 1919, probably just after its purchase in
May. Still carrying the two re-railing jacks ahead of the smokebox, the cylinders are in original condition with piston tail-rods, and the clean lines of
the boiler have yet to be encumbered with top feed apparatus. The firebox shows the layout of the Ross ‘pop’ safety valves, and the fluted style of
buffer casings used on the ‘RODs’ are also visible. As GWR No 3014 this 2-8-0 would be fitted with a ‘MB’ boiler in June 1927 and remain in traffic
until October 1955.
What would become GWR No 3099, ROD No 2124, is seen in original condition at the L&SWR’s Strawberry Hill engine shed circa 1921. Showing the
location of the Westinghouse pump on the driver’s side of the smokebox, two brackets or hangers were fixed to the smokebox wrapper just below
the handrail to support the pump. This was quickly removed when the engine entered GWR stock. This ‘ROD’ would be bought by the GWR in June
1925 and put to work in February 1927. However, it would be withdrawn in December 1929 and deemed not worthy of repair, and so would never be
fitted with a ‘MB’ boiler and copper firebox. Kidderminster Railway Museum
condition. They were given temporary GWR Within four months, Nos 3020-99 were
Table Two numbers, Nos 3020-99 and 6000-3, and were withdrawn and collected together at Swindon
‘ROD’ 2-8-0 allocation, 1 January 1921 put into traffic between July 1919 and Works. Collett decided that the best 30 should
September 1920. Nos 3094-98 came via the be overhauled, fitted with copper fireboxes
London Division
Old Oak Common: 3005/06/07/08/10 Lancashire & Yorkshire Railway, while and painted in standard GWR green livery as
Reading: 3027/28/29/31 Nos 3099 and 6000 came from the London & Nos 3020-49. The remaining fifty 2-8-0s were
Total = 9 South Western Railway. As detailed in Table returned to traffic in black livery as
Two, by January 1921 the class was distributed Nos 3050-99 and were to be withdrawn when
Wolverhampton Division unserviceable. On further examination, it was
among 22 sheds: Old Oak Common, Reading,
Oxley: 3040/46/67/79/89, 6001/02/03
Tyseley: 3001/41/45/48/57/73/99, 6000, Swindon, Westbury, Bristol St. Philip’s Marsh, discovered that four of the 2-8-0s selected for
Banbury: 3009/12/13/14/15/16/24/42 Taunton, Newton Abbot, Plymouth Laira, new copper fireboxes were in worse condition
Leamington: 3022/23/70 Gloucester, Severn Tunnel Junction, Newport, than four of the others, and so these were
Total = 27 Cardiff, Llantrisant, Neath, Landore, Llanelly, exchanged. However, instead of altering the
Bristol Division Carmarthen, Banbury, Leamington, Tyseley, paperwork, the numberplates were exchanged,
St. Philip’s Marsh: Stafford Road, and Worcester, with two and this resulted in Swindon wrongly
3001/03/04/17/18/19/51/56/65/66 locomotives in Swindon Works. recording their ROD numbers; this was not
Westbury: 3037 The work undertaken by the class when corrected until a later date. The tenders from
Swindon: 3043/44/71/87 the scrapped locomotives were retained and
first acquired can be illustrated by the three at
Total = 15
Leamington, which were entrusted with the initially used with the ‘Aberdare’ class 2-6-0s,
Newton Abbot Division depot’s two principal unfitted freight turns, to and later, when the ‘Aberdares’ were
Newton Abbot: 3049 London and Bristol. The former was the withdrawn, by a number of Collett ‘2251’ class
Taunton: 3025/26 1.05am Leamington to Old Oak Common, 0-6-0s.
Laira: 3033/35/36/38/64
Total = 8 with the balancing working being the 2.45am With 100 of the class in traffic they were
from Crimea Sidings to Leamington; the men spread throughout the Great Western
Worcester Division worked a double home turn, which was network, but when the loaned 2-8-0s went
Worcester: 3092 shared with Old Oak Common. The Bristol back to the Government three-quarters of
Gloucester: 3052/74 Nos 3000-19 were to be found west of the
turn was the 5.10pm Leamington to Stoke
Total = 3
Gifford and the 6.35pm Stoke Gifford to River Severn. The allocations were, Llanelly
Newport Division Leamington, which was shared with Bristol (Nos 3001/06/08/11/14/18/19), Neath
Ebbw Junction; 3020/21/75/85/94/95/96/98 men and locomotives. At other sheds, the (Nos 3000/02/17), Landore (Nos 3003/13/15),
Cardiff: 3030/32/34/39/55/72 ‘RODs’ appear to have been used on heavy Gloucester (Nos 3005/09), Swindon
Llantrisant: 3047/77
Severn Tunnel Junction: 3069/76/82/84/88 freight turns over middle and long distances. (Nos 3012/16), Carmarthen (No 3004), Old
Total = 21 All of the loaned locomotives were Oak Common (No 3007), and Cardiff
returned to the Government in 1921/22 and (No 3010). However, when the locomotives
Neath Division were promptly dumped until 1924, when they bought in 1925 were put into traffic in
Neath: 3059/60/63/68/83/91 1926/27, the class was once more widely
were offered for sale at a very reduced price.
Landore: 3050/53
The Great Western bought 80 of these at the dispersed among 23 sheds, with only the
Llanelly: 3054/58/78/80/81/86/90/93
bargain price of £1,500 each in 1925, and these Cardiff Valleys and Central Wales divisions
Carmarthen: 3061
Total = 17 became GWR Nos 3020-99. These included 19 not receiving an allocation. Most of
locomotives that had previously been hired by Nos 3050-99 spent their relatively short Great
Swindon Works the GWR and, apart from No 6001, these were Western working days in the London, Bristol,
3000/11/62/97 given back their first GWR number. All and Wolverhampton divisions. In 1934, when
Total = 4
entered traffic in June and July 1925. only Nos 3000-49 remained in traffic, they

Photographs of the class showing engines clean enough

to illustrate the livery variants during their working
lives are not plentiful, but here we find No 3026
(previously ROD No 1726), at Reading shed carrying
GWR mid-chrome green with GREAT WESTERN on
the tender in August or September 1926. Only taken
into stock in the August, No 3026 has run insufficient
miles to acquire a patina of dirt thick enough to mask
the work of the Swindon painters, although the front of
the tender is showing signs of a build up of coal and
brake block dust, while the top of the driving wheel
splasher has lost its gloss finish.
were still scattered around the system (Table

Three).
The Old Oak Common allocation was
employed on unfitted trains to Banbury,
Leamington and Stoke Gifford yard, while that, as the tender was self-trimming, the
those at Reading worked regularly to fallplate, where the fireman stood, was often Table Three
Newbury, Tyseley, Basingstoke, Acton and ankle-deep in coal. ‘ROD’ 2-8-0 allocation, 1 January 1934
Hayes. From Oxley, the class was principally The reversing screw was mounted high on
London Division
used to Reading, Worcester, Banbury, Oxford, the right-hand side of the cab, and there was a Old Oak Common: 3047
Pontypool Road and Reading. Newton Abbot deep well caused by the position of the seats for Reading: 3005/20/25/26
‘RODs’ were used as far as Severn Tunnel the driver and fireman. When standing on the Total = 5
Junction, while members of the Pontypool platform, the cab cut-out was at the height of
Bristol Division
Road allocation were regularly seen at the crew’s knees, so the top spectacle-plate St. Philip’s Marsh: 3035/45
Stourbridge Junction, and Cardiff sent its windows were preferred for looking ahead. The Swindon: 3017/19/46
allocation as far north as Shrewsbury. firebox door was also at a different height to Total = 5
The ‘RODs’ were inevitably compared with those on the standard GWR fireboxes and some
the Churchward ‘2800’ class, and Pontypool firemen found it difficult to make the necessary Newton Abbot Division
Newton Abbot: 3032/39
Road footplatemen, amongst others, referred to adjustment when on an ‘ROD’. Interestingly, Exeter: 3031
them as ‘Maggie Murphies’. Was this a reference when the Riddles WD 2-8-0s began to appear Laira: 3049
to a survivor of the sinking of the Titanic, and in 1943/44 many crews preferred the ‘RODs’. Total = 4
an implication that the 2-8-0s would be better In 1938 the Swindon drawing office came
Wolverhampton Division
off at the bottom of the North Atlantic Ocean? up with a scheme to fit the class with Standard Stafford Road: 3021
Or perhaps the name was inspired by the large No 1 boilers, and a diagram was produced in Oxley: 3024/30/33/40
‘M.M.’ that appeared on the tenders of those March. The increased boiler pressure of 225psi Shrewsbury: 3008
shipped abroad to the Ministry of Munitions would have raised the nominal tractive effort to Total = 6
order. The locomotives were plodders, but they 39,160lbs but reduced the adhesive factor from
Worcester Division
would keep going with under 100psi on the 4.68 to 3.9. The result would have been a very Worcester: 3027
pressure gauge. To stop them the driver could powerful locomotive, but there were questions Gloucester: 3029/48
use the steam brake, put the valve gear into as to whether the 20-year-old frames would be Total = 3
reverse and open the regulator, or alternatively able to withstand the increased stresses on the
Newport Division
he could wind the tender handbrake. They were axleboxes and horn guides. Another scheme Severn Tunnel Junction: 3012/13/16,
uncomfortable to work on, as any slackness of proposed to fit new, smaller 19in x 26in Pontypool Road: 3018/23/37/38
the coupling between the engine and tender cylinders that would have kept the tractive Cardiff Canton: 3002/41
caused the tender to hunt and surge into the effort at 32,200lbs. An advantage of reboilering Aberdare: 3036
engine, particularly when braking a heavy the class with a standard Swindon boiler was Total = 10
loose-coupled train, making the conditions on the removal of a non-standard boiler from Neath Division
the footplate very uncomfortable. This ensured stock and the speed-up of overhauls. Neath: 3000/06/10
Llanelly: 3004/09/15/28/34
Landore: 3003
Carmarthen: 3042/44
Neyland: 3011
Total = 12
Workshops
Swindon Works: 3007/14
Swindon Stock Shed: 3022
Tyseley Shops: 3001
Ebbw Junction Shops: 3043
Total = 5
Despite being photographed on Shrewsbury shed at

the end of December 1936 or January 1937, No 3008
(ROD No 2017) still carries the two hangers on the
smokebox used to support the Westinghouse pump
when the locomotive was air-braked in ROD service.
Now carrying a ‘MB’ boiler, first fitted in November
1927, No 3008 displays its top feed, brass safety valve
bonnet, GWR buffer shanks and lamp irons. The
piston tail-rods have also been removed. In the
background is a newly-built ‘Grange’ class 4-6-0,
No 6819 Highnam Grange. No 3008 would be an early
post-war casualty, being condemned in September
1948. Kidderminster Railway Museum
That some of the original GCR ‘O4s’ these taking them west to Plymouth, north to taking up to 20 minutes. From late 1941
worked for over 50 years on the GCR, London Chester and deep into South Wales at Neyland onwards, the class were upgraded to power
& North Eastern Railway and Eastern and and Carmarthen. With plenty of the mixed group ‘DX’, which meant that on lines with
North Eastern regions of British Railways, traffic ‘4300’ 2-6-0s available and 35 ‘Aberdare’ gradients of less than 1 in 110 the loads
points to the original frames being robust and class 2-6-0s still in service, in addition to 54 hauled could be increased by up to 10%.
well designed, and in 1944 Thompson had no ‘7200’ class 2-8-2Ts and 151 2-8-0Ts of ‘4200’ At the beginning of 1943 the 50
qualms about rebuilding ‘O4s’ to ‘O1’ and ‘5205’ classes, the GWR was well stocked locomotives were allocated to 16 sheds:
configuration with 100A boilers, side-window with goods engines. Reading (2), Croes Newydd (3), Swindon (3),
cabs and outside valve gear. Collett appears to An interesting feature of the pattern of Westbury (2), Bristol St. Philip’s Marsh (5),
have wanted nothing to do with improving shopping the class is illustrated by the fact that Newport Ebbw (2), Pontypool Road (10),
the ‘RODs’, his antipathy to innovation and on Sunday, 29 May 1938 no less than six ‘RODs’ Aberdare (1), Llanelly (4), Neyland (2),
change becoming more and more entrenched – Nos 3002/14/17/19/31/41 – were in Swindon Stafford Road (3), Oxley (5), Tyseley (2),
as he approached retirement. Perhaps if the Works for overhaul. With the demand for Worcester (3), Gloucester (2) and Hereford
company’s accountants had been told of the domestic coal reduced in the summer months, (1). Pontypool Road had the largest allocation
advantages of the reboilering scheme, it may it was an opportunity to shop high mileage – Nos 3000/02/12/18/23/37/38/40/40/42/44 –
have materialised. examples in readiness for the upsurge in coal and these were generally to be found at work
As the ‘RODs’ were only steam-braked they traffic that occurred each year in late summer. on the North & West line to Shrewsbury, or to
could not be fitted with Automatic Train With the threat of war with Hitler’s Worcester.
Control and instead they were set up so that a Germany becoming more and more of a During the war, the St. Philip’s Marsh
whistle sounded for ‘caution’ and a bell rang for reality, Britain began belatedly re-arming and allocation was used on two trains that ran
‘all clear’. A cast-iron notice was attached to the as a result heavy industry was expanding over the Radstock line, the 5.30am and
cab, reminding crews of this feature. In rapidly, bringing ever more traffic back to the 2.40pm workings. The normal practice with
September 1935 No 3033 was fitted with a railways. With the need for more heavy these trains was for the ‘ROD’ to work tender-
‘4700’ class chimney, which significantly freight locomotives, Collett had the first to Radstock and chimney-
altered the engine’s looks, and Nos 3024, 3025 ‘2800’ 2-8-0 design superficially first back to Bristol, as the
and 3032 were also seen running with Taff Vale updated in 1938 to create the ‘2884’ ‘… as the Radstock turntable was too short
‘A’ class chimneys around this time. Gradually, class, with their improved cabs and conflict dragged to turn the 2-8-0s. Members of
as the original chimneys wore out, other outside steam pipes. When war was on they were the class are also known to have
members of the class were also fitted with the
‘4700’ type of chimney. The class also acquired
declared, on 3 September 1939, there
were 107 of these ‘2884s’ in traffic, in
often found on worked munitions trains over
the Dee Valley line from Ruabon
GWR-style smokebox doors and front buffers, addition to the 50 ‘RODs’ and 84 duties a long to Barmouth Junction, but no
while Swindon-type pistons and new cylinder ‘2800s’. It is likely that the ‘RODs’ way from their further. The military camp at
covers saw the removal of the piston tail-rods. would have been withdrawn in the home sheds’ Tonfannau, near Towyn, and the
The distribution of the class had altered 1940s as heavy repairs became due, firing ranges in the mountains
somewhat by 1938, with the four locomotives but the outbreak of war ensured they behind Barmouth used
in the Newton Abbot Division having been remained in service for the duration. considerable quantities of ammunition, and
moved and some of the South Wales In the first months of the war the duties of the beaches of Cardigan Bay were also used by
locomotives re-allocated to Bristol and the ‘RODs’ were little changed from commandos practicing seaborne landings in
Wolverhampton. The sheds with ‘RODs’ were peacetime, but as the conflict dragged on they preparation for D-Day; so keeping the camps
Oxford (1), Reading (3), Bristol (5), Swindon were often found on duties a long way from supplied was a priority. Before the war, the
(3), Westbury (2), Banbury (1), Tyseley (1), their home sheds. This had a knock-on effect ‘ROD’ class was rarely, if ever, seen west of the
Oxley (6), Stafford Road (3), Gloucester (2), on maintenance, as boiler wash-outs and valve River Tamar into Cornwall, but in the run up
Worcester (2), Aberdare (1), Newport (2), examinations were delayed. As a consequence, to D-Day and in the months that followed, at
Pontypool Road (4), Severn Tunnel Junction steaming became a recurring source of least four ‘RODs’ were seen at Penzance –
(4), Carmarthen (4), Llanelly (2), Neath (1) complaints, but this was where the ability of Nos 3021, 3024, 3025 and 3032 – all having,
and Neyland (3). By this date the ‘2800’ class the class to plod along with low boiler almost certainly, worked in from Oxley.
2-8-0s were handling the heaviest traffic, with pressure came into its own, even if the The first withdrawals came in 1946, with
the ‘RODs’ on slightly less onerous turns, 4½ mile climb from Totnes to Rattery was Nos 3000 and 3001 condemned from
Pontypool Road and Oxley respectively, after
27 years of service. The allocation lists for
January 1947 show the remaining 48
locomotives divided between 15 sheds:
Reading (2), Westbury (4), Bristol St. Philip’s
Marsh (7), Pontypool Road (7), Aberdare (1),
Cardiff (2), Duffryn Yard (1), Llanelly (3),
Neyland (2), Tyseley (2), Stafford Road (3),
Oxley (5), Croes Newydd (1), Chester (2) and
No 3020 (ROD No 1696) under overhaul in Swindon

Works ‘A’ shop on 26 February 1939. No 3020 is being
given an intermediate repair, which involved
refurbishing the wheels, axleboxes, valve gear and
reboring the cylinders. The reboring equipment is in
the hand-barrow in the foreground. The driving
wheels in situ have almost new tyres. The ‘MB’ boiler
makes an interesting contrast to the Swindon
Standard No 1 that is fitted to the unidentified 4-6-0
on the adjacent road. Having entered GWR service in
April 1926, No 3020 would remain in use until June
1954. R.C. Riley/Transport Treasury

Wartime views of ‘RODs’ at work are few and

far between because of the difficulty in buying Table Four
film. Here we see No 3026 (‘ROD’ No 1726) on ‘ROD’ 2-8-0 allocation, 1 January 1948
a goods train between Gloucester and
Cheltenham, near to Hatherley Junction. The London Division Worcester Division
length of the train illustrates the loads that the Reading: 3025/47 Worcester: 3021/27/29/30/48
class was expected to handle at this time. As Total = 2 Total = 5
there is no sign of steam at the safety valves or
injector overflows, boiler pressure may not be Bristol Division Newport Division
on the mark but one of the qualities of the St. Philip’s Marsh: 3013/17/22/34/41/46 Pontypool Road: 3002/12/18/23/37/40
class was their ability to keep going in these Westbury: 3014/19/32/35 Aberdare: 3036
circumstances. This locomotive entered GWR Total = 10 Cardiff Canton: 3038/42/44
stock in August 1926 and it would be Total = 10
withdrawn in December 1954. Wolverhampton Division
W. Potter/Kidderminster Railway Museum Stafford Road: 3008/20/43 Neath Division
Tyseley: 3005/49 Carmarthen: 3004/06/09/10/11/15
Oxley: 3016/24/31/33/39 Total = 6
Croes Newydd: 3026/28
Total = 12
In typical external condition for the time, 9 June 1951,

No 3025 passes Swindon Junction with a loose-coupled
goods working. The somewhat precarious position of the
driver illustrates why some crews took against the class.
Completed in 1919 by Robert Stephenson & Co Ltd as one
of 82 ‘RODs’ erected in Darlington, this 2-8-0 became a
GWR asset in June 1926. Allocated to Reading from
nationalisation until April 1951, it was then transferred to
Newport Pill, staying there until a November 1951 move to
Gloucester. Withdrawn in July 1954 from Carmarthen,
No 3025 arrived there in October 1952, its nomadic
existence typical of the class. R.C. Riley/Transport Treasury
Worcester (6). Compared with pre-war days, The first major inroads into the class came in concentrated on Birmingham to Old Oak
there were now more of the class in the Bristol 1948 when 16 locomotives – Common, Acton and Cardiff trains, and those
and Wolverhampton divisions. Another three, Nos 3002/04-06/08/09/13/19/21/27/30/35/37/ between Bristol and Severn Tunnel Junction,
Nos 3003 from Chester, 3007 from Worcester, 39/46/49 – were deemed surplus to with the Carmarthen allocation working to
and 3045 from St. Philip’s Marsh, were requirements. The frames of No 3005 were set Neyland and Haverfordwest. This left just six
withdrawn in 1947, leaving 45 to enter British aside as a spare set, and these were used in of the class in traffic –
Railways stock (Table Four). April 1949 to keep No 3033 in traffic. The Nos 3011/15/18/24/27/36. No 3018 was
Despite their declining numbers, in the summer of 1949 found ten of the class – condemned in January 1957, while the others
last years of the GWR the class could be Nos 3012/14/15/17/18/22-24/36/41 – out of soldiered on at Carmarthen. Nos 3036 and
found working over large parts of the system. traffic and stored in the stock shed at 3041 were withdrawn in March 1958, while
Reading-allocated locomotives regularly Swindon. However, the winter timetable Nos 3011, 3015 and 3024, which had also
worked to Pontypool Road, Saltney, Old Oak ensured that by the middle of October all been in store at Carmarthen since May, were
Common, and Severn Tunnel Junction. were back at work, with No 3012 sent to not officially condemned until October 1958.
Westbury used its allocation on workings to Cardiff, Nos 3014/41 to St. Philip’s Marsh, In the early and mid-1950s the ‘RODs’
Aberdare, Oxley, Bristol and Salisbury, while No 3015 to Carmarthen, No 3017 to Old Oak were still being overhauled at Swindon and
the Bristol St Philip’s Marsh locomotives Common, Nos 3018/23 to Pontypool Road, Stafford Road Works. In 1954 Swindon dealt
appeared at Slough, Taunton, Tavistock No 3022 to Worcester, No 3024 to Didcot and with Nos 3029 and 3040, while Nos 3014 and
Junction, Cardiff, Reading, Bordesley Junction No 3036 to Aberdare. 3018 were shopped at Stafford
and Weymouth. For no obviously apparent ‘With large Road, and Tyseley repaired
Pontypool Road diagrammed the 2-8-0s reason, other than the requirements numbers of the No 3016. In November,
on trains to Hereford, Carmarthen, Bristol, of the traffic department, Pontypool Road-allocated
Banbury, Weymouth, Plymouth, Banbury, withdrawals ceased after No 3049 Riddles-designed No 3043 visited Caerphilly
Oxley and Manchester, among other was condemned in November 1949, ‘WD’ 2-8-0s Works for a light casual repair,
destinations, while Cardiff ‘RODs’ found their and they did not resume until 1953, becoming the only member of the class to
way to Bristol, Worcester, Oxley and along the when Nos 3033, 3034 and 3047 were be shopped there. In 1955
available, the Swindon overhauled No 3026
South Wales main line. Most of the Aberdare, taken out of traffic. In the
Carmarthen, Duffryn Yard and Llanelly meantime, 1951 saw No 3014 days of the ageing and fitted No 3016, which had
allocations worked to South Wales disfigured by the fitting of a non- ‘RODs’ were been in Tyseley Works the
destinations, as well as to Swindon, Bristol standard dome cover, which numbered’ previous year, with new
and Banbury. Tyseley ‘RODs’ were often seen resembled a dustbin and spoilt the cylinders. Tyseley also shopped
at Salisbury, Cardiff, Banbury and Newton symmetry of the engine. By May 1953 the No 3012 and Worcester repaired No 3044. In
Abbot, while the Oxley locomotives worked ‘RODs’ left in traffic were allocated to nine March 1956 No 3015 was also given a heavy
into South Wales, Reading, Banbury, Old Oak sheds: St. Philip’s Marsh, Pontypool Road, general overhaul at Swindon Works. The last
Common, Shrewsbury and Kidderminster. Carmarthen, Banbury, Stourbridge Junction, authorised heavy repair work on any member
Those based at Croes Newydd could be seen Oxley, Shrewsbury, Gloucester and Worcester. of the class was carried out at Swindon Works
at Reading, Chester and occasionally Nos 3020, 3025 and 3026 were scrapped in November 1956, when No 3024 was given a
Barmouth Junction, while the Chester in 1954, leaving 25 ‘RODs’ in use at Pontypool general overhaul and repainted.
allocation could venture as far south as Road, St. Philip’s Marsh, Carmarthen, Tyseley, Between New Year’s Day 1950 and
Weymouth. Worcester’s allocation also Oxley, Shrewsbury and Gloucester. Nos 3014, October 1958 the surviving members of the
worked into South Wales, as well as to 3023 and 3032 were then taken out of traffic class were allocated at one time or another to
Banbury and Salisbury. in 1955, and 1956 saw another 14 locomotives 17 different sheds (Table Five, see page 29).
With large numbers of the Riddles- condemned – Nos 3010/12/16/17/22/28/29/ Some sheds had only one example, while
designed ‘WD’ 2-8-0s becoming available, the 31/38/40/42-44/48 – the largest number since others, like Pontypool Road, had 11 different
days of the ageing ‘RODs’ were numbered. 1948. By this time the 2-8-0s were generally locomotives, and only Carmarthen, with nine,
No 3014 is seen at its home shed of St. Philip’s Marsh, Bristol in June 1953. Notice the odd-
looking flat-topped dustbin-like dome it received in 1951, giving the engine more than a
hint of continental practices found across the English Channel. Why a conventional cover
from a withdrawn ‘ROD’ was not fitted has never been explained. Completed by NBL in
May 1919 and taken into GWR stock in June 1927, withdrawal for this 2-8-0 would come in
October 1955 while allocated to Carmarthen shed. E.V. Fry/Rail Archive Stephenson

A 1 June 1953 view finds Worcester-allocated

No 3029 climbing the 1 in 95 gradient towards
Llanvihangel with a heavy freight over the
North & West line. A banker at the rear is out
of sight except for its exhaust. No 3029 was one
of the last four members of the class to be
allocated to Worcester in British Railways days,
the others being Nos 3022, 3031 and 3048. New
in 1919 and taken into GWR stock in
September 1926, withdrawal for this engine
would come about in May 1956 from Oxley
shed. R.C. Riley/Transport Treasury
and Oxley, with eight, came close to this

impressive score. What is very apparent is the
movement of the class between these sheds,
with No 3012, for instance, being variously on
the books of Oxley, Pontypool Road and
Tyseley.
One of the 14 ‘RODS’ withdrawn in 1956,

No 3016, raises steam on its home shed of
Oxley in October 1955. Dirt and grime cover
the engine, while rust shows through on the
smokebox wrapper and tender. There are also
streaks of rust running down the outside of the
firebox from the washout plugs. With a ‘4700’
class chimney, top feed, taper buffer housings,
brass safety bonnet and lamp irons on the
footplate above the left-hand cylinder, No 3016
is as ‘Westernised’ as was possible without
reboilering. Its withdrawal would come on
31 October 1956.
K. Cooper/Colour-Rail.com/BRW248
Restarting a heavy unfitted freight after a

signal stop at Lapworth on the ex-GWR
Birmingham to Leamington line, No 3012
makes a fine sight as it catches the low winter
sun on Sunday, 4 December 1955. At this time
Tyseley shed had four of the class on its books
– Nos 3012, 3017, 3023 and 3044. Completed in
the Queen’s Park Works of NBL as ROD
No 2024, this engine became a GWR asset in
June 1919, was fitted with it first ‘MB’ boiler in
September 1929 and would remain in traffic
until May 1956, when condemned from Tyseley.
Michael Mensing/RCTS Collection
Looking immaculate in a fresh coat of black

paint after completing its final heavy general
repair at Swindon Works, Carmarthen shed’s
No 3015 awaits steaming trails and a test run
on 18 March 1956. The prominent disc on the
middle lamp bracket is a ‘Not to Be Moved’
warning. Completed by NBL in June 1919 as
ROD No 2027 and taken into GWR stock in
July 1929, its withdrawal would come in
October 1958 as one of the final three
members of the class in traffic.
L.W. Perkins/Kidderminster Railway Museum
Table Five
Sheds allocated ‘RODs’
between 1950 and 1958
Banbury 3017/20/24/26/43 (5)

St Philip’s Marsh
3014/17/22/32/34/41 (6) The ‘RODs’ carried a number of liveries the large ‘cycling lion’ totem on the tender.
Carmarthen 3010/11/14/15/18/24/25/36/
3041 (9) after their arrival in War Department (WD) The blue route restriction dot was placed just
Croes Newydd 3026/28/33 (3) or Ministry of Munitions black. The 50 that above the cast cab numberplates, and the
Didcot 3024 (1) were fully ‘Swindonised’ received standard Western Region rated the 2-8-0s as ‘7F’. Only
Gloucester 3022/25/48 (3) mid-chrome green, with GREAT WESTERN Nos 3010-12, 3014-18/20/22-26, 3028, 3029,
Neath 3015 (1)
Newport Pill 3025 (1)
on the tender and the running number on the 3031-34/36/38/40-44, 3047 and 3048 were
Old Oak Common 3017 (1) front buffer plank. The blue route restriction fitted with smokebox number plates.
Oxford 3012/23 (2) and power classification dot was placed above From the extant records, its appears that
Oxley 3016/24/28/29/31/33/43/ the horizontal handrail on the cab side-sheets. No 3017 achieved the highest lifetime mileage
3047 (8) Later, many of the class were given the small, of 761,945 miles, while the lowest was the
Pontypool Road 3012/18/23/24/26/36/38/40/
3042/43/44 (11) shirt-button roundel, but during the war any 391,966 miles of No 3039. As the official
Reading 3025/47 (2) repaints were into plain black with GWR on mileage returns were often little more than an
Shrewsbury 3033/41 (2) the tender. Of the 45 that entered British educated guess by shed clerks, and in many
Stourbridge 3028 (1) Railways stock, only No 3033 is known to cases manipulated when a foreman decided a
Tyseley 3012/16/17/23/44 (5)
Worcester 3022/29/31/48 (4)
have carried the temporary ‘W’ suffix. All particular locomotive needed shopping, they
repaints after 1948 were into plain black with were hardly the most accurate of statistics, so
Just three months before its withdrawal, No 3028 is at Swindon shed in May 1956 looking tired and unloved. Whether it will steam again and return
to Oxley is a moot point, but the tender is well coaled and the motion oiled. Unique among ‘RODs’ in serving Stourbridge shed post-1950, it saw
earlier use from Croes Newydd and concluded its career at Oxley. With rust highlighting the cylinder covers, smokebox wrapper, ‘4700’ class chimney
and footplate valancing, the various shades of grey are worthy of study. Erected by Nasmyth, Wilson & Co Ltd in 1918 but only entering GWR stock in
September 1926, this ‘ROD’ did not quite make a full 30 years in service. T.B. Owen/Colour-Rail.com/BRW638

GWR No 3007, previously ROD No 2016, is

pictured on St. Philip’s Marsh shed, Bristol in
1936, having recently been repainted into
unlined green with the tender carrying the art
deco roundel. The paintwork is clean enough to
show the positioning of the blue route
restriction dot high on the cab side-sheets,
above the horizontal handrail. Also of note is
the location of the two whistles on the cab
roof. Purchased by the Great Western in May
1919 and fitted with its first ‘MB’ boiler in May
1929, No 3007 would be condemned in
November 1947.
it is possible that No 3017 actually ran close to ‘2800’ class 2-8-0s. That the footplate layouts
REFERENCES:
900,000 miles. were inferior on the ‘RODs’ is not in doubt, RCTS – Locomotives of the GWR Part 10 –
For a class that seems to have been so and this doubtless influenced many opinions. 1966
disliked by their crews, this is a respectable Yet for the class to remain in service on work The Railway Observer and The Railway Magazine
figure. It would seem that many of the they were designed for until 1958 implies that – 1947-58.
criticisms made of the class were down to the the ‘RODs’ more than earned their keep on PRO RAIL254/194
R.O.D. The Railway Operating Division on the
innate conservatism of the footplatemen, as both the GWR and Western Region of British Western Front – W.A.T. Aves – 2009
the ‘RODs’ were naturally compared to the Railways.
On 15 March 1958 the now withdrawn

No 3041, still with a tender full of coal and
rubbing shoulders with BR Standard ‘3MT’
2-6-2T No 82005, awaits the call into Swindon’s
‘C Shop’, the cutting-up shop, for dismantling.
The 1919-built 2-8-0 entered GWR traffic in
February 1927 and had a working life of 31
years, a very good return on the GWR’s
original investment. Interestingly, No 3041
worked longer than the later build ‘2884’ class
2-8-0s built at Swindon Works in 1942.
R.C. Riley/Transport Treasury
Swindon ‘C-Shop’: the end of the line for

No 3036. A 15 March 1958 visit finds the ‘ROD’
separated from its tender, ready for
dismantling, and some wag has chalked ‘The
Swindonian Express’ on the splasher, no doubt
a reference to the class’ propensity to plod.
Built in 1919 as ROD No 1967 at the NBL’s
Hyde Park Works in Glasgow, this 2-8-0
entered GWR traffic in January 1927 and it was
officially condemned a few days before this
photograph was taken, its final shed being
Carmarthen. R.C. Riley/Transport Treasury
Xpress F_P.indd 1 25/03/2015 10:21
The Lancashire Union Railway
was brought about by the
desire of a number of Wigan
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the towns of East Lancashire.
This, in turn, prompted the

Lancashire & Yorkshire
Railway to come up with their
own counter proposals and
the result was very much a
compromise.
168pp, 235 illustrations, some in colour.
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Only the section from St. Helens to Ince Moss survives, the
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032_SD_July15_ad.indd 32 03/06/2015 10:50

In Colour
127: Steam in
Glasgow & South Western Territory
The lines of the leading pre-Grouping railway of South-West Scotland were very much ‘home metals’ for the late
Derek Cross in the last decade of Scottish steam. Dieselisation of outer suburban passenger services along the
Clyde, some branch lines and also the everyday main line passenger activity to Stranraer meant steam-haulage
hereabouts would increasingly be confined to some Anglo-Scottish duties serving Glasgow (St. Enoch) and a few
holiday extras. However, Derek sought these out and ventured deep to the freight-only byways of the Ayrshire
coalfield where steam traction managed to go about its everyday business well into 1964. BR steam servicing in
Ayrshire officially came to an end in December 1966. All photographs courtesy of David Cross.
On the Glasgow, Dumfries & Carlisle main line, a near two-mile long level stretch of permanent way one mile south of New Cumnock station and
nearby to the River Nith provided the perfect location for the installation of a set of water troughs. Around 47 miles out from Glasgow (St. Enoch)
on a hot 3 August 1965, BR Standard ‘Britannia’ Pacific No 70045 picks up water from the troughs while passing with 1E44, a Glasgow to Sheffield
relief service. Although already devoid of its Lord Rowallan nameplates, this locomotive would continue to see action until the end of 1967.

The neatly-manicured greens of the Dumfries & County Golf Club are visible in the distance through the trees as Stanier ‘Black
Five’ No 44673 nears Dumfries while heading south with a short goods train on the G&SWR main line from Kilmarnock. This
view is undated but allocation history shows this 4-6-0 as a long term Carlisle (Kingmoor) resident until February 1964. In the
foreground are the lines of the former G&SWR Castle Douglas branch, linking to its Joint interests in the ‘Port Road’ to
Stranraer, which initially headed north-west from Castle Douglas alongside Loch Ken, but Castle Douglas was also still the
junction for the line south to Kirkcudbright at the mouth of the River Dee.
Right: Having just joined the Dalmellington branch at Dalrymple Junction, just south of Ayr on the Stranraer main line,
Hughes/Fowler ‘Crab’ class 2-6-0 No 42801 crosses Dalrymple Viaduct with an Ayr Harbour to Waterside train of empties. The
entire trip is only about 13 miles, with most of that on the branch, so tender-first running, as shown here, was not really an
issue. The 3½ miles of line beyond Waterside – Dunaskin NCB Cutlers Sidings through to Dalmellington – closed from 6 July
1964 when the passenger service was withdrawn, the cost-saving implementation of diesel railbuses having failed to save the
service.
One mile north of Ayr is Newton-on-Ayr station, which is where the motive power depot for the county town is located, as well as a multitude of
sidings, centred on Falkland Yard, to serve the docks branch and the local coal industry. This view records an evening Ayr to Ardrossan goods
drawing out of the reception road at Falkland Junction behind Stanier ‘Black Five’ No 44788. No date was recorded, but it is likely to be after this
engine was transferred from Eastfield to Ayr shed in October 1965, this 4-6-0 going on to see out its career at the local shed in November 1966.
A northbound goods nears Dalry Junction in 1962, hauled by Ayr-allocated ‘Crab’ No 42737. Throughout this
area there was competition for business between the Glasgow & South Western and Caledonian railways, and
some duplicate routes were trimmed in LMS days, but others survived into the BR era. The G&SWR main
line between Kilmarnock and here at Dalry, the line at a slightly higher level in this view, would finally close
on 22 October 1973, with all traffic for Kilmarnock thereafter concentrated on the (singled) Kilmarnock to
Lugton CR/G&SWR Joint line. In contrast, the Glasgow to Ayr line in use here by the freight would be
electrified in September 1986.

One of the score of Swindon Works-designed and built BR Standard ‘3MT’ Moguls, Hurlford
shed’s No 77015, waits time at the remote station at Muirkirk on the 3 March 1961, ready to
work a service to Lanark (Caley). Muirkirk was a frontier town, the Glasgow & South Western
forming an end-on connection with the Caledonian just to the east of here. The ex-CR section
from Ponfeigh to Muirkirk would close completely from 5 October 1964, truncating the route,
while the G&SW portion to Muirkirk from Cronberry, Gasswater siding groundframe officially
lasted until 7 February 1969, albeit a railtour was given dispensation to visit three days later.
One of the earliest Hughes/Fowler ‘Crabs’, No 42702, officially new on 3 September 1926 from
Horwich Works as LMS No 13002, shunts empty mineral wagons at Bargany mine, between
Dailly and Killochan on the inland (and surviving) route between Ayr and Girvan. Synonymous
with the Ayrshire coalfield thanks to their large allocation to Ayr shed, these ‘6P/5F’ engines
were in part inspired by a ‘Caley’ design already in hand at the Grouping, George Hughes, the
first Locomotive Superintendent of the LMS regarding it as a suitable basis for a standard
design. However, in the event the first engine was still under construction at the ex-Lancashire
& Yorkshire Railway works when Hughes retired, leaving Henry Fowler to tweak the design.
Pictured in the platform at Ayr station on the morning of 1 August 1966, with the imposing Station Hotel behind, is Stanier ‘Black Five’ No 44999.
The train is an excursion from Ayr to Edinburgh. The station has changed relatively little in the past 49 years, electrification has of course come, and
the Station Hotel has had a number of different names and owners, but to most people in Ayr it is still the Station Hotel and still very much open for
business today.
Although the Ayrshire sheds had all closed to steam traction by the end of 1966, there were still some workings across the region that
employed steam locomotives from neighbouring depots. This is illustrated by Carlisle (Kingmoor) shed’s Stanier ‘Black Five’ No 44672 at
Kilmarnock station on 19 August 1967. The train is 1S67, the 09.20 service from London (St. Pancras) to Glasgow (Central). Further south,
this duty was usually ‘Jubilee’-hauled between Leeds and Carlisle, running via the Settle & Carlisle line. It was, quite possibly, the last regular
steam-hauled express into Scotland. On the right, diesel-multiple-units in the down bay platforms await departure for Glasgow.

Having moved north from the former Midland Railway shed at Normanton to reach Ayr
for 3 November 1963, Hughes/Fowler 2-6-0 No 42702 heads loaded coal wagons near
Bargany colliery sidings. The use of a narrow Fowler tender doubtless helped the crews
with visibility when working tender-first. Some 245 of the so-called ‘Crabs’ were
produced by Horwich and Crewe works, and the last would serve until January 1967.
No 42702 would be withdrawn from Ayr shed on 24 January 1966.
Between Cumnock and New Cumnock on the main line between Kilmarnock and
Carlisle, Dumfries-allocated ‘Caley’ ‘3F’ 0-6-0 No 57601 nears the summit at Polquhap
with a southbound goods. Completed by Sharp, Stewart (Works No 4648) as McIntosh
‘812’ class No 863 in August 1900, this engine would serve until December 1962.
039_SD_July15_ad.indd 39 02/06/2015 11:12
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The Last ‘Royal Scot’
Chris Andrews looks at the last By August 1965 British Railways had just two ‘Royal Scots’ remaining in service, and No 46115
Scots Guardsman was in dire need of a valve and piston exam and repairs, as this photograph of it
year in traffic of No 46115 ‘Scots working hard on the final part of the southbound climb to Ais Gill illustrates. The boiler appears
to be steaming satisfactorily, as the safety valves are lifting, but with the front end shrouded with
Guardsman’. steam, all is not right with the valves, pistons and glands. The filthy exhaust indicates improper
combustion in the firebox, but as the fireman is calmly looking out of the cab, he is no doubt
n New Year’s Day 1965 just five rebuilt
O
looking forward to the downhill run to Settle Junction. Derek Cross
‘Royal Scot’ class 4-6-0s remained in
traffic, all at Carlisle (Kingmoor) shed
– Nos 46115 Scots Guardsman, 46128 The
Lovat Scouts, 46140 The King’s Royal Rifle
Corps, 46152 The King’s Dragoon Guardsman
and 46160 Queen Victoria’s Rifleman. The
shed foremen at both Kingmoor and Leeds
(Holbeck) were short of Class ‘7’ steam classes
to cover their respective sheds’ diagrams, yet
the ‘Royal Scots’ were being run into the
ground before withdrawal. None of the five
remaining locomotives had received heavy
repairs at Crewe since the end of 1963, and all
were working out their mileage before being
condemned.
The first of the quintet to be withdrawn
was No 46152 The King’s Dragoon Guardsman
in April 1965, and it was quickly followed by
Nos 46128 The Lovat Scouts and 46160 The
King’s Royal Rifle Corps in May. No 46140 The
King’s Royal Rifle Corps soldiered on until
November, leaving No 46115 Scots
Guardsman nominally in traffic until the end
of December, although some records show it
to have been condemned at the end of the
week-beginning 1 January 1966. As the last of
the class, Scots Guardsman was bought for
preservation and after a spell in store at
Haworth on the Keighley & Worth Valley
Railway, it was moved to Dinting, where it
was briefly restored to steam. After years of
On 7 August 1965 No 46115 Scots Guardsman is

seen on its home shed of Carlisle (Kingmoor)
displaying the distinctive front end that
characterised the rebuilt ‘Royal Scots’ when
fitted with smoke deflectors. Nearest the
camera is what appears to be the tender of a
‘Britannia’ Pacific, while beyond the ‘Royal
Scot’ is an unlined Stanier tender, which is
probably attached to an ‘8F’ class 2-8-0.
D. Forsyth/Colour-Rail.com/g51731

storage, it was moved to Tyseley and was Railway Correspondence & Travel Society’s intermediate repair that was not recorded on
eventually bought by the West Coast Railway ‘The Rebuilt Scot Commemorative Tour’ on the engine record card. The fitters at Crewe
Company, which overhauled it to main line Saturday, 13 February 1965. The special was North did what they could, but No 46115
standards at Carnforth. Having returned to organised to give RCTS members a last retained the loud knocking in the motion and
steam in June 2008, it has proved to be one of opportunity to savour the performance of a trailing coupled axleboxes that were
the most reliable steam locomotives on the rebuilt ‘Royal Scot’. It had been intended to be characteristic of the class after running high
national network. the last passenger run of a member of the mileages. The boiler, however, was a poor
At the beginning of 1965 Kingmoor was class, but this did not prove to be the case, steamer. As the tubes and stays were not
using its rebuilt ‘Royal Scots’ and rebuilt ‘7P’ because of the London Midland Region’s leaking, it is likely that there was a problem in
class ‘Patriots’ – Nos 45512 Bunsen, 45530 Sir previously-mentioned shortage of Class ‘7’ the smokebox, with either the smokebox door
Frank Ree, and 45531 Sir Frederick Harrison – motive power. This did little to detract from letting in air, the superheater header leaking
on a miscellany of duties ranging from the growing following of No 46115. or a misalignment of the blastpipe, but as the
scheduled passenger trains, parcels, fitted The RCTS requested No 46160 Queen schedule for the special was not particularly
freights, holiday extras and specials. As the Victoria’s Rifleman for the special, but it had onerous this was little cause for concern.
year progressed, however, the external and failed at Leeds (Holbeck) shed with a hot axle Photographic evidence of No 46115 at work
mechanical condition of the ‘7Ps’ deteriorated box a week or so before the special was due to suggests that the culprit was the smokebox
to the point that a number of crews were loath run, and so No 46115 was substituted. door.
to accept them for passenger work. Kingmoor despatched No 46115 to Crewe The route chosen was from Crewe along
Some of the trains worked included North in good time for it to be prepared for the West Coast main line through Weaver
Carlisle to Bradford all-stations passengers its starring role. The dirty, nameless and tired Junction, Warrington (Bank Quay) and Wigan
trains and the local service to and from looking Scots Guardsman (North Western), and it then
Hellifield. Carlisle to Glasgow (St. Enoch) was transformed into a fair headed for Blackburn and
trains featured prominently, as did workings representation of the class ‘The dirty, nameless Clitheroe. It was booked to stop at
to Preston, Liverpool and Manchester, as well in its pomp. Replacement and tired looking Hellifield for 55 minutes to allow
as the Leeds (City) to Carnforth and nameplates were made by Scots Guardsman was the participants to view the
Morecambe trains. The ‘7Ps’ also found the shed carpenter out of preserved locomotives housed in
themselves on the North Wales main line in plywood and painted, so transformed into a the engine shed. The train then
charge of passenger, fitted freight and parcels well that many thought the fair representation of took the Settle & Carlisle route to
duties to Llandudno and Holyhead. Liverpool originals had been the class in its pomp.’ Carlisle (Citadel), where
to Glasgow fitted freights also became regular reinstated. Perhaps the only No 46115 was booked to run to
workings. More occasional were the jarring point was the yellow Kingmoor for servicing. The
Edinburgh (Waverley) to Leeds trains, which diagonal cab warning stripe banning the special was then to run south over Shap, to
were often only worked through to Carlisle. locomotive from working south of Crewe Preston and on to Crewe.
The late summer/early autumn period under the energised overhead power lines. The stock was made up of ten maroon-
brought a significant number of Blackpool Mechanically, No 46115 was in fair liveried BR Mark I coaches, which included a
illumination trains their way, as did the condition for an engine that received its last buffet car, giving a tare weight of 355 tons,
annual Glasgow weekend holiday trains to recorded heavy intermediate repair at Crewe some 380 tons gross as the train carried close
Blackpool. Works in October 1960. For Scots Guardsman to 450 passengers. Although this load would
No 46115 Scots Guardsman only acquired to have remained in traffic until 1965 it must have been nothing to tax a rebuilt ‘Royal Scot’
its celebrity status after working the have visited Crewe Works sometime during in its prime, No 46115 was in its last year of
Lancashire & North West branch of the late 1963 for at least a light casual or service and the 1 in 100 gradients of the Long
‘The Rebuilt Scot Commemorative Tour’ of Saturday, 13 February 1965 has detrained its passengers as it sits in the down loop at Hellifield, to allow
traffic to pass through on the down main line. A fitted freight passes as this photograph was taken. Although Hellifield engine shed had been closed
for two years, the roof of the coal stage can be seen to the left, and the turntable here would remain serviceable for a number of years before being
removed. Richard Greenwood
No 46115 Scots Guardsman, almost level with the front of Hellifield’s four-road engine shed, has shunted its stock into the up loop. This was a very
unusual move as down passenger trains were not usually allowed to use this line. RCTS members and friends are now being ushered across the up
main line, back to the station’s long island platform where, once the train has been moved back to the down main line, they can regain their seats for
the run to Carlisle. Colour-Rail.com/2602
Drag, and the 1 in 125 and 1 in 106 of the Ramsbottom 0-4-0ST No 1438, Holden After a break of 90 minutes at Carlisle,
southbound climb to Shap would test the ex-Great Eastern Railway ‘J17’ class 0-6-0 No 46115 set off south some 8½ minutes late,
steaming of the boiler. No 1217E, streamlined GWR diesel railcar caused by a combination of Scots Guardsman
The train departed Crewe promptly at No 4, and the two ex-North Eastern Railway coming off shed late and the coaching stock
9.15am and by Weaver Junction it was a Bo-Bo electric locomotives, Nos 26500 and having been stabled on one of the middle
minute late. Due to pass Chorley at 10.21am, 26501, of which only No 26500 is now extant. roads at Citadel station. Despite a number of
four minutes were dropped on the booked After leaving Hellifield at 12.25pm, a stop permanent way slacks near Southwaite,
timing. This time was made up by the time had to be made at Settle for Penrith, Tebay, and Burton,
Blackburn was reached for a water stop, as a water, which delayed the arrival at Preston was three
pilot, in the form of Stanier ‘Black Five’ class train for a further ten ‘The time of minutes early. The time of
4-6-0 No 44822, had assisted over the severe minutes. With the tender 17 minutes 9 seconds 17 minutes 9 seconds from
gradients of the erstwhile Lancashire Union tank topped up, No 46115 from Penrith to Shap Penrith to Shap summit was an
line between Wigan and Blackburn. However, made a sure-footed start up excellent performance that was
detaching the pilot and taking water meant that the 1 in 100 from Settle, and
summit was an only a minute outside the
the allowance for the station stop was over-run even the slippery depths of excellent performance ‘Caledonian’ schedule for a
by three minutes. Time was then lost on the Stainforth cutting caused no that was only a Stanier ‘Princess Coronation’
climb to Wilpshire and the special drew to a problems as the Crewe North minute outside the class Pacific and a load of just
halt at Hellifield’s down platform at 11.43am, driver and fireman set out to eight coaches, some 280 tons.
eight minutes down on the schedule. Water show what Scots Guardsman ‘Caledonian’ schedule’ Other than a brisk 20 minute
could not be taken here as the columns were could do. Passing Appleby at run from Preston to Wigan, the
out of action, but after the passengers had been 13.50, all the lost time had been recovered but trip back to Crewe was uneventful.
ushered across the up main and loop lines into any hopes of an early arrival in Carlisle were After its day in the spotlight, No 46115
the engine shed, No 46115 shunted the stock denied by having to follow the 11.55 Hellifield returned to Kingmoor shed and was put back
out of the way into the up goods loop, close to to Carlisle service, hauled by a Stanier ‘Black to work on the routes to Glasgow, Hellifield,
the shed. Five’. Bradford, Preston and Liverpool. A regular
The opening of the shed was the first time
visitors had been allowed to view the
preserved locomotives, most of which would
become part of the National Collection.
Among the future exhibits were LNER Gresley
‘V2’ class 2-6-2 No 4771 Green Arrow minus
its nameplates and connecting rods,
ex-London & North Western Railway
Among the preserved engines in Hellifield
engine shed on 13 February 1965 was Gresley
‘V2’ class 2-6-2 No 4771 Green Arrow, which had
been returned to LNER livery at Doncaster
Works after its withdrawal. Green Arrow would
eventually be restored to steam and work its
first special over the Settle & Carlisle line,
following in the footsteps of Scots Guardsman,
albeit some 15 years later. Although Hellifield
would have made an excellent long-term
outstation for the National Railway Museum,
little maintenance was done on the buildings
and so they were eventually demolished in the
early 1970s. Andrew Wilson Collection

No 46115 Scots Guardsman makes good use of

the falling gradients as it gets away from
Hellifield, heading for Long Preston and Settle
Junction with the 13 February RCTS special.
Water would be taken at Settle station before
the rebuilt ‘Royal Scot’ went on to tackle the
1 in 100 gradient of the Long Drag.
Colour-Rail.com/300895
The link to Ribblehead Quarry is seen on the

right as Scots Guardsman approaches
Ribblehead station on its way to Carlisle on
Saturday, 13 February, the engine now going
well and beginning to recover some of the lost
time caused by the enforced water stop at
Settle. However, booked to follow the 11.55 all-
stations service from Hellifield through to
Carlisle, there would be little scope for fast
running once the lost time had been reclaimed.
Although the day was sunny, snow on the flanks
of Penyghent gave a distinct chill to strong
westerly winds that blew all day. Gavin Morrison
working, especially on Saturdays, was a

Carlisle to Bradford (Forster Square) duty,
returning with the 15.40 from Bradford,
which it shared with the other surviving ‘7P’
class 4-6-0s. This working saw the engine
turned and serviced on Manningham shed,
one of the few occasions members of these
classes were seen at this ex-Midland depot.
On one notable occasion, 8 June, Scots
Guardsman arrived at Skipton in charge of the
relief to the 10.15 St. Pancras to Glasgow, ‘The
Thames-Clyde Express’, working loaded to 11
One of the regular Kingmoor passenger turns

in 1965 was the Saturdays-Only 15.40 Bradford
(Forster Square) to Carlisle stopping train. On
27 February, only a fortnight after working the
RCTS special, No 46115 Scots Guardsman calls
at Manningham, the first station out of Forster
Square on the line to Shipley. Apart from the
photographers on the platform, which was
opposite the ex-Midland Railway engine shed,
the station provided no apparent business for
the train. Barry Mounsey
coaches, some 365 tons. Having had a rough

trip from Leeds over the relatively easily-
graded Aire Valley line, the crew refused to go
any further without a pilot. The only suitable
locomotive anywhere near Skipton was
Skipton-allocated British Railways Standard
‘4MT’ 4-6-0 No 75017 on a goods train at
Delaney’s Sidings, just north of the junction
with the line to Colne. Word was passed to
the Delaney’s signalman, who informed the
driver of the ‘4MT’ that he was to get back to
Skipton as quickly as possible to assist the
passenger train. The abandoned freight was
eventually rescued by a ‘4F’ 0-6-0.
During July, Nos 46115 Scots Guardsman
and 46140 The King’s Royal Rifle Corps were
recorded working either freights over the
ex-L&NWR and Midland main lines, or the
Settle & Carlisle all-stations passenger trains.
On 17 July, however, No 46115 was in charge
of the 09.50 (Saturday Only) Edinburgh
(Waverley) to Leeds service, which it worked
as far as Carlisle. On the penultimate day of
July, No 46115 was seen in charge of the 14.00
Glasgow to Liverpool passenger duty, and it
returned to Carlisle the following day on the
13.10 ex-Liverpool.
During September, No 46115 was
recorded at Blackpool at weekends, having
worked in from Glasgow at the head of
illumination specials. By this time, however,
there were growing concerns about the
engine’s condition and it was found more and
more on freights, being regularly reported at
the head of fitted freights passing over Ais Gill
and running through Preston. One of its last On 8 June the relief to ‘The Thames-Clyde Express’ has reached Skipton behind an ailing
passenger sightings appears to have been on No 46115 Scots Guardsman, which still carries the wooden nameplates fitted for the RCTS special.
20 October, when it worked the 16.45 After a rough trip from Leeds, the driver has decided to take on a pilot engine rather than fail the
Glasgow (St. Enoch) to Carlisle train. ‘Royal Scot’ and cause further delays. The crew are seen awaiting the arrival of the BR Standard
‘4MT’ 4-6-0 summonsed from Delaney’s Sidings to assist on the remainder of the journey to
It was reported that on 5 November 1965 Carlisle. This was the last occasion a ‘Royal Scot’ appeared on this working. On the same day, ‘A1’
Scots Guardsman was under repair at Pacific No 60154 Bon Accord came through Skipton ex-Carlisle, and ‘Clan’ Pacific No 72009 Clan
Kingmoor, but how much work it did after Stewart worked the Carlisle to Hellifield all-station stopper. Barry Mounsey
this date is open to conjecture. By this time it
had run in excess of one million miles since BR Standard ‘4MT’ 4-6-0 No 75017 pilots No 46115 Scots Guardsman away from Skipton on 8 June
1965. Seen near Delaney’s Sidings, the train is 1S37, the down relief to ‘The Thames-Clyde
rebuilding and it had not been shopped for at Express’. Despite being commandeered from a goods train, No 75017 is working hard and no
least two years, only receiving routine doubt the fireman is working on the fire to prepare for the climb through Bell Busk and that over
maintenance, such as boiler wash-outs and the Long Drag. Barry Mounsey

With a dozen coaches on the drawbar, No 46115 Scots

Guardsman is seen working hard as it passes Brisco, on
the West Coast main line just south of Carlisle, in
charge of an Anglo-Scottish express on 30 July 1965.
The smokebox door is showing signs of burning, caused
by air leaking past the smokebox door. This may well
have been the cause of the engine’s relatively poor
steaming throughout 1965. The fireman, however, has
the safety valves feathering and has just put a round of
coal on to the fire, hence the dirty exhaust.
D. Forsyth/Colour-Rail.com/g51527
possibly valve and piston examinations. So it stomping grounds, turning in performances

came as little surprise that by the beginning of that would have flattered more powerful ‘8P’
January 1966 No 46115 was dumped class Pacifics. So those RCTS members who
unserviceable at Kingmoor. believed that the Saturday, 13 February 1965 REFERENCES:
The Railway Observer for 1965
Since returning to steam, Scots trip would be the last to use a rebuilt ‘Royal The Railway Magazines for 1965
Guardsman has returned to many of its old Scot’ have thankfully been proved wrong. Engine Record Cards – NRM
In its preserved reincarnation, No 46115 Scots Guardsman is seen hauling a Carnforth to Hellifield, Blackburn and Carnforth test train past Hellifield
Green en route to Blackburn on 6 February 2013. The ‘Scot’ has been restored to its final BR livery but minus the yellow cabside warning stripe, and it
looks immaculate. Probably the finest ‘7P’ 4-6-0s to run in this country, the rebuilt ‘Royal Scots’ exuded power in a way that only the double-chimney
‘Castles’ came close to matching. John Whiteley
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A stay in the North-East

in 1966
Mike Page recalls how a Running since 1919, by the summer of 1966 the everyday Teesside, Tyneside and County Durham
activities of Raven ‘Q6’ No 63407, and its classmates, were increasingly being sought out by
‘steelworks experience’ programme enthusiasts keen to witness pre-Grouping steam at work. This view at the east end of West
Hartlepool station dates from 2 July and records the 0-8-0 approaching from the south with empty
required him to spend ten weeks coal hoppers. One of four West Hartlepool ‘Q6s’ still in service, two years earlier the shed had 16
of these engines and two ‘WD’ 2-8-0s, but since then it had gained eight ‘WDs’ and seven ‘K1’
working in the iron and steel industry 2-6-0s. The plethora of semaphore signals seen is controlled from the elevated signal box under
which the hoppers are passing. Author
in Scunthorpe, and how this offered
him an introduction to the railways
departing at 10.53. We travelled on the line impression of being at the seaside (the sea is
of the North Eastern Region. via Swinton and on through Mexborough, actually not that far away), a feeling which
past coal mines and active coke ovens. There was quickly dispelled by the sight of the three
was a vast cleared space on the right where integrated iron and steel works dominating
ertainly travelling on the Midland Mexborough steam shed once stood. We then the town’s east and north sides.
C main line from Birmingham (New

Street) to Sheffield (Midland) behind a
BR/Sulzer ‘Type 4’ (later TOPS Class 45) on
travelled on past the impressive Conisborough
Castle to arrive in Doncaster at 11.37. I had to
wait for the 12.31 to Scunthorpe, so enjoyed a
I had been billeted with quite a friendly, if
slightly snobbish family; she kept going on
about her time in service, while her, at first
the 08.35 to York on 27 June 1966 revealed bap and a beer in the buffet while watching glance, relatively glamorous daughter would
steam operations to be almost non-existent. coal trains pass through, in the hands of have ‘no truck’ with engineers. I was only
Today’s diesel fans would wallow in the ‘sea’ of Brush ‘Type 2s’ and Brush/Sulzer ‘Type 4s’, as there two weeks, before moving on to a much
English Electric ‘Type 1s’ (Class 20), well as a couple of English Electric ‘Deltics’, more easy-going Irish couple. He worked at
BR/Sulzer ‘Type 2s’ (Class 24 and 25), Brush English Electric ‘Type 4s’ and ‘Peaks’ on the Appleby-Frodingham iron and steel works
‘Type 2s’ (Class 31), English Electric ‘Type 3s’ expresses. and showed me the line of redundant outside-
(Class 37), the handful of BR/Sulzer ‘Type 4s’ I emerged from the buffet just in time to cylindered Yorkshire Engine Co Ltd 0-6-0STs
(Class 44 and 45), and the Brush/Sulzer grab a shot of York shed’s British Railways and the massive drag-line excavators working
‘Type 4s’ (Class 47) variously serving the Standard ‘3MT’ 2-6-0 No 77012 passing the nearby ironstone quarries.
prolific iron and steel industry around through with an inspection saloon. The only regular steam activity to be seen
Sheffield and the numerous colliery branches Otherwise, I only saw one more steam around Scunthorpe by this time were two or
in the Derbyshire and Nottinghamshire locomotive, Royston-allocated ‘WD’ 2-8-0 three inside-cylinder Hunslet Engine Co Ltd
coalfields, but I was on the look-out for the No 90615 on westbound mineral empties at 0-6-0STs still operating at the Redbourn Iron
remaining steam locomotives, so I was not Scunthorpe Junction, just east of Stainforth & & Steel Works of Richard, Thomas &
making many diesel notes. Hatfield. There were a couple of interesting Baldwins Ltd (RT&B). There were also some
Steam starvation was rife: although a bridges on the way, such as the Vazon sliding Hudswell, Clarke & Co Ltd outside-cylinder
surprise was to see one of Burton-upon- bridge over the Stainforth & Keadby Canal 0-6-0STs still on the site, but the newest of
Trent’s ‘Jinty’ 0-6-0Ts, No 47643, still shunting near Keadby, and a little to the south-east of those dated from 1922, so the mass influx of
the yards serving the breweries. Also sitting in that was the massive rolling bascule bridge diesels (mostly with hydraulic transmissions)
steam in the roundhouse shed (albeit with a over the River Trent to Gunness and onward between 1957 and 1962 saw the older steam
section of wall missing) were two Stanier ‘8F’ for Scunthorpe. Known as Keadby or the King engines sidelined, with steamings for the
class 2-8-0s, Nos 48271 of Northwich and George V bridge, it was protected by unusual Hunslets of 1944 to 1953 vintage representing
48117 of Colwick. Then, around Derby, three-position upper quadrant signals. A the fast approaching end of an era. Steam had
Nos 48149 of Sutton Oak, 48763 and 48214 of Brush ‘Type 2’ stood as banker at the foot of recently finished at Lysaught’s Scunthorpe
Colwick and 48304 of Kirkby-in-Ashfield the ramp up to Scunthorpe, while our diesel- Works Ltd (owned by GKN since 1955), the
were seen. multiple-unit was now throbbing up the climb Normanby Park Steelworks where I was to
My journey then remained ‘steamless’ to enter a steamless Scunthorpe station. spend ten weeks in various departments. I did
until after detraining at Sheffield (Midland), Scunthorpe is located on a plateau and experience one week in the locomotive
from where I caught a diesel-multiple-unit, emerging from the station one got the department riding Rolls-Royce-engined

Doncaster was on the border of the Eastern and North Eastern regions, its engine shed being closed to steam by the former on 25 June 1966, just two
days prior to the author changing trains in Doncaster, although its neighbouring yards still saw some incoming North Eastern steam into the summer
of 1966. This August 1966 view is taken looking north-west towards the station, with the nine-road shed now in use as a diesel depot. Steam is
evidently still active at the north (far) end of the shed, but the south end has lines of redundant steam engines out of use, and a pair of ‘sludge’
tenders are in the foreground. The signalled up lines to the near left facilitate locomotive and crew changes, while the East Coast main line sweeps
through between the up mineral and down mineral yards. Les Nixon
Sentinel (Shrewsbury) Ltd 0-6-0 diesel- suggested they cover the oil pots. Asked if I was The search for North Eastern Region steam
hydraulics between the Trent ore unloading interested in locomotive whistles, I was shown In June 1966 there remained just one regularly
dock and the ore preparation plant, as well as the locomotive department’s stores and I came scheduled steam working into Scunthorpe, a
on slag-tipping duties. On the latter you had away with two brand-new Peckett & Sons Ltd coal train from the South Yorkshire coalfield
to be mindful of wind directions! whistles and an ex-Great Eastern Railway in the charge of a Wakefield-allocated Stanier
I made my mark when, after experiencing whistle for the princely sum of 1s each. The ‘8F’ class 2-8-0. Unfortunately, it only ran on
the amount of wheel slippage on the ‘Sentinels’ latter came from an old ‘shunter’, I was told weekdays and I couldn’t readily sneak off to
when working the slag-tipper cars, I’d noticed maybe a ‘J67’ or ‘J69’ class 0-6-0T, that had see it. So at weekends, unless I had a date, I
that axle lubrication involved open oil pots been bought for scrap, but after being found in went in search of the North-East area’s
over each axle bearing. The oil slopped out on good condition, it was used around the coke remaining steam action, much of which
to the tracks as we bounced along, so I ovens for some months in the early 1960s. centred on Leeds and Wakefield.
Having arrived from the north, York-allocated BR ‘3MT’ 2-6-0 No 77012 departs Doncaster station and continues to head south propelling an
inspection saloon on 27 June 1966. One of the few steam locomotives seen that day, No 77012 had arrived at York in April, from South Blyth, and it
would be condemned from York shed in June 1967. Completed the June 1954 at Swindon Works, this Mogul was allocated to 11 different sheds in
those 13 years, all in the NER. Author
Lysaght’s Scunthorpe Works Ltd embraced dieselisation from 1951, the earliest deliveries
including seven Hudswell, Clarke & Co Ltd 0-6-0DMs – No 5 Victor (HC Works No D921 of 1955) is
seen in use at the Normanby Park complex on 27 August 1960, by which time the site was GKN-
owned. The mass move to an all-diesel fleet here was brought about with the arrivals of the
Sentinel and Rolls-Royce diesel-hydraulic fleet of 1963, two of the latter being 0-8-0s.
L.W. Perkins/Kidderminster Railway Museum
Two or three times I made weekend trips Another 27 August 1960 view at the John Lysaght Ltd Works records the company’s No 26 out-of-
to my parents in Moxley, near use. Completed at Stratford Works as Great Eastern Railway ‘S56’ No 88 in September 1904, this
0-6-0T was one of 13 LNER ‘J69s’ sold to the War Department in October 1940. Its last LNER
Wolverhampton, working out interesting ways identity was No 7088, becoming WD No 91 and later No 70091. Post-war it was purchased in May
of getting there. Before doing so, I decided I 1948 by John Lysaght, along with WD No 70084 (GER No 388, LNER No 7388 and WD No 84) as
should try and see some ex-North Eastern No 27, while WD No 70080 had been brought in the February to become No 25 at the steelworks;
Railway locomotives in action, like the ‘Q6’ it was previously GER No 81, LNER No 7081 and WD No 80. Recycling this trio of ‘J69s’ came in
January 1958 (No 27), circa 1958/58 (No 25), and October 1960 (No 26), although at least one
0-8-0s. On checking the timetable, it became
whistle survives! A.N.H. Glover/Kidderminster Railway Museum
apparent that it was possible to do West
Hartlepool in a day, travelling via Doncaster, A 13 August 1969 view of the King George V bridge over the River Trent at Keadby, carrying the
York, Darlington and Thornaby. ex-Great Central Railway line between Doncaster and Scunthorpe, along with a parallel road on
To do this meant leaving on the 06.47 its north (far) side. On the right (east) bank of the river is the tilt mechanism of the 163ft bascule
or lifting section, the 548ft distance between the abutments offering a clear waterway of 150ft.
diesel-multiple-unit service to Doncaster, Erected by Sir William Arrol & Co of Forth Bridge fame, the Keadby bridge opened on 21 May
arriving there at 07.45, which I did on 2 July. 1916, to replace an 1864-built swing bridge, but 1958 saw the bascule fixed in position as part of a
What was running around Doncaster? There scheme to widen the bridge and increase the headroom, so even when the author passed this way
was Brush/Sulzer ‘Type 4’ No D1899 of it no longer lifted. John Marshall/Kidderminster Railway Museum

Three of the last of a once big fleet of 18-inch 0-6-0STs, Nos 31 (YE No 2428/1947), 56 (YE No 2433/1948) and 66 (YE No 2442/1949) of the Appleby-
Frodingham Steel Company, Scunthorpe are dumped out of use on 20 July 1966. Built by the Yorkshire Engine Co Ltd in 1947, these powerful tank
engines await disposal and cutting up. Author
During ‘stop fortnight’, on the evening of 20 July 1966 at the Scunthorpe steelworks of Richard, Thomas & Baldwins Ltd, RT&B No 13 (Hunslet Engine
Co Ltd No 2841 of 1944) is busy shunting the sidings adjacent to the ex-GCR main line. The background is dominated by one of the rolling mill shops
and the cooling towers of the Works’ own electricity generating power station. The yard lighting was essential to ensure safe working in the dark
winter months and for the 24-hour-a-day operations of the works, where blast furnaces were in continuous production. Author
Another of the RT&B Hunslet 0-6-0STs, No 18 (HE No 3813 of 1953), shunts BR steel-bodied 16-ton end-tipping mineral wagons to the rear of the
coke ovens at the iron and steel works’ on 29 June 1966. The diagonal white line of each wagon indicates the end with the tipper door, while the
saddle tank’s bunker is painted with distinctive warning chevrons. The engine’s short wheelbase allows it to traverse tight radius curves, the
considerable overhangs at the front and rear being of little significance when shunting four-wheel, short-wheelbase wagons. Fully lined out, No 18
carries its worksplate on the bunker, stock number on a cast numberplate on the cab side-sheets, and ‘RTB’ on the saddle tank. Author
Stanier ‘Black Five’ No 45325, a resident of

Mold Junction shed from April 1954 through to
an April 1966 move to Chester, finds itself
working through Scunthorpe & Frodingham
station, heading for home. Illustrating just how
wide-ranging many locomotives were, even in
the last years of steam. This 4-6-0 would be
withdrawn in August 1966 from Chester shed.
Mike Esau
Immingham on a coal train, and Brush

‘Type 2’ No D5682 of Norwich on a mixed
freight, while English Electric 1Co-Co1
‘Type 4s’ Nos D345 of York and D282 of
Healey Mills were on a southbound express
and freight respectively, and No D279 of
Gateshead shed took me north to York.
The train was due into York station at
08.58, where I would have to change to carry
on to Darlington. We met a number of diesel-
hauled expresses on the way and it was only
just south of York where York-allocated ‘K1’
class 2-6-0 No 62046 went by with a
permanent way train. The station itself was
quiet in the 12 minutes I had there, and there
really was not much to see in the shed yard –
in steam were West Hartlepool’s ‘WD’ 2-8-0
No 90347 and Wakefield’s ‘9F’ class 2-10-0
No 92211. In a store line were the two
surviving ‘A1s’, Nos 60124 Kenilworth and
60145 Saint Mungo, along with ‘J27’
No 65823.
We arrived at Darlington, where the
station was occupied with diesel-multiple-
units. I had time to look at the plinthed
Locomotion No 1 and Derwent before joining
the 10.15 departure to Redcar as far as
Thornaby, arriving at 10.34. Here I changed
on to a Middlesbrough and Sunderland-
bound diesel-multiple-unit, departing at
10.41, which would get me into West
Hartlepool at 11.07. As the train accelerated
around the yards at Thornaby, there were two
English Electric ‘Type 3s’, a BR/Sulzer ‘Type 2’
and a 350hp English Electric shunter noted –
Nos D6723 of Stratford, D6777 and D5154 of
Thornaby, and D3380 of Darlington.
Once in Hartlepool, at last I began to see
steam locomotives in quantity, even though it
was a Saturday. A ‘WD’ 2-8-0, No 90583 of No 63407 working down empties, followed by 63446 and 63410. Two years previously the
West Hartlepool shed, was coming through ‘K1’ No 62008 with a brake van. Not long shed’s allocation had been mostly ‘Q6s’, the
with a coal train, while Ivatt ‘4MT’ No 43056 afterwards, a locomotive ‘train’ appeared, ‘K1s’ having migrated in, mostly from
of the same shed stood with a brake van consisting of ‘WD’ No 90445, Ivatt ‘4MT’ Darlington, as the West Hartlepool-allocated
awaiting signals. Almost at once, another of No 43057 and ‘Q6’ No 63450 heading for the ‘Q6s’ reached the end of their boiler tickets.
the West Hartlepool ‘WDs’, No 90445, had shed. These were all heading home for West I returned to Clarence Road box to see
crept up to the signals with a northbound Hartlepool, as was 0-6-0DM No D2067 Ivatt Mogul No 43015 pass with a brake van,
train of bulk hoppers; the signals cleared and clattering by a few minutes later. and No 63407 returning with down empties
those hoppers must have been full, because The remaining hour or so only produced and then return light engine to shed. My
the hapless ‘WD’ was thrashed through the ‘K1s’ – Nos 62001 on down bulk hoppers, diesel-multiple-unit left at 16.35, travelling
station in no uncertain manner. 62004 on an up coal duty, 62045 on up directly to Darlington. I noted that ‘WD’
I spent about three hours chatting with mineral empties and 62041 on down empties. 2-8-0s Nos 90230 and 90011 had arrived on
the signalman at Clarance/Clarence Road box Then Ivatt ‘4MT’ No 43056, and later Moguls West Hartlepool shed as we went by, and we
– is it Clarance or Clarence Road? (the box Nos 62001 and 62041, returned to the nearby caught up with No 43015, now with a down
had two different nameboards) – on the north shed, West Hartlepool. It was time to make a coal train, north of Stockton. Then there was
side of the station. On the opposite side of the shed visit, and the foreman had no objections. steam activity around Stockton in the form of
line, rows of wagons awaited disposal after a On shed, mostly in steam and all allocated to York shed’s ‘WD’ No 90517, Blyth’s ‘4MT’
recent docks closure. After Thornaby’s West Hartlepool were Nos 62044, 63368, No 43123 and the only ‘J27’ I saw working,
BR/Sulzer ‘Type 2’ No D5169 had passed with 90588, 90593, 62048, 62004, 90434, 63394, Sunderland’s No 65894. On my return via
a brake van, I got my first sight of a hard- 90445, 63349, 90082 and 62045. In addition, York, I think I must have dozed off for most
working ‘Q6’ 0-8-0, West Hartlepool’s stored awaiting disposal were Nos 63454, of the way back!

Seen from the east end of West Hartlepool station, Riddles ‘WD’ 2-8-0 No 90445 crosses Victoria Terrace level crossing on bulk powder hoppers.
Note the elegant frontage of the generously proportioned station master’s house on the right. The ‘Austerity’ is based at the nearby West Hartlepool
shed and having passed that, heading north, the line takes a sharp curve west through the station and then immediately curves north, effectively
hugging the edge of the docks. On the left is a rail-served covered wood yard and immediately on the other side of this is the unseen Swainson Dock,
which was opened with great ceremony by the West Hartlepool Harbour & Railway Company in 1856. Traditionally, timber traffic was prolific here,
but Swainson Dock is now filled in, while other docks here are used as marinas. Author
Heading south towards West Hartlepool station, local ‘K1’ No 62004 drifts downhill past Clarence Road signal box with a coal train. ‘Clarance Road’
on this side of the box is clearly a spelling mistake, as the main road that runs behind it is Clarence Road, while the railway company incorporated in
1828 to take coal to the Tees is similarly spelt. Hartlepool was reached by rail from the south when the Stockton & Hartlepool Railway opened in
1841, providing the link from Clarence Railway metals, while May 1853 saw Hartlepool’s harbour and railway interests merged, with the West
Hartlepool Harbour & Railway Company in turn being swallowed up by the North Eastern Railway in 1865. Author
From the same vantage point, and seen going away towards the distant station, a trio of work-stained and somewhat tired looking locomotives make
their way home to West Hartlepool shed, coupled together to minimise light engine movements. Nearest the camera is ‘Q6’ 0-8-0 No 63450, with
Ivatt ‘4MT’ 2-6-0 No 43057 in the middle, and Riddles ‘Austerity’ 2-8-0 No 90445 leading. Only a ‘K1’ Mogul is missing to make this fully representative
of the freight types in use at the nearby shed in the summer of 1966. Author
The shed yard at West Hartlepool on 2 July 1966, looking south with the location of the Stockton &
Hartlepool line evident by the distant signal gantry to the far left, beyond the coal stage and a ‘WD’
shunting wagons. On the shed itself, another ‘Austerity’ 2-8-0 takes on coal and a ‘K1’ is on the right,
while a diesel shunter is parked outside the northernmost roundhouse. Author

A pair of Peppercorn ‘K1’ class 2-6-0s,

Nos 62001 and 62041, are seen on West
Hartlepool shed on 2 July. Both Moguls are in
steam and await their next duty, and both were
transferred to West Hartlepool from
Darlington during the previous April. No 62001,
the doyen of the class, would be condemned at
the end of April 1967, while No 62041 would be
taken out of service a fortnight earlier, both
from West Hartlepool. Author
Like many areas at the forefront of early

railway developments, the facilities at West
Hartlepool needed expanding, so the shed in
living memory (established in August 1866)
post-dated two other engine sheds between
here and the station. For most of its working
life it housed freight and shunting engines. On
23 July 1966 ‘Q6’ 0-8-0s Nos 63412, 63349,
63446 and 63410 and ‘WD’ 2-8-0 No 90011, are
stabled between the main line and the back of
the coal stage. The shed would finally close on
17 September 1967, when the remaining nine
steam locomotives went for scrap and the
14 diesels on the books were transferred to
Thornaby. Edwin Wilmshurst
Across Yorkshire depended on coal gas, while the by-product, appeared en route, such as No 90417
The next adventure was to go to coke, was used by industry and utilities for (ex-Sunderland) in sidings near Horbury
Wolverhampton via Doncaster, Wakefield, furnaces and heating. Also in the hour or so I Junction and No 90321 on a down petrol train
Huddersfield, Stalybridge and Stockport after spent there, Ivatt ‘4MT’ 2-6-0 No 43137, soon near Thornhill. As we approached Mirfield we
work, starting at lunchtime on Friday, 29 July to be transferred to Blyth, was kept busy overtook Stockport’s clean BR ‘Britannia’
1966. The journey began on a diesel-multiple- shunting parcels vans around the station and Pacific No 70026 Polar Star on an up freight,
unit that left Scunthorpe at 13.40, getting me nearby parcels depot. which later passed me at Mirfield station at
to Doncaster at 14.30, where, after a quick Two up coal trains passed through, 17.45. In Mirfield shed yard were ‘WD’
buffet lunch, one of the BR/Sulzer 1Co-Co1 headed by Normanton shed’s ‘WD’ No 90617 No 90200 (ex-Sunderland), Stanier ‘Black
‘Peaks’ (later Class 46) came in on a King’s and an English Electric ‘Type 4’ of Healey Five’ No 44951 of Low Moor shed and ‘8F’
Cross to Leeds train. This departed at 15.14 Mills, No D392. Then came an up mixed No 48471 of Newton Heath. Mirfield still
and got me to Wakefield (Westgate) station at freight in the charge of Rose Grove ‘8F’ sported some ex-LMS colour light signals, so-
15.46. We passed two collieries, one of which No 48386, paralleled by Wakefield-based called ‘speed signals’.
had a saddle tank in steam. Shortly ‘WD’ 2-8-0 No 90625 with more coal. From Mirfield, I took the 17.50 service to
afterwards, we passed Wakefield shed’s ‘WD’ Another English Electric ‘Type 4’, York’s Huddersfield, which like Wakefield (Kirkgate)
2-8-0 No 90236 on a coal train at the No D270, had an up coal train, while still had extensive overall peaked roofs.
junctions between the closed stations of Normanton ‘WD’ No 90664 came off shed. As Holbeck’s Stanier ‘Black Five’ No 45075 was
Harepark & Crofton and Sandal. There was soon as No D270 had cleared, a Farnley- acting as the station pilot as Huddersfield
also steam to be seen in Westgate, in the form allocated Stanier ‘8F’, No 48664, followed with shed’s ‘WD’ No 90694 came through on an up
of Wakefield-allocated Fairburn 2-6-4T an up mixed freight. These freight movements coal train, followed closely by No 90409 on an
No 42108. were slotted in between diesel-multiple-unit up mixed freight. I could not linger as
There was a wait of only a few minutes services. Gateshead ‘Peak’ No D188 was coming in
before the shuttle diesel-multiple-unit took My diesel-multiple-unit to Mirfield with a Newcastle to Liverpool service, which I
me down to Wakefield (Kirkgate) station. arrived and we left on a four-track formation, was going to ride as far as Stalybridge. On the
Kirkgate station still had a rather tatty peaked running under the Doncaster to Leeds main way we passed Wigan (Springs Branch)-
overall roof, and I planned to spend at least line just south of Westgate station and passing allocated Stanier ‘Black Five’ No 45425 on a
half an hour or so there, as passing coal traffic another of Wakefield shed’s ‘WDs’, No 90345 down passenger duty at Linthwaite.
was quite heavy. North Sea gas supplies were waiting with a down mixed freight. More of From Stalybridge there was still a diesel-
in their infancy and many towns still the Wakefield allocation of ‘WD’ 2-8-0s multiple-unit shuttle service to Stockport via
On 29 July 1966 a lone trainspotter at the east

end of Wakefield (Kirkgate) station gazes at a
‘WD’ 2-8-0 in the distance, which like the
station pilot on the right, Ivatt ‘4MT’ Mogul
No 43137, is waiting for signals. Allocated to
the nearby Wakefield shed at the time, the
Doncaster Works-built No 43137 was
previously at Eastfield and then Grangemouth
before moving to Wakefield in October 1963. It
had since then also seen use from Copley Hill
and Ardsley sheds. Completed in July 1951, its
last use would be from North Blyth shed at the
end of November 1967. Author
With the station’s distant signal at danger, but

the home pulled off, Normanton-allocated
Riddles ‘WD’ 2-8-0 No 90617 runs slowly into
Wakefield (Kirkgate) with a lengthy rake of
mineral wagons on 29 July, while Ivatt ‘4MT’
2-6-0 No 43137 is busy on the left. Completed
in January 1944 by the Vulcan Foundry as WD
No 77479, No 90617 would officially remain in
traffic until 24 June 1967. Author
Guide Bridge, and at Guide Bridge we crept in

under the overhead DC wires, watched by
Class ‘EM1’ Bo-Bo No 26005 of Reddish shed.
Waiting on freights near the station were
Stockport ‘8F’ No 48345 and Birkenhead-
allocated ‘9F’ No 92048.
After Guide Bridge I wasn’t expecting to
see much steam at Stockport, reached via
Heaton Norris Junction. However, Ivatt ‘2MT’
2-6-2T No 41204 was acting as station pilot
and I was surprised to see Fairburn 2-6-4T
No 42184 arrive with a local service for
Buxton, as the Manchester (Piccadily) to
Buxton service had long been diesel-multiple-
unit operated.
Another steam movement was Speke
Junction’s Stanier ‘Black Five’ or ‘5MT’
No 45059 passing through light engine,
shortly after ‘AL6’ class Bo-Bo No E3117
arrived with a Manchester to Cardiff service,
which was to be my train to Crewe. We
accelerated past Stockport shed, where in the
It is all go under the gloomy but cavernous roof

of Wakefield (Kirkgate) station on 29 July. On
the left is a Metro-Cammell diesel-multiple-
unit loading passengers before setting off for
Normanton and Leeds (City), while on a centre
road is Stanier ‘8F’ class 2-8-0 No 48386 of
Rose Grove shed, plodding through on an up
coal working and passing locally-allocated
Riddles ‘WD’ 2-8-0 No 90625 running tender-
first. Author

Stockport-allocated BR Standard ‘Britannia’ Pacific No 70026 Polar Star is seen at the head of a freight as it draws past Healey Mills-based English
Electric ‘Type 4’ 1Co-Co1 No D392 at the east end of Mirfield station on 29 July 1966. May 1965 saw No 70026 transferred from Holyhead to
Stockport shed, and it would be condemned from there at the end of the second week of January 1967. Author
Parts of the West Riding became known locally

as ‘WD Country’ because of the dominance of
the class on the heavy mineral traffic. Having
just crossed the Pennines and passed through
the 696 yard-long Huddersfield tunnels, we find
Wakefield-allocated No 90409 carefully
entering Huddersfield station at the head of an
eastbound (down) mixed freight on a misty day,
29 July 1966. A product of the North British
Locomotive Co Ltd, this ‘Austerity’ was
released to traffic in January 1945 as No 78532,
and it would remain in service until June 1967.
Author
On duty at Stockport station on 29 July 1966 is

Ivatt ‘2MT’ 2-6-2T No 41220 of Stockport
(Edgeley) shed. At this time the local shed had
four of these 2-6-2Ts, which were used mostly
for shunting and odd jobs, but they would all be
gone by the start of 1967, upon their
withdrawal from Stockport. In just over four
months No 41220 would be condemned, on
30 November 1966, along with Nos 41202 and
41233, while No 41204 would eke out an extra
month of existence. Author
Despite the widespread use of diesel-multiple-units, many all-stations passenger workings remained steam-hauled to the end of steam on the North
Eastern Region. On 27 June 1966 Fairburn ‘4MT’ 2-6-4T No 42073, allocated to Bradford’s Low Moor shed, prepares to leave Huddersfield station with
a working towards Leeds or Bradford. The distant bridge carries the railway over the A641 Huddersfield to Brighouse and Bradford road. No 42073 is
one of only two Fairburn tank engines to be preserved. N.W. Skinner/ARPT
yard I noted No 44759 of Crewe South, BR Further Journeys there, Stanier ‘Black Five’ No 44896 of Farnley
‘Britannia’ Pacific No 70015 Apollo of On Monday, 1 August I retraced my steps came through light engine and then BR
Stockport, BR Standard ‘4MT’ 4-6-0 No 75050 from Wolverhampton to Scunthorpe, Standard ‘5MT’ No 73011 backed down to
of Stoke and BR ‘9F’ 2-10-0 No 92045 of following the same route as far as pick up a parcels train from the old Midland
Birkenhead. It was late evening as we neared Huddersfield. There was a lot more steam Railway terminus side of the station.
Crewe, where ‘3F’ 0-6-0T No 47397 was about at Stockport and Guide Bridge and, as if Taking the former Midland Railway route
sharing station pilot duties with Ivatt ‘4MT’ on cue, a ‘WD’-hauled up coal train came to the south, the diesel-multiple-unit to
No 43026, both of Crewe South shed, while through as I stepped off a Liverpool- Wakefield passed Wakefield shed’s ‘WD’
No 43113, also of Crewe South and Newcastle train at Huddersfield. This time it No 90076 waiting to follow us near Hunslet
Immingham’s No 92194 were seen near Crewe was Staveley (Barrow Hill) shed’s No 90474. It and we carried on towards Woodlesford and
South depot as a ‘Type 4’ took me on to was a diesel-multiple-unit trip to Leeds (City) through the junctions at Methley to stop at
Wolverhampton and home. via Farnley Junction, where the shed yard Normanton. While we waited, more coal
For the record, the single fares were produced a converted Crosti ‘9F’, No 92024 of trains were in action, with Stourton’s Stanier
Scunthorpe to Wakefield 10/6d, Wakefield to Birkenhead, Stanier ‘5MT’ No 44782 of ‘8F’ No 48311, Speke Junction’s No 48374 and
Stockport 11/3d, and Stockport to Trafford Park and Patricroft’s BR Standard York’s ‘K1’ No 62012 all noted. Yet another
Wolverhampton 17/6d. Mind you, to put these ‘5MT’ No 73011. coal train, hauled by Normanton-allocated
fares into some perspective, I was earning Steam was active on Leeds (City) station, ‘WD’ 2-8-0 No 90664, approached as we
about £13 a week after tax, so it was not a bad where Holbeck shed’s Ivatt 2-6-0 No 43130 departed. Then upon going past Normanton
‘walk-on’ deal for a one-way journey of some was on station pilot duties and ‘8F’ No 48283 shed, on show in the yard were Ivatt ‘4MT’
150 miles. sat with a ballast train. In the short time I was No 43096 (stored), Fairburn 2-6-4T
A visit to Leeds (City) station on a dull and overcast 23 July 1966 finds Holbeck shed’s Stanier ‘Black Five’ No 44662 ready to leave with empty
coaching stock, while a Skipton-based BR Standard ‘4MT’ 4-6-0, No 75059 on a train of empty mineral wagons, waits for its signal to clear. No 44662
would remain in traffic until October 1967, while No 75059 was taken out of traffic three months earlier. Author

A view looking north from Wakefield (Westgate) station on 2 August 1966 finds Thompson ‘B1’ class 4-6-0 No 61030 Nyala, minus its nameplates,
engaged on station pilot duties. Allocated to Wakefield shed from October 1965 until January 1967, it would end its working life at York. In the
distance, awaiting its next duty, is a Fairburn ‘4MT’ 2-6-4T alongside a Metro-Cammell diesel-multiple-unit, while on the left is Stanier ‘Black Five’
No 44933 backing down towards the station to take over the Bradford portion of an express from King’s Cross. Author
No 42083, Thompson ‘B1s’ Nos 61035 parcels duty. It was relieved by a station pilot, No 48549 and ‘2MT’ No 41202. No 41202’s
Pronghorn and 61199, both of York, Raven Fairburn 2-6-4T No 42145, and the last of the sister, No 41204, was acting as station pilot
‘Q6’ 0-8-0 No 63426 of Tyne Dock and ‘Ivatt’ Stanier variants, No 42699, also waited with that day, shunting vans and Mark I full brakes
Mogul No 43043. empty stock. Both 2-6-4Ts belonged to about in between the arrival and departure of
Wakefield (Kirkgate) station seemed to be Holbeck shed. I returned with a ‘Deltic’ to ‘E3000’ AC electric Bo-Bos, although none of
quiet as I transferred on to the waiting diesel- Westgate, where Thompson ‘B1’ No 61030 the new ‘AL6’ locomotives were seen. Once
multiple-unit shuttle to Wakefield (Westgate) had brought in the Bradford portion, while two of Stockport shed’s ‘Black Fives’,
station, where Wakefield-allocated ‘B1’ waiting to take out the next Bradford portion Nos 44868 and 45225, had passed through,
No 61030 Nyala waited with a southbound was one of the few remaining ‘Jubilee’ class heading for the shed, ‘AL5’ class No E3084
parcels train. A London (King’s Cross) to 4-6-0s, Wakefield shed’s nicely-maintained came by on the back roads with a lengthy up
Leeds and Bradford train arrived behind a No 45694 Bellerophon. fitted freight, then Stanier ‘8F’ No 48735, seen
‘Deltic’, and it was a bit of a surprise to see I saw Bellerophon again on the same job earlier on shed, worked through on the down
Edge Hill ‘Black Five’ No 44933 take over the on 22 August, when I travelled up to platform roads with mineral empties. It was
Bradford portion. Then another ‘B1’ Scunthorpe via Stockport and Stalybridge followed by Stockport’s ‘8F’ No 48765 running
appeared, this time the Hull (Dairycoates)- again. In Crewe South shed yard that day were as light engine.
based No 61012 Puku with, I was told by a ‘8F’ No 48505 and Fairburn 2-6-4T No 42176, The diesel-multiple-unit ride to
railwayman, a Scunthorpe to Wakefield ballast both on their home shed, but the tank was Stalybridge revealed former ‘Golden Arrow’
train. previously used at Greenock, Carlisle BR Standard ‘Britannia’ Pacific No 70004, now
Further visits to Westgate during August (Kingmoor) shed’s BR Standard ‘Britannia’ devoid of its William Shakespeare nameplates,
1966 saw Mirfield’s ‘5MT’ No 45208 taking No 70034 Thomas Hardy, ‘8F’ No 48728 of shunting coal wagons in a yard beyond
over a King’s Cross to Bradford portion on Colwick, Willesden’s ‘8F’ No 48554, ‘Black Heaton Norris Junction. We reached the DC
12 August, watched by ‘B1s’ Nos 61388 of Low Five’ No 45208 of Mirfield, Ivatt ‘4MT’ Mogul overhead wires at Guide Bridge, which was
Moor, No 61386 of Blyth and locally allocated No 43113 of Stoke and Workington’s ‘Jinty’ much busier this time, with Reddish shed’s
No 61173 on a parcels working. That day I No 47531. Bo-Bos Nos 26046, and 26028 with 26045
took a train to Leeds (Central), which Then passing Stockport shed yard passing through light engines, and No 26025
revealed ‘Black Five’ No 45211 of Stourton revealed ‘8F’ No 48735 of Northwich, ‘9F’ was on a freight. Heaton Mersey-allocated ‘8F’
departing light engine after bringing in a No 92109 of Birkenhead, Stockport’s ‘8F’ No 48612 was in charge of a down freight,
Regional boundary changes over the years meant that the ex-Midland Railway shed at Normanton ended its days as part of the North Eastern
Region. On 17 July 1966 examples of three classes associated with the end of steam on the region are seen in light steam: Fairburn ‘4MT’ 2-6-4T
No 42149, an unidentified Riddles WD 2-8-0, and Ivatt ‘4MT’ 2-6-0 No 43098. To the right are the shed’s cenotaph coaling plant and more
locomotives. N.W. Skinner/ARPT
Electric action at Stockport: No E3084 of May 1964, one of the 40-strong fleet of ‘AL5s’ built at Doncaster Works, has just passed over the 27-span
Stockport Viaduct to run in past Stockport No 2 box and enter its neighbouring station. Taking a lengthy, up fully-fitted freight carefully around the
back roads on 22 August 1966, in December 1974 this 3,200hp Bo-Bo would receive a new identification as No 85029, under the TOPS computer
scheme, and then go on to serve until May 1988. Author
while fellow engine No 48546 from the same from ‘Jubilee’ No 45694 Bellerophon, Royal Star of Carlisle (Kingmoor), which
shed stood light engine. Thompson ‘B1’ No 61022 Sassaby, also of stood next to the shed in company with ‘9F’
At Leeds (City) station a Great Eastern Wakefield shed, was pottering about, and 2-10-0 No 92118 of Tyseley. Two Stanier ‘8Fs’
reminder was the sight of BR ‘Britannia’ Pacific classmate/shedmate No 61123 arrived with a were in action at Burton-upon-Trent,
No 70002 Lord Hurcombe, now of Carlisle Bradford to King’s Cross portion. Normanton Nos 48117 of Colwick and 48261 of Wigan
(Kingmoor) shed, sitting with a parcels train in shed yard had produced a mixture again of Springs Branch.
the Midland terminus part of the station. Other WDs and ‘Q6s’ – No 90622 of Wakefield, I never was able to return to the North-
steam locomotives present included Holbeck’s No 90722 was at home, with Nos 63387 and East again as I moved to a new job in London,
Fairburn 2-6-4T No 42699 acting as station 63420 were both from Tyne Dock. which was fortunate as I was able to chase up
pilot, while Farnley’s ‘Black Five’ No 44826 and My final journey back from Scunthorpe the final days of steam on the Waterloo to
‘8F’ No 48080 worked empty stock trains. was on 27 August, going via Doncaster, Weymouth and Salisbury lines, but I’ll never
I moved on via Normanton to Wakefield Sheffield, Derby and Birmingham (New forget how those ‘WDs’, ‘K1s’ and ‘Q6s’ were
(Kirkgate) before going on to Scunthorpe via Street). Locomotives were arriving at Derby worked so hard through West Hartlepool! All
Doncaster. Kirkgate produced five ‘WDs’ and for the forthcoming open day, including a steam had gone from that area before the
‘B1’ No 61173. On arrival at Westgate, apart sparklingly clean BR ‘Britannia’, No 70028 close of 1967.
Seen nearing Heaton Lodge Junction, the Wakefield driver of Stanier ‘Jubilee’ No 45694 Bellerophon appears determined to get his passengers to
Blackpool on time, or is he looking forward to a walk along the promenade and some fish and chips with his mate, as he opens up the three-cylinder
4-6-0 on getting away from Mirfield. The train is 1M07, 08.05 Castleford to Blackpool on 6 August 1966, the surviving West Riding-allocated ‘Jubilees’
being regualar performers on the Blackpool workings at this time. Barry Mounsey

Tail Lamp not preserved. I have always imagined that

No 60014 must have worked the final down
‘Elizabethan’ to Edinburgh and this working on
‘The Heart of Midlothian’ was a way of
It would be great if after all these years I
could fill in the missing information.
Steve Horner,
Droitwich, Worcestershire
returning it to London. Perhaps one of your
readers will be able to confirm this? North Borneo – Nottingham Forest train
Readers’ Letters G.L. Pallister, Sir: The picture on Page 10 of Steam Days
Newcastle-upon-Tyne, Tyne & Wear magazine’s February 2015 issue, of North Borneo,
is at Cattle Market Sidings (just south of
Steam around Cambridge Leicester station) – I spent many happy hours
Silver Link – titled train duties Sir: I refer to the photograph of No 61575 at at this signal box.
of September 1961 the top of Page 711 of the November 2014 I.G. Sutton,
Sir: I was interested in Roger Haig’s article on issue. Both the original caption location, north Leicester, Leicestershire
‘The Heart of Midlothian’ in the November of Littleport, and that of your correspondent’s
edition as I often saw it in my trainspotting days suggestion of King’s Lynn Harbour Junction are Ditcheat Manor mystery?
at Newcastle (Central) station. On Thursday, incorrect. The train is a March to Cambridge Sir: I enjoyed ‘Memories of Holidays on the
7 September 1961 I spent a couple of hours in (via St. Ives) service and it is passing Milton Cambrian Coast’ in your October 2014 issue.
the morning on Newcastle’s platforms, chiefly Sidings, between Histon and Chesterton Just a query about the picture at the top of
to see, and photograph, the non-stop Junction, just north of Cambridge. Page 621: is that really Ditcheat Manor? I ask
‘Elizabethan’, then in its last week of steam Roger Clary, because the ‘Manors’ were designed with a
haulage. Mepal, Cambridgeshire raised section of footplate above the cylinders,
I was duly rewarded when ‘A4’ No 60022 and a photo of Ditcheat Manor as preserved
Mallard passed through just before noon on the Haulage help – York to Leeds 1965 (www.cambrianrailways.com/html/gallery.html)
up working. The following Monday, and WCML 1967 also shows the raised section of footplate. Your
11 September, the first day of the winter Sir: I always enjoy reading about people’s photo shows a loco with no raised section.
timetable, I spent a couple of hours at the bashing trips, whether it be shed bashing or Richard Hemmings,
station in the afternoon. There was steam in haulage bashing. I spent the 1960s doing many Woodbridge, Suffolk,
abundance and I saw no less than five ‘A4s’ on spotting trips, so don’t have many records of
passenger workings, as well as an ‘A3’, an ‘A1’, steam haulage. By 1971 I had seen all but a Many thanks for the question. Prompted by your
an ‘A2’ and a ‘V2’. The 5pm to King’s Cross left handful of BR locos so decided to do diesels note, Andrew Wilson from the editing team looked
behind a ‘Deltic’, ‘brand-new’, I recorded. for haulage, spending most of my spare time at the original scan and concluded.
Just before 4pm the up ‘Heart of throughout the 1970s bashing, but that is ‘The colour picture on page 621 is
Midlothian’ arrived from Edinburgh, behind another story. most definitely a ‘Manor’ with such a small boiler,
King’s Cross ‘A4’ No 60014 Silver Link. This was My main reason for writing is that I am and anything other than a ‘blue’ engine would not
unusual as King’s Cross engines rarely worked hoping your readers may be able to fill in a have got beyond Welshpool and Newtown. Indeed,
north of Newcastle. What was much more couple of gaps in my steam records. Firstly, it the engine should have a raised footplate over the
unusual, however, was that the engine remained was a Saturday in August or September 1965 cylinders, and looking at the Colour-Rail picture it
on the train to work through to King’s Cross, when I travelled from Crewe to York for a day’s doesn’t appear to have one! Very odd, but it is
normal practice being an engine change. Frantic spotting. On the return journey I travelled on No 7821, the numberplate is clearly showing 7821
activity ensued, water was taken, a crew the 18.12 from York to Manchester (Exchange) and the nameplate ‘DIT…’
member was on the tender shovelling coal and was hauled by No 60154 Bon Accord to It is a bit strange but it is a ‘Manor’, no
forward, while the driver oiled the motion. Leeds, where No 45647 Sturdee took over. Can question.’
Fortunately, I was able to take the anyone confirm the exact date?
accompanying photo. The driver may be seen to Secondly, there have been articles on steam Sludge tenders and
the left of the engine, checking the motion on the West Coast main line in summer 1967 the art of taking water at troughs
while a figure can just be made out on the recently, well on Saturday, 22 July 1967 I made Sir: In regard to the January 2015 issue’s
tender. To the right is a ‘D200’, later Class 40, my first visit to Scotland by train, travelling on photograph on pages 34/35 depicting the
on a Liverpool train, and one of the two ‘J72’ either the 11.30 Birmingham-Glasgow or the tenders. These were used for conveying the
0-6-0T station pilots, of a North Eastern 11.40 Birmingham-Edinburgh, I am not sure residue from the water softening process away
Railway 1898 design, either No 68723 or which, to Carlisle. What I do know is that we for dumping. There were called sludge carriers.
No 68736, then painted green. had a ‘Black Five’ for haulage from Crewe to It would appear that these two are from
No 60014 was the first ‘A4’, entering traffic Carlisle, so does anyone know which of those ex-GNR goods locos. The furthest one would
in September 1935, and was among the first to trains was ‘Black Five’-hauled and the loco have been fitted with a water scoop, hence the
be withdrawn, in December 1962. Sadly, it was number? mushroom air vents. Unlike later versions, the
method of operation was to drop a long lever
into the trough. There was no way this could be
retracted before the end of the trough, so the
fireman on a passenger train had to judge it
very well so as not to wet any passengers.
Some had these vents at the rear of the tender,
those at the front meant that the footplate
would also be flooded with both water and coal
if the tender was overfilled!
David Rollins,
Brisbane, Queensland, Australia
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Make-up (JULY15):Make-up (July 05) 02/06/2015 15:09 Page 1

Steam in Glasgow & South Western Territory

Great Western Railway ‘ROD’ 2-8-0s

Managing Editor: Rex Kennedy 3 Trains of Thought

© KEY PUBLISHING 2015

51 A Stay in the North-East in 1966

Steam Days in Colour: On former L&SWR lines Steam Days

Steam Days at Tunbridge Wells

T lies 35 miles south-east from the centre

JULY 2015 www.steamdaysmag.co.uk 5

Bypassed by the SER main line to Dover of

providing a route between Brighton and

The 29-lever Tunbridge Wells West No 2 box

A 5 January 1957 view inside Grove Junction

Having just passed through Grove Hill Tunnel,

A view looking east from the station

Tonbridge ‘B’ box is seen to the far left and

JULY 2015 www.steamdaysmag.co.uk 9

The eastern point of the 1888 triangle was

A close up view of Groombridge Junction box in

JULY 2015 www.steamdaysmag.co.uk 11

The 10.30am London (Victoria) to Tunbridge Wells (West) via East

JULY 2015 www.steamdaysmag.co.uk 13

JULY 2015 www.steamdaysmag.co.uk 15

Ex-London, Chatham & Dover Railway ‘R’ class

In 1913 Richard Maunsell became the

This 17 July 1926 view on Tonbridge shed finds

Sunday morning at Tunbridge Wells: a typical

JULY 2015 www.steamdaysmag.co.uk 17

R.J. Billinton-designed ‘E5’ 0-6-2T No 32587 is

designed some fine locomotives, but the

JULY 2015 www.steamdaysmag.co.uk 19

SAVE ££s FREE Courtesy bus from

To book: Call 01780 480 404

The Great Western Railway’s ‘ROD’ 2-8-0s

M Aberdare, and her sister, Sally, married

Class ROD 2800 4700 4200 8F WD

JULY 2015 www.steamdaysmag.co.uk 21

JULY 2015 www.steamdaysmag.co.uk 23

Photographs of the class showing engines clean enough

were still scattered around the system (Table

Despite being photographed on Shrewsbury shed at

No 3020 (ROD No 1696) under overhaul in Swindon

JULY 2015 www.steamdaysmag.co.uk 25

Wartime views of ‘RODs’ at work are few and

In typical external condition for the time, 9 June 1951,

JULY 2015 www.steamdaysmag.co.uk 27

A 1 June 1953 view finds Worcester-allocated

and Oxley, with eight, came close to this

One of the 14 ‘RODS’ withdrawn in 1956,

Restarting a heavy unfitted freight after a

Looking immaculate in a fresh coat of black

Banbury 3017/20/24/26/43 (5)

JULY 2015 www.steamdaysmag.co.uk 29

GWR No 3007, previously ROD No 2016, is

On 15 March 1958 the now withdrawn

Swindon ‘C-Shop’: the end of the line for

This, in turn, prompted the

Locations featured include:- St. Helens, Garswood, Bryn,

032_SD_July15_ad.indd 32 03/06/2015 10:50

JULY 2015 www.steamdaysmag.co.uk 33

JULY 2015 www.steamdaysmag.co.uk 35

JULY 2015 www.steamdaysmag.co.uk 37

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