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FROM STEAM TO GLASGOW ‘BLUE TRAIN’ 1960/61

June 2022 | £4.95

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ST IVES, HUNTINGDONSHIRE 1954

JUNE 2022 £4.95

PLUS IN FULL THE LATTER YEARS OF THE ‘KINGS’ COLOUR

THE SOUTHERN ADVENTURES OF NO 77014

RAILS THROUGH SUTTON COLDFIELD

No 394

June 2022

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Trains of thought

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The Southern adventures of No 77014 The March 1966 transfer of this BR ‘3MT’ Mogul to the Southern Region created considerable interest among enthusiasts, Andrew Wilson and Andrew Britton tell the story of this exiled Mogul.

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Rails through Sutton Coldfield Served from Birmingham by both the L&NWR and Midland Railway, Stanley C Jenkins MA delivers a historical overview of the two railways that passed through this Royal town, to Lichfield and Walsall respectively.

Cover: Shortly after diverging from the Ely main line at Chesterton Junction, A J Hill era ‘D16’ No 62618 takes the loop line (Great Eastern to St Ives, and GE & GN Joint beyond) with the 1.55pm Cambridge to King’s Lynn via St Ives, March and Wisbech service in ‑4‑ ‑0’s last month of use.

November 1959, the 4‑ New in August 1923, it gained a Gresley roundtopped boiler in August 1944, so was thereafter ‘D16/3’. John Carter

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JUNE 2022

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On hand at Sutton Coldfield yard to work a Motorail service, rebuilt ‘Patriot’ 4-6-0 No 45512 Bunsen is recorded on 31 August 1961. E S Russell/Colour-Rail.com/301659

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STEAM DAYS in Colour 210: The latter years of the ‘Kings’ The iconic ‘King’ class is depicted through the lens of Tom Williams. We see the ‘Kings’ as they reached their operational zenith in the few short years before the class was earmarked for withdrawal.

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From steam to Glasgow ‘Blue Train’: A troubled transition on the north side lines The ‘Crossrail’-type railways north of the Clyde had very different fortunes post-1960 thanks to the former NBR route being favoured for electrification while the ex-Caledonian route fell by the wayside, as revealed by Eric Stuart.

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St Ives (Huntingdonshire): 1954 On the former Great Eastern loop north-west of Cambridge and through to March, St Ives was also the junction station for a route west to Huntingdon.

Swedebasher shines the spotlight on workings through this busy location.

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Review

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TRAINS of thought

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Next month...

West of England Rail Rover 1960: Truro to Plymouth via Perranporth, Newquay, Looe and Fowey Smaller GNSR engine sheds west of Dyce Crewe ‘Thousands’: Milestone locomotives Station by station: GCR lines through Deeside ‘Blood & Custard’ - in full colour On sale Thursday, 16 June 2022

n this issue of Steam Days magazine we feature the photography of the late Tom (T E) Williams, portraying one of his favourite classes of locomotive – and one of mine too – the Great Western ‘King’ class 4-6-0, of which three of the 30 built – Nos 6000, 6023 and 6024 – were saved from the cutter’s torch.

Living in Worcester, some distance away from GWR ‘King’ country, I had to go to London, Birmingham, Reading, Bristol or Swindon to see one of these impressive engines. Birmingham (Snow Hill) station was the nearest for me, apart from my regular trips each Wednesday, when I cycled to Swindon for the weekly trip around the works.

The first Great Western ‘Kings’ that I recall seeing were the four that were allocated to Wolverhampton (Stafford Road) shed – Nos 6005 King George II, 6006 King George I, 6008 King James II and 6011 King James I on my visits to Birmingham (Snow Hill) station in the 1940s and 1950s. The 1927-built No 6005 had in fact been a Stafford Road engine from 1932 through to 1962, the year of its withdrawal, for working the Wolverhampton to Paddington expresses, and No 6006 for a similar period. No 6008 was also allocated to Wolverhampton (Stafford Road) shed for a similar period, apart from a spell based at Plymouth (Laira) from June 1952 to December 1958, and No 6011 spent its early life based at Old Oak Common, with short spells at Bristol (Bath Road), until joining the other three ‘Kings’ mentioned here at Stafford Road in early 1947.

As my early visits to Birmingham (Snow Hill) station were in the 1940s and early 1950s, and I do not recall one single day’s visit to Snow Hill station when I failed to see these four Stafford Road ‘Kings’ before catching my train home to Worcester (Shrub Hill), topping a great day out, I eventually saw all but one of the Great Western ‘Kings’ during my spotting days between 1942 and 1968. No 6000 King George V escaped me for many years but I eventually caught up with this now preserved ‘King’ at Bristol (Temple Meads) station when it was allocated to Bristol (Bath Road) shed in 1952. However, the one that escaped me completely was No 6026 King John, which was based at Plymouth (Laira) for most of its working life, apart from long spells at Old Oak Common.

An interesting fact about the Great Western ‘Kings’ is that their sequence of numbers helped me at school in my history lessons, as if you could remember the names and numbers of these locomotives, those numbered in order from No 6000 to 6027 ran in the correct reverse order of their periods when the kings reigned in Great Britain, starting with 6027 King Richard I to 6000 King George V. To continue the reigning sequence, the names at first carried by the two oldest Kings, Stephen (ex-No 6029) and Henry II (ex-No 6028), were changed so as to update the list by adding King George VI (6028) and King Edward VIII (6029) to the list of names.

Other named steam locomotives also helped with our history lessons at school, such as the names of the commonwealth countries, named in the LMS ‘Jubilees’, and the names of the Arthurian knights. Enjoy your read and your own special memories of these and other fine locomotives that gave us all so much pleasure in our youth.

Steam Days Magazine The driver of Stafford Road’s No 6006 King George I waits for the ‘right away’ from Leamington Spa (General) with the 8.45am Wolverhampton (Low Level) to Paddington service, while the fireman trims his tender. The roof of the leading coach shows evidence of a soaking, probably overspill when water was taken on Rowington troughs approximately eight miles north-west. No 6006 is pictured on 9 July 1955 while still in possession of the BR sleeved single chimney, which would be replaced by the early type of fabricated double chimney during summer of 1956. This in turn would be replaced in November 1957 by the final type of elliptical, cast double chimney. Although difficult to tell in this shot because of the dull, damp weather conditions, the bogie frame is still in its original form – strengthening fillets would be fitted in February 1956 following the discovery of fatigue fractures in the longitudinal plate frames in many members of the class. Note that the mechanical lubrication unit is still in its original position behind the outside steam pipe. T E Williams

JUNE 2022

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The Southern adventures of No 77014 The transfer of BR Standard ‘3MT’ No 77014 to the Southern Region in March 1966 created considerable interest among local enthusiasts, Andrew Wilson offering the backdrop to the locomotive’s pre-Southern days as well as coverage of its rail tours in the South, while Andrew Britton delves into some of the lesser known work of this exiled BR Mogul.

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ne of the biggest surprises of 1966 was the transfer of a British Railways Standard ‘3MT’ 2-6-0 from Northwich to Guildford – Andrew Wilson remembers the initial disbelief among the trainspotters at his grammar school on Battersea High Street. Yet the rumours were true, No 77014 had been moved south, and after the ‘3MT’ was noted passing through Basingstoke on Thursday, 17 March, he saw it nine days later on Nine Elms shed, espied from the windows of the local YMCA where he was supposed to be learning to play golf.

The tank engine versions of the BR Standard ‘3MT’ were well known to Southern Region enthusiasts as Nos 82010-19 and 82022-25 went new to Exmouth Junction shed in 1952 and 1954, and then since November 1962 no less than 23 of the 45-strong class of 2-6-2Ts had seen allocation to Nine Elms shed for empty carriage duties into and out of Waterloo, pilot duties at the terminal, and local trip work. To say that they appeared to be run into the ground and then withdrawn is something of an understatement, and six were already condemned from the shed by the end of 1964. So the arrival of the tender version was well received, with No 77014 developing JUNE 2022

On Saturday, 20 May 1966 No 77014 pulls away from New Milton with the outward leg of the British Young Travellers Society ‘Hampshire Explorer’, the locomotive’s second rail tour outing on the Southern Region. Although still looking somewhat neglected and scruffy, the 2-6-0 makes a fine sight at the head of a rake of Southern Region green Bulleid corridor stock. Having taken over from ‘USA’ class 0-6-0T No 30073 at Totton, No 77014 is working the special via Bournemouth (Central) through to Blandford. It will then retrace its steps as far as Broadstone Junction, from where ‘West Country’ class Light Pacific No 34006 Bude will perform a ‘reversal’ by taking the stock on an out-and-back run to Ringwood before returning the train through New Milton and eventually terminating at Southampton (Central). Nigel Kendall/ANISTR.COM

something of a cult following, despite its run down appearance.

The 20 BR ‘3MT’ 2-6-0s were completed at Swindon Works between February and September 1954 for the Scottish and North Eastern regions and were run-in on the Swindon to Ludgershall and Tidworth branch pick-up goods, as well as on stopping passenger trains to and from Bristol. The NER allocation – Nos 77000-04 and 77010-14 – went new to Darlington, while the Scottish Region sent its ‘3MTs’ to four locations – No 77005 to Dawsholm, Nos 77006/07 to Hamilton, Nos 77008/09 Perth (Blair Atholl), and Nos 77015-19 to Hurlford. Once firemen mastered the long narrow firebox the ‘3MTs’ steamed and rode well, but the problem was finding suitable work that couldn’t be covered by the bigger ‘4MT’ classes. Consequently, the class became somewhat nomadic. The NER, however, did find a niche for its ‘3MTs’, working over the Stainmore line until its closure.

In regard to No 77014, it went new to Darlington in July 1954 and moved to Whitby in October 1955. Eight months later it was transferred to Blaydon, before moving to Gateshead in September 1959. A year later it was sent to Tyne Dock, but in April 1961 it was on the move again, to South Blyth.

Transferred to Thornaby shed in October 1962, the following September saw it sent to Stourton. Somewhat surprisingly, it was then moved to the London Midland Region at Northwich in November 1964 along with another of Stourton’s ‘3MTs’, No 77011. Crewe Works accepted No 77014 for a heavy www.steamdaysmag.co.uk

overhaul during 1965 and so it was still in reasonable mechanical condition when moved to Guildford on the Southern Region in March 1966. Finding it a thoroughly useful engine, the Southern did not condemn it until the end of steam on the region in July 1967.

Ten sheds in 13 years illustrates the problem shedmasters had in finding suitable work for the class, albeit Hurlford shed’s Nos 77015-18 had working lives of around 12 years each and were all one-shed engines.

Andrew Britton recalls this question being asked: ‘Did you know that we have a BR Standard class ‘3’ coming down to Guildford?’

For him, this was the first mention of the transfer to the Southern Region of No 77014, with possibly a second sister locomotive. This remarkable news was broken whilst he was mourning the closure of the Cowes-NewportRyde line at Ryde (St John’s Road) platform on 19 February 1966, by Alan Blackburn from BR Wimbledon. He related that Guildford shed’s small fleet of Maunsell Moguls were nearing the end of their days, but that there was still a requirement for some suitable motive power to cover weekend and night engineering and ballast trains in connection with the Bournemouth electrification. No more was thought about Alan’s comments until a month later when the local grapevine reported the first sighting of No 77014 at Basingstoke on 17 March.

When the diminutive BR ‘3MT’ Mogul arrived at Guildford shed its condition was described as poor. According to former Guildford driver Brian Aynsley, ‘No 77014 turned up at Guildford from Northwich, near 7

Standard ‘3MT’ 2-6-0 No 77014 near the shed exit at Guildford. Seen from the neighbouring station, the broadside view gives no clue to the date as the mixed traffic red and grey lining proved virtually invisible between intermittent cleaning, with only head-on views helping ‘dating’ thanks to various number, shedplate and lamp iron changes. Coupled to BR2A tenders with a capacity of six tons of coal and 3,500 gallons of water, the tender balances the lines of the engine with its BR6 boiler which was developed from the Swindon Standard No 2 type used on the ‘5100’ class 2-6-2Ts. Although not the smallest of the Standard Moguls the ‘3MTs’ allocated to Scottish sheds quickly acquired the nickname of ‘Wee Standards’. The Hurlford locomotives were in the local domain for Derek Cross who (like Henry Casserley) did not have a high opinion of the ‘77000s’ believing them to be unnecessary, and yet, counterbalancing those thoughts, the North Eastern Region examples that worked over the Stainmore line were allowed to take 38 loaded 21 ton hoppers singlehanded. Keith Lawrence/ANISTR.COM

Chester, leaking like a sieve!’ Yet it was just out of a heavy overhaul at Crewe Works.

Arrangements for the transfer of a second BR ‘3MT’ Mogul were quickly scuppered and the Guildford fitters set about making No 77014 steam tight and fit for duty. Following its first boiler wash out, No 77014 was set to work on what would prove to be its own regular daily working diagram, Duty 170, the 11.10 and 12.40 Woking-Farnham ballast disposal trains.

A few weeks passed and the railway grapevine news related that No 77014 had been shunting at Clapham Junction and made an unannounced visit to Nine Elms shed for coaling and turning. To the surprise of local railway enthusiasts the newly-transferred BR ‘3MT’ Mogul appeared twice at Waterloo on empty carriage stock workings for the 18.30 departure to Bournemouth (Central) and Weymouth, firstly on Monday, 4 April and again 24 hours later. The following week, during the Easter school holidays No 77014 began to stray further afield and was noted on ballast and rail trains over several nights in the early hours at Beaulieu Road station in the New Forest, being turned on Brockenhurst turntable for the return workings to Woking yard.

Meanwhile, its presence on the Southern Region attracted the attention of railway enthusiasts, the Railway Correspondence & Travel Society submitting a request for No 77014 to be used on its ‘Longmoor Rail Tour’ of 16 April 1966, between Staines and Windsor & Eton Riverside. Following consent being given for the BR ‘3MT’ to be used on the tour, Guildford foreman Cyril Tillman encouraged some extra mechanical attention from Guildford fitters Ernie Pitman and ‘Jycko’.

Sadly, apart from a quick wipe-over of the cabside number, very little attention was given to the cleaning and appearance of the engine.

The organising committees of the societies and clubs running rail tours in the 1960s had excellent relations with the regional officers of British Railways and were even able to use locomotives allocated to Scottish sheds on Western and Southern region specials. By this date, already the Home Counties Railway Society had brought Carlisle (Kingmoor) 8

‘Clan’ Pacific No 72006 Clan Mackenzie to Old Oak Common to work a London (Paddington) to Swindon special in December 1963, while August 1966 would see the Locomotive Club of Great Britain use ‘A2’ Pacific No 60532 Blue Peter of Aberdeen (Ferryhill) shed for its ‘A2 Commemorative Rail Tour’ from Waterloo to Exeter. It seems likely that negotiations to use No 77014 started before it reached the Southern Region as the RCTS advertised its Longmoor Rail Tour’ in the March 1966 issue of the Railway Observer – the flyer specifically advertised ‘Motive power will be steam throughout.

Southern Region: U Class 2-6-0, and B.R. Cl. 3 2-6-0 and B.R. Cl 4 2-6-4T requested.’

Whether or not the shedmaster at Northwich had any objections to having No 77014 taken off his hands had not been recorded – it is not beyond the realms of possibility that it was despatched with the caveat that the Southern could keep it!

Reaching Guildford on 18 March 1966, the Railway Observer noted that the arrival No 77014 ‘no doubt means a further inroad into the few remaining Maunsell ‘N’ and ‘U’ class Moguls.’ Anxious to assess its new acquisition, as already noted the BR ‘3MT’ 2-6-0 was seen at Nine Elms on 26 March having been put to work on a number of Guildford Mogul duties. It is possible that No 77014’s transfer was primarily to cover for the withdrawal of the last Maunsell 2-6-0s but at the time the Southern Region still had plenty of BR ‘4MT’ 2-6-0s on its books, so perhaps the jury is still out on exactly why the BR ‘3MT’ was transferred to Guildford?

No 77014’s debut on a Southern Region tour came on Saturday, 16 April 1966 when it worked the penultimate leg of the RCTS organised ‘Longmoor Rail Tour’. The special marked the shutting of the freight-only Bentley to Bordon branch; after its closure, all rail traffic to and from the Longmoor Military Railway (LMR) would be routed via Liss.

Rebuilt ‘West Country’ Pacific No 34026 Yes Tor brought the eight-coach train into London (Waterloo), allowing two of the dwindling number of Maunsell Moguls at Guildford – ‘U’ class No 31639 and ‘N’ class No 31411 – to www.steamdaysmag.co.uk

reverse onto the train. The well turned out 2-6-0s worked as far as Woking, where Army Department WD 2-10-0 No 600 Gordon was waiting to haul the special to Liss on the Portsmouth Direct route; it had been hoped to use Gordon from Waterloo but permission was denied over gauging issues at the terminus.

On arrival at Liss, Army Department 0-6-0ST No 195 backed on to the train to haul it onto LMR metals. Gordon then ran-round and coupled up to No 195, smokebox to smokebox, so Gordon then led tender-first as the pair set off for Longmoor Downs station.

Here the participants were divided into two groups to travel around the Hollywater loop in two trains in the charge of 0-6-0STs Nos 195 and 196. Afterwards, the visitors returned to the main train, which now had No 195 at its head and No 600 Gordon on the rear.

Subsequently, Gordon took to homeward train along the Bordon branch, through Aldershot, Ascot, and Virginia Water to the loop just beyond Staines station, where No 77014 was waiting to back on to the rear of the stock and take the tour to Eton & Windsor Riverside, about seven miles distant – the two Maunsell Moguls were stabled there ready to take the final leg back to Waterloo. Such was the demand for seats that a repeat tour took place a fortnight later. By then No 31411 had been withdrawn, so its place was taken by ‘U’ class No 31791, and No 77014 was declared unfit to work that day so BR ‘5MT’ 4-6-0 No 73114 Etarre substituted for the Staines to Eton & Windsor leg.

After receiving attention at Guildford but still looking scruffy, No 77014 was used on a number of the shed’s duties formerly booked to Maunsell Moguls. Many of these were associated with permanent way work for the forthcoming Bournemouth main line electrification, so most ran at night or at the weekend. However, just over a month after No 77014 enjoyed its Southern tour debut, on Wednesday, 18 May whilst peering through his open window at Beaulieu Road station in almost disbelief, author Andrew Britton caught sight of No 77014 on the 10.12 Southampton Terminus to Bournemouth

No 77014’s first rail tour working on the Southern Region came on Saturday, 16 April 1966 when it worked the Staines to Windsor & Eton Riverside leg of the RCTS ‘Longmoor Rail Tour’. It was undertaken on the return run from the Longmoor Military Railway, the BR ‘3MT’ taking over from WD 2-10-0 No 600 Gordon. The change of motive power/direction was given a generous 18 minutes in the schedule, so a four-minute early arrival only added to on-train lingering, as the exchange was away from a platform. Getting away on time at 18.23, in grey and overcast weather conditions No 77014 passes through Datchet station with its train of green-liveried Bulleid and BR Standard Mark I stock, some 240 tons tare and 255 tons gross. Carrying 400 RCTS members and friends, with this train sold out the RCTS organised a repeat trip for a fortnight later, albeit No 77014 was unavailable for that duty as it was under repair. John H Bird/ANISTR.COM

(Central) train. The BR ‘3MT’ returned later with the 16.46 Weymouth to Bournemouth stopping train – this could well have been the 2-6-0’s first passenger outing down the Bournemouth line. Certainly, the Brittons had not seen this locomotive stop before at Beaulieu Road; unknown to them at the time, No 77014 was temporarily based at Eastleigh shed ahead of working a special rail tour.

Andrew Britton recalls: I discovered from friendly Eastleigh footplate crew sources stopping at Beaulieu Road station that the Mogul had been temporarily booked to work regular local diagrams. The Guildford-based BR ‘3MT’ reached Eastleigh after setting off via Duty 165 on 17 May, light engine from Guildford to Woking. From there it hauled the 03.18 Woking to Fratton van train, before heading the 10.15 Fratton to Basingstoke vans.

After a brief rest on the shed for servicing and a crew change, No 77014 took charge of an almost empty 16.51 Basingstoke to Salisbury passenger service for the 36 mile timetabled run of 72 minutes. A fellow railway enthusiast who was travelling on the train related that No 77014 departed two minutes late from Basingstoke, setting off at a canter past Worting Junction and achieving 56mph through the closed Oakley station. Stopping at Overton, several female workers joined the train, heading home to Andover. After a brief halt at Whitchurch (North), No 77014 barked away to the next stop, Andover, where there was a scheduled leisurely six-minute layover.

Once again the BR Mogul steamed away, pausing briefly at Grateley, Idmiston Halt, and Porton, and arriving at Salisbury slightly behind time.

With the 3,500 gallon tender tank replenished, the next assignment for the Mogul was the 19.20 Northam van train, and thereafter light engine to Eastleigh for a fournight layover. Whilst at Eastleigh, No 77014 was seen in revenue earning service on an Eastleigh-Redbridge-Brockenhurst permanent way train, and on the 08.50 Bournemouth ‘stopper’.

Each night during the Eastleigh layover the Mogul was employed on hauling heavy, Lymington branch bound conductor rail trains as far as Brockenhurst yard, returning with the empties from the previous night’s working. The heavy train would arrive at Southampton (Central) for a water top-up ahead of the 20.15 down passenger stopping train to Bournemouth (Central). Whilst returning home from a visit to the Isle of Wight I awaited with my father for our train to Beaulieu Road station. Seeing No 77014 taking water, my father spotted the friendly face of an old Eastleigh driver. He invited us up onto the footplate to discuss old times and Having brought the RCTS ‘Longmoor’ special into Windsor & Eton Riverside, to terminate under the trainshed, No 77014 was quickly stripped of the small RCTS headboard so that it could be placed on the leading engine for the final leg of the journey to Waterloo, Maunsell ‘N’ class Mogul No 31411, with ‘U’ class No 31639 tucked inside, while the headlamps were also suitably changed. As can be seen, No 77014 carries no smokebox numberplate or shedplate at this time. This was likely the first occasion that a BR ‘3MT’ 2-6-0 had worked a train of Southern Region corridor stock as the running-in from new was all completed on the Western Region. Although there was some antipathy towards No 77014 at Guildford, perhaps as it was helping to replace the shed’s Maunsell Moguls, the BR ‘3MT’ gradually came to be regarded as something of a shed pet, remaining in use through to the last breath of Southern steam. B Wadey/Transport Treasury

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as we were waiting to head home the driver extended the invitation to join him to ride on the footplate of the Standard ‘3MT’ as far as Beaulieu Road.

This was quite a memorable experience and the footplate felt warm, welcoming and cosy. After receiving the flickering green light from the guard, we whistled up and with the cylinder drain cocks open we slowly crawled away from Southampton (Central). On our left I peered across to see the illuminated red funnels of the ‘Blue Riband’ holder, liner SS United States, which was docked at 104 Berth in the New Docks. Moored next to it was a straw coloured funnel of a P&O cruise ship, Oriana. We coasted through Millbrook at perhaps just 20mph and it was my feeling at the time that No 77014 was having to work quite hard.

I related to the fireman that we earlier had the pleasure of a footplate ride on an Isle of Wight ‘O2’ tank engine and under the tutelage of driver Sonny ‘Ginger’ Minter of Ryde shed I had tried my hand at firing. ‘You are welcome to have a go on this one’ replied the fireman, with a smiling invitation. With a nod of approval from the driver, I cautiously picked up the shovel. After opening the firebox, I used the empty shovel as a baffle to inspect the glowing fire and then peered up to view the gauge glass. The two Eastleigh professionals curiously watched on making no comment, to see what I would do next.

Spotting a hole in the fire, I sent just a halffull shovel to the right-hand side of the box and closed the firebox doors. Rounding the curve to the causeway over the River Test estuary between Redbridge and Totton, I set about a single ‘Union Jack’-style round of firing, not too much but just enough. This was repeated after a few miles, between Deer’s Leap, Ashurst crossing and Lyndhurst Road station. The fireman complemented me, ‘Ah, light and bright. You can come back tomorrow and do this again’. He invited me to rest a while in his seat on the right-hand side of the cab. We were now heading into the New Forest and peering out of the cab, I could smell the faint distinctive scent of pine trees and see the ghostly dark silhouettes of ponies.

Rounding the curve on the embankment towards Matley Heath, the driver opened the regulator right up ready for the adverse 1 in 200 gradient past the tall lattice distant signal and up through the pine tree-lined cutting. The Standard ‘3MT’ was working hard with the rail train and sparks flew out from its tall chimney and cascaded down onto the open bolster wagons behind us. The sound of the echo from the sharp blast of the chimney thundered back, no doubt waking up the dozing New Forest ponies. The driver kept the Mogul going with the regulator wide open under the tall corrugated overbridge in the cutting and only shut off at the Beaulieu Road down inner home signal. We had barely travelled above 40mph since leaving Southampton but my lasting memory from that night is that No 77014 had proved its metal on a demanding class ‘5’ loading engineer’s train – what’s more it had won my admiration and heart. From this date, I have to put my hand up, No 77014 became a firm favourite and I kept keen eye and ear of its activities, following every movement where possible.

As the first rays of sunlight awakened Eastleigh shed in the early hours of Saturday, 21 May 1966 No 77014 was prepared in response to a request from railway enthusiasts to make a guest appearance on the British Young Travellers Society ‘Hampshire Explorer’ rail tour. Starting from Southampton (Central), ‘USA’ class 0-6-0T No 30073 worked the first leg of the tour, to Fawley on the west side of Southampton Water, and then back to Totton. No 77014 then took over and worked through Bournemouth (Central) to Blandford Forum on the rump of the Somerset & Dorset. The passengers were treated to a ‘spirited performance’ by No 77014 between Lyndhurst Road and Brockenhurst with the climb from Matley Heath and along the straight through Woodfidley. This fine, free running was repeated later over the former S&D line through Spetisbury, between Broadstone Junction and Blandford. The BR ‘3MT’ returned as far as Broadstone Junction, where Bulleid Light Pacific No 34006 Bude took over

the special for an out-and-back run to Ringwood, a terminus since the 4 May 1964 abandonment of the ‘Old Road’ through to Lymington Junction, before returning via Bournemouth to Southampton (Central).

With its celebrity duties completed, the BR Standard was set to return home to Guildford via a Bournemouth to Nine Elms goods working on the evening of 21 May. However, on arrival in London, after turning and servicing at Nine Elms shed No 77014 was unexpectedly dispatched to Waterloo as a last minute substitute to cover for a failed Bulleid Pacific on the mail train. On the next morning, Sunday, 22 May, railway enthusiast Chris Deamer from Sittingbourne in Kent, who had travelled over to Bournemouth, recalled discovering No 77014 simmering in steam outside the engine shed. Two days later, on 24 May No 77014 returned to Bournemouth, having worked down via Duty165 and Duty 166, passing Beaulieu Road on the 10.12 Southampton Terminus to Bournemouth (Central) service; it returned later with the 18.51 Bournemouth (Central) to Woking train.

During the summer months No 77014 appeared on all sorts of non-passenger workings, ranging from pilot duties to breakdown and permanent way trains, an example of the latter being recorded in Weybridge cutting on Sunday, 17 July, with the BR Mogul and its train taking residence on the down fast. Heavy works trains such as that worked on 19 June saw No 77014 doubleheaded by BR ‘4MT’ 2-6-0 No 76031, while 28 July saw No 77014 work a weed-killing train over a remaining section of the Meon Valley Railway, and over the Mid-Hants and Portsmouth lines.

Photographed by distinguished Hampshire-based author John Bird, on the next day No 77014 was again observed by John, this time heading the 10.00 Fareham to St Denys-Southampton Central parcels train, which consisted of just two SR utility vans.

Throughout August 1966 No 77014 could on occasions be seen working conductor rail trains between Woking and Branksome, mostly during the hours of darkness, but also

The Somerset & Dorset Joint main line ended its existence as a through route from 7 March 1966 when the section of line from Radstock through to Blandford was taken out of use.

This left an 11 mile southern stub of the route still operational for residual goods traffic, and this was duly visited by the ‘Hampshire Explorer’ rail tour on 21 May 1966. About four miles into the return leg, just south of Spetisbury, No 77014 is working tender-first.

Eastleigh-based for four days leading up to this tour, the BR Standard would conclude its rail tour role on arrival at Broadstone Junction, presumably running light engine from there in time to later be recorded heading a Bournemouth to Nine Elms goods service as part of its return to Guildford. Britton Collection

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No 77014 saw use on engineering trains engaged with the Bournemouth main line electrification. During June 1966 the 2-6-0, again working tender first, is seen east of Brookwood while on approach to Woking. The up duty includes a diesel-powered crane. The Western Division’s breakdown cranes were employed on all manner of heavy lifting work for the permanent way gangs and its appearance is not an indication of a derailment. Permanent way duties such as this were rarely onerous for locomotive or crew as once the train was ‘on site’ the locomotive was only required to reposition the crane if and when needed. On such occasions the only real concern for the crew was to ensure that the fire did not go out, especially if they had decamped to a local pub for refreshments! The third rail is already installed on all four tracks here, the outer lines being energised by the Southern Railway as far as Frimley, while the ‘juice’ rail for the central down and up main lines is a 1966 addition. Prior to No 77014 arriving at Guildford, this duty would likely have been handled by one of the shed’s Maunsell Moguls or Bulleid ‘Q1’ class 0-6-0s. Ian Krause/Kidderminster Railway Museum

in daylight hours during weekend electrification possessions – the BR ‘3MT’ Mogul put in a tremendous amount of hard work during these summer days, with virtually zero maintenance.

Perhaps the highlight of No 77014’s career on the Southern Region came on Wednesday, 24 August 1966 when this wonderful little locomotive was chosen to haul a single observation saloon VIP train between Waterloo and Bournemouth for an official inspection to review progress with electrification. The train was given precedence above all trains on the line and driver Jim

‘Robbo’ Robinson of Nine Elms shed was given the instruction to, ‘drive with great care and feeling’. Jim’s words in response cannot be printed here!

With the electrification work on the Bournemouth main line progressing, weekend engineering occupations saw the Mid-Hants line via Alton and Ropley being increasingly used as a diversionary route. Pilot locomotives had to be provided for the heaviest trains to avoid problems on Medstead bank – No 77014 was booked to this work on 18 September when most down trains were diverted via Alton. On this day it piloted

Bulleid ‘West Country’ Pacific No 34102 Lapford on the heavy down ‘Bournemouth Belle’ Pullman train, and later it piloted the 16.30 Waterloo-Weymouth train, which was hauled by ‘Battle of Britain’ Pacific No 34087 145 Squadron. Eastleigh shed crewed No 77014 with driver Hutchings, and Guildford shed provided passed fireman Jack Ward to act as pilotman. Those who witnessed this event were very impressed with the performance of No 77014, which could be heard barking from some miles away.

As the autumn leaves began to fall, No 77014 could be seen on parcel train work

The regular running of weed-killing trains was an important part of maintaining the drainage through the ballast and also of keeping lineside vegetation under control. Such duties were often meandering affairs that in the case of the Meon Valley were left with two stubs of a route to cover after 7 February 1955 saw the central Droxford to Farringdon section closed, which equated to most of the route. The southern stub was from Knowle Junction near Fareham, while this late July 1966 scene records Farringdon, the terminus of the northern stub from Butts Junction on the Mid-Hants line near Alton. With No 77014 at the head of the train, which includes six modified locomotive tenders, the crew is well away from the chemicals being sprayed, but vigilance was required to keep the train moving at the optimum speed for the spraying to be most effective. On the same day the train also worked over the Mid-Hants line. John H Bird/ANISTR.COM

JUNE 2022

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Viewed from the footbridge at the end of Elm Road, Wimbledon, No 77014 hauls an observation saloon away from London (Waterloo) while on a Bournemouth main line electrification inspection run on Wednesday, 24 August 1966. The coach is No DS70155, which was built in 1931 to Diagram 1958 as a corridor composite coach for the Hastings line (Restriction 0), Maunsell CK No S5600S, but withdrawn as such in August 1959. Subsequently rebuilt as an inspection saloon at Eastleigh Works, it entered traffic in this new form in November 1962. At either end were saloon sections of 18 and 9 seats boasting large side and end windows, while the middle of vehicle included a lavatory, kitchen area and brake compartment. Able to be hauled or propelled – it had a driving compartment at one end – the useful carriage proved long-lived, surviving into the corporate blue era and eventually being withdrawn in October 1988. Britton Collection Ongoing Bournemouth line electrification work brought about weekend diversions over alternative routes, the use of the route through Alton and Alresford allowing the section of line between Pirbright Junction and Winchester Junction to be avoided, about 29¾ miles of main line, albeit missing locations such as Basingstoke and at a real cost in terms of time – the gradients of the Mid-Hants line gained the route the nickname ‘the Alps’ and pilot engines were needed to assist the heaviest trains. This Sunday, 18 September 1966 view at Alresford finds No 77014 as pilot engine to Bulleid ‘West Country’ Light Pacific No 34102 Lapford on the down ‘Bournemouth Belle’. Ultimately, the fate of the ‘Bournemouth Belle’ was linked to that of the ‘old’ railway so, although it saw a period of diesel haulage in 1967, the elite Pullman train would be lost when steam traction ended on the region in July 1967; note the blue and grey-liveried BR Mk I ‘BG’ at the head of the formation. The train is pulling away on what is now the western extremity of the preserved Mid-Hants Railway. Britton Collection

and it sometimes saw use on the newspaper empty stock working into Surbiton. Beyond the everyday, Malcolm Burton, the rail tours officer for the Locomotive Club of Great Britain, who co-incidentally worked as the diagramming and rostering manager at BR Southern Region, Wimbledon, requested No 77014 for the ‘Dorset & Hants Rail Tour’ of Sunday, 16 October, during which the ‘3MT’ would reprise part of its role when working the BYTS ‘Hampshire Explorer’ special on Saturday, 21 May as it ran between Broadstone, Ringwood, Broadstone, Blandford, Poole, Hamworthy Goods and Hamworthy Junction.

Lightly cleaned, the ‘3MT’ Mogul was dispatched to Eastleigh from Guildford using the tried and tested Duties 165 and 166 on 15 October, before heading a stopping train to Bournemouth (Central).

The eight-coach rail tour train was worked between London (Waterloo) and Fareham by a pair of ‘West Country’ Light Pacifics in original Bulleid condition – No 34019 Bideford of Nine Elms and No 34023 Blackmore Vale of Eastleigh.

Bideford came off at Fareham, allowing No 34023 to work through to Broadstone via Bournemouth (Central). Here No 77014 and BR ‘4MT’ 2-6-0 No 76026, coupled smokebox to smokebox, took over for the run to Ringwood. Just No 77014 ran-round at Ringwood, creating a ‘top-and-tail’ formation 12

for the branch trips to Blandford and Hamworthy Goods, both engines running smokebox first as they led – No 76026 led from Broadstone, and then No 77014 from Blandford. A further reversal there saw No 76026 head the leg as far as Hamworthy Goods before another reversal saw No 77014 lead as far as Hamworthy Junction, where Nos 34019 and 34023 were waiting to take the train back to Waterloo.

After working the rail tour, No 77014 returned home to Guildford the following day, working a permanent way train from Redbridge sleeper works to Woking yard. The BR ‘3MT’ 2-6-0 responded to an unusual urgent call for assistance on Friday 18 November – Western Region C-C dieselhydraulic No D1073 Western Bulwark came to grief at Gomshall whilst hauling the 13.15 Severn Tunnel Junction to Norwood freight – steam coming to the rescue in the form of No 77014, which assisted through to Redhill.

As Christmas approached, No 77014 saw occasional respite from its engineering and ballast train duties –the daily Woking to Farnham waste ballast train to the engineer’s rubbish tip – to assist with Christmas parcel trains to and from Waterloo, Woking, Basingstoke, Southampton and Bournemouth.

On New Year’s Day 1967 No 77014 was one of only three BR ‘3MT’ 2-6-0s still in traffic, the others being Nos 77002 and 77012 www.steamdaysmag.co.uk

at York. At Guildford, No 77014 was one of a dozen Standards on the books, along with shed pilot ‘USA’ class 0-6-0T No 30072. The Standards were ‘5MT’ 4-6-0s Nos 73092, 73093, 73110, 73115, 73117 and 73118, and ‘4MT’ 2-6-0s Nos 76031, 76033, 76053, 76058 and 76069.

The dawn of the Bournemouth electrification hastened as the big ‘switch on’ commenced with the energising of the thirdrail electrification progressing in stages southwest. The end of steam was now clearly in sight and No 77014 saw further rail tour duty on Sunday, 5 February 1967 when the ‘3MT’ was requested as one of the locomotives to work the LCGB’s 100th special, the ‘South Western Suburban’. After a winter out of the spotlight, working from Guildford shed on engineering trains in the main, the external appearance of No 77014 had not improved, although the smokebox straps had been painted silver/white. On the positive side, there appeared to be no indications of boiler problems or priming in the shape of limescale deposits around the safety valves, clacks, cylinders and regulator rodding.

The ‘South Western Suburban’ was provided with an interesting itinerary that involved the use of six locomotives (originally five but a failure required a replacement), it covered just short of 150 miles but never went further west than Reading nor south beyond

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