Eastern Times Issue 6 - Full

EASTERN • TIMES •

The history periodical for students of the BR(E), BR(NE), LNER and pre-grouping constituents ISSUE NO. 6 • FEBRUARY 2025

LOOK OUT FOR FUTURE ISSUES OF

EASTERN TIMES Issue 7 due June 2025

The Transport Treasury publish a range of other LNER related books too.

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EASTERN • TIMES • CONTENTS Introduction 3 Green Arrow

4

The ‘Cinderella’ 4-4-0s of the Hull & Barnsley Railway

5–11

Immingham’s Mixed Traffic Locos – 1945-50

12–23

Gresley’s N2 Suburban Tanks

24–31

Tyneside Steam – 1967

32–57

Romford to Squirrels Heath return please!

58–64

My Trainspotting Odyssey – 1960

65–71

The Carmyllie Pilot

72–77

Wisbech and Upwell Tramway

78–79

The Headshunt

80

EASTERN TIMES • ISSUE 6

21st April 1963 • Organised by the Railway Enthusiasts Club, The North Lindseyman makes a visit to Keadby Jetty in the charge of BR Derby-built Class 114 DMU (E56003/E50003). The tour started at Doncaster and made its way via various locations to Scunthorpe & Frodingham station. The tour was then taken over by Class K1 2-6-0 No. 62035 and ten brake vans to visit Frodingham Yard No.1 and Winterton & Thealby station. Returning to Scunthorpe & Frodingham, the DMU then proceeded to Barton-on-Humber and Immingham Dock, returning to Doncaster via Grimsby Town and Barnetby. Photo: Hugh Davies © The Transport Treasury.

© Images and design: The Transport Treasury 2024. Design and Text: Peter Sikes ISBN: 978-1-913251-93-2 First published in 2024 by Transport Treasury Publishing Ltd., 16 Highworth Close, High Wycombe HP13 7PJ. The copyright holders hereby give notice that all rights to this work are reserved.

Aside from brief passages for the purpose of review, no part of this work may be reproduced, copied by electronic or other means, or otherwise stored in any information storage and retrieval system without written permission from the Publisher.

This includes the illustrations herein which shall remain the copyright of the copyright holder.

Copies of many of the images in EASTERN TIMES are available for purchase/download. In addition the Transport Treasury Archive contains tens of thousands of other UK, Irish and some European railway photographs.

www.ttpublishing.co.uk or for editorial issues and contributions email: tteasterntimes@gmail.com Printed in the UK by Short Run Press, Bittern Road, Sowton Industrial Estate, Exeter EX2 7LW. 2

EASTERN TIMES • ISSUE 6

INTRODUCTION

W

e start this issue with a great shot by R. C. Riley of Green Arrow at Top Shed.

We are planning to have an Eastern Region book of his colour photos out later this year, so look out for details.

Finally we wrap up this issue with an article on the Wisbech and Upwell Tramway, with a brief but detailed look at the line, focusing on its significance, the unique tramway locomotives, and its role in the transport of goods and passengers in a rural setting.

Nick Deacon provides an article on the ‘Cinderella’ 4-4-0s of the Hull & Barnsley Railway. This is a detailed exploration of the Class J 4-4-0 locomotives, these engines were pivotal for the Hull & Barnsley Railway’s passenger services to Sheffield in the early 20th century. The article examines their design, operational challenges, and eventual decline, shedding light on their short but impactful service life.

If you have anything you think would be an interesting addition to Eastern Times please don’t hesitate to send it to me at tteasterntimes@gmail.com Eastern Times is published three times a year, and is available on a subscription service. To sign up use the contact details below and ensure your copy is automatically sent to you every four months. https://ttpublishing.co.uk/transport-books/, email admin@ttpublishing.co.uk, or call us on 01494 708939.

This is followed up by Paul King describing Immingham’s Mixed Traffic Locos: 1945-1950. This piece focuses on the locomotives stationed at Immingham after World War II, discussing their roles in mixed traffic operations. It highlights the changing locomotive allocations, their technical evolution, and their contributions to the bustling industrial and port traffic in the region.

Finally we have to announce a slight price increase from the next issue, your copy of Eastern Times will be £13.50. With ever rising costs it is with regret we have to increase the price of all the Times series from 1st June 2025. Back issues will not see any increase.

PETER SIKES, EDITOR, EASTERN TIMES email: tteasterntimes@gmail.com

David Cullen goes into detail on Gresley’s N2 Suburban Tanks with an in-depth analysis of the Gresley-designed N2 0-6-2T locomotives, which played a crucial role in suburban passenger services around London. The article explores their technical specifications, operational history, and the challenges they faced, such as water surging in tanks and design limitations.

Reprinted from a typed up sheets we find Tyneside Steam – 1967. A nostalgic account of steam locomotives operating in the Tyneside region during 1967. This section captures the hard working main line and industrial steam power used to provide coal to the nation, illustrating the railway environment during this pivotal time with photographs and anecdotes.

Dave Brennand provides details of the construction of the line and journey between Romford and Squirrels Heath, blending historical details with details about the operations and passenger experiences on this route.

Geoff Courtney continues his ‘Trainspotting Odyssey’ with a review of 1960. A reflection on the author’s experiences as a young trainspotter. This piece brings to life the excitement of spotting steam engines, recording numbers, and the camaraderie among railway enthusiasts.

Front cover (and inset right): Gresley Class V2 2-6-2 No. 60862 pictured at Hadley Wood on an express freight on 19th June 1961.

Built at Darlington Works in 1939, No. 60862 was allocated to Gorton (GOR) in June 1939 before moving to New England (NWE) in November of the same year. Moving to Kings Cross (34A) in March 1950 where she would remain until moving back to New England for a short spell in April 1963 before withdrawal two months later, eventually being scrapped at Doncaster Locomotive Works in November 1963. Photo: Geoff Cashmore © The Transport Treasury.

Ian Lamb then explores the history of the Carmyllie Pilot, a service that operated on a branch line in Scotland. Although originating from a rival railway, it delves into the locomotive’s characteristics, its operational challenges, and its legacy.

3

GREEN ARROW 16th September 1961 • Gresley Class V2 2-6-2 No. 60800 Green Arrow at Kings Cross shed.

Photo: R.C. Riley © Transport Treasury.

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EASTERN TIMES • ISSUE 6

THE ‘CINDERELLA’ 4-4-0 s OF THE HULL & BARNSLEY RAILWAY

I

BY NICK DEACON n October 1905 an agreement was reached with

Deliveries of the latter were much delayed by Pickering and in the meantime the arrangement with the MR had ceased in April 1906, forcing the H&B to revert to using old 1885 stock and inevitably having to face public acrimony as a result - let alone the ridicule almost certainly expressed by the MR at having to allow such antiques rattling along on their main line!

the Midland Railway (MR) granting the Hull & Barnsley

Railway

(H&B)

running

powers

between the extremity of their system at Cudworth (just over 52 miles from Hull), and onwards over MR metals to Sheffield thus enabling through passenger services from the H&B terminus at

The Pickering stock arrived finally during February 1907 amid much public approval and relief – the Railway Gazette observing that the new carriages were – of the most modern and luxurious design and extremely comfortable.

Additional up-to-date stock of much the same quality as the Pickering stock arrived from October 1909 – this time thirteen bogie carriages from Birmingham RCW and so for the first time the H&B could justifiably boast their main line passenger stock was at least on a par with the best of other British companies – something fully endorsed by the Railway & Travel Monthly in 1910 which was fulsome in its praise for the company’s new stock. But what of the motive power hauling this impressive assembly?

Cannon Street, Hull. This arrangement finally brought an end to various unsuccessful attempts by the H&B to reach Sheffield via an assortment of less convenient routes which the company had been pursuing since 1897.

The H&B had initially operated the Sheffield service (around four weekday trains each way) using its stable of ten Kirtley-designed 2-4-0 passenger engines built by Beyer, Peacock & Co. and delivered in 1885 – mostly in time for the opening of the main line on 27th July 1885.

Regrettably, because of the penurious state of the H&B the company was still having to use their carriage stock dating from twenty years earlier and so to improve matters upto-date stock had to be borrowed temporarily from the MR until the arrival of twelve new bogie carriages ordered from R. Y. Pickering & Co., Wishaw in September 1905.

By 1908, although the Kirtley 2-4-0s had received new domeless boilers and seven of the ten had received larger 5ft boilers, the engines (now reclassified as H and H1 depending on the new boiler size) had spent over twenty No. 38 looking its usual self (and impossibly clean to modern eyes!) on shed at Springhead pre-1914. In July 1930 as LNER No. 2427 it received a domed 58B saturated boiler and for a period was stationed with No. 33 at Selby shed for station pilot and empty stock movements. Eventually consigned to a lengthy period in store at Springhead, it was withdrawn in January 1934. Of interest is the hand-operated traversing screw re-railing jack carried on the left-hand (fireman’s side) of the footplating – a standard H&B accessory for use by re-railing gangs possibly to save a full call-out of the Springhead breakdown train! The jacks were removed later by the LNER. Photo: Courtesy Mick Nicholson.

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EASTERN TIMES • ISSUE 6

More sartorial head-turning elegance on show – this time No. 33 on the centre road at Sheffield Midland station waiting to head a Hull service, and proving that the class was in no way overshadowed by its Midland neighbours. As numerically the first of the class, the loco was also the first to be withdrawn in August 1933 as LNER No. 2425 after a spell at Selby followed by storage at Springhead.

Photo: Courtesy Mick Nicholson.

years giving sterling service on a variety of duties including the Sheffield services and although good for some years yet, age was beginning to tell against them.

trains and the through Sheffield express services – the only bespoke H&B passenger engines (other than the Kirtley 2-4-0s) that were ever to see service on the line.

In his deliberations, Stirling concentrated his attention on the new loco requirement as being no larger than a 4-4-0 given the lightness of the passenger loadings and, in considering design choices, may have been partly influenced by an ‘Indian Standard’ 4-4-0 type built by Nasmyth, Wilson & Co from 1904 rather than previous designs introduced by his father and uncle on the GNR and SER.

In the planning for an express loco worthy of the name to project the H&B further forward into the new century, Matthew Stirling, the H&B CME appointed in May 1885 (he was the second son of the renowned Patrick Stirling of the GNR and nephew of James Stirling of the SER), soon realised from around 1907/08 that something more modern and powerful was needed to head the now-prestigious passenger service – especially since the granting of running powers over the MR through to Sheffield – hitherto passengers had to change at Cudworth if they wished to travel further along MR metals. Also of importance was the haulage of the ‘Night Mail’ which had been inaugurated in 1896, leaving Cannon Street at around 11pm and returning from Cudworth at around 5am.

The new locos built by Kitsons were all delivered by December 1910 for £3,050 each and given the classification ‘J’ with the non-sequential numbers 33, 35, 38, 41 and 42 – these formerly belonging to Kirtley 2-4-0s which were then placed on the Duplicate List, although most were not consigned to scrap until 1922 with the NER merger.

In 1909 Stirling placed an order with Kitson & Co. of Leeds for five 4-4-0 engines specifically for the faster Cudworth

By 1910 the Sheffield through services had gone through various timetable fluctuations and during 1907/8 had even 6

EASTERN TIMES • ISSUE 6

experienced drivers, spoke highly of the engines and their capacity for hard work and reliability. They became regularly used on a variety of passenger services in addition to their regular Sheffield duties, including excursions to and from Bradford, Leeds and further afield to Aintree, Blackpool, Morecambe, even reaching Llandudno on a few occasions with summer specials operating over the L&NWR.

been suspended until a management change of heart in October 1908. In 1910 Bradshaw’s advertised the through Sheffield departures at 9.40am, 3pm and 5pm with two return departures from Sheffield at 2.3pm and 6.53pm and this pattern continued (apart from the interregnum of the 1912 Miners’ Strike) with minor details until 1917.

The new Class ‘J’ arrivals had a well-proportioned 54ft total length, a sturdy simplicity set upon a solidly constructed frame and, for the first time on the H&B, a cab roof with a rear extension giving crews improved weather protection. In appearance at least the new design was easily on a par with similar 4-4-0s of an equivalent age then at work on rival companys’ premier services.

With 18½ x 26in cylinders, 6ft 6in coupled wheels, a 5ft diameter domeless boiler set to 170psi. producing a tractive effort of 16,485Ib, and weighing in at just over 95 tons in full working order one might have placed confidence in the new arrivals to be instant hits. Opinion, however, was divided, with many claiming them to be sluggish performers and slower to ‘get going’ than their Kirtley 2-4-0 predecessors.

The quintet were always kept in a spotless condition as befitting their ‘pride of the line’ status and were the only class to receive the H&B heraldic device on the leading splashers. The story has it that even prior to the arrival of the Js, Stirling would personally inspect the external condition of the Sheffield express locos at Springhead and, with a pair of white cotton gloves, wipe the motion and wheels and those less than obvious areas which should have received attention from the cleaners. One can imagine the trepidation of the watching charge-hand and his troupe of cleaners during this ritual for if the gloves came away dirtied they were in trouble! Young cleaners really had to earn their crust in those days - in 1912 the weekly wage for a sixteen year old cleaner was ten shillings for a 53 hour week rising to a maximum of £1 when reaching the age of twenty-two. The ritual of the cleaning inspection was later given to Stirling’s assistant, Leonard Hyde, and no doubt the practice continued until the demise of the H&B apart from the dislocation of the Great War when many staff were lost to the colours during the first flush of volunteering during 1914.

It was suggested that Stirling’s particular application of the Allan straight-link valve gear with rocking levers and balanced slide valves was not suited to faster passenger engines despite the arrangement being used successfully on the L&NWR ‘Jumbo’ 2-4-0s which of course were well-known for their ‘racing’ ability. Despite the new locos not being world-beaters they could hardly be described as misfits either for other commentators, including

Photographs of the class while on the move with trains on the H&B main line are rare and so this shot of No. 35 heading west from South Cave station with a Cudworth or through Sheffield service is particularly welcome. The shortness of the train is immediately obvious, being a typical example of no more than three coaches plus a couple of vans – no wonder these expresses were hardly money spinners!

Photo: Courtesy John Alsop.

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EASTERN TIMES • ISSUE 6

After the closure of Cannon Street station H&B passenger trains ran into Paragon station via a new spur at Walton Street which permitted the relocation of the entire class from Springhead shed to the ex-NER establishment at Botanic Gardens.

The company livery of ‘invisible green’ was applied – this being an equal combination of ‘drop black’ and Brunswick Green which to all appearances appeared to be black but on closer examination and in certain lights could be seen as an attractive but subtle shade of black/green. The overall effect was enhanced by broad lining bands of ultramarine and vermilion and brass beading applied to the rim of the leading splasher over the H&B heraldic device.

By 1929 with the passenger service having been reduced and with the prospect of further cuts to the services between Cudworth and South Howden, it would not have been surprising for the small class to have been withdrawn by the LNER – especially as and when their boilers came up for replacement. However, in the same year J. H. Smeddle, the Running Superintendent based at York, was concerned about the under-used state of all five members of the class which were all in store at Springhead and needing attention to certain parts such as injectors and slide valves before they could be put to work effectively.

One would have thought that this would have been the writing on the wall for the class but over the next two years the original boilers were replaced with domed, nonsuperheated Diagram 58B types which were also interchangeable with the H&B J28 0-6-0s. Repairs and replacements to other parts were also undertaken plus replacement of the Ramsbottom safety valves with the Ross “pop” type and new ‘wind jabber’ chimneys added all of which appear to have eventually satisfied Mr Smeddle’s concerns and allowed all five members of the class to be employed more fully throughout 1930-2 on fast trains from Hull to Leeds, Scarborough and Sheffield. The new look to the class was enhanced by the application of a

During the Great War the Sheffield through service plus the Night Mail train ceased after 1st January 1917, never to be reinstated – a move which inevitably saw the class relegated to bread-and-butter Cannon Street services of which, out of a total of nine each way in the revamped timetable of the same year, only two (each way) ran through to Cudworth and back. The salad days of the class were well and truly over with the 1922 merger with the NER followed by the 1923 Grouping – this in turn leading to the closure of Cannon Street on 13th July 1924 with the last train hauled to Cudworth and back by No. 41. In 1922 No. 38 (now renumbered NER 3038) received the accolade of a repaint in the new ownership express livery of Saxony green – the only member of the class so treated. The other four of the class retained the H&B livery but with the addition of NER numbers 3033/5/41/2. The LNER subsequently applied their standard green livery until reboilering took place at which point the engines were turned out in overall black with red lining. With the 1923 Grouping, the engines were class coded D24 by the LNER and renumbered 2425–2429.

As mentioned in the text, No. 38 was the sole member of the class to receive an NER Saxony green livery and allotted number – No. 3038.

Here she is finished in that latter guise and very fine she looks too. But one wonders what diehard H&B staff and crews thought about the external costume change – for many it would have strongly suggested that the new paint job was a deliberate ploy to emphasise the fact that the H&B had been finally routed by its old enemy! Photo: Courtesy Mick Nicholson.

8

EASTERN TIMES • ISSUE 6

No. 35, now LNER No. 2426, poses with crew and others wanting to get ‘in shot’ whilst at the Cudworth shed water tower.

The loco still awaits the cab roof ventilator as eventually fitted to two others of the class plus tender backing plates to the four coal rails but has acquired a Springhead Works variant of the LNER lettering with stops separating the tender letters – a style never adopted by Darlington. Withdrawal occurred during December 1933 along with No. 2428 (H&B No. 41).

Photo: Courtesy Mick Nicholson.

black paint finish picked out by a single red lining, lending the locos a surprisingly spruce appearance – if kept clean!

performing menial tasks such as station pilot duties at various locations.

The reboilered D24s also continued to haul the Hull to Cudworth local services until 1st January 1932 when the passenger service was cut back to South Howden from Hull. Unfortunately the reboilering did not prolong the life of the locos to any degree and with a cruel twist of irony it was left to an ex-NER J21 0-6-0 to haul the very last Hull Paragon – Cudworth train. Surely the authorities could have put on a D24 to mark the occasion?

All five were finally withdrawn from Botanic Gardens shed between August 1933 and September 1934 with No. 2429 (old H&B 42) being the last to go. However, this wasn’t quite the end as the boiler from No. 41 (LNER No. 2428) found reuse on H&B Class L1 0-6-0 No. 24 (LNER Class 28 No. 2416) until withdrawal in October 1938 and two boilers from 2425 and 2427 survived in melancholic stationary use at Springhead Works until 1951. Another two were said to have found their way to Stratford Works.

The truncated service along the H&B main line was now well within the capabilities of the smaller Botanic Gardensbased G5 0-4-4Ts supplemented by C12 4-4-2Ts. Sentinel steam railcars had also been tried out on the line during the early 1920s and these, despite indifferent performances and frequent failures, came to enjoy a near-monopoly on the light passenger services until finally replaced by G5s in the early 1940s.

As ‘Cinderellas’ (my choice of the noun) the class had little chance to carve a place upon the British 4-4-0 stage. The relatively short period between their introduction and employment on the Sheffield expresses in December 1910, the start of the Great War and the cessation of the Sheffield services occupied less than seven years – hardly long enough to build up much of a lasting renown. Without the outbreak of the war and its consequences it may not be too much of an imaginative stretch to assume the class would have continued its working remit until at least the NER merger, giving an operational top link life span of around thirteen years or so – a longer period of time in prominent service it must be said than experienced by more well-known classes employed by other companies.

A correspondent in The Railway Observer issue of December 1932 reported that: The D24 Class has now totally disappeared from Hull and Barnsley section trains, and the engines work from Hull (Botanic Gardens) shed on N.E. section local trains, taking the place of the N.E. ‘F’ Class 4-4-0s to a large extent.

Although by all accounts the D24s continued to make sporadic appearances on the H&B main line, the class were increasingly found away from their home turf.

The writing appeared to be firmly on the wall with the appearance of the Gresley D49 ‘Hunt’ 4-4-0s between 1927 and 1929 and so, increasingly during the early 1930s, the D24s spent longer periods in storage or at best

Sic transit gloria mundi!

Sources: An Illustrated History of Hull & Barnsley Railway Locomotives by M. A. Barker. Challenger Pubs. 1996.

The Railway Observer. Various issues through the years.

The RCTS ‘Green Guide’ Part 3C. 1981.

9

Moving forward in time this startling shot of No. 33, now LNER No. 2425, proves that the last LNER livery applied to the locos could still look impressive if carefully maintained, although it is a pity the overall effect is slightly offended by the lettering and numbering being placed slightly too low on the cab and tender. In this shot the deep framing over the bogie wheels is particularly noticeable – a feature preferred by Stirling during working of the design and one influenced by his consideration of the ‘Indian Standard’ 4-4-0s. The loco has gained a lamp iron on top of the smokebox, a chimney capuchon (or ‘wind-jabber’) as fitted by Darlington Works and has lost the swan-necked standpipe for vacuum braking in favour of the NER style of connection placed under the buffer beam. Photo: Courtesy Mick Nicholson.

EASTERN TIMES • ISSUE 6

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EASTERN TIMES • ISSUE 6

Left: At Hull Paragon station, No. 35, now LNER No. 2426 and looking slightly down at heel, awaits departure with a local stopping service c.1933. The loco had received its domed 58B boiler in July 1930 but was withdrawn at the same time as No. 41 (2428) in December 1933.

Noticeably, the vacuum and steam heat piping is a mix of standpipe and underbuffer fitting which possibly indicates that the loco had recently passed through Darlington and, as per the NER instruction, had the front steam heating pipe removed only to be replaced again as a result of Mr. Smeddle’s complaints that the locos of the class had to run tender first and therefore needed the front end piping replaced! Photo: © The Transport Treasury.

Right: A gathering of at least four of the class in store at Springhead Works – No. 41 (2428) on the left, whilst on the right are No. 42 (2429) with Nos. 35 (2426) and 38 (2427) bringing up the rear. The missing No. 33 (2425) may be lurking at the end of the line.

Such a sight in the later years of their lives was hardly uncommon and although the locos were usually based at Botanic Gardens shed, during periods of inactivity they were sent to Springhead to vegetate until such time as they were needed again. It was this sort of idleness in 1929 which had prompted Mr. Smeddle at York to ask for Darlington’s permission to put the locos back in working condition to earn their keep.

All the locos on view are domeless which indicate all of them were destined to receive replacement domed boilers during 1929/30 thus helping to date this view before then. Photo: Courtesy Mick Nicholson.

Left: The end of the road for No. 42 (2429) as she awaits scrapping at Darlington Works in September 1934. She had been the last survivor of the class since the withdrawal of No. 38 (2427) the previous January. Noticeable features are the wheel and handle smokebox door fastening, the cab roof ventilator, the twin footsteps mounted on the front of the smokebox and, surprisingly, the re-railing jack on the framingthe only member of the class to have retained one throughout its life.

Photo: Courtesy Mick Nicholson.

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EASTERN TIMES • ISSUE 6

Immingham’s Mixed Traffic Locos 1945-50

I

BY PAUL KING mmingham, on the south bank of the Humber Estuary some five miles west of Grimsby, was, until the turn of the 20th century, a small farming village.

In the south-west corner of the dock estate, land was set aside for a new locomotive depot to cater for the needs of the new port. A 12-road through shed with maintenance facilities was built and opened in stages between late 1912 and early 1913. Principally built as a base for the anticipated freight out of the new dock, it also took control of the sixroad loco shed at Grimsby. This gave the new shed a requirement for mixed traffic and passenger locos as well as freight engines. This article is predominantly looking at the changing face of these locomotives in the years immediately after World War II. However, a review of the various types allocated in the years after nationalisation will help set the scene.

In 1906, its fortune changed inasmuch as today it is a small thriving town surrounded by industry. How did this happen? The Great Central Railway urgently required better facilities for importing and exporting the goods it carried. Grimsby had served the company well since 1852, but the deep-water channel was 1,500 yards offshore and required continuous dredging.

Add to this that the size of ships was growing rapidly and the need for additional capacity made it imperative to expand the port facilities on the south bank of the

At the formation of the LNER in 1923, Grimsby, as a subshed, was responsible for working the express fish trains and passenger services over the former GCR lines radiating from Wrawby Junction as well as services to New Holland Pier. The East Lincs line, which entered Grimsby from the

Humber. Immingham was chosen as at this point the deep-water channel was only 300 yards offshore and a dock capable of taking the largest ships in the world for the foreseeable future was designed and built.

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EASTERN TIMES • ISSUE 6

One of my favourite pre-nationalisation photographs of Immingham. Flanked by Parker Class 2A (LNER D7) 4-4-0 5685 and a Class O4 2-8-0 at the west end of the shed is ex-GCR Class 9P 4-6-0 (LNER B3) No. 6165 Valour. Valour was the mobile GCR war memorial engine and had several spells on Immingham’s books until 1st June 1947 when it went to Lincoln and from there to scrap. On the right are two of Robinson’s Class 8 (LNER Class B5) ‘Fish’ engines, so named as they were designed to haul the fast fish trains from Grimsby. The one on the extreme left is No. 5181. This photograph can be dated to the late 1920s as the 4-4-0 was withdrawn in 1930. Photo: Paul King Collection.

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EASTERN TIMES • ISSUE 6

class would arrive during the war, namely 5424 City of Lincoln and 5427, all six would end their careers at Immingham. There were also B5s Nos. 5181, 5184, 5187 and 6072 and B7s Nos. 5072, 5467, 5477 and 5478. The first C4 Atlantic 4-4-2, 5358, arrived in May 1938 and all four Compound Atlantics – Class C5 – were at Immingham also, 5258 The Rt. Hon. Viscount Cross G.C.B., G.C.S.I., 5259 King Edward VII, 5364 Lady Faringdon and 5365 Sir William Pollitt. The 4-4-0s were represented by ex-GNR Class D3s 4303, 4316 and 4347, ex-GCR Class D6s Nos. 5865, 5874 and 5880, a solitary D7, 5703, which only lasted until December, and two D9s, 6027 and 6030.

south was the territory of the Great Northern Railway and services along that line were operated from Louth, Boston and Peterborough with their locos being stabled overnight at Grimsby. At the grouping, Immingham had numerous 4-6-0s, one of the two 8Cs (LNER B1 then B18), 5196, the other one, 5195, followed in April 1923, three of the 9P (LNER B3) 4-6-0s, 6164 Earl Beatty, 6168 Lord Stuart of Wortley and 6169 Lord Faringdon, Class 8s (LNER B5) 5180-5184 and three Class 9Qs (LNER B7) 5036-38, these three transferred away during January 1923. 4-4-0s based at Immingham were Class 2A (LNER D7) 5561, 5562, 5566, 5567, 5685-5687, 5692 and 5708 and Class 8C (LNER D9) 6018 and 6024. It was a blend of modern, the 9Ps were only three to six years old, mid-life, the other 4-6-0s were approaching 20 years old with the 2As approaching the end of their lives having been built in the 1890s. It should also be noted that there were three further 2As based at New Holland, an independent shed at the time but which would become a sub-shed of Immingham from 1941. These were 5684, 5706 and 5711. There were also two of the venerable Sacré Class 6B (LNER D12) 4-4-0s – 439B, built 1878, and 6460, built 1880, based there. As time progressed the balance changed as demand ebbed and flowed and locos became life expired or were released from other work as newer engines came into stock.

The war years saw some significant changes with the B5, B7 and older ex-GCR 4-4-0 types disappearing, never to return.

In came ex-GNR 4-4-0s of both Classes D2 and D3 and, for the first time, the GCR Improved Directors of Class D11.

Also new to the allocation were the Gresley K3 Class 2-6-0, representatives of which would remain on the books until the demise of the class towards the end of 1962. The position at the end of the war in May 1945 was as follows:

By the start of 1930, New Holland still had an allocation of D7s, Nos. 5682, 5684-5687 and 5706, all would be withdrawn in the next few years. They also had D9 6024.

At Immingham, the B1/B18s had moved on, there were two B3s, 6164 and 6165 Valour, just one B5, 5184, and two B7s, 5467 and 5478. A diminishing number of D7s were represented by 5566, 5567, 5683, 5703 and 5711. Locomotives of this class moved back and forth between Immingham and New Holland at such a regular rate it is difficult to define who was responsible for which at any one time.

Class D9 was represented by 5109, 6018, 6027, 6029 and 6036. An ex-GNR type had also come onto the books in the form of Class D3 4072, although this may have been for working East Lincs line trains.

Class

Locomotives

Class B2 4-6-0

5424 City of Lincoln, 5425 City of Manchester, 5427, 5428 City of Liverpool

Class B3 4-6-0

6165 Valour, 6169 Lord Faringdon

Class C4 4-4-2

5267, 5358

Class C5 4-4-2

5258 The Rt. Hon. Viscount Cross G.C.B., G.C.S.I., 5259 King Edward VII, 5364 Lady Faringdon, 5365 Sir William Pollitt

Class D2 4-4-0

3041, 3044, 4377, 4379

Class D3 4-4-0

4071, 4074, 4316, 4317, 4344, 4346-4350, 4357

Class D11 4-4-0 5508 Prince of Wales, 5509 Prince Albert, 5511 Marne Class K3 2-6-0

125-127, 141, 153, 2453, 2762, 4000, 4003, 4005

The figures for 1945 showed a significant increase over the pre-war years where the number of mixed traffic locos were relatively constant, 28 in 1923, 23 in 1930 and 26 in 1939. By May 1945 the figure had increased to 41. The reasons would be partly due to the amount of wartime traffic being handled through Grimsby and Immingham.

At the beginning of World War II, 3rd September 1939, New Holland no longer had any passenger/mixed traffic locos on its books, although the last D7 had only transferred to Immingham in the June of that year. At Immingham the B2/B19 4-6-0 had made an appearance in the shape of 5423 Sir Sam Fay, 5425 City of Manchester, 5426 City of Chester and 5428 City of Liverpool. The two other members of the

Note that from this point I will be using the 1946 renumbering scheme, adding 6 post-1948. The LNER numbers, when referring to locos allocated prior to the change, will appear in brackets at first reference and then by the 1946 number thereafter.

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EASTERN TIMES • ISSUE 6

Grimsby loco shed and Edwardian elegance at its most supreme. Two of J. G. Robinson’s handsome yet efficient Class 9J (LNER J11) 0-6-0 ‘Pom Poms’ stand outside the shed alongside one of his Class 8A (LNER Q4) 0-8-0s, elegant from this angle the 8As were more ponderous when seen from the side. The 8A looks nearly new so I estimate this photograph to date from approximately 1905. No. 973 is the doyen of the class and became 64280 under BR, being withdrawn from Retford in June 1959. No. 232, in the middle, went into traffic in April 1904 and was never allocated to the area in BR days. It was withdrawn from Lincoln as 64362 in September 1962, one of the final members of the class in service. The 8A was an early casualty being withdrawn in March 1939 after spending its LNER life at Keadby and then Frodingham. This is the only known photograph showing the brick frontage and roof as originally built. The condition of the shed deteriorated during the early years of the 20th century with the eastern gable eventually being replaced and the western gable removed completely. Photo: David Cowell, Paul King Collection.

September, sister loco, 1905, arrived in October from Lincoln and C4 4-4-2 2907 arrived from Lincoln in midNovember. 5424 (never renumbered) was withdrawn on 1st December. Two days before Christmas D2 2178 (4379)

For the remaining months of 1945 there was little change, D2 4-4-0 2186 transferred in from New England in early July, K3 2-6-0s 1837 (126) and 1891 (2762) left in mid-June for a three month stay at Lincoln before returning in late 15

EASTERN TIMES • ISSUE 6

left for Frodingham and 2186 and 2196 (3044) went to Retford. In January 1946, 2177 (4377) and 2196 (3044) transferred to Colwick, leaving no D2s at Immingham.

Class

Locomotives

Class B3 4-6-0

1494 (6169) Lord Faringdon, 1496 (6165) Valour

1946 was a relatively quiet year, a start was made on transferring the D3 4-4-0s away with 2116 (4071) and 2140 (4348) moving to Retford in early March, 2131 (4316) went to New England at the end of May and 2136 (4344) to Boston in mid-August. The axe fell on 2118 (4074) and 2141 (4349) in early November, leaving only five of the class at Immingham. The only other moves concerned the C4 Atlantics. 2906 (5267) went to Retford in exchange for 2913 at the end of July and 2904 and 2917 arrived from Colwick at the beginning of December. The first of the C5 Compound Atlantics, 2895 (5258) The Rt. Hon. Viscount Cross G.C.B., G.C.S.I., was condemned on 31st December.

Class B19 4-6-0 1490 (5423) Sir Sam Fay, (Formerly B2) 1491 (5425) City of Manchester, 1492 (5427), 1493 (5428) City of Liverpool

At the beginning of 1947 Immingham’s allocation of Passenger and Mixed Traffic types totalled 32 locomotives as follows:

By the end of 1947, the allocation would change dramatically.

The first three months passed quietly, the only change seeing the arrival of Class C4s 2912 and 2918 from Colwick

Class C4 4-4-2

2904, 2907, 2913, 2917

Class C5 4-4-2

2896 (5259) King Edward VII, 2897 (5364) Lady Faringdon, 2898 (5365) Sir William Pollitt

Class D3 4-4-0

2132 (4317), 2138 (4346), 2139 (4347), 2142 (4350), 2147 (4357)

Class D11 4-4-0 2662 (5508) Prince of Wales, 2663 (5509) Prince Albert, 2670 (5511) Marne Class K3 2-6-0

1800 (4000), 1803 (4003), 1806 (4005), 1836-38 (125-127), 1842 (141), 1845 (153), 1891 (2762), 1912 (1141), 1963 (2453)

1937 • Class D7 4-4-0 No. 5684 spent its entire LNER career in North-East Lincolnshire either at New Holland or Immingham, with a short spell at Louth, 14 miles south of Grimsby. It is seen here in platform 4 at Cleethorpes with a stopping train for New Holland, whilst in platform 3 one of the compound Atlantics, No. 5364 Lady Faringdon, has charge of a stopping service, although the coaches appear to have roof boards. Photo: Neville Stead Collection © The Transport Treasury.

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EASTERN TIMES • ISSUE 6

Amongst the wartime changes at Immingham was the appearance of the first of the Improved Director Class D11 4-4-0s. No. 5508 Prince of Wales arrived at the beginning of January 1940 and would remain for 10 years. It is seen here on 10th May 1946 awaiting departure from Platform 2 at Cleethorpes with a morning stopping train, possibly for Sheffield or Lincoln. Photo: H. C. Casserley, Paul King Collection.

Below: 6th June 1936 • Unlike the D7 4-4-0s, there were never too many of the Robinson D9s allocated to Immingham or New Holland. 5112, seen here on Neepsend shed, Sheffield, is representative of the class even though in its rather nomadic LNER life it was transferred 20 times, it never found its way to Immingham. Fine looking locos, they handled the Great Central main line expresses when first introduced in the early 1900s but were superseded by larger locomotives, ending their days working semi-fast and stopping trains across the southern LNER system. Photo: H. C. Casserley, Paul King Collection.

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EASTERN TIMES • ISSUE 6

D11 Improved Directors arrived with 2666 following a month later so that the entire class were based at the shed.

There were further changes throughout the year with C5 2898 succumbing to withdrawal on 25th August followed by the final member of the class, 2897, on 31st December.

Three C4s returned, 2902 and 2903 in late October and 2904 towards the end of November, however, withdrawal for this loco came just three weeks later on 16th December.

The only remaining B2 fell on 14th November, and B3s 1495 on 27th September and 1498 on 31st December suffered the same fate. Thus, as nationalisation dawned the last remaining GCR 4-6-0s were nothing more than a memory at Immingham. The allocation that passed into British Railways ownership on 1st January 1948 was as follows:

The other significant change during the war years was the initial allocation of the Class K3 2-6-0s. Amongst the arrivals was this locomotive, No. 127, seen here in Great Coates Sidings much earlier in its career. This picture was produced from a very small photograph before computer scanning was available, the negatives having long since been lost, and is subsequently of inferior quality to the others in this article. Its significance demands its inclusion.

Photo: Noel Camplejohn, Paul King Collection.

Class

Locomotives

Class B1 4-6-0

1079, 1082, 1142, 1195, 1202, 1204

Class B3/3 4-6-0 1497 (officially a rebuild of GCR Class 9P 6167, although little of the original remained)

on 19th January. In April, B2s 1490 and 1493 along with C4 2913, C5 2896 and D3 2142 were withdrawn. At the end of the month and into the first few days of May, six C4s arrived from Woodford Halse, 2902, 2908, 2909, 2916, 2922 and 2925. Additionally, D3 2143 transferred from Louth on 16th March but returned there on 4th May. However, the most significant change occurred on 27th April when the first allocation of Class K2 2-6-0s arrived in the form of 1720, 1722, 1724, 1727, 1728, 1733, 1735 and 1739. In May, Immingham received its first allocation of Thompson B1 4-6-0s, a type that would revolutionise services in the area and the first, relatively new, Mixed Traffic locos since GCR days when 1079 and 1082 came from Gorton and 1195 arrived new. They would be joined in June by 1142 from Darnall and 1202 and 1204 fresh from the builders, North British Loco Company.

Class C4 4-4-2

2902, 2903

Class D3 4-4-0

2132, 2139

Class D11 4-4-0 2660-2670 Class K2 2-6-0

1720, 1722, 1724, 1727, 1728, 1733, 1735, 1739

Class K3 2-6-0

1800, 1803, 1806, 1836-1838, 1842, 1845, 1891, 1912, 1963

Total 41 locomotives

The process of updating the stock continued in 1948 with two K3s, 61802 and 61905, arriving from Colwick at the beginning of August, although 61806 left for Lincoln in the November. D2 No. 2139 left for Louth at the end of March, although officially an independent depot, Louth was very much under Immingham’s control by this date. Two further C4s arrived from Boston at the end of September, 2909 and 2919, in exchange for 2902 and 2903. The only other change was the strengthening of the B1 stud with the arrival of 61284 (February), 61318 (May), 61325 and 61328 (both June). This meant a net increase of four on the previous year. However, the Kings Cross expresses, long the refuge of the ageing ex-GNR Class C1 Atlantics at New England, would have passed to Immingham and its new B1s.

At the end of June, Class B3 1495 Earl Beatty and 1498 (exLloyd George) arrived from Neasden, followed on the 14th July by the B3/3 Thompson rebuild, looking very much like a B1, 1497. However, the two B3s already on the books, 1494 and 1496, had departed for Lincoln on 1st June, whilst D2 2147 was withdrawn on 19th June and B2 1491 was condemned on 4th July. From the beginning of May, Immingham had played host to no less than 12 of the handsome Class C4 Atlantics as well as the two remaining C5 Compounds. On 14th July, that would all change with all 12 C4s moving to Lincoln. In return, seven of the Class

If 1948 was quiet, then 1949 was eerily so. No new B1s arrived, in fact the only arrivals were two K3s at the beginning of May, 61825 and 61827, from New England, they were exchanged for K2s 61735 and 61739. The last D3 went 18

EASTERN TIMES • ISSUE 6

used on passenger services, although these tended to be the more leisurely ones such as Immingham Dock–New Holland Pier as well as often appearing on station pilot duties at Grimsby Town. Four arrived during the year, 69820 on 10th February, ex-Lincoln, and 69800, 69808 and 69819 on 26th March, all from Neasden. However, 69808 and 69819 moved on to Boston at the beginning of August.

to Louth on 17th July and the B3/3 61497 was withdrawn on 14th April. The final year under review, 1950, saw the arrival of more B1s in the form of 61190 and 61191 transferred in from Stratford on 18th June and new builds 61365 and 61366 in late April, 61406-61409 between 21st May and 15th June, 61372 on 8th December and 61373 on Boxing Day. Departures were the last two C4s, 2909 and 2919, withdrawn in November and seven of the D11s, 62662, 62663, 62665, 62666, 62668-62670. They left at different dates throughout the year, mostly transferring to Trafford Park for Cheshire Lines duties, although 62670 went to the CLC’s Liverpool shed at Walton on the Hill. This left Immingham with the following stock at the end of 1950:

Finally, I have listed the names alongside the loco numbers except for the majority of the Class D11s. For completeness they are: Class D11

Name

62660

Butler-Henderson

62661

Gerard Powys Dewhurst

62662

Prince of Wales

62663

Prince Albert

Class D11 4-4-0 62660, 62661, 62664, 62667

62664

Princess Mary

Class K2 2-6-0

61720, 61722, 61724, 61727, 61728, 61733

62665

Mons

Class K3 2-6-0

61800, 61802, 61803, 61825, 61827, 61836-61838, 61842, 61845, 61891, 61905, 61912, 61963

62666

Zeebrugge

62667

Somme

62668

Jutland

62669

Ypres

62670

Marne

Class

Locomotives

Class B1 4-6-0

61079, 61082, 61142, 61190, 61191, 61195, 61202, 61204, 61284, 61318, 61325, 61328, 61365, 61366, 61372, 61373, 61406-09

Total 44 locomotives

As a footnote I should mention that in 1950, Immingham also received an allocation of Class A5 4-6-2Ts which were

Below: 1934 • With the first member of the four-strong Class C5 Compound Atlantics having succumbed at the end of 1946 it was only a matter of time before the remainder followed, which they duly did during 1947. This member of the class, No. 5365 Sir William Pollitt, lasted until the end of August, by then renumbered 2898. It is seen here at Barton-on-Humber on the short service to New Holland Pier, as there was no turntable at Barton, this entailed tender first running in one direction. Photo: T. E. Rounthwaite © The Transport Treasury.

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14th July 1947 • As with the C5 Atlantics, the ex-GNR Class D3 4-4-0s were fast approaching the end of their tenure at Immingham. Seen here at Lincoln with the Cathedral and spire of St. Swithin’s Church forming a magnificent background, is Retford based No. 2140. It spent six years at Immingham, carrying its 1923 number of 4348, from 1940 to 1946. Moving to Retford, it had spells at Colwick and Staveley before withdrawal in June 1950. Photo: H. C. Casserley, Paul King Collection.

14th July 1947 • Henry Casserley happened to be on a visit to Lincoln on the day that Immingham transferred its 12 C4 4-4-2s to the depot.

He captured several of these on film. Here 2903 on the left and 2902 facing the shed building are seen, behind 2903 is Immingham’s B2 1492 with C12 4-4-2T 7381 (Lincoln) alongside 2902.

Photo: H. C. Casserley, Paul King Collection.

June 1948 • The major incomers during 1947 were the K2s, D11s and B1s. One of the Class K2 2-6-0s, No. 1722, is seen on a Mexborough-Immingham goods train. The location is northern Lincolnshire, possibly on the Brigg line.

Photo: Paul King Collection.

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1949 • When the first B1s arrived at Immingham they started an association with the shed lasting until its final closure to steam in 1966. In fact, the third B1 to arrive, 61195, was also the longest serving member of the class at Immingham, not leaving until May 1965, when it travelled the few miles westward to Frodingham. 61202, new on 12th June 1947, is seen alongside the coal stage at Immingham.

Photo: Paul King Collection.

10th April 1947 • The unique Class B3/3 rebuild came to Immingham in July 1947. At a quick glance it was barely distinguishable from a B1, the main difference being the driving wheels, 6ft 9in to the B1’s 6ft 2in, dome and tender.

There was very little left of the original B3 when it was completed but the rebuild wasn’t successful and it suffered with cracked frames on several occasions. It is seen here on Neasden shed, shortly before its transfer to Immingham.

Photo: H. C. Casserley, Paul King Collection.

6th April 1946 • Class B2 No. 5428 City of Liverpool is seen entering Peterborough North on a semi-fast from Grimsby.

Renumbered 1493 in August 1946, it was withdrawn in April 1947.

Photo: H. C. Casserley, Paul King Collection.

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EASTERN TIMES • ISSUE 6

1st June 1950 • Based at Immingham from 19th November 1940 until the 22nd June 1952, K3 No. 61963 was the first of the class to arrive at the shed. It is seen here reversing through Doncaster station, possibly on its way to Carr shed in the company of a Class J39.

Note also Class B17 No. 61660 Hull City in the bay platform. Photo: Boulter-Hancock, Paul King Collection.

4th May 1947 • Immingham loco shed looking from the east. The distinctive, and unique, coaling stage and water softening plant always made unmarked photographs of the shed identifiable, provided they were in view. The repair shops, on the right of the shed building, with their higher roof profile were also unique. In this view, the coaling stage and water softener are on the right, with the repair shops mid-shot. The top of the coaling tower can be seen above the centre of the running shed. Long-time local resident Class J11 0-6-0 No. 4305 is seen on the right adjacent to the sheerlegs. Photo: R .H. G. Simpson, Paul King Collection.

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EASTERN TIMES • ISSUE 6

10th June 1959 • The arrival of the B1 4-6-0s allowed Immingham to roster these locos on some of its most strenuous duties. Amongst these were the Kings Cross and Manchester expresses as well as the Cleethorpes-Birmingham trains. No. 61318 is seen on Bournville shed in the company of BR Standard Caprotti Class 5 4-6-0 No. 73140 and ex-MR Class 3F 0-6-0 No. 43521 after working in on the latter service. 61318 was one of several B1s that spent their entire careers at Immingham. This loco, together with 61325 and 61328, were all delivered within a month of each other and were withdrawn on the same day, 22nd September 1963. Photo: Paul King Collection.

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EASTERN TIMES • ISSUE 6

GRESLEY’S N2 SUBURBAN TANKS

BY DAVID CULLEN 2nd July 1954 • Class N2/2 No. 69519 arrives at Highgate.

Photo: Neville Stead Collection © The Transport Treasury.

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EASTERN TIMES • ISSUE 6

M

ention L.N.E.R. steam and we automatically think of Flying Scotsman and Mallard, which is wholly justified. However, there was far more to the railway than powerful passenger express engines. The company also operated commuter services connecting the capital with suburban residential areas. One locomotive class fulfilling such duties was Mr. H. N. Gresley’s N2 0-6-2Ts. He actually designed them when Chief Mechanical Engineer of the Great Northern Railway, which was absorbed into the L.N.E.R. in the Grouping programme of 1923. After that the N2s were operated by the L.N.E.R. for some twenty-five years until Nationalisation. Gresley of course would become Sir Nigel in recognition of his achievements.

batch of sixty designated N2/1. Numbered 4606-4615 and 4721-4770, these batches were constructed by Doncaster works and The North British Locomotive Company respectively. They were given right-hand drive, i.e. driving controls on that side of the cab, and fitted with condensers of the water tank type to control chimney emissions in tunnels. Following batches were designated N2/2 and N2/3, these locomotives were not fitted with condensing equipment, and N2/4 which were.

To some technical data. The N2s were powered by two cylinders of 19 inches diameter by 26 inch stroke, fitted in between the main frames. Stephenson gear operated their 8 inch diameter valves which were set above the cylinders, necessitating a highly pitched boiler. This made a squat chimney necessary to comply with height restrictions. The N2 boiler was of the Diagram 7 type having a maximum diameter of 4ft 8ins and producing a maximum pressure of 170 lbs per sq. inch. The N2/1s and 2s were given a total heating surface area of 1,205 sq.ft, comprising 510 sq.ft of fire tubes, 370 sq.ft of superheater flues and a 118 sq.ft firebox, enhanced by a superheater having 207 sq.ft of elements. The grate area was a modest 19 sq.ft. The six driving wheels were of 5ft 8ins diameter and the two trailing bogies 3ft 8ins. Total wheelbase was 23ft 9ins.

The N2 design was based upon their N1 0-6-2T predecessors, but given cylinders 1 inch larger in diameter, piston valves rather than slide, superheating and a 400 gallon increase in water tank capacity.

Gresley considered a number of wheel arrangements in 1919, finally deciding to retain the 0-6-2T. Sixty were constructed in 1920 and 21, with a further forty-seven between 1925 and 29. Four versions were built, the first

1937 • LNER Class N2 No. 2583 at Leeds Central. Photo: Peter Pescod © The Transport Treasury.

26

11th May 1954 • A suburban service in the hands of Class N2/2 No. 69540 at Holloway Bank.

Photo: Neville Stead Collection © The Transport Treasury.

Greatly appreciated by firemen, eventually most of the N2s would be so equipped.

Tractive Effort, a theoretical value indicating hauling ability was just over 19,945 lbs. For a two-cylinder simple expansion locomotive including the N2, Tractive Effort is calculated using the following formula:

In London they handled mainly local passenger services to and from Kings Cross and Moorgate stations, displacing both previous N1s and C12 4-4-2Ts. Their routes reached out to locations including New Barnet and Gordon Hill on The Hertford Loop line. The condensing apparatus was especially welcome near Moorgate, where it made running through the route’s tunnels more tolerable for crews.

Trains frequently included one or more sets of articulated suburban carriages known as ‘Quad Arts.’ The N2s would also convey empty stock from Kings Cross passenger express working to the carriage sidings at Ferme Park to the north-west.

D2 x S x P W in which D = cylinder diameter, S = piston stroke and W = driving wheel diameter, all expressed in inches.

P = 85% of maximum steam pressure, this allowing for an estimated reduction of 15% in flowing from the boiler to the cylinders.

Locomotive weights were 70 tons 5 cwt – 71 tons 9 cwt across the four sub-classes. Adhesive weights, carried over the driving wheels for providing rail grip, were 55 tons 15 cwt – 56 tons 18 cwt. Axle load was 19 – 20 tons.

Lengths were 37ft 10¾in for the N2/1s, 2s and 3s, and 37ft 11¾in for the 4s. Coal bunkers held 4 tons and water tanks 2,000 gallons. As with the earlier N1s, in addition to the two conventional side tanks, a third was set beneath the N2/1 coal space. Forming its base, this inclined downward towards the cab, helping to ease coal shovelling.

In addition to operating in and around the capital, they were frequently seen around Edinburgh, Glasgow and Dundee on similar passenger and goods workings.

While functional, the N2s were not without problems.

Soon after their introduction, it was found that water in the tanks would surge through the condenser pipes, entering the blastpipes and reaching the cylinders.

This caused damage to piston rings and cotter pins.

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EASTERN TIMES • ISSUE 6

Wider condenser drain pipes were fitted but this did not rectify the issue. From 1926, baffle plates were set in the tanks in an attempt to check the surging, but the problem remained.

The locomotives sent to Scotland were fitted with vacuum braking to meet Scottish railway requirements. These had their condensers removed. When some were returned to London in 1931 condensers were refitted.

The N2/2s were constructed by the Manchester firm Beyer, Peacock & Co. in 1925 and numbered 2583-94. These were given left-hand drive. The N2/3s followed in the same year, numbered 892-7. This sub-class received air braking apparatus. In 1928 the first batch of N2/4s appeared, built

by Hawthorne, Leslie & Co. and carrying the numbers 2662-81. Numbered 2682-4, a second order was constructed by the Yorkshire Engine Co. These had deep ash-pans, enabling the fitting of damper doors. They were equipped with Wakefield No. 7 mechanical lubricators for supplying oil for the axle boxes and cylinder/steam chest assemblies.

After testing in 1922, they had been found to provide adequate lubrication while using less oil than alternative lubricators.

19th April 1949 • LNER Class N2/2 No. 9492 at Hadley Wood.

Photo: Neville Stead Collection © The Transport Treasury.

With water surging still a problem, in 1927 the fitting of Great Eastern type condensers was tried. While lacking a U-bend, this still did not fully solve the issue. Neither did fitting further baffle plates in the tanks. Finally, holes were drilled in the tanks’ vertical pipes which largely reduced the quantity of surging water. This was easily cleared via an air vent behind the cab and onto the coal stock.

1937 • LNER N2s Nos. 4721 and 895 at an unrecorded location.

Photo: Peter Pescod © The Transport Treasury.

25th September 1954 • Class N2 No. 69508 pictured on freight duties at Eastfield. Note the position of the smokebox number. Photo: Neville Stead Collection © The Transport Treasury.

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EASTERN TIMES • ISSUE 6

In 1944 one of the class, No. 4756, was equipped with an 18-element Robinson type superheater. This proved a success and so between 1944 and 1950 the Southern Area modified all of their N2s with Robinsons. The Scottish Area adapted engines according to availability, with just eight receiving 18-element units.

In 1928-29 a second batch of six N2/3s was built by the Yorkshire Engine Co, these being numbered 2685-90.

Following 1924 trials in Glasgow, Scotland acquired twelve.

These were allocated between Dundee, Eastfield and St. Margaret’s. Handling their definitive role on suburban passenger workings, the St. Margaret’s engines were additionally put onto transfer goods duties. While successful, they were not that popular in Scotland, becoming dubbed ‘Metropolitans’ and Bulldogs’. Footplate crews felt they were basic and uncomfortable to operate.

Shed staff found them difficult to work on. In addition, in 1928 it was discovered they caused distortion to rails in the North Berwick vicinity. This resulted in a precautionary 40 mph limit being put in place. Despite the restriction, No. 2690 derailed near Gartmore in October 1929 while heading an Aberfoyle train. After the incident the N2s were withdrawn altogether from many Scottish branch lines.

Following the move and the introduction of V1 2-6-2T locomotives in 1930, twenty-eight N2s were despatched back to London. Those remaining were operated as pilot engines or not operated at all.

Following Nationalisation on 1st January 1948, all 107 N2s made it into British Railways ownership. Their B.R. classification was 3MT. 3 referred to hauling ability on a scale from 0 to 9, 0 being the least powerful and 9 being the most. MT denoted a ‘mixed traffic’ classification, suitable for passenger and goods workings. Fifty-seven were allocated to Kings Cross shed, fourteen to Hatfield, ten to Hornsey, eight to Parkhead, a further eight to Kipps, five to Colwick, three to Neasden and two to Hitchin.

They continued their Kings Cross suburban duties until replaced by diesels from the mid-1950s onward. They were later allocated station pilot roles and often took over from a replacement diesel following its ironic failure. This would surely have drawn much mockery from seasoned steam crews.

No network is 100% safe and accidents do happen, as in the case of No. 2690 already covered. A further incident occurred on 12th July 1932. A passenger train headed by N2 No. 4738 at Kings Cross ran back into a tunnel, derailing at a set of points. Derailed carriages obstructed an adjacent track, causing an L.M.S. goods train running on it to also derail. While damage and chaos resulted, fortunately there were no casualties.

The first inevitable withdrawal came in 1955 with engine No. 69514. 1956 saw the second with 69562. When the full withdrawal programme was implemented in 1957, ten were pulled from service. Fourteen went in 1958, thirty-four in 1959, fifteen in 1960 and nineteen in 1961. The final thirteen withdrawals were made in 1962.

Only one of the 107 made it into preservation. One of that final thirteen withdrawn, this was B.R. No. 69523 (G.N.R. No. 1744, then 4744 and later 9523 under the L.N.E.R.).

Owned by The Gresley Society since 1963, the locomotive has operated on preserved railways such as the Keighley & Worth Valley, the Great Central Railway and the North Norfolk Railway. It also found fame taking the role as The Scotch Flyer in the film The Railway Children.

While a rarity in the North-East, in 1931-32 Newcastle acquired three ex-Scottish N2s. Based in Gateshead, they provided services between Sunderland and Blackhill.

However, carrying what proved an inadequate water load for the 47 mile run, by June 1933 they had all been returned to Scotland.

In 1926 two N2s were assessed in Yorkshire’s West Riding.

Proving successful, permanent allocations to Bradford and Ardsley followed five years after. In service they displayed fast acceleration, obviously a great advantage on trains making repeated stops. Between September 1937 and August 1939, The West Riding Limited, a streamliner train running between Bradford Exchange and Leeds Central stations, was handled by two N2s. However, by 1945, all the Yorkshire N2s were either sent back to London or despatched to Nottingham.

It is currently resplendent in Apple Green livery, carrying its original G.N.R. number 1744 and G.N R. lettering. At the time of writing it is undergoing a major overhaul at Northern Steam Engineering Ltd in Stockton-on-Tees, hopefully returning to operation later in 2025.

Sources: The book Model Steam Locomotives by Henry Greenly. www.gresley.org • www.hattons.co.uk • www.keymodelworld.com www.lner.info • www.preservedbritishsteamlocomotives.com www.steamlocomotive.info

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This page: 28th February 1962 • Gresley N2 Class 3P2F 0-6-2T No. 69583 at Peterborough North on station pilot duties. Photo: Horace Gamble.

Above left: 18th May 1956 • Thompson Class A2/2 No. 60506 Wolf of Badenoch passes through Harringay on a Down service to Grantham as Class N2 No. 69493 waits for departure time with a local. Photo: Peter Pescod.

Below left: An undated shot of Class N2/2s Nos. 69542 and 69497 at Kings Cross Stabling Point. Photo: Neville Stead Collection.

All photos © The Transport Treasury.

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TYNESIDE STEAM – 1967 COMPILED BY N. E. STEAD AND ORIGINALLY PUBLISHED BY THE NORTH EASTERN LOCOMOTIVE PRESERVATION GROUP. Notes on the surviving steam locomotives, both B.R. and Industrial, still to be found around the North-East of England in 1967.

O

n many occasions, I have met enthusiasts around Tyneside, who were on holiday from other parts of England, and who were not at all acquainted with the area or the best places to see steam engines at work. Such people were grateful for information which I gave them, and it seemed that there was a need for some kind of a booklet to be used as a holiday guide in this respect.

When one only has a week’s holiday, every day is precious, and there is nothing more annoying than finding out about some first class steam workings at the end of the holiday. I hope these notes will remedy that situation. If you find these notes useful, and wish to show your appreciation, please send a donation to our fund for the purchase and preservation of a J27, details of which are included in the booklet. All money from sales of this book goes to the fund.

Just one word of warning – do not expect to see streams of steam engines running about – this is 1967, and they are thin on the ground. Occasionally I have waited up to two hours for the sight of a Q6 at work, but it is well worth while. If you study the notes, and possibly make a few judicious enquiries, you will get your pictures.

GOOD HUNTING! N. E. STEAD April 1967.

October 1966 • Worsdell Class J27 No. 65894 on a rake of mineral empties at Sunderland. Photo: © The Transport Treasury.

IMPORTANT NOTE: Don't go tearing about British Railways property without the necessary permits. Most of your pictures can be obtained from bridges, fields, etc. Relations are good between enthusiasts and B.R. up here in the North-East, and we aim to keep it that way.

It is advisable to have a copy of the 1 inch Ordnance Survey Maps Nos. 85 and 78, and for local work around Tyneside, the A1 Street Atlas of Tyneside (6/-) is very useful.

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31st August 1938 • Ex-NER Raven Class Q5 0-8-0 No. 1215 (later 3309) at Hartlepool shed. Photo: Peter Pescod © The Transport Treasury.

can be reached from West Hartlepool by taking a No. 6 bus to the Brus Arms. It is a central focus for coal traffic, and recommended as an observation point.

1. HARTLEPOOL West Hartlepool is currently undergoing the transition to diesel, but is not expected to be completely dieselised before July.

Interesting workings off West Hartlepool include 6.o a.m. ex-shed Monday-Saturday a pick-up to Monkwearmouth (Sunderland) and return, usually worked by a K1, and 6.15 a.m. ex-yard, which runs when required, is a WD diagram through Yarm and Northallerton (Castle Hills) to Redmire Quarry, on the Hawes branch. This train may operate on Saturdays if necessary. Daily workings to Thrislington (7.0 a.m. away) and Coxhoe (8.30 a.m. away) operate via Redmarshall and Ferryhill, and run Sundays included. WDs are not permitted in Coxhoe, and so K1s or diesels are used. This traffic is ‘Presflo’ cement working.

The majority of the locos here are WDs, with backing from four K1s, one Q6 and two LM 4MTs. Dealing first with the collieries – on the coast line to Sunderland, Blackhall, Horden and Easington are serviced, while on the Wellfield line (which diverges at Cemetery North), Trimdon, Thornley, Shotton and South Hetton (also known as Hawthorn) provide work. There are some loco restrictions on these latter collieries as WDs are not permitted in Thornley (which is on a branch line) or Shotton. On the Wellfield line is Hesleden bank, a recommended photographic spot some five miles from Cemetery North.

Some of the coal from local collieries goes to Teesside, to the power stations and several daily workings of WDs, both from West Hartlepool and Sunderland, can be seen through Billingham and Stockton. This traffic is however expected to turn over to diesel haulage shortly.

Cemetery North is the cabin controlling the junction of the Sunderland to West Hartlepool and Hartlepool lines, and 33

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18th June 1965 • WD Class 8F 2-8-0 No. 90621 by the coaling plant at West Hartlepool shed. Built at Vulcan Foundry as works number 5000 and introduced into service during February 1944. West Hartlepool was the loco’s final allocation in December 1964, lasting until withdrawal on 16th November 1965 and scrapped locally at Ellis Metals in Swalwell. Photo: Trevor Davis © The Transport Treasury.

Lines worked: Three lines worked by Sunderland are of prime interest to the photographer and recorder, as each involves a heavy gradient. They are (a) Silksworth, (b) South Hetton and (c) Hylton Castle.

2. SUNDERLAND This is expected to be the last outpost of B.R. steam in the North-East and is only just beginning to get main line diesel on the allocation. In contrast to Blyth, a large proportion of the turns off ‘South Dock’ as it is usually known are regular operations to various points, i.e. the 16.55 off shed works two or three trips to Silksworth, and the 6.40 off shed usually works the morning turn to Silksworth. South Hetton is usually covered by the 6.55, 7.20, 8.25, 11.15 and 13.15 off shed.

(a) Silksworth: Thio diverges from the Sunderland–Hartlepool coast line at Ryhope (not to be confused with Ryhope Grange, a mile to the north) and immediately curves through 90° before attacking the severe bank which runs almost the whole three miles to Silksworth. This line is the exclusive preserve of J27s and on a sunny evening around 5.15 p.m. an excellent place for photography. The times of the workings are as given above – 6.40 morning ex-shed and 16.55 evening usually works two or three trips taking empties up and bringing the loaded out to South Dock.

Photographic points are many – try up the side of Ryhope

The allocation of Sunderland are J27s, Q6s, K1 and WDs. There are certain restricted lines in the area where WDs are not permitted, and so these are usually the preserve of the old NER J27s, and Q6s. It might be said that this shed is the most interesting and the most predictable for workings of the North-East Group.

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Colliery tip, which commands a view of the spectacular rock cutting through which the line runs at one point.

Further up toward Silksworth another part of the tip gives an equally good view.

To cover this line a car is ideal, otherwise take a bus from Sunderland Park Lane to Ryhope and start walking! (b) South Hetton: This line also diverges at Ryhope and climbs steeply up through Seaton to Seaton Bank Top, maximum gradient being 1 in 42, with a total of 2½ miles varying between 1 in 42 and 1 in 64. This is another regular preserve of Q6s and J27s. The photographer wili find the entire line from Ryhope to Seaton Bank Top suitable for pictures, but be there early – the best time is between 7.30 a.m. and 11.0 a.m., as usually the line is open one shift only. On the average, between five and six loads are brought out of South Hetton daily, going either to the power stations of

Tyneside, or South Dock for shipment, or redirection. To get to Seaton Bank take a service 40 bus from Sunderland Park Lane to New Seaham, and alight at the junction of the B1404 to Soughton-le-Spring. Walk up the B1404 about a mile, and you come to Seaton station. (c) Hylton Castle: No restrictions here on locos used, and anything can turn up. This line exists to serve the collieries of Wearmouth and Hylton Castle, and is the surviving part of the old line which ran through to join the Tyne Dock–Washington line at Usworth. Two or three loads a day come out of Hylton Castle pit, and in contrast to the last two lines described, here the gradient is against the loaded trains. Maximum gradient occurs just beyond the west end of the Wearmouth Colliery yard, where trains pass Southwick depot (a private scrapyard) and storm round a curve trying to avoid stalling.

8th September 1952 • Lambton, Hetton & Joicey Colliery Industrial Steam Locomotive Class 0-6-2T No. 10 at Fawcett Street, Sunderland. Photo: Neville Stead Collection © The Transport Treasury.

EASTERN TIMES • ISSUE 6

employed and daily trips run down the Coast Line through West Hartlepool to destinations on Teesside.

Suggested times for covering the line are around midday and about 2.30 to 3.30 in the afternoon, when the last load usually comes out. To get to the line, alight from any bus at the Wheatsheaf, at the top of Roker Park Avenue, and the Hylton Castle branch swings away from the main Sunderland–Newcastle line just north of Monkwearmouth station. Buses run from here to Southwick Green and the steepest part of the line is behind Southwick Green, within sight of the Alexandra Bridge.

Sometimes loads off Vane Tempest run direct to Dunston or Stella at Newcastle. On other occasions when locos are in short supply and traffic is heavy, an intermediate destination point is used. This is GREEN LANE, the area of sidings by Tyne Dock shed, where loads are left by Sunderland engines, to be collected and taken on to Newcastle by Tyne Yard sets. Sunderland–Green Lane turns run via Tile Shed and Harton Junction (the course of the former Sunderland–South Shields passenger trains).

The rest of the steam work around Sunderland consists of servicing Vane Tempest Colliery (just north of Seaham, and an excellent place for ‘dead start’ recordings), Dawdon Colliery and Polka sidings (at Seaham) and running loads from South Dock to Tees Yard and Teesside and Newcastle.

These loads are usually coal from local pits, such as already described, which are remarshalled for onward dispatch.

It is on this traffic that the ex-WD 2-8-0s are mainly

Lastly, mention could be made of trips from Penshaw Yard to South Dock. As the NCB staithes at Sunderland are now out of use, coal from Houghton Pit, Herrington Pit and ‘D’ washer is now taken away by B.R. and trips are worked as required, both by diesels from Tyne Yard and steam from Sunderland, or Tyne Dock.

31st May 1955 • LHJC Industrial Steam Locomotive Class 0-4-0SToc 17/MW 2023/23 at Sunderland.

Photo: Neville Stead Collection © The Transport Treasury.

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16th May 1967 • BR Austerity WD Class 8F 2-8-0 No. 90321 at Horden Colliery NCB working a train of Down empties on the West Hartlepool to Sunderland line. Photo: Horace Gamble © The Transport Treasury.

An undated image of LHJC Industrial Steam Locomotive Class 0-4-0SToc 23/BH 688/82 at Silksworth Colliery.

Photo: Neville Stead Collection © The Transport Treasury.

1st June 1951 • LHJC Industrial Steam Locomotive Class 0-6-0T 27/NER 30 at South Hetton.

Photo: Neville Stead Collection © The Transport Treasury.

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If the ore trains are running, Tyne Dock Q6s sometimes can be found working coal to Consett, over the steep gradients through Beamish and Annfield plain.

3. TYNE DOCK Although rumour had it that March would see the end of steam working at Tyne Dock, a handful of Q6s and K1s are still active at the time of writing. Collieries are as usual the main attraction for steam workings, and an ideal spot for seeing Tyne Dock locos at work is Pelaw Junction, on the Newcastle–Sunderland line.

Boldon Colliery is also serviced by Tyne Dock, trips being made with NCB wagons to Tyne Dock station and the exchange yard at Harton with the NCB Harton railway system. These trains run direct via Pontop Crossing and Green Lane, and are often operated by NCB locos, complete with NCB brake van.

Collieries serviced by Tyne Dock are Washington and Wardley, situated on the Pelaw–Washington line. The usual method of working is engine and van from Tyne Dock to Pelaw, and Pelaw to the colliery, and then load from the colliery through Gateshead to Tyneside. Mention must be made of the Washington pilot turn, usually a Q6 diagram. This leaves the shed at 5.45 a.m. and 12.30 p.m. and works trips up the steeply graded line from Washington station to Glebe and ‘F’ pit. A very good working for tape recording and photography.

Tyne Dock locos also collect traffic at Pontop Junction, near Jarrow, from the Bowes Railway, and run to Pelaw where they sometimes reverse the train and head for Washington. This is a mid-morning diagram.

As mentioned in the Sunderland notes, sometimes traffic for Tyneside from the South is interchanged at Green Lane, Tyne Dock locos and crews working it forward.

4th June 1963 • BR Standard Class 9F 2-10-0 No. 92061 with its train of iron ore hoppers passes the splendid gantries and signal box at Tyne Dock. Photo: Neville Stead Collection © The Transport Treasury.

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14th January 1947 • Diminutive LNER Class Y7 0-4-0T No. 8086 at Tyne Dock.

Photo: Neville Stead Collection © The Transport Treasury.

18th June 1965 • 1955 Crewe-built BR Class 9F 2-10-0 No. 92063 at Tyne Dock shed.

Photo: Trevor Davis © The Transport Treasury.

26th August 1954 • Ex-NE Raven Class Q7 0-8-0 No. 63462 at Tyne Dock Shed.

Photo: Neville Stead Collection © The Transport Treasury.

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17th May 1958 • A line up of Worsdell Class J27s around the turntable at North Blyth MPD. From left to right: Nos. 65811, 65794 (which is up for sale!), 65863, 65797, 65828 and 65851.

Photo: Neville Stead Collection © The Transport Treasury.

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Photography: The Blyth and Tyne has several heavy gradients. Mention can be made of the continuous pull from Percy Main North right up to Blue Bell cabin, which is above the electric line at Backworth station. Blue Bell is a summit in both directions. Full loads out of Rising Sun Colliery coming north to Cambois Power require banking up to Blue Bell.

4. BLYTH South Blyth has now eliminated steam traction, and has a fully diesel allocation. North Blyth still retains a handful of 4MTs, though these survive on a temporary basis only.

The best place for picturing steam locos working off Blyth is at FREEMASON’S CROSSING, on the line from West Sleekburn to North Blyth and Cambois Power Station.

Most of the North Blyth turns inevitably turn up at Cambois Power, which is the main reception for coal mined in South-East Northumberland, There are very few set diagrams for North Blyth shed, the majority of the work being done on a ‘Control Orders’ basis, i.e. the crew are only informed of the immediate trip, and fresh orders are given at its conclusion.

Loads to Tyne Yard have a pull from Backworth station (where they join the Newcastle-bound electric line) for half a mile westward at 1 in 89, and this is usually from a dead start.

Further north the curve from West Sleekburn to The Winning is a steep grade, and normally taken at full throttle. A load coming out of Lynemouth for Ashington direct via Woodhorn produces quite a display in the first mile or so. Single-line working enthusiasts will find the Bridlington to Morpeth section of interest, both from the operating and photographic point of view.

Collieries serviced by Blyth are: Rising Sun and Backworth in the south, and Ashington, Linton, Ellington and Lynemouth in the north. In between those extremes is Bedlington (‘A’ Pit) and on the single line from Bedlington to Morpeth comes Netherton: north of Morpeth on the East Coast Main Line are Pegswood, Widdrington and Shilbottle (just south of Alnmouth). Trips run between all these collieries and Cambois Power, worked by diesel or steam (although Bedlington ‘A’ still seems to be a steam stronghold).

Transport Methods: FREEMAN’S CROSSING can be reached by bus to Blyth from Newcastle, walk to and cross the ferry to North Blyth, and then take a Bedlington-bound 44 or 73 for some two miles.

The other destinations for coal from this area are Whitchill Point (which is the coal staithe on the Tyne by Tyne Commission Quay), Tyne Yard (usually household coal) and the group of power stations to the west of Newcastle – Stella South, Stella North and Dunston. These latter are also serviced by Sunderland and Tyne Dock.

Backworth and Blue Bell: Diesel trains from Newcastle to Backworth station.

Rising Sun Bank: Take any bus along the Coast Road from Haymarket bus station, alight at Norham Road, walk back.

Ashington: Regular buses from Newcastle Haymarket.

23rd February 1965 • Class J27s 0-6-0 No. 65861 and 65862 at South Blyth ready for the day ahead. Photo: Ken Nuttall © The Transport Treasury.

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2nd August 1966 • Class J27 0-6-0 No. 65789 scuttles past North Blyth signal box with just a brake van in tow.

Photo: Neville Stead Collection © The Transport Treasury.

23rd May 1967 • Class J27 0-6-0 No. 65855 near Freeman’s Crossing, North Blyth on a train of loaded 21 ton mineral wagons.

Photo: John Tolson © The Transport Treasury.

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5. NEWCASTLE AREA Heaton shed is at the moment still used for locomotive repairs, and deals with locos from Blyth and Sunderland.

Across the line from the shed is Heaton North yard, where the afternoon Washington pilot sometimes brings a load.

South of the Tyne is Gateshead, and the line which passes by the shed is the focus point for all traffic from Tyne Dock and Sunderland to the power stations of Stella and Dunston, also Tyne Yard. Traffic concentrates at Pelaw station (an extremely good position for observation and photography). Trains at Pelaw come from Sunderland, Washington or Tyne Dock and head through Felling to Gateshead. Odd ones cross the Tyne by the High Level Bridge and run through Newcastle Central Station to Forth Goods and Elswick, but the majority of the traffic passes along by Gateshead shed, down through the Bensham ‘dive-under’ – which avoids the necessity of crossing the main line, and heads for Norwood Junction cabin, and the power stations. Norwood Junction is an interesting cabin in that like Ferryhill No. 1 and Penshaw North it straddles two lines, and stands on high girders.

An undated view of Class J27 0-6-0 No. 65780 passing through Heaton. Photo: Neville Stead Collection © The Transport Treasury.

The south end of the ‘dive-under’ and opposite Gateshead shed (on the site of the old works) are suitable photographic spots BUT THE LATTER IS ON B.R. PROPERTY, SO A PERMIT FOR PHOTOGRAPHS IS ADVISABLE. Down Sunderland Road, Felling on the left hand side is St. James Road. This crosses the line between Gateshead and Felling by an overbridge, and should prove a good spot for pictures of Q6s, etc.

20th July 1968 • Robert Stephenson & Hawthorns 0-4-0ST Central Electricity Generating Board Industrial Locomotives Nos. 22 (RSH7744/1953), 21 (RSH7796/1954) and 20 (RSH7743/1953) at Stella South Power Station (Blaydon).

Photo: Horace Gamble © The Transport Treasury.

As before, traffic is spasmodic, though I have found that around 11.0 a.m. to 1.30 or 2.0 p.m. yields the best results.

Below: 17th August 1959 • Raven Class Q6 No. 63356 in Heaton Cutting. Photo: Neville Stead Collection © The Transport Treasury.

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10th June 1961 • Above: BR Standard Class 9F 2-10-0 No. 92061 with an unidentified banker passes South Pelaw signal box with its rake of iron ore hoppers as it takes the junction towards Consett. Below: The same train ascends the incline and is about to pass Stella Gill Coke Works, part of which can just be seen between the two smoke stacks of the hard working locos. Further down the main line is Stella Gill Flatts signal box and the NCB building and footbridge. Photo: Neville Stead Collection © The Transport Treasury.

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6th April 1963 • Raven Class Q6 (6F) 0-8-0 No. 63363 at Gateshead. Photo: Robert Anderson © The Transport Treasury.

20th July 1968 • NCB 0-4-0ST No. 72 (Robert Stephenson & Hawthorns 7799/1955) at Norwood Coking Plant, Dunston (Durham). Photo: Horace Gamble © The Transport Treasury.

An undated shot of LH&JC 0-6-2T No. 42 (RS 3801/20) at Washington South Junction.

Photo: Neville Stead Collection © The Transport Treasury.

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12th May 1959 • Class N10 0-6-2T No. 69097 pictured at Bowes Bridge.

Photo: Neville Stead Collection © The Transport Treasury.

6. BOWES RAILWAY This is one of the non-B.R. lines still operating in the North-East. There are three forms of traction – steam on the top section, from Pickering Nook through Marley Hill to Kibblesworth, rope haulage (balanced, self-acting inclines) from Kibblesworth through Springwell to Leam Lane/Wardley and diesel traction from Leac Lane to Jarrow staithes.

The steam enthusiast will be mainly interested in the top section, based on a loco shed at Marley Hill.

Northern buses 79 from Newcastle Manors or 2 from Newcastle (Marlborough Crescent) will take you to Sunniside Village, and Marley Hill shed is by the colliery behind the village. The allocation is half a dozen saddle tanks, including the ubiquitous ‘MoS’ or J94 design, and trips are made along the line during the morning and early afternoon as required. The bottom of the rope-hauled section can be reached by taking any bus from Newcastle Worswick Street which travels the Felling by-pass, and, alighting at Wardley Black Bull, cross the road and proceed along Lingey Lane to the point where the line crosses the road.

Bowes 0-6-0ST No. 23 (RSH 7751/53) at Springwell Bank Foot.

Photo: Neville Stead Collection © The Transport Treasury.

Here the diesel locos take over for the final section to Jarrow. Most of the coal is in NCB wagons, bound for shipping at Jarrow staithes, but some of the traffic is marshalled at Pontop Junction, where the Pelaw–South Shields line crosses the Bowes Railway, and is taken away by a Tyne Dock loco, often a Q6, which is usually at work mid-morning.

2nd May 1982 • NCB Std. 0-4-0ST No. 22 at Springwell Bank Foot. Photo: John Tolson © The Transport Treasury.

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covered a large part of mid-East Durham some years ago.

The staithes at Sunderland are now out of use, and so traffic is handed over to British Railways at Penshaw Yard.

One feature of the Philadelphia system still remains, however, in the shape of the big 0-6-2 tank locos for which this line was famous, with their melodious hooters. Four are still in traffic, Nos. 5, 31, 42 and 52 – this latter being ex- G.W.R. 426, built by Neilson Reid in 1899.

7. DERWENTHAUGH If you take any bus from Newcastle Central Station to the new Scotswood Bridge, and cross over it, then follow back along the south bank towards Newcastle for half a mile, you will come up to Derwenthaugh NCB loco shed. The allocation here includes a very fine 0-6-0T ‘HENRY C. EMBLETON’, another 0-6-0T ‘MAJOR’ with no flanges on the middle wheels, which only rarely works, and a bevy of ex-MoS 0-6-0STs.

The best place to see these engines at work is probably Burnmoor Crossing, where the line passes over the A183 from Sunderland to Chester-le-Street. Northern service 4 from Sunderland Park Lane takes you right to the crossing, and in mid-morning usually at least two of the four are out, supported by odd 0-6-0 saddle tanks. Collieries serviced are New Herrington and Houghton and the washer and coke works at Fencehouses.

The prize exhibit here is No. 41. This is an ex-Consett Iron Co. Pannier Tank, built by Kitsons in 1883, which in its chimney and wheelbase is very reminiscent of the designs of Edward Fletcher for the N.E.R. It has recently survived a general repair, and is now in the role of spare engine.

It is normally worked once a week or so, when one of the regular saddle tanks is due for washout.

The visitor to the loco shed at Philadelphia (on the A182 from Shiney Row to Houghton-le-Spring) will find 0-6-0T 27 (which dates in original form from 1846, being ex-North Eastern Railway No. 30) parked in the depths of the shed, with several withdrawn locos, including 0-6-2Ts 10 and 30.

Traffic from New Herrington to Penshaw via Burnmoor passes right by the shed area. N.B. TO VISIT THE SHED A PERMIT SHOULD BE OBTAINED FROM THE COAL BOARD.

The line served by this shed formerly ran for several miles into the hills, but now is cut short at Winlaton Mill, some two miles up the Derwent Valley. Odd coal trains run down the line during the day as required but activity seems rather spasmodic.

8. PHILADELPHIA This non-B.R. line system is the remaining section of the Lambton, Hetton and Joicey Railway network, which

1st August 1962 • A shed view showing a varied line up of locos at NCB Derwenthaugh.

Photo: Neville Stead Collection © The Transport Treasury.

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26th February 1970 • Ex-M.O.S. ‘Austerity’ 0-6-0ST No. 59 at Derwenthaugh Colliery. © The Transport Treasury.

22nd September 1967 • A view of the loading staithes and colliery headgear at Philadelphia Colliery on the Lambton System, County Durham. © The Transport Treasury.

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Adjacent to the Philadelphia sheds is the area workshops, and a very interesting item at the north end of the works in the yard are the remains of a Hackworth 0-6-0 of 1837, on a plinth. Used for many years as a snowplough, it deteriorated to a great extent, but has now been coated with black paint to prevent further decay.

9. ASHINGTON One of the biggest steam allocations of the NCB is at Ashington loco shed, Upwards of a dozen 0-6-0STs, mostly ex-MoS type and including two with Giesl ejectors, are allocated here, and work around the yards of Ashington and the associated collieries of Linton, Ellington and Lynemouth. The NCB here has a very extensive railway system, running in a circle connecting the various collieries, something in the order of four or five miles long.

Both B.R. and NCB engines work over this railway, and there is always plenty of steam in evidence.

Up to recent times, special passenger trains for the miners were run with vintage ex-NER coaches behind 0-6-0 side tanks, but these have now been discontinued though the stock still survives.

Frequent bus services run from Newcastle and Blyth to Ashington, and for the steam fan the area is well worth a visit.

4th October 1957 • NCB 0-6-2T No. 56 next to the Philadelphia staithes. Photo: Nick Nicholson © The Transport Treasury.

An elegant looking LH&JC 0-6-0 No. 25 at Philadelphia shed.

Photo: Neville Stead Collection © The Transport Treasury.

4th October 1957 • NCB ‘Austerity’ 0-6-0ST No. 27 at Philadelphia shed. Photo: Nick Nicholson © The Transport Treasury.

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Hunslet Austerity 0-6-0ST No. 53 at work on the Ashington Colliery network, Northumberland. Photo: © The Transport Treasury.

10. HARTON The traveller alighting from the North Shields ferry at South Shields sees, above the pier ramp, the end of an overhead electric line. This is one point on a rather interesting and complex system, formerly belonging to the Harton Coal Company. That particular line is one end of the lines at the Low Staithes, where coal is teamed into coastal colliers, for transport to London. Also in South Shields are two exchange yards (one near High Shields station) and the High Staithes, half a mile up the river. Several overhead electric locos can be seen at work here and although not within the scope of this book are worthy of mention – as some of the early ones were built around the early 1900s.

Two undated views of NCB Bo-Bo electric loco No. 4 at work on the electrified Harton system. Photo above: Norris Forrest.

Photo below: W.A.C. Smith. Both © The Transport Treasury.

Most of the coal movement around the area centres on the new washer at Westoe, with its distinctive concrete tower, which is the collection and despatch point of all coal. B.R. sometimes works loads from Boldon Colliery to the exchange yard on what was formerly the South Shields line at Tyne Dock station.

To explore the whole line takes most of a day and involves plenty of walking, but to the student of unusual railways the Harton system has much to recommend it.

Opposite, bottom left: 25th September 1967 • Rakes of woodenbodied coal wagons and pre-grouping clerestory coaching stock on the Ashington Colliery network, Northumberland.

Photo: © The Transport Treasury.

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1st August 1958 • Gresley Class A8 4-6-2T No. 69878 passes Boldon Colliery signal box on a passenger working while to the right Class J39/2 No. 64921 waits to exit the goods yard with a freight. Photo: Neville Stead Collection © The Transport Treasury.

11. DOXFORDS

12. SEAHAM HARBOUR

This firm of shipbuilders, situated on the Wear by Alexandra Bridge, Sunderland, is not only the biggest shipyard on the Wear, but also the only one with a stud of locomotives, which are of very distinct character.

A Northern 123 or 124 from Sunderland Park Lane will take you to Seaham Harbour and the shed is easy to locate.

The dock company have always had items of railway interest – chief of which at present is the 104 year old Lewin saddle tank No. 18, currently under repair. This veteran 0wes its continued existence to its smallness, as it is employed on harbour works during the summer, duties formerly carried out by the vertical boiler locos built by Head Wrightson, one of which is now preserved at Stockton by that firm.

At the time of writing there are six 0-4-0 crane tanks still in existence at the yard, four of which work daily, the other two being under repair at present. The six survivors are SOUTHWICK, PALLION, BROWNIE, HENDON, ROKER and MILLFIELD. PALLION dates from 1902, and BROWNIE from 1903, and the others from the Second World War.

Equally old and equally interesting are the few surviving chaldron wagons, up until recent years used on colliery work and now retained for departmental duties. These 2½ ton wagons, dating from the 1860s, are a last link with the earliest days of railways, and well worth picturing.

The remainder of the steam allocation is a stud of ex-Dorman Long saddle tanks gradually being replaced by diesels, which sort out the lines of wagons in the nearby marshalling yard.

The shed, which is below Alexandra Bridge, presents a fascinating sight when the locos return there at the end of the day, usually around 4.0 p.m., as each engine stands on a separate road, and they all line up side-by-side, together with an 0-4-0ST, GENERAL. Permission to visit the shed must be sought from Messrs.

Doxfords, but the effort is well worthwhile. During the working day, the tanks shunt about the yard, making occasional trips up the bank to the exchange sidings on B.R.’s Deptford branch.

South of Seaham is Seabanks Junction and Dawdon, where Sunderland-based WDs take away c0al trains, while Polka Sidings, by Seaham station, and Vane Tempest Colliery – north of Seaham – are other points of interest where B.R. steam is still at work.

Frequent buses run from Sunderland to Doxfords (Sunderland Corporation Transport).

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One of Doxfords’ crane tanks shunts wagons in Pallion Shipyard.

Photo: © The Transport Treasury.

An undated view at Seaham Harbour where Dick, an 0-4-0SToc (HE 628/95) industrial locomotive, is seen shunting five Chaldron wagons. Photo: Neville Stead Collection © The Transport Treasury.

23rd February 1965 • A view at Seaham Harbour shed with one loco undergoing maintenance while the two in the background seem ready to go about their duties.

Photo: Ken Nuttall © The Transport Treasury.

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EASTERN TIMES • ISSUE 6

Allotment, parallel to the B.R. line (from Earsdon Junction through Blue Bell to Percy Main), crossing over it at one point, and down to NCB/B.R. joint staithes at Whitehill Point. The workings are fairly regular throughout the day, the usual engines employed being 0-6-0STs No. 4, No. 6 and No. 49. These are painted green and usually kept clean, and are a pleasant sight at the head of a train of deep red wagons. Backworth is fed also by Fenwick Pit, which is just north of Earsdon Village and connected with the main line by a line running across B.R. at a right-angled crossing immediately behind Earsdon Junction signal box.

13. SCRAPYARDS There are several yards around Newcastle where steam engines are cut up from time to time.

1. Hughes Bolckow, North Blyth The best known of all, this yard has scrapped nearly a hundred locomotives in the past few years, including recently A4s Nos. 60024 Kingfisher and 60034 Lord Faringdon. It is adjacent to North Blyth loco sheds, and is reached by taking the ferry across from South Blyth.

There are two possible sites for locomotives – the reception line, which is on the east side of the road, between two rows of sheds, and the actual scrapyard, which is on the west side of the road on the dockside.

Burradon Colliery, situated north-west of Backworth, is connected with the NCB main line by means of a spur off the B.R. line from Holywell (next cabin north of Earsdon Junction) to Burradon, and a certain amount of interchange working takes place. Burradon also has a loco shed and an allocation of six or seven 0-6-0STs, one of which regularly comes down through Backworth to West Allotment yard to take a train of empties back.

2. Choppington The appropriately named station area here is currently the last resting place of several J27s. Willoughby of Ashington is the contractor, cutting up at the rate of a loco per week.

Service 47 Blyth–Ashington passes the site.

The prize exhibit of NCB Backworth is their No. 11, an ex-GWR 0-6-0ST, but this works on very infrequent occasions, and is said to have been sold to enthusiasts in Wales, for preservation.

3. Clayton, Davie of Dunston on Tyne Most recent imports here were B1s Nos. 61014 and 61386 ex-Blyth. The scrapyard, which recently contained several V2 chimneys and cylinder blocks, is on the south bank of the Tyne at Dunston.

Situated at Swalwell, at the junction of the Tyne and Derwent rivers, this year has despatched several WDs and assorted types. It is not known if anything is there at present.

North of Earsdon Junction, the E.R. line to Blyth is still paralleled by the surviving stretch of Hartley Main railway track, and at Seghill around 11.30 a.m., a regular sight is the ex-GNR brake van belonging to NCB Dudley which forms the rear of a regular NCB train worked across by a Burradon saddle tank to Dudley Colliery on the East Coast Main Line by a colliery railway.

14. BACKWORTH

CURRENT SHED ALLOCATIONS – 12th June 1967

4. Ellis Metals of Swalwell

Most of the coal mined in south-east Northumberland today is either sent to Cambois Power Station, or carried to the Tyne Staithes by British Railways. The days of the independent railways are almost over. The Cramlington Colliery Lines are finished, and so too is the once extensive Hartley Main system, but one railway system still survives and still conveys shipping coal in its own wagons on its own line, behind its own locomotives. This is the Backworth Colliery railway system of the NCB.

Shed

Locomotives

BLYTH NORTH 43000, 43050, 43055, 43063, 43084, 43117, 43123, 43137.

TYNE DOCK

62007, 62011, 62023, 62026, 62050, 62060, 63344, 63387, 63426, 63429, 63431, 63455.

STORED: 90200, 65860, Dept. 58, 62005.

SUNDERLAND 63395, 63458, 65789, 65795, 65804, 65811, 65880 (last superheated J27), 65855, 65882, 65885, 65892, 65894, 90056, 90135, 90210, 90321, 90348, 90361, 90370, 90382, 90417, 90698.

The main loco shed is at Backworth Colliery, about half a mile north of Backworth B.R. station, and from here operate several ex-MoS saddle tanks and a couple of side tank engines. The main line of the system runs from Backworth in a southerly direction, past the yard at West

WEST HARTLEPOOL

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43015, 43070, 62041, 62044, 62045, 62048, 63394, 63397, 63407, 90014, 90061, 90116, 90230, 90309, 90339, 90347, 90434, 90459, 90482, 90588.

EASTERN TIMES • ISSUE 6

1967 • Ex-LMS Ivatt Class 4MT 2-6-0 No. 43048 awaits its fate at Hughes Bolckows Scrapyard, Battleship Wharf, North Blyth.

Photo: Roger Palmer © The Transport Treasury.

NCB 0-6-0ST Industrial Locomotive No. 4 (NER 1797) at Backworth.

Photo: Neville Stead Collection © The Transport Treasury.

14th March 1975 • NCB Austerity 0-6-0ST No. 9 at work at Backworth Colliery. Photo: Keith Taylorson © The Transport Treasury.

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To conclude this article we travel back to Tyne Dock with this superb undated shot of BR Standard Class 9F 2-10-0 No. 92060 at the Ore Terminal. Photo: Neville Stead Collection © The Transport Treasury.

ABOUT NELPG For over 50 years the North Eastern Locomotive Preservation Group (NELPG) has been the custodian of the last remaining classes of North Eastern Railway locomotives. Today the locomotives principally operate on the North Yorkshire Moors Railway (NYMR), with visits to other heritage railways. In addition, our K1 class locomotive participates on the ‘Jacobite’ service in Scotland.

The NELPG was formed in 1966 to preserve examples of the last remaining classes of North Eastern Railway locomotives operating on British Railways.

One year later, this small band of enthusiasts managed to raise the £1,400 needed to purchase its first locomotive, J27 No. 65894. Immediately after that, all efforts were turned to save the last Q6 No. 63395 in April 1968. Building upon this success, K1 No. 62005 was donated in 1972 and, finally, the J72 No. 69023 was acquired in 1982.

Please join our organisation and help preserve our unique collection of locomotives. We do not want them to become museum pieces. Where possible, we seek to keep them in full working order for the benefit of enthusiasts’ and public enjoyment.

Members and volunteers are equally welcome. By becoming a member, you will receive a regular newsletter with up-todate reporting, notice of social meetings, and the opportunity of seeing your locomotives operating. By becoming a volunteer, you could be hands on, maintaining the locomotives, or assisting in the operation of our charity.

We have volunteer bases at Grosmont on the NYMR, Darlington and, from time to time, at Carnforth. Being a member also offers the opportunity to experience steam on the main line.

For more information: www.nelpg.org

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EASTERN TIMES • ISSUE 6

ROMFORD TO SQUIRRELS HEATH RETURN PLEASE!

O

BY DAVE BRENNAND

ur journey is just one station stop, but a wealth of history can be squeezed out of this short section of the Great Eastern Main Line. The Eastern Counties Railway opened a railway line between London (actually Devonshire Street, Mile End) and Romford on 20th June 1839. A planned larger terminus nearer to London at Shoreditch did not open until the following year.

East of Stratford the construction became easier as the line levelled out into mainly rural countryside, some of it in cutting. A station also opened at Ilford and the next stop was Romford, which was the end of the line for passengers until Brentwood was attained in 1840. The market town of Romford was well established in 1839 and the arrival of the railway boosted the local economy. The original station comprised of an island platform, which lasted until 1860 when more conventional Up and Down road platforms were added. The track gauge chosen by the ECR engineer John Braithwaite was 5 foot gauge; a decision which proved

The line was expensive to construct due to two miles of viaduct from Bethnal Green, followed by bridges and embankments over marshland between Bow and Stratford.

ROMFORD BOX GER • A panoramic view of Romford in 1910 showing the extensive freight sidings which existed on both sides of the main line. Several hundred yards behind the photographer the four tracks from Chadwell Heath converged into two and it would be a further 20 years before any widening took place here. Sheep grazing in a field to the right and cattle pens to the left prove that Romford was heavily influenced by livestock and agriculture. The lone GER 0-6-0 tender engine takes on water and a shunter stands by a vintage GER brake van during shunting operations. Behind the signal box can be seen some of Ind Coope brewery’s buildings. Out of view on the right was a large gas works which was also rail connected.

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ROMFORD & BREWERY GER • Looking eastwards we can see more detail of the Romford Brewery with what seems like a diminutive 0-4-0 Ind Coope locomotive speeding towards the tunnel under the main line to access the goods yard at the bottom of the 1 in 40 incline.

Although sealed at both ends, the tunnel survives. This image was captured using a time lapse and the loco was in fact barely moving.

The engines were housed in a two-road engine shed within the brewery. Note the signal box at the London end of the two platform station.

to be an expensive mistake when the standard gauge was adopted in 1844, as all the company’s locomotives and rolling stock had to be regauged. It is believed that this work was carried out at the ECR’s locomotive works, known as The Romford Factory, but sited at the location we now know as Gidea Park. The land it stood upon was close to the residence of the line’s engineer at Hare Hall.

Construction of the loco works started in 1842 and the ‘factory’ opened in 1843. All this effort and considerable expense proved to be hugely wasteful as it became obvious within a few years that locomotive overhauls would be better sited at Stratford, where the Northern & Eastern Railway had already established its own workshops upon land adjacent to the junction of the Cambridge line. The N&E was leased to the ECR in 1844, only a few months after 30 cottages had been built at Romford Factory to house the workers. By October 1845 the ‘Railway King’ George Hudson became chairman of the ECR and he made the decision to abandon the new Romford Factory in favour of the ever-expanding Stratford site. The company then had a large, expensive ‘white elephant’ on its hands.

A solution of sorts was to convert the factory for the production of wagon tarpaulins in 1854. Considering that

the Romford Factory has been in existence for approaching 200 years and gone through some tumultuous times (the worst of which was a terrible fire in 2002, which threatened the Grade II Listed structure), it still stands. It has undergone an extensive renovation and conversion into 105 residential flats. The nearby station would not open until 1910 as Squirrels Heath (and Gidea Park). There was barely any residential development around the station at that time.

Over the following two decades Romford expanded and freight sidings evolved on the Up (London bound) side.

The well-established brewery company Ind Coope already had premises on land adjacent to the north side of the station, and they approached the ECR circa 1850 with a suggestion of having rail access into their yard. Problems were encountered because of the huge difference in height between the brewery and the railway on a high embankment. This was overcome in 1853 by the installation of a wagon hoist and sidings within the brewery. By the 1860s a tunnel was carved out under the main line embankment to connect the brewery railway to the Up side goods yard via a wagon turntable. This was a slow 59

ROMFORD LOWER GOODS • We have descended into Romford’s lower goods yard in 1911. The Great Eastern Railway had the foresight to send an official photographer all over their vast domain and record such scenes as this. South Street is in the distance and the severe curve, only negotiable by Ind Coope’s small 0-4-0 tank engines, passes under the main line on the left into the brewery. At this time, thousands of barrels of beer were being sent by rail every week. The decrepit old GER coach body has been wonderfully recycled into a mess room for the shunters – a modeller’s delight!

were employed to alleviate local unemployment. The former LT&SR station entrance in South Street closed in 1934. Between Romford and Gidea Park major earthworks were carried out on the north side of the line to create the four track formation. By very good fortune, the forward looking GER constructed Squirrels Heath and Gidea Park as a four platform station, which saved the LNER a colossal sum of money. Electrification commenced in earnest after the Second World War and the once familiar AM6/306 3-car Electric Multiple Units dominated suburban traffic for just over 30 years. These were a pre-war design and the first units entered service with LNER axle box covers.

Out of the 92 built, just one unit (017) survives and is now on display at Shildon museum. By the early 1980s, the 306s had been phased out by the 315 units and even these have now passed into history. Today, the population of Romford and Gidea Park continues to grow. Both stations are now served by Elizabeth Line (Crossrail) trains formed of sleek 345 EMUs.

method and the solution was the installation of a very sharp curve in the early 1900s which is shown in the accompanying pictures. A very steep 1 in 50 incline connected the goods yard to the main line, enabling Ind Coope’s own locomotives to shunt rakes of wagons into the lower yard. By 1963 rail services in and out of the brewery ceased, but the lower goods yard remained in use for domestic coal for another 20 years.

There was rivalry between the GER and the London, Tilbury & Southend Railway when it came to a proposition for a new line from Upminster to Romford. The GER refused to let their rival run upon their track into Romford station, causing considerable expense for the LT&SR as a third line was needed to access their own single platform and station entrance. The branch opened on 7th June 1893 and three years later the LT&SR opened their own goods yard in Victoria Road in an attempt to purloin some of the GER freight traffic. By the time of the Grouping in 1923 there had been a considerable rise in passenger numbers at Romford, where the four track main line from Ilford converged into two tracks just before reaching the station.

The LNER started work on widening the Romford to Gidea Park section in 1930 and completed it the following year.

Romford station underwent a major rebuild involving the widening of the embankment it stood upon and the addition of two new platforms. Many hundreds of men

Further reading about the LNER Gidea Park to Shenfield widening scheme can be found in the profusely illustrated article in British Railways Illustrated Annual No. 5, which was originally published by Irwell Press in 1996. Further reading about the Romford Brewery railway can be found in Brewery Railways by Ian Peaty, published by David & Charles in 1985.

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ROMFORD UPMINSTER PLATFORM • The country end of Romford station looking east, showing the London, Tilbury & Southend Railway's branch platform to Upminster in 1911.

There were also some through trains to Grays at this time.

The LT&SR opened Emerson Park Halt on 1st October 1909, which prompted the GER into constructing Squirrels Heath and Gidea Park station in a bid to vie for custom from the expanding housing developments. The junction was mainly used by freight trains and occasional empty stock working.

ROMFORD • The same location some 50 years later. Major changes in the intervening decades were the 4-track widening to Shenfield, followed by colour light signalling and electrification. The transition from steam to diesel traction is exemplified by this view of an English Electric Type 4 1Co-Co1 2,000hp loco, D203, powering through the station with a Norwich to Liverpool Street express in 1959.

These services were also being worked by BR Britannia Pacifics at this time, but within three years steam would be completely eradicated from the whole of East Anglia. Photo: Reg Batten.

SQUIRRELS HEATH BOX 1911 • An atmospheric view of the new Squirrels Heath station and signal box on the opening day; a damp 1st December 1910. The station staff and signalmen pose outside the cantilevered box which carries a dark blue enamel sign Squirrels Heath Station Box, which would be hugely desirable in the unlikely event that it has survived. We are looking west towards Romford and the two centre tracks are very much in use whereas the track in the foreground has yet to be commissioned; note the planks of wood between the track and platform. Newly grassed embankments and a lack of dwellings transport us back to a Victorian world, embellished with GER 4-wheeled, wooden bodied gas lit coaches. The above ticket is dated May 1911, just six months after the station opened.

GIDEA PARK EAST GER • Our photographer has turned his lens 180 degrees to capture the view eastwards from the new Squirrels Heath and Gidea Park station. Obviously not taken at the same time as the previous view as the sun is shining brightly. The early lower quadrant signal for the main line has miniature fog repeating signals lower down the post. The track passing through the new bridge arch leads to a run round loop for terminating trains. To the far right is the GER Provender Store, which was destroyed in a major fire in the early 1960s.

Beyond this structure is the ECR Romford Factory.

ROMFORD FACTORY • By this time in 1911 the ECR Romford Factory was being used for the production of wagon sheets, which is evidenced by the wagons in the sidings. To the right is a covered area for unloading wagons in the Provender Store. On the left is the run round loop for terminating services. Today, there are extensive sidings on this site for the Elizabeth Line stock.

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GIDEA PARK LNER CRASH • On the evening of 2nd January 1947, the 10.28 pm steam-hauled Liverpool Street to Southend Victoria was struck in the rear by the 10.35 pm Liverpool Street to Peterborough service at an estimated 30 mph. This happened in thick fog and the consequences were devastating. The rear three wooden bodied coaches were demolished and some of the carriage ends can be seen in this image looking east. Due to it being a late evening service, the Southend train was lightly loaded, but seven people lost their lives and 45 were injured. The post-war British Bulldog spirit is evident and the clean up is well underway with police officers working alongside the steam crane crews. This was the day after the collision and services are already running on the outermost tracks. Wooden bodied coaches were sensibly phased out in the 1950s in favour of steel construction.

GIDEA PARK 306 004 • The hugely successful AM6/306 3-car EMUs served East London and Essex commuters over four decades.

They were built like tanks, had good acceleration, comfortable seats and a robust braking system – remember brake blocks on the wheels?

This is a 6-car off-peak Liverpool Street bound service in the spring of 1967. These were strengthened to 9-car sets for peak services.

The livery is the earliest shade of BR blue. Photo: Andy Grimmett Collection.

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EASTERN TIMES • ISSUE 6

MY TRAINSPOTTING ODYSSEY – 1960

BY GEOFF COURTNEY 8th July 1961 • Standard Britannia No. 70011 Hotspur takes on water at the Halifax Junction troughs south of Ipswich with the Down ‘Broadsman.’ Geoff logged this Pacific when trainspotting at Ilford on 18th July 1960 and again 13 days later.

A nameplate from the locomotive (below) sold for £6,000 at a Great Central Railwayana auction in September last year.

Photo: Roy Vincent © The Transport Treasury.

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W

ith my Ilford trainspotting odysseys in issues 3, 4 and 5 of Eastern Times having covered 1957, the year I became a dedicated trainspotter, and 1958, it would seem logical that logs from 1959 come under the spotlight in this issue. However, I apparently made no visits to my favourite spot in Mill Road, on the Liverpool Street side of Ilford station, during that year, presumably because by then I had expanded my trainspotting range so far and wide that Ilford was no longer top dog. Ah, the capriciousness of youth.

However, in 1960 I returned, and I noted train movements from that Mill Road perch on five occasions, from early spring to the height of summer, during which two new diesel classes made an appearance, but steam, especially Brits, refused to concede defeat.

expresses, but for we steam era trainspotters the glass was definitely half-full rather than half-empty.

The two vets, both 0-6-0s on Up freights, were J17 No. 65586 and J20 No. 64692, with the former being the elder, having been built at Stratford in December 1910.

Indeed, the J20 was a GER engine by only a hair’s breadth, for it was outshopped by Stratford in December 1922, a matter of weeks before the GER became part of the LNER. Both were to end their days when allocated to March (31B), the J20 in September 1961 and the J17 in April 1962 after more than half-century of service.

The five Brits that brought Pacific power to my logs that afternoon were Nos. 70036 Boadicea and 70037 Hereward the Wake on Down Norwich expresses, No. 70038 Robin Hood on a Down Clacton train, No. 70041 Sir John Moore on a Down Yarmouth working, and No. 70003 John Bunyan on its way to Liverpool Street ex-Norwich.

That first 1960 visit was on 2nd March, for an afternoon spell of just over two hours, during which highlights included two GER-built locomotives, five Brits flexing their muscles in defiance of the diesel offensive, and a B1 on a named train. OK, a new class of diesel also entered my logbook, and members of the Type 4 D200 series held sway on the flagship ‘Broadsman’ and ‘Norfolkman’

No. 61226 was the B1 class 4-6-0 on a named train, the Up ‘Scandinavian,’ while two classmates also entrusted with expresses were No. 61043 with an Up Norwich train and No. 61227 heading for Clacton. WD 2-8-0 No. 90156 running light, probably en route to its home shed of Stratford, completed the steam line-up.

B1 class 4-6-0 No. 61226 heads a train of just three carriages as a passing railway worker looks on. Geoff noted this Thompson-designed engine at Ilford on 2nd March 1960 at the head of a rather more prestigious working, the Up ‘Scandinavian’.

Photo: Dr. Ian C. Allen © The Transport Treasury.

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With no headboard but some carriage boards, B1 No. 61227 is in charge of ‘The Norfolkman’ in an undated photograph.

This loco was logged by Geoff on a Liverpool Street to Clacton express on 2nd March 1960 and on 13th July the same year on the Down ‘Day Continental’ when trainspotting in his home town of Ilford.

Photo: Dr. Ian C. Allen © The Transport Treasury.

An unkempt K1 class No. 62015, seen here in charge of a mixed goods train, was noted by Geoff also on a freight working at Ilford on 19th July 1960.

Photo: Dr. Ian C. Allen © The Transport Treasury.

28th November 1959 • No. 64692, which was logged by Geoff at Ilford on an Up goods train on 2nd March 1960, rests between duties at its home shed of March (31B).

The J20 class 0-6-0 spent its entire service life of nearly 39 years allocated to either March or Stratford, where it was built by the GER in December 1922.

Photo: John N. Smith © The Transport Treasury.

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Diesels? Well, I noted the aforementioned Type 4 duo (later Class 40), four D55xx Type 2 (later Class 31) representatives on mainly expresses, and four D84xx Type 1, members of the short-lived Class 16, on a variety of workings. On this visit a new class also entered my logs, the Type 2 Bo-Bo that was to become Class 24. Two of them, D5031 and D5034, were on empty stock, and the third, D5047, on a Down freight train.

on the ground, with just D202 and D203 on Down Norwich expresses and not one in the opposite direction throughout my visit. The Type 2 D55xx class wasn’t so shy, with eight representatives making appearances on express or parcels trains, or running light, and another, D5545, on the Up line with what I logged as “new electric stock.”

Remaining with the diesel theme for a moment, a new class entered the fray, a Type 1 Bo-Bo that was to become Class 15. I noted three that day, D8208 and D8211 both on empty stock, and D8210 running light. The first of this trio was built by British Thomson-Houston in July 1958 and prior to arrival at Stratford in January 1960 had led a peripatetic life that included a spell at the faraway Aberdeen shed of Kittybrewster (61A).

Summer was in full bloom when I next returned, on 13th July, and this proved to be a Brit bonanza, with no fewer than 12 entering my logbook during the morning visit of just over three hours. The Brits were on a variety of Norwich, Clacton and Yarmouth expresses, and included No. 70003 John Bunyan on the Up ‘Broadsman’ and No.70040 Clive of India on the Down ‘Norfolkman,’ while in one glorious period of just over an hour, six members of the class sped past, including No. 70000 Britannia itself heading for Liverpool Street from Clacton.

Returning to steam, also worthy of mention is B1 class No. 61227 on the Down ‘Day Continental’ boat train to Parkeston Quay, while running light was the oldest locomotive logged that day, Doncaster 1928-built 0-6-2T No. 69733, the last to enter traffic of the 134-strong N7 class that had been introduced by the GER in 1915.

In sharp contrast, the Type 4 diesels that had muscled their way onto the top link trains were strangely very thin

Built at the GER Stratford works in July 1889 but still earning its keep when photographed more than 60 years later coming onto Stratford shed, J15 class 0-6-0 No. 65361 was a Victorian veteran that went into Geoff’s logbook passing light engine through Ilford on 18th July 1960. Photo: Dr. Ian C. Allen © The Transport Treasury.

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GER 1910 Stratford-built Class J17 No. 65586, which went into Geoff’s notebook on 2nd March 1960 when on freight duty at Ilford, eases a goods train through an unidentified location. The 0-6-0 was withdrawn from March (31B) in April 1962, having served the GER, LNER and BR for more than half a century. Photo: Dr. Ian C. Allen © The Transport Treasury

the Up ‘Day Continental’ and the remainder on other expresses or freight duty, and Type 4 power was represented by D203 on the Down ‘East Anglian’ and D200 and D202 each on Up ex-Norwich trains.

That visit was the first of four in July, the second being a 2½-hour evening spell on the 18th. Brits again strutted their stuff, including No. 70002 Geoffrey Chaucer on the Up ‘Norfolkman’ and No. 70037 Hereward the Wake on the Down ‘Hook Continental,’ and another member of the class, on a Down Clacton train, was No. 70011 Hotspur, one of whose nameplates sold at a Great Central Railwayana auction on 7th September last year for £6,000.

By now I had the Ilford trainspotting bit between my teeth, and I was back the following evening, albeit for just over 90 minutes. That was enough time, though, to log, among six Brits, No. 70039 Sir Christopher Wren on the Up ‘Norfolkman’ and No. 70008 Black Prince on the Down ‘Hook Continental,’ and also D203 on the Down ‘East Anglian,’ and D5562 on the Up ‘Day Continental.’

Three Down expresses I listed as Extras went into the book, all headed by B1 class 4-6-0s, Nos. 61119, 61232 and 61361, although their destinations weren’t noted. Being mid-July, perhaps the passengers were holidaymakers heading for the coast late in the day.

Other steam was B1 No. 61089 heading for Liverpool Street with a Clacton express, K1 class 2-6-0 No. 62015 on an Up freight, and both N7 class 0-6-2T No. 69710 and Standard Class 4MT 2-6-0 No. 76031 running light. Diesel traction was the usual fayre, although I’ll mention D5626, which came through on a freight working fewer than four weeks after being delivered to BR by Brush Traction.

By far the oldest locomotive logged that evening was J15 class No. 65361, running light on the Down line. This 0-6-0 was built at nearby Stratford in July 1889 and had a further two years in service before being withdrawn from Ipswich (32B) in September 1962, meaning it worked for the GER, LNER and BR for no fewer than 73 years.

The curtain came down on my 1960 Mill Road trainspotting on 31st July, and again it was an evening visit of about 90 minutes. It was a Sunday, and of the 19 train movements I logged, 14 were Up expresses to Liverpool Street and one

Moving from Victorian steam technology to modern traction, the most numerous diesel class was the Type 2 Class 31, of which eight passed me by. One, D5557, was on 69

EASTERN TIMES • ISSUE 6

what I logged as a semi-fast DMU, an entry I am unable to explain 64 years later. The remaining four were Down workings to Parkeston Quay, Clacton, or Ipswich.

So, no freight, no parcels, and no engines running light.

In all truth a fairly anonymous spell, lit up by No. 70000 Britannia on an Up Yarmouth, No. 70012 John of Gaunt ex-Clacton, and No. 70011 Hotspur on its way to the same location.

and thus the way was clear for Type 2 diesels to dominate, 10 of which were in the D55xx class and the remainder in the D5000 series.

It was a low-key end to my 1960 Ilford trainspotting logs, but I was to persevere into 1961, with logs on nine different dates between 10th February and 2nd August that year, and these will form my final Ilford odyssey in issue 7 of Eastern Times. A taster for that very final visit: two GERbuilt locomotives from a class introduced when Queen Victoria was on the throne will feature.

In addition to the trio of Brits, the only other steam locomotive was B1 No. 61335 on one of the Up expresses,

14th April 1960 • No. 69733, the last of the N7 class to be built, heads a Down local freight train through Broxbourne.

The 0-6-2T went into Geoff’s logbook three months later running light through Ilford.

Photo: Peter Pescod © The Transport Treasury.

16th February 1957 • Running beneath the wires at Bethnal Green shortly after departing from Liverpool Street station with the 11.30am Down express to Norwich is No. 70040 Clive of India, a Standard Pacific which was noted at Ilford on the Down ‘Norfolkman’ on 13th July 1960, a day when Geoff recorded 12 members of the class in just over three hours. Photo: R. C. Riley © The Transport Treasury.

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Above: 3rd July 1965 • Type 2 (later Class 24) D5031 moves empty coaching stock at Watford Junction.

The Bo-Bo was one of the first members of the class to enter Geoff’s Ilford logs when it passed through on 2nd March 1960, also on empty stock.

Photo: Alec Swain © The Transport Treasury.

Right: 27th July 1960 • Southend-on-Sea Victoria is the location of Type 1 Bo-Bo D8208, two weeks after Geoff noted it as the first member of what was to become Class 15 that he copped at Ilford.

Photo: John N. Smith © The Transport Treasury.

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The Carmyllie Pilot

T

BY IAN LAMB

his is a story about a locomotive and its environment which technically could be described as of LMS rather than LNER origin, yet spent most of its working life operating on the latter’s lines in Scotland’s Angus routes where it was known as ‘The Carmyllie Pilot’.

It received its nickname through being the regular means of motive power over the short Angus branch line between Elliot Junction on the main Dundee to Aberdeen line and the distant Strathmore village of Redford.

Carmyllie is a settlement located in high ground, and was the most important quarry for extraction of a special kind of stone. Local roadways were poor, and transport to market by horse was difficult. The ‘General Report’ of 1814 stated, “The quarries of Carmyllie are famous for paving freestone, and are the most esteemed in Scotland. The stones are easily quarried; of various thicknesses; large dimensions; and so smooth, that they require little dressing, yet are hard and durable. These advantages, however, are lessened by the tedious land carriage to the port of shipping (Arbroath), distant seven miles, and without a railway.”

In 1839 the Dundee and Arbroath Railway in Angus opened its coastal line, giving access to Arbroath Harbour.

However, this route was remote from the quarries, therefore no use for transporting the unique stone from the distant South-East Sidlaw Hills.

The Marquess of Dalhousie was the principal landlord in the area, determined to improve the situation by building a railway branch line to Elliot Junction. This route was fairly easy, descending with the Elliot Water. Dalhousie had no opposition to his scheme and being a ‘light railway’ he did not seek an Act of Parliament so the line opened around January 1855 as a private mineral route, and probably worked by the Dundee & Arbroath Railway which had a considerable effect on the volume of trade.

Consequently the almost seven miles route of the Carmyllie Railway was built in 1855 to enable transport nationwide of this special stone, highly sought after for urban development, starting with the nearby town of Arbroath. In the nineteenth century there was considerable demand for construction materials, and the sedimentary rocks located around Arbroath were exceptionally suited to roofing slates and paving slabs, being easily worked into flat sheets. This product became known as ‘Arbroath Pavement’.

Descending with the Elliot Water, the track base was fairly easy, passing near the village of Arbirlot and skirting the beautiful Kelly Den which is of so much interest to the geologist. Earlier farmers had quarried stone on their own land and carted it to Arbroath in their milk carts; but around 1804 the quarries began to be worked on a more extensive scale. Windmills with movable wooden frames were erected for the purpose of pumping water.

Eventually the line was sold to the Caledonian Railway who aimed to control a large railway network throughout much of Scotland, by engaging in continuing absorptions of smaller concerns.

Parliament took the view that this was anti-competitive and granted running powers to the rival North British over much of the northern part of the Caledonian Railway system. Consequently joint ownership of the Carmyllie Railway was established between the two companies.

Left: One-time resident at 62B, Dundee Tay Bridge shed, Ivatt Class 2MT 2-6-0 No. 46464 pictured at the coaling stage at Aviemore. Photo: Strathspey Railway.

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To Forfar

COLLISTON

To Montrose

LETHAM GRANGE

THE CARMYLLIE LINE

CARMYLLIE

DENHEAD St. Vigean’s Junction

CUTHLIE

Harbour Branch Junction

Elliot Water

ARBROATH ARBIRLOT

THE CARMYLLIE LINE DUNDEE AND ARBROATH JOINT LINE (Caledonian and North British)

ELLIOT JUNCTION

CALEDONIAN RAILWAY (former Arbroath and Forfar Railway) NORTH BRITISH RAILWAY Quarry Tramways

EASTHAVEN To Dundee

16th June 1960 • Ivatt 2MTs Nos. 46463 and 46464 arrive at Carmyllie with the Scottish Rail Tour. Photo: W.A.C. Smith © The Transport Treasury.

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Bridge of Dun in Angus. This engine is owned by ‘The Carmyllie Pilot Company’ who were delighted when 46464 passed its final boiler inspection at Aviemore on 16th April 2024 where the locomotive is currently based.

On 1st February 1900 the North British Railway set up a passenger service under the terms of the ‘Light Railways Act 1896’ linking four stations to Elliot Junction. Although it was the first such route in Scotland, it was unsuccessful and ended on 2nd December 1929, followed with goods traffic on 26th May 1965.

This marked a significant milestone for the small team of five individuals who initiated the restoration efforts back in 2000. Over a span of twenty years, the team – with occasional assistance from others – meticulously dismantled, repaired and rebuilt the locomotive, working under tents.

Prior to the track being lifted, at least one special train was organised for enthusiasts. On one journey the motive power was not only 46464, but also sister engine 46463.

These two ex-LMS Ivatt 2-6-0s were needed to haul a fivecoach special. They were initially paired ‘chimney to chimney’. At the end of the line 46463 was detached and drew forward leaving 46464 with the train. All of this activity required quite a complicated manoeuvre to get both locomotives to now return ‘tender to tender’.

After the boiler was sent for repair in early 2019, it became evident that a suitable location would be needed to complete the engine’s rebuild. Due to the long-standing relationship with the Strathspey Railway, that company allowed the locomotive to be based at Aviemore. An agreement was formalised in November 2019 to where 46464 returned for the final stages of reconstruction.

Sections of the route between the former Elliot Junction station and Arbirlot have become a most enjoyable nature walk. The site of Elliot Junction station remains part of the operational railway main line between Aberdeen and Dundee, with the outline of the central island platform visible between the two running lines.

Over the previous four years at Bridge of Dun, other parts were constructed. A new ashpan to match the original design was created, plus new fire-hole doors, before moving on to many of the smaller items which were transported to Aviemore for eventual fitting. In February 2020, the disassembled locomotive (now resembling a large kit of parts) returned to the Scottish Highlands.

With the Strathspey Railway’s support the reconstruction

A Light Railway Order in 1978 enabled the preserved Strathspey Railway in the Highlands to operate regular public services, which formally took effect from 22nd July of that year before the locomotive eventually moved to

A typically quiet scene at Carmyllie station on 16th June 1960.

Photo: Norris Forrest © The Transport Treasury.

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16th June 1960 • Pictured from the footplate of No. 46463, the ‘Scottish Rail Tour’ passes the site of Denhead station as it heads towards Carmyllie. Photo: W.A.C. Smith © The Transport Treasury.

16th June 1960 • Ivatt 2MTs Nos. 46463 and 46464 pictured near Carmyllie. Photo: Norris Forrest © The Transport Treasury.

16th June 1960 • No. 46464 runs around its train at Carmyllie, No. 46463 can be seen in the distance on the right. Photo: W.A.C. Smith © The Transport Treasury.

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Nos. 46463 and 46464 (off camera) returning from Carmyllie with the Scottish Rail Tour at Denhead Crossing where it meets steam tractor ‘Jingling Geordie’, owned and driven

by Ian Fraser of Arbroath.

Photo: W.A.C. Smith © The Transport Treasury.

1964 • No. 46464 on its more familiar freight duties gets the road at Elliot Junction.

Photo: Sandy Murdoch © The Transport Treasury.

work commenced in earnest. Despite setbacks caused by the Covid pandemic, progress resumed as normal.

A trial steaming occurred on 11th April where 46464 – after some encouragement – began moving down the Aviemore shed yard for the first time in forty-four years. Some issues were identified and promptly addressed to ensure readiness for the boiler inspection’s examination. On the evening of 16th April the engine moved under its own power again on the running line between Aviemore and Boat of Garten conducting return trips to validate the functionality of the motion work and other components.

With the large workshop facilities available at Aviemore, many hundreds of hours were spent on machining new pins, fitting bolts and bushes, etc. The white-metalling of all bearings was completed there. Re-wheeling of the tender took place in November 2020, followed by the engine in July 2021. In November 2023, a successful ‘outof-frames’ hydraulic and steam test was conducted, followed by the boiler being reinstalled on to the frames on 27th February 2024. In the ensuing seven weeks, the team put in many hours of work to prepare for the final locomotive inspection.

To many railway enthusiasts the LMS Ivatt 2P Class 2-6-0s went by the nickname of ‘Mickey Mouse’ because of their petite and compact size. Such a comment may also be due to the weight of the locomotive being under fifty 76

EASTERN TIMES • ISSUE 6

engineer with the LNER at Darlington, Doncaster and Inverurie and, following his retirement, made friends with many of the local engine crews. As a result of his interest, he eventually purchased several engines, most notably 46464 and the Gresley D49 Morayshire, now based at the Bo’ness Scottish Railway Preservation Society site.

Ivatt 2MT No. 46464 pictured at Arbroath.

Photo: Sandy Murdoch © The Transport Treasury.

Following its purchase, 46464 was presented to Dundee City Corporation. The initial intention had been to put the engine on display, but it was stored for several years before being loaned to the Strathspey Railway where it remained in service there for several years until suffering accidental firebox damage. This engine subsequently left Aviemore in November 1989 to the Caledonian Railway site at Brechin. A group was set up and, in July 2000, signed an agreement with the engines’ former owner to establish the Carmyllie Pilot Company Ltd; the purpose being to restore and subsequently operate 46464. In March 2002 the engine was dismantled and moved from the Caledonian Railway to a private site nearby with better facilities and improved access.

tons (47 tons 2 cwt) with small five feet diameter driving wheels. Post-war labour shortages were very much in mind when Ivatt designed these engines. They incorporated such refinements as a tender cab, manganese steel liners on horns and axle faces, rocking grate, self-cleaning smokebox with self-emptying ashpan. Outside cylinders and Walschaerts valve gear enabled maintenance and locomotive operation to be much easier than in the past.

All of these modifications resulted in the class being very popular with engine crews and mechanical staff.

During the overhaul of the pony truck it was discovered that the wheelset had been marked ‘BR 77004’ which came from a former Standard Class 3 locomotive. Presumably the switch happened when 46464 was overhauled in 1962 at Darlington Works. Also at its overhaul in 1962 46464 received the boiler from classmate 46465.

In March 2022 it was reported that a fire had been lit in the firebox for the first time in 42 years. This was part of gently warming the boiler ahead of hydraulic and steam tests at Northern Steam Engineering.

46464 was built at Crewe in 1950 and the last one of its class to be built there. Along with sister engine 46463 they were allocated new to (62B) Dundee Tay Bridge, and took ‘turn about’ on the Carmyllie branch as well as other short runs such as to St. Andrews.

46464 hauled the very last passenger train from Arbroath to Forfar on 2nd August 1952 when it had to stand in at the last minute to replace a failed engine. This was its only visit to Arbroath, and indeed the only recorded visit of an engine of its class. The engine suffered damage in September 1964 when it was hit by a Thompson B1 locomotive at Dundee Tay Bridge shed so was sent to Inverurie Locomotive Works for repairs to the left-hand side crosshead and footplate, rather than being withdrawn.

Indeed, the replacement crosshead came from already withdrawn classmate 46461.

It became the first member of the class to be preserved when bought in 1966 by Ian Fraser, who was a steam traction engine enthusiast. Ian worked as a locomotive

46464’s footplate crew at Broomhill station.

Photo: Strathspey Railway.

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EASTERN TIMES • ISSUE 6

Wisbech & Upwell TramwaY

T

BY GEOFF COURTNEY

he article in Eastern Times issue 5 about the Wisbech & Upwell Tramway would have evoked nostalgia among 1950s railway enthusiasts and indeed any reader who lived in that part of Cambridgeshire or Norfolk when the idiosyncratic line was in operation.

operating on the line in tandem with the J70s, and these too were fitted with the regulatory side skirts and cow catchers. This trio took over all the traffic when No. 68226 was taken out of service, in addition to operating at Ipswich and Yarmouth docks, and worked the line until its closure in May 1966.

Within the folklore of the railway movement it may not have the memory-inducing pull of the Somerset & Dorset Joint or Waverley routes, but it still had an appeal that endures nearly six decades after its closure.

One of the trio, No. 11103 (later Class 04 D2203), was withdrawn in 1967 but avoided the cutter’s torch to enter preservation, and in 2023 was bought by Essex-based Mangapps Railway Museum from the Embsay & Bolton Abbey Steam Railway. As it hadn’t run for three years a team of volunteers, including ex-Stratford driver and Eastern Times contributor Dave Brennand, joined forces with Mangapps’ owner John Jolly and his son James in restoring the locomotive into its Wisbech & Upwell Tramway guise, as No. 11103, and complete with side skirts and cow catcher.

Running for six miles in a mainly agricultural environment, the tramway was opened by the GER in August 1883, and despite its raison d’être being to transport mainly the produce of local farmers, it also ran passenger trains until December 1927.

As it was a roadside tram railway its locomotives were fitted with side skirts and cow catchers, and the J70 class 0-6-0Ts that operated the line from the early 1900s also had wooden bodies that led to bemusement and hilarity among armies of trainspotters, due to the locomotives resembling brake vans, or to the less respectful, mobile sheds.

The transformed diesel returned to traffic at a Mangapps’ gala last August and was an instant hit with volunteers and public alike, as it was also at an end-of season finale two months later.

BR inherited 11 of the class and numbered them in the 682xx series, and the last, No. 68226, was withdrawn in August 1955, by which time three Drewry 0-6-0DMs were

After savouring the locomotive’s warm reception, John explained that the side skirts and cow catcher had been in stock for about 30 years at his working museum, which is

20th August 1957 • No. 11103 is on duty at Yarmouth docks with the side skirts and cow catcher that were a requirement for the 0-6-0 to operate on the Wisbech & Upwell Tramway. The diesel was preserved after withdrawal in 1967 and is now in service at Mangapps Railway Museum, having been restored to the guise seen in the photograph.

Photo: Eric Sawford © The Transport Treasury.

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23rd August 2024 • No. 11103 hauls two Gresley-designed G.N.R. coaches on the Mangapps Railway Museum line after it re-entered traffic following a restoration in which it was returned to its 1950s Wisbech & Upwell Tramway guise. The coach nearest the diesel dates from 1912 and the rear coach from 1910. Photo: Stuart Chapman.

25th August 2024 • In a scene that could have been on the Wisbech & Upwell Tramway in the 1950s, No. 11103 heads a demonstration goods train during a Mangapps Bank Holiday gala.

Photo: Stuart Chapman.

located near Burnham-on-Crouch. They weren’t, he explained, to the exact design as fitted by BR to No. 11103, but as a railway historian and locomotive owner who takes authenticity seriously whenever it is feasible, he said: “We were able to adapt and improve them, and the result was as near to the original as was practical.”

Almost wistfully, he adds: “Everything except the trains and some of the rail.”

Among the attractions at his museum are a ¾-mile standard gauge line which has two stations, a large fleet of steam and diesel locomotives, and other rolling stock, including a giant ex-Canadian Pacific Rail caboose brake/ conductor’s van that is a regular crowd-puller. There is also one of the country’s largest privately-owned railwayana collections on public display, much of which has GER or LNER origins.

John never saw the Tramway in operation, but says that he often travelled around Wisbech in the early 1970s, and he recalls that the buildings, bridges, and the rails, where they crossed roads, were still largely intact.

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THE HEADSHUNT In future issues our aim is to bring you many differing articles about the L.N.E.R., its constituent companies and the Eastern and North Eastern regions of British Railways. We hope to have gone some way to achieving this in previous issues.

Eastern Times welcomes constructive comment from readers either by way of additional information on subjects already published or suggestions for new topics that you would like to see addressed. The size and diversity of the L.N.E.R., due to it being comprised of many different companies, each with their differing ways of operating, shows the complexity of the subject and we will endeavour to be as accurate as possible but would appreciate any comments to the contrary.

We want to use this final page – The Headshunt – as your platform for comment and discussion so please feel free to send your comments to: tteasterntimes@gmail.com or write to Eastern Times, Transport Treasury Publishing Ltd., 16 Highworth Close, High Wycombe HP13 7PJ.

FREEDOM TO ROAM I have picked a few original slides from my collection taken by a friend who travelled on a number of special trains back in the 1960s. Towards the end of steam they became more and more prolific as the deadline of August 1968 and the end of BR steam was approaching. Now I like many others frowned if people appeared in the picture and may well have discarded such images in to the bin. Years later my view has changed, the inclusion of people, be it other railway enthusiasts or railway staff carrying out their duties, is now very interesting and allows us to look back at the fashion at the time along with the uniforms worn and the equipment that was in use. High visibility clothing had not yet been introduced.

Unlike modern times one could wander pretty free to capture your picture, onto the track and around the yards and sheds.

In fact some tours advertised the fact that a shed visit was part of the itinerary.

One such tour was the Warwickshire Railway Society Pennine Tour which ran on the 4th September 1965. It started at Birmingham New Street with the destination of Carlisle Kingmoor for a depot visit. Motive power from Leeds City was No. 4472 Flying Scotsman outwards via Low Gill and the West Coast Main Line and return via the Settle Carlisle route. Motive power from Duddeston Road to Leeds was Class A1 Pacific No. 60145 and not the advertised A4.

Roger Geach Right: Flying Scotsman pictured at Carlisle Kingmoor depot where the tour participants had the freedom to walk around the depot.

Hi I purchased Eastern Times issue 5 on the strength of the cover picture. I was a bit surprised to see on page 3 that Butler-Henderson was in its original livery at Horwich Works! It is pictured at Gorton Works. I know this because I was there as a six year old, over the other side of the main line standing on my bike, propped up against the Railway Street wall overlooking the yard just after the handing over. It has been a memory that I've always cherished.

Best regards, Ian Warriner

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THE TRANSPORT TREASURY FOR HIGH QUALITY DIGITAL IMAGES TAKEN FROM OUR ORIGINAL NEGATIVES AND TRANSPARENCIES CAPTURED BY THE CAMERA OF RAILWAY ENTHUSIASTS THROUGHOUT THE YEARS. The Transport Treasury collection of railway photographs is a privately owned archive of images comprising over 500,000 items (growing all the time) and is operated by Robin and Sarah-Jane Fell who make railway, bus and tram photographs available digitally to publishers, authors and enthusiasts.

Many famous railway photographers have chosen The Transport Treasury to care for their collection of photographs e.g. Dr. Ian C. Allen, A. E. Bennett, Hugh Davies (Photos from the Fifties), Colin Garratt, Richard H. N. Hardy, George Heiron, Roy Hobbs, David Idle, Alan Lathy, Mike Mitchell, R. C. Riley, John Robertson, Eric Sawford, W.(Bill) A.C. Smith, Alec Swain, Roy Vincent to name but a few.

If you have negatives or colour slides of railway subjects then we would like to hear from you. We welcome donations of material to our archive and we also accept collections on loan, or purchase material in certain circumstances.

16 Highworth Close, High Wycombe, Bucks. HP13 7PJ • Telephone 01494 708939 • Mobile 07572 104250 www.transporttreasury.co.uk

EASTERN TIMES • ISSUE 6

31st August 1961 • The Caledonian Railway’s Gleneagles station was the alighting point for the luxurious Railway Hotel. It was a location which attracted tourists from around the world and the platforms were decorated accordingly and were provided with luggage lifts. Here ex-LNER Class V2 No. 60958 is seen with the 3.30 Aberdeen to Edinburgh train with a Crieff railbus waiting on the left. Photo: © The Transport Treasury.

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