King's of Norwich

KING’S OF NORWICH A NORFOLK SCRAPYARD

JEFFERY GRAYER IMAGES FROM THE TRANSPORT TREASURY ARCHIVE

KING’S OF NORWICH A NORFOLK SCRAPYARD

JEFFERY GRAYER IMAGES FROM THE TRANSPORT TREASURY ARCHIVE

© Images and design: Transport Treasury 2025 Text: Jeffery Grayer ISBN 978-1-913893-70-5 First published in 2025 by Transport Treasury Publishing Limited. 16 Highworth Close, High Wycombe, HP13 7PJ. Totem Publishing an imprint of Transport Treasury Publishing.

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Front Cover: Seen in Victoria sidings near Trowse Lower Junction signalbox this line up of withdrawn locomotives awaiting entry into King’s scrapyard in Norwich includes Class N1 No. 31822, Collett 2251 Class No. 2246, 4200 Class No. 5205, and Class U1s Nos. 31894, 31895 and 31896 (Rail Photoprints) Frontispiece: No. 60106 Flying Fox, named after a racehorse owned by the Duke of Westminster, was an arrival from New England shed.

Having received its final ‘light casual’ overhaul during the summer of 1963 at Doncaster Works it would only last in service until the end of the following year after some 41 years operational life. As often happened it has one of its rods placed on the running plate anchored to boiler handrails by lengths of rope. (Ian Allen, E 2485) Rear Cover: Two of the less than successful Class 17 Bo-Bo diesels Nos. D8531 and D8525 along with other classmates are in King’s scrapline awaiting their turn to be reduced to piles of scrap metal after working lives of a paltry 8 years. (Ian Allen, D636)

INTRODUCTION East Anglia is perhaps not the first location one thinks of when talking of private yards that dealt with the scrapping of BR stock as one naturally recalls the many yards to be found in South Wales, the Midlands, Yorkshire, the North East of England and in Scotland.

However, the firm of R A King did handle an interesting variety of locomotives, both steam and diesel, and many multiple units including large numbers of SR electric stock.

King’s yard in Norwich is featured here together with his site located at Hethel on a two mile stub of the former line from Wymondham to Forncett, closed to passengers in 1939 and to goods in 1951, where much of the wooden coaching stock handled by the firm was burnt prior to the frames being returned to Norwich for cutting. King’s also acquired a site at Snailwell near Newmarket in 1974 which latterly traded under the name of Mayer Newman where hundreds of multiple unit coaches were scrapped utilising the facility of their infamous ‘firing tunnel’ incinerator. Limited by considerations of space this volume is concerned solely with the Norwich and Wymondham operations, Snailwell being left for another day and another book although several images of this yard were contained in one of the author’s previous volumes for the Transport Treasury published in 2023 and entitled ‘Colin Garratt’s Scrapbook’.

Considering the fact that King’s scrapyard dealt with only just over 100 steam locomotives there was

considerable variety in the classes handled from four of the BR regions including some prestigious types such as Castles, Counties and Gresley Pacifics. Whilst locomotives from the Eastern region might have been expected to be handled in Norfolk there was a surprising number from far off sheds in the Western and Southern regions. Diesel locomotives were few but a considerable number of multiple units of both diesel and electric types were dealt with in addition to an eclectic mix of coaching stock including many Pullman cars which were handled at King’s site near Wymondham.

One of the more bizarre vehicles dealt with here, under conditions of great secrecy with a police and Post Office presence to deter souvenir hunters, was the burning of the Royal Mail HVP (High Value Packages) vehicle which was involved in the Great Train Robbery of 1963. This vehicle had been kept for 7 years as evidence following the robbery but was put to the torch

by King’s staff. King’s scrapyard site in Norwich was located in Hall Road and nearby sidings accessed from the main London line at Trowse held stock awaiting entry to the yard. By the time Archie King set up his yard steam had largely disappeared from East Anglia and by the early 1960s he had retired with his business continuing under the King name having been taken over

by Dutchman Harry Seruys. Much of the resultant scrap metal was exported to Spain through the ports of Yarmouth and Lowestoft where the now vanished quay sidings at Lowestoft were often full of trucks loaded with steam locomotive scrap which was then disgorged 3

onto the quayside in great heaps awaiting the arrival of a ship.

Whilst Victoria sidings remain today, of the scrapyard in Norwich there is now no trace and the line to Hethel has long since been removed but the following images capture something of the work of just one scrap merchant who assisted in the mammoth task of ridding BR of unwanted stock when their own capacity at various works was under great strain.

Jeffery Grayer, Devon 2025

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Below Left & Right: Little did I realise when taking these photographs at Brighton shed in 1962 that both this Maunsell N Class No. 31400 and K Class mogul No. 32340 would end their days at King’s scrapyard many miles from Sussex in far off Norfolk. (Author) Right: Just two of the 30 strong County class made it to Norwich and here we see No. 1007 County of Brecknock and No. 1018 County of Leicester about to meet their end. Both had been in store at Didcot for twelve months since September/October 1962 until October 1963 when they arrived at King’s yard being promptly scrapped the following month. (Ian Allen, GW 437)

STEAM LOCOMOTIVES WESTERN REGION

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One of the pair No. 1007 has already had some ‘surgery’ judging by the condition of the smokebox door whilst the foreground is littered with assorted ‘bits’ including several buffers deposited in front of an old wooden bodied wagon. Sadly all the County class were scrapped but there is currently a project underway at the Great Western Society’s Didcot base to recreate No. 1014 County of Glamorgan using components from a Modified Hall and a Stanier 8F recovered from Woodham’s Barry scrapyard. (Ian Allen, GW 470)

Three of the five members of the famous Castle class scrapped in Norwich are lined up here in sidings near Trowse Lower Junction, the leading locomotive being No. 7017 G J Churchward. This particular Castle had, following withdrawal, been stored at Old Oak Common from February until November 1963 being despatched by King’s in January 1964. The other two examples seen here are believed to be No. 4095 Harlech Castle and No. 7030 Cranbrook Castle. (Ian Allen, GW 439)

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With Trowse Lower Junction signalbox prominent on the left, adjacent to which is an impressive multi-armed telegraph pole, this view of the Castle trio is taken from the other side of the tracks. At the end of November 1963 these three Castles had been logged being towed coupled together ‘dead engine’ passing over Bletchley flyover en route from Oxford to Norwich via Cambridge. The signalbox here can be seen to be carrying a large sign indicating that Norwich, together with a direction arrow, was only one mile distant. This box together with those situated at Trowse Yard and Trowse Swingbridge all closed in November 1986. (Ian Allen, GW 484)

This close up of No. 7017 reveals that in the absence of cabside number and nameplate the locomotive’s number has helpfully been painted on the cabside to enable recognition. At this date the background was occupied by a number of allotments, once a common sight adjacent to railway tracks, and which today have long gone from this location. (Ian Allen, GW 486)

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One of the Castles has been moved from the sidings into the scrapyard and is about to undergo the transformation from crack express locomotive into piles of nondescript scrap. A number of lorries and a mobile crane complete the scene. (Ian Allen, GW 442)

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The third class of ex GWR named locomotives handled by King’s was the Hall 4-6-0 one anonymous member of which is seen here in the sidings near Trowse Lower Junction in the company of 0-6-0PT No. 8752 and 47XX class 2-8-0 No. 4700. Eight examples of Halls were dealt with by King’s, one coming from Didcot, one from Reading, two from Southall and four from Oxford. (Ian Allen, GW 467)

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Three of the eight Hall class dealt with by King’s are seen here parked on the sidings adjacent to Trowse Lower Junction signalbox. Notice that the leading 4-6-0 has already lost its safety valve bonnet. (Ian Allen, GW 450)

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Quite a ‘rare bird’ - the only Grange to be handled by King’s is seen here in the shape of No. 6807 Birchwood Grange. The three supporting brackets over the middle splasher lay testament to the position of its former nameplate. As was usual for ‘dead engine’ movement the linkage to the pistons has been removed. Details of the Grange dealt with here together with all the other stock believed to have been scrapped in Norwich and Wymondham are contained in the table on page 80. (Ian Allen, GW 473)

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The sole Grange handled here will shortly be no more as it will soon be reduced to scrap metal. No members of the class were preserved but ironically a Grange has returned to Norfolk in the shape of No. 6880 Betton Grange which has been constructed from a boiler, wheels and bogie from donor locomotives whilst the frames, cylinders, cab and fittings have been newly fabricated. Steaming for the first time in March 2024 the locomotive, after running in and testing, visited the North Norfolk Railway in the summer of 2024. (Ian Allen, GW 443)

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Moving on to the less prestigious classes of ex GWR locomotives here we have a 42XX class 2-8-0T and an 0-6-0 of the 2251 class sandwiched between a couple of 3 cylinder Maunsell moguls from the Southern region. Whilst the Collett is unidentified by the photographer it is probably No. 2241 which along with the large tank recorded as No. 5205 both hailed from Worcester shed from where they were withdrawn at the end of 1963. They would be cut up in April 1964. (Ian Allen, GW 441)

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These two Colletts of the aforementioned 2251 Class are recognisable as Nos. 3219 and 3213 late of Reading depot and lined up behind an unidentified Hall 4-6-0. Whilst the 4-6-0 has retained its coupling rod for the journey to the scrapyard, the pair of 0-6-0s have both had theirs removed and they can probably be found either in the tender or having been shoved unceremoniously into the firehole door and thus protruding into the cab. (Ian Allen, GW 446)

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A scrapman who is almost hidden by the surrounding piles of scrap, not obviously railway related, regards the photographer who has captured this view of an unidentified Collett 0-6-0 waiting its turn ahead of the sole Grange to be scrapped by King’s No. 6807 Birchwood Grange. This locomotive had been withdrawn at the end of 1963 from Worcester shed where it remained in store until March 1964 being recorded as ‘in transit’ from Worcester to Norwich on 1 April. (Ian Allen, GW 478)

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Left Top: The first of three views showing a couple of ex GWR locomotives in the shape of a prairie tank and a 43XX Class 2-6-0 stored on the sidings adjacent to Trowse Lower Junction whose signalbox can be seen on the right. Four of these 2-6-2Ts of the 51XX and 61XX classes were handled by King’s who also despatched a trio of the Churchward moguls. In the distance an English Electric Type 3, latterly Class 37, diesel hauled express can be seen taking the line from Norwich which led to Ely, Cambridge and London. (Ian Allen, GW 448)

Left Bottom: Our second view of the pair of withdrawn locomotives sees them passed by another Type 3, identified by the photographer as D6721, heading a service from London to Norwich via Ipswich. Entering service in July 1961 this Class 37 was allocated to the capital’s Stratford depot for most of the 1960s and would last in traffic until withdrawal in June 1999 from far distant Motherwell depot. (Ian Allen, D 939)

Right: This final view affords us a close up of the two redundant steam locomotives. In the absence of a number the identity of the prairie tank cannot be established but it is either one of the 61XX or 51XX class whilst the mogul could be one of three namely Nos. 6385, 6391 or 7324 two of which came from Reading whilst one was formerly based at Didcot.

(Ian Allen, GW 471)

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Whilst one scrapman leans on his shovel in time honoured fashion another can be glimpsed deep within the bowels of the erstwhile extended coal bunker of this former GWR tank locomotive. Judging by the raised footplating over the cylinder covers this is likely to be one of the two 72XX class dealt with by the yard, one having travelled from Banbury whilst the other made the journey from as far afield as Severn Tunnel Junction.

(Ian Allen, GW 452)

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Another scrapyard scene reveals the somewhat precarious nature of a scrapman’s life in the days before Health & Safety regulations as this workman stands atop the mortal remains of a gutted ex GWR 43XX class mogul. With all the boiler tubes removed the firebox tube plate is revealed. (Ian Allen, GW 458)

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Prior to despatch to scrapyards, locomotives were often stored at depots, sometimes for long periods, and in this view we see 57XX class pannier tank No. 3750 at Old Oak Common depot in October 1962 a month after withdrawal from service. It remained here until November the following year when on 28th of the month it was observed being towed via Acton Wells and Willesden to Norwich. After arrival at King’s yard it was promptly scrapped the following month. (Don Matthews)

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Another pannier tank is seen here alongside a 47XX class 2-8-0. This is 57XX class 0-6-0PT No. 8752 and it had arrived in Norwich in November 1963 and is seen here in February 1964 having travelled from Southall shed together with No. 4700, the brakevan still being attached to the convoy.

In common with the practice of most scrapyards, Woodhams at Barry being a notable exception, they would both be despatched promptly the following month. (Ian Allen, GW 445)

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A closer view of No. 4700 which was one of five of the class dealt with here. It had been in store at St. Philips Marsh depot in Bristol for a year before travelling to Norfolk. None were preserved but the Great Western Society decided to create a 4700 class locomotive awarding it No. 4709.

Although deemed a new build project it does utilise some recycled parts from the former Barry scrapyard locomotives known as the ‘Barry Ten’ i.e. those with little or no prospect of being restored in their own right. (Ian Allen, GW 495)

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One of the pair of 6100 prairie tanks that ended up in Norwich is No. 6133 seen here parked by the buffer stops at the end of a siding. This example was withdrawn from Southall depot at the end of 1963 being scrapped in March the following year. These were constructed at Swindon Works in 1932 and originally intended for London suburban work with a boiler pressure of 225lb/sq. being 25lb/.sq.in greater than that of the original 5100 and 5101 class. The boilers of these 61XX tanks were fashioned from a higher tensile steel thus permitting this increase in boiler pressure which led to greater tractive effort. (Ian Allen, GW 480)

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Our final Western region locomotive featured is this 2-8-0T No. 5205 of the generic 42XX class although Nos. 5205-64 were introduced in 1923, some thirteen years after the original Churchward design of 1910, and were strictly known as the 5205 class. They had enlarged cylinders and other detail alterations. This example had spent much of its working life on coal trains in South Wales but had travelled down from Worcester, its final allocation, from where it had been withdrawn at the end of 1963. It is seen here sandwiched between a Collett 0-6-0 and a couple of Maunsell 3 cylinder class U1 moguls, which conveniently leads us on to locomotives of the Southern region. (Ian Allen, S 27)

SOUTHERN REGION

Eight examples of SR Maunsell moguls from three different classes made their way to Norwich after withdrawal the example seen here being No. 31851, one of the four members of the N class. Withdrawn from Redhill depot in September 1963 this locomotive had been languishing, along with several others, at Stewart’s Lane shed until it was towed away to Norfolk together with N1 class No. 31822 on 13 April 1964. It is seen here with another mogul of the K class No. 32343 which had preceded No. 31851 leaving Stewart’s Lane with U1 class No. 31894 on 10 April 1964. These convoys generally proceeded from London via Bletchley and Cambridge. (Ian Allen, S 15)

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The aforementioned N1 class No. 31822 which still carries its smokebox number is the subject of this view. Although not delivered until 1923 this locomotive was constructed as a prototype by the SE&CR just prior to the Grouping adapting N class No. 822 hence its number being out of sequence with the other members of the N1 class numbered 876-880. These latter five examples were not built by the Southern Railway until 1930.

In the background is a venerable old coach labelled ‘Ballast Brake’ which had led a second life as part of the extensive Eastern region Departmental fleet. (Rail Photoprints)

These two U1 class moguls are numbered 31894 and 31896 and are further exiles from the Stewart’s Lane dumping ground. No. 31896 in the rear of this view made the journey on 14 April 1964 in company with the K class No. 32337 seen behind. The U1s were withdrawn en bloc at the end of 1962 along with many other types such as the Ks as part of the great locomotive cull and thus spent some considerable time stored at Stewarts Lane before purchase by King’s. (Rail Photoprints)

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It did not take long for work to begin on No. 31851 seen here in a partially dismembered state in May 1964. Constructed at Ashford Works in 1925 this 2-6-0 had performed stints in the West Country based at Exmouth Junction although latterly it was to be found on the Central division at Redhill having had a service life of just over 38 years. (Rail Photoprints)

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Work stained N class Nos. 31827 together with 31400 occupy a siding with Q1 class 0-6-0s Nos. 33003, 33030 and 33040 with a further mogul at the end of the line in the shape of No. 31413. Whilst Nos. 31827 and 31400 were Redhill based No. 31413 was one of a number of these 2-6-0s to be based at Guildford shed being withdrawn from there in June 1964. (Rail Photoprints)

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U1 class No. 31893 has been towed into the scrapyard by a small diesel locomotive and will shortly receive the attention of the scrapmen, one of whom can be seen perched in the tender of the mogul. A Land Rover has its bonnet up on the right whilst on the left is an Austin Loadstar truck carrying tradeplates. This was Austin’s first post war lorry being manufactured from 1949 until 1956 when Austin and Morris merged to form the British Motor Corporation. A military 4 x 4 version known as the K9 was also produced acting as ambulances, water carriers and recovery vehicles.

(Ian Allen, S44)

Our final view of Maunsell’s 2-6-0s shows U1 class No 31896 parked between K class mogul No. 32337, the first of the class to be built, and the tender of U1 classmate No. 31894. Of interest in the background are a couple of former LMS GEC EMU coaches which were all withdrawn in November 1963 from North London suburban routes. King’s scrapped the vast majority of these units in early 1964 with Wolverton Works accounting for just a few examples. (Ian Allen, S 51)

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Billinton K class mogul No. 32337 is seen from the rear as an English Electric type 4 diesel locomotive passes at the head of a service for Ipswich and London. This 2-6-0 had been stored initially at Brighton shed after withdrawal in December 1962 later moving to storage at Stewart’s Lane and did not arrive in Norwich until April 1964. Sadly none of this attractive class was saved for preservation although it is well known that one of this type was on the wish list of the fledgling Bluebell Railway as several members of the class were still in service when the heritage line was established. Unfortunately they were considered to be too expensive to purchase at the time. (Ian Allen, E 1451)

A closer view of one of its classmates is obtained in this image of No. 32340 parked alongside a couple of Collett 0-6-0s. Constructed at Brighton Works in 1914 this example put in some 48 years of service and apart from a couple of years at Fratton between 1948-1951 spent most of its life at 75A. (Ian Allen, S10)

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With a foreground of carriage underframes, the bodies having been burnt off at King’s Wymondham site, No. 32337 is seen in company with U1 class No 31894 and N1 class No. 31822. The ex GWR locomotive seen behind has had its ‘innards’ exposed as the boiler tubes are being cut away.

A number of cranes are on site to handle the bulkier items. (Rail Photoprints)

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A further view of the first of the class No. 32337 carrying the adornment of a rope holding shut the smokebox door. The Westinghouse brake pump is very evident in this view which shows the attractive lines of the K class whilst two of the 3 cylinder Maunsell moguls are behind and just creeping into shot is the unmistakeable front end of a GEC EMU. (Rail Photoprints)

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Our final view of a K class is this shot of No. 32343 the third of the trio which journeyed up to Norwich from storage at Stewart’s Lane. Remarkably is still carries its smokebox number and a gas cylinder stands ready by the tender to assist in the cutting operation which will shortly commence.

Never the tidiest of working environments this scrapyard typically contained a number of trip hazards for the unwary. (Rail Photoprints)

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Looming out of the early morning mist and stationed at the head of a line of Q1 class austerity 0-6-0s in the reception sidings is the only example of Maunsell’s Q class to be scrapped by King’s. No. 30546 was withdrawn from Bournemouth shed in May 1964 and placed in store at Eastleigh until towed to Norwich where it was scrapped at the end of that year. (Ian Allen, S 35)

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A sunnier day reveals a trio of Q1s namely Nos. 33003, 33030 and 33040 accompanied by a brake van having recently arrived in October 1964.

No 33003 after a period of storage at Feltham had joined the other two locomotives which had been stored at Nine Elms for the journey to Norwich. At the far end of the siding is one of Gresley’s A3 Pacifics No. 60065 Knight of Thistle which had also been in store this time at New England (34E) having been withdrawn in June 1964. (Ian Allen, S 52)

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With the bare winter trees which appear in many of the images taken at this location providing an atmospheric backdrop, this photograph gives a closer view of Q1s Nos. 33030 and 33003 which share the siding with a pair of class N moguls. (Ian Allen, S 63)

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Our final view of the Q1s and indeed our last image to feature locomotives from the Southern Region shows the trio headed by No. 33003.

Constructed at Brighton Works and entering traffic in May 1942 with the number C3 under Bulleid’s idiosyncratic notation it managed 22 years service before withdrawal from Feltham depot in June 1964. The site of these reception sidings today houses a very different form of motive power as they were part of an £8m design-build contract for the Victoria Sidings project in April 2019. This project upgraded and renewed the sidings to provide stabling capacity to cater for trains that were required to accommodate the increased passenger service on the Great Eastern Main Line.

(Rail Photoprints)

LONDON MIDLAND REGION

Turning now to London Midland Region stock although in fact this Ivatt tank locomotive No. 41319 built at Crewe Works in 1952 spent the whole of its short working life on the Southern Region lasting in traffic along with three other classmates until the very end of steam on the region in July 1967. It could be seen latterly at Nine Elms often working ecs duties from Waterloo and in fact shared Waterloo pilot duties with No. 41298 during the last week of Southern steam. (Ian Allen, M 465)

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After withdrawal No. 41319 had been stored along with many other locomotives at Salisbury which was used by the region to accommodate their redundant stock. It is recorded as departing from Salisbury for Norfolk on 26 February 1968. One of King’s employees can be seen standing above the front buffer beam getting to work on the task of reducing the 2-6-2T to its component parts, completion of which occurred in April 1968.

Notice that the smokebox door still appears to be carrying its 70A shedplate. (Ian Allen, M 544)

The only other LMR class handled was the Ivatt 2-6-0 which is perhaps not too surprising given that many of these had found work in East Anglia being particularly associated with the former M&GN route. Half a dozen were dealt with by King’s and in this line up Nos. 43158 and 43150 can be identified. All had been in store at New England shed since withdrawal at the end of 1964. (Ian Allen, M454)

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All six are on view here with No. 43146 occupying the spot next to the buffer stop. Built at Doncaster in 1951 this locomotive along with its classmates had only a very short working life, in this case just 13 years, having been allocated from new to Melton Constable shed for operating over the M&GN line until this route closed in 1959. (Ian Allen, M 704)

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EASTERN REGION

Turning to Eastern Region stock one of Peppercorn’s developments of Thompson’s class A1 Pacifics in the shape of No. 60129 Guy Mannering has reached the end of its criminally short working life. Constructed in June 1949 it was to last in service for just 16 years before being withdrawn in October 1965. Named after the hero of the eponymous Walter Scott novel this was the third locomotive to bear this name, the others being a GWR Saint and a NBR class D29. This was the only member of its class to be handled by King’s their other ex LNER Pacifics being of the A3 class.

On 4th December Brush Type 4 D1536 was noted towing the A1 through Peterborough on its final journey en route to Norwich. (Ian Allen, E 3580)

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Viewed from the rear this Pacific is an equally impressive sight with its eight wheel tender seen to advantage. Having been allocated to York (North) shed from new it was to end its days at the same shed where it spent its last 3 months in service in 1965. ‘Guy Mannering’ or to give it its alternative title ‘The Astrologer’ was the second of Scott’s Waverley novels being published in 1815 with the first edition of 2000 copies selling out at a price of 1 guinea on the first day of publication. (Ian Allen, E 3977)

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With its distinctive German smoke deflectors A3 Pacific No. 60112 St. Simon heads this line of ex Eastern region locomotives. Behind the A3 is class B1 No. 61109 followed by two further A3s in the shape of No.s 60106 and 60062. One of the rods has been placed on the running plate as was usual when ‘dead engines’ were towed to the scrapyard. No. 60112, named after the winner of the 1884 Ascot Gold Cup, was withdrawn from New England shed at the end of 1964 arriving at King’s yard in March 1965. (Ian Allen, E 3663)

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Having hopped over the fence from the adjacent field our photographer took this view of two of Gresley’s famous A3 Pacifics Nos. 60106 Flying Fox nearest the camera and No. 60062 Minoru beyond awaiting their fate on sidings near Trowse Lower Junction.

(Ian Allen, E2013)

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Viewed from the other end of the line up one of the Ivatt moguls is next to A3 class No. 60062 Minoru. This is then followed by classmate No. 60106 and class B1 No. 61109 with a further A3 No. 60112 at the end of the row. Over 50 Eastern region Pacifics were fitted with the German ‘Witte trough’ smoke deflectors towards the end of their careers whilst four had smaller deflector plates fitted originally although three of these were subsequently fitted with the larger variety, only No. 60055 retaining the smaller ones. (Ian Allen, E2454)

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No. 60065 Knight of Thistle appears to have travelled to Norwich unusually with all its linkage intact. As a rule connecting rods were generally left in place, even if other rods were removed for transit, as having all driving wheels rotating together made for an easier move when locomotives were hauled ‘dead’ reducing the hammer blow of individual wheels. What of the apparently missing ‘the’ in the nameplate? The original name of LNER No. 2564 was Knight of the Thistle but when replacements were cast in December 1932 a mistake led to the dropping of the definite article.

It has always been a moot point as to whether this was in fact named after a racehorse, as so many of the class were, for no winner of any of the five classic races was so named although one with that name did win the less prestigious 1897 Royal Hunt Cup. (Ian Allen, E 4248)

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Seen from the field adjoining the line which, judging by the water trough, was sometimes used for grazing animals, a line up of ER motive power is apparent the other side of the fence. On the left is A3 Pacific No. 60063 Isinglass situated next to class B1 No. 61109 behind which are two further A3s. The impressive tree on the right, seen in previous images with bare branches, is now in leaf attesting to the springtime date of this image taken in 1965 although a rain shower seems to have occurred recently judging by the tops of the locomotive boilers. Another New England locomotive No. 60063 had been withdrawn some six months prior to the withdrawal date of the other A3s that ended up here.

(Ian Allen, E4223)

The two A3s featured on page 50 are seen again but from the other side and remain parked next to the 12ton covered van featuring the Portland Blue Circle cement label. They are Nos. 60106 and 60062. (Ian Allen, E2484)

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Our final view of one of Gresley’s Pacifics sees No. 60065 parked next to a couple of brakevans and passed by an English Electric Type 4 en route to London. This shot was taken from Trowse Lower Junction signalbox. (Ian Allen, D946)

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A couple of class O1/O4 2-8-0s were handled by King’s and they are seen here with No. 63650 in the foreground next to No. 63863. This pair had been withdrawn from Langwith Junction shed in Derbyshire in June 1965 and were sold to King’s in August 1965. No. 63650 was one of the O1 class that had been modified in 1944 being a Thompson rebuild with a 100A boiler, Walschaerts valve gear and new cylinders whilst No. 63860 was classified O4/7 being modified in 1939 with a shortened boiler but retaining a Great Central smokebox. The O1s power classification was 8F whilst the O4s were rated 7F. (Ian Allen, E 3507)

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The B1s were the most numerous class dealt with by Kings who received no less than 16 examples of this Thompson design. Seen here next to a Collett 0-6-0 are two of these 4-6-0s currently being worked on with the tender of the furthest having already been considerably ‘modified’. In the background lurks another of those North London EMUs, King’s dealing with over 70 coaches from this stock. (Ian Allen, E 3596)

Sandwiched between rows of coaching stock bearing the cross in a circle symbol indicative of the fact that they were condemned is another of the B1 class. Whilst, like the Gresley pacifics, the majority of these locomotives came from New England there were examples from as far afield as Colwick, Immingham and Wakefield.

Five of the B1s that ended their days at King’s had been transferred to Departmental Service after formal withdrawal. (Ian Allen, E 1210)

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And here is one of those that were transferred to the Departmental Series to act as stationary boilers for train heating purposes. This is No. 61105 which transferred over to the Departmental Series in March 1965 becoming D27. Although some sources state that the 17 B1 locomotives transferred to Departmental service had their drawhooks, together with coupling rods, removed to preclude use as normal locomotives this is clearly not the case with D27 from the evidence of this image taken in King’s yard. Withdrawn from DS service in 1966 it was stored for a time at Parkeston Quay before arrival at King’s in July that year. (Ian Allen, E 1327)

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Before we leave Eastern region stock it might be interesting to note that sidings near Trowse Lower Junction had been used previously to store withdrawn locomotives that were destined for yards other than King’s. In this first image we see class J17 Nos. 65888 and 65581 together with a variety of other ER locomotives.

Dieselisation of former GE lines at the end of 1960 had led to mass withdrawals of steam from several depots including Lowestoft which had seen its three remaining steam locomotives, Nos. 65462, 65588 and 68642, moved to Norwich and after withdrawal in 1961 to store there prior to being sent to Stratford Works for scrapping. No 65581 seen here came over from Cambridge in April 1962 being scrapped at Stratford four months later. (Ian Allen, E 2460)

In this second earlier view a couple of B12/3 have steamed their last and been consigned to the sidings at Trowse Lower Junction. No. 61571 was withdrawn from Norwich in December 1959 and like its neighbour No. 61577, withdrawn from Cambridge in September of that year, was scrapped at Stratford Works very shortly afterwards. These 4-6-0s were introduced in 1932 being Gresley rebuilds of a Holden GER design of 1911.

(Ian Allen, E 3501)

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STANDARDS We now move on to the Standard types which are represented by four different classes, with that illustrated here being of the Class 4 4-6-0 variety and in the shape of this trio which came from the Southern region. They are, from right to left Nos. 75074, 75075 and 75077.

All had remained in service until the end of SR steam in July 1967 and had latterly been based at Eastleigh shed. Stored on the Salisbury ‘dump’ for three months they journeyed together up to Norwich in October 1967. (Ian Allen, BR 234)

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No. 75077 coupled next to a brakevan still sports the embellishment of white painted smokebox hinges and carries a chalked message on its cylinder cover which can only be partially read as ‘The Last ? Ever’. Slogans were often daubed on withdrawn locomotives by enthusiasts coming to terms with the end of steam. These products of Swindon Works managed less than 12 years in service before coming to the end of the line.

(Ian Allen, BR 299)

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Passing both the trio of Standards and a diesel engaged in some shunting comes a southbound service with an English Electric Type 3 at its head displaying the split headcode boxes typical of those class members allocated to East Anglia and Northern England. Reclassification of this Type 3 as Class 37 occurred under the TOPS renumbering scheme of the early 1970s. (Ian Allen, E 2143)

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Having crossed the tracks our photographer, under the eagle eye of a staff member standing by the diesel shunter, has captured a closer view of the small class 03 BR diesel mechanical locomotive displaying its diagonal black and yellow ‘wasp’ stripes. 230 of these useful locomotives were constructed at Doncaster and Swindon between 1957-1962 with the last mainland examples being withdrawn in 1989 although a couple lasted on the Isle of Wight until 1993 thus outdoing the service life of the three Standard Class 4s seen on the left. (Ian Allen, D676)

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I recall seeing No., 75075 at Eastleigh depot towards the end of Southern steam and here it is taking water by the very dilapidated coaling stage at 71A or rather 70D as it latterly became. No. 75075 was noted as working the 10:43am Southampton to Bournemouth service as late as 7 July 1967 and was one of only five examples of this type to see the end of steam on the Southern region. (Author)

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No. 80013 seen here was the only one of its class to be dealt with by King’s having been withdrawn from Bournemouth shed in September 1966.

It reached Norwich in November that year and was promptly despatched. The mobile crane seen in this view had the usual attachment to be found in scrapyards ie a large magnet for lifting up metal without the need for chains or any other attachment. The proximity of houses to the scrapyard is very apparent in this view and there must have been much relief when the yard closed. (Ian Allen, BR 193)

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Another view of the same locomotive reveals that the crane being used in the yard was a Jones KL66 model. This was introduced in 1951 by K & L Steelfounders & Engineers Ltd. of Letchworth who were a member of the 600 group of companies, which also included the firm of George Cohen famous for its role in the scrapping of BR stock at several sites in the UK. Indeed the following year Cohen’s published their own glossy brochure extolling the virtues of this crane. It was a 6 tonner and the standard model was priced at £3,500 + 12.5% ex works. Equipped with a Lister engine it had two winches, a hoist winch and one to adjust the boom. Incidentally the manufacturers sponsored a competition with Meccano Ltd. to produce the best model of this crane and some older readers may even remember constructing this model. One wonders how many of the computer obsessed present generation could manage it! (Ian Allen, BR 254)

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Our final Standard is again another singleton handled by the yard, in this case one of the WD 2-8-0s No. 90068. This had started life as WD No. 848 in 1944 being renumbered four times before assuming the identity of No. 90068 in November 1950 at Darlington Works. Withdrawn from Wakefield depot in July 1966 it was observed travelling south via Lincoln in late September and was duly scrapped in Norwich in October that year.

(Ian Allen, BR 191)

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DIESEL LOCOMOTIVES

Turning now to those few diesel locomotives handled by King’s, the most numerous type were the Beyer-Peacock/Clayton class 17 Bo-Bo units of which 11 were dealt with in Norwich. At BR’s request these had been constructed between 1962-65 utilising a centre cab design ostensibly to improve the driver’s visibility when travelling in either direction. However, it quickly became apparent that they were unsuited to hauling heavy freight trains and reliability problems plagued their operation even following extensive modifications to the twin Paxman engines. They proved to be one of the least successful of the Type 1 designs and as early as 1967 lines of unserviceable locomotives were stored on sidings, especially in Scotland where the majority were based. Withdrawals began as early as July 1968 and by December 1971 all had gone meaning that some had achieved working lives of less than 5 years. In this view D8531 together with sister locomotives are seen in Wensum yard in Norwich.

Withdrawn from Glasgow’s Polmadie depot in September 1971 it spent 4 years in limbo before meeting its fate in 1975. (Ian Allen, D 389)

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D8507 and another unrecorded example are seen in King’s yard. Introduced to service in October 1962 it was to be only 6 years before withdrawal for the first time. Reinstated a year later it was based at Haymarket depot in Edinburgh for a further two years but by the end of 1971 it was withdrawn for the final time languishing at Polmadie depot until sold to King’s in the summer of 1975. (Ian Allen, D1487A)

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One diesel shunter that King’s did not scrap was D2956, one of the Andrew Barclay shunters. Upon withdrawal in May 1966 this locomotive was sold to King’s and was used by them as a yard shunter moving withdrawn stock into position for cutting. It is seen at an unknown location in this undated view whilst still in BR ownership. To fill the resulting number sequence gap a similar locomotive, No. 81 from Departmental stock, was renumbered D2956 although this exercise seems hardly worthwhile as this replacement was withdrawn four months later. Upon closure of King’s yard in Norwich in 1981 it moved to Mayer-Newman’s yard at Snailwell near Newmarket before a defective transmission resulted in its withdrawal in 1984. It was presented to the Bury Transport Museum in July 1985 and today it can be found on the East Lancs Railway. (Harry Luff)

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Two other classes of diesel locomotive were dealt with by King’s including a pair of the early D3/9 0-6-0 shunters. Introduced in 1944 by the LNER No. 8000 as it was then known was initially used as the Doncaster Works shunter. The following month it was allocated to Stratford depot in London for use in local yards such as Temple Mills. Four examples were built with a fifth becoming a class D3/14. No. 15000 was based at a variety of depots during its lifetime including March, where it is seen here on 22 June 1958, Glasgow Eastfield, Crewe and Stoke. Withdrawn from Crewe South it was sold to King’s in August 1968 and cut by them the following month. They are also recorded as having scrapped classmate No. 15002 however further research has indicated that this locomotive was in fact scrapped by the firm of H Bridges located in Bescot, West Midlands.

(R. C. Riley)

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COACHING STOCK

We now turn briefly to a review of some of the coaching stock which was mainly dealt with at King’s site near Wymondham. In this image a Norwich bound 2 car class 101 DMU with a truck trailing behind passes Wymondham South Junction with the line to Dereham diverging to the right.

The fleet numbers of the two condemned coaches parked on the left are not quite discernible but they are certainly in the M45XXX series which encompassed amongst other vehicles inspection saloons used by engineers and railway management. Inspection Saloons were built by most of the larger railway companies providing vehicles in which railway staff could easily inspect various features of the railway’s infrastructure, most notably the permanent way and signalling equipment. They had observation saloons with large end windows and space for a table and chairs around which discussions and analysis could take place and which permitted large maps and diagrams to be spread out. They also boasted a toilet, guard’s compartment and often a small pantry/kitchen such that the personnel on board could be provided with all amenities required without the need to disembark. Whilst older vehicles were often converted to this use Stanier designed a prototype LMS Inspection Saloon in 1940 and the LMS would go on to build a further 13 production vehicles. After nationalisation BR converted two ex LMS Kitchen Cars into Inspection Saloons in 1957 and went on to build five new saloons in 1959. Given the specialised nature of these vehicles several remained in service for many years with some even surviving into Privatisation. The large factory seen behind the coaches was Woods, Sadd, Moore & Co. barley and seed merchants but today the site is occupied by a variety of businesses in the Oaktree Business Park. (Ian Allen, D 1429)

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Seen manoeuvring some of the condemned stock on the stub of the branch from Wymondham is Class 03 0-6-0 shunter D2018 which was based at Norwich Thorpe depot from 1966 until withdrawal in 1975. As King’s did not have their own locomotive based at Wymondham this BR shunter would have shunted the stock from the mainline onto the erstwhile branch. Identifiable amongst the Pullman car names is Daisy one of the cars to be found previously in the 6 PUL EMUs of the Southern region. Like the motor coaches on the 6 PUL units the Pullman Car which was classified as a Trailer Composite Kitchen was of all steel construction having been constructed by Metro-Cammell. Each of these Pullmans weighed in at 43 tons and was 68’ 8¾” long over buffers with bogies identical to those fitted to the other coaches in the unit. Riding in these cars was, to say the least ‘lively’ being mounted on equalising beam bogies which did not give a very smooth ride but following increasing complaints from the travelling public about poor riding coupled with a deterioration in the bogies themselves, a programme was completed in 1958 replacing them with conventional leaf sprung bogies. Whilst Daisy seen here was allocated to 6 PUL unit No. 3010 and went for scrap two of the former 6 PUL Pullmans, namely Ruth and Bertha were preserved. From January 1964 the 6 PULs started to be disbanded with Daisy making her last trip in November 1965.

The final run of a complete 6 PUL unit was recorded as taking place in April 1966. (Ian Allen, D 140)

The crew of the locomotive and the shunters take a break to acknowledge the photographer during a pause in shunting operations, the stock having been propelled into position. D 2018 had been constructed at Swindon Works in 1958 being initially allocated to Hitchin depot.

Transfers to Hatfield, Colwick and Immingham followed before allocation to its final depot at Norwich. 230 examples were built fitted with Gardner engines. Withdrawn in November 1975 it was sold to Cohen’s of Kettering. In 1980 it was sold on to 600 Fragmentisers Ltd. based in Willesden.

Moving again in 1995 to Mayer Parry Ltd. at Snailwell it was then preserved in South Yorkshire. Moving to the Lavender Line in 2001 its final journey was to Mangapps Farm Museum in 2004 where it remains today. Remarkably no less than 56 examples of this useful shunter have survived into preservation. (Ian Allen, D 540)

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Lines of coaches stretching into the distance give some idea of the scale of the operation here. In the top view coaches M11761M and E1010E can be identified.

The Midland coach dates from 1936 and is a Stanier LMS design non corridor third withdrawn in November 1965.

The Eastern coach is a Thompson vestibule third seating 42 passengers and containing 2 toilets being designated LNER East Coast stock. It was constructed in December 1947 and lasted in service until November 1965.

It carries the fixings for carriage roof boards and sports the characteristic oval lavatory windows. The rural nature of this isolated location made it ideal for burning off the wooden bodies of the stock although with adjacent fields containing hay bales, as seen in the lower image, care would have to be taken not to cause a wider conflagration. Even so complaints were often received from the locals about the smoke nuisance.

(Ian Allen, MISC 046/MISC 192A)

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Two of the Eastern region’s extensive collection of Departmental stock are seen here. They performed a variety of functions such as Mess & Tool van, Ballast brake van, stores van, staff changing room and could often be found as part of a depot’s breakdown train. DE 320152 seen on the left served in Departmental service from April 1952 until withdrawal in December 1965 and was classified as a Riding Van. It had originally been a Robinson Third coach built for the Great Central by Ashbury’s in 1903. DE 320724 seen on the right entered Departmental service in February 1959 and was formerly a LNER Gresley Vestibule Third Brake coach E16174 dating from 1925. Track on the two mile stub of the former line as far as Hethel used by King’s remained in situ until 1976 and notably, in December 1954, had been used to stable the royal train overnight being ideal from a security aspect in view of its isolated location. (Ian Allen, MISC 257)

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Some of the vehicles forming part of the famous ‘Quad Art’ sets are seen here, coach number E86332E being identifiable. On the Great Northern London suburban lines the difficulties of moving masses of people in and out of the capital was exacerbated by the short platforms and steep gradients on the Metropolitan Widened Lines to Moorgate. Nigel Gresley’s answer was to introduce the concept of carriage articulation where just one 4 wheel bogie supported a common coupler between two coach underframes. With a seating capacity of over 600 and an overall length of 350 feet the pairs of sets were ideal for the limited space available at Moorgate. The ‘Quad Arts’, as they were known, continued in service until the mid 1950s but it was as late as 1966 before the last units, which had acted as standby stock, were withdrawn. Set No. 77 seen here, being one of those constructed during the period 1925-28, was withdrawn early in 1966 and found its way to King’s site at Wymondham where it is seen in this view. (Ian Allen, MISC 071)

Quad-Art set No. 74 dating from 1923/4 is seen here at the M&GN Society site at Sheringham undergoing some maintenance. After being rescued from King’s Wymondham site this set, comprising coaches numbered 48861 (Brake 3rd.), 48862 (3rd.), 48863 (3rd.) and 48864, (Third), was transferred to the embryonic HQ of the M&GN society at Sheringham, along with other items of rolling stock. This Quad-Art set formed the mainstay of early North Norfolk Railway passenger services and remained in use until 1979 when the poor condition of many of its doors forced its withdrawal. After restoration, costed at £0.5m, it has now been returned to service. (Horace Gamble)

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Another Pullman from a 6 PUL set is Peggy seen here with another unidentified Pullman car and with a venerable wooden bodied coach alongside which carries the useful warning ‘No Brakes’. Peggy was part of set No. 3019 which lasted in service until October 1965 but was exchanged for Naomi from set No. 3011 in August 1965 just prior to the unit being disbanded. Upon withdrawal Naomi was stored at Hassocks and subsequently also sold to King’s in June 1966. King’s also got their hands on, so to speak, Iris, Violet, Anne, Joyce, Ida, May, Olive, Lorna, Ethel, Gwladys and Alice!

(Ian Allen, MISC 209) A fascinating image of a famous or rather infamous vehicle. This is M30204M the actual carriage that had been robbed in the Great Train Robbery of 1963. The train which had been hauled on the night of 8 August 1963 by D326 consisted of 12 carriages and carried 72 Post Office staff who sorted mail during the journey.

The second carriage behind the locomotive was known as the HVP (high-value packages) coach and carried large amounts of money and registered mail for sorting.

Although the value of a typical shipment was usually in the region of £300,000 on this occasion, as the previous weekend had been a bank holiday, the total conveyed was some £2.6m (£69m at today’s prices). A previous recommendation had included the fitting of alarms to all TPOs with HVP carriages and this was generally implemented in 1961 but some unalarmed stock was held in reserve. In 1963 the carriages so equipped with alarms, bars over the windows and bolts and catches on the doors, were unfortunately all unavailable for service so a reserve carriage perforce had to be used.

This particular carriage was retained for evidence for seven years following the robbery and in 1970 is seen here just before it was burnt by King’s under conditions of great secrecy in the presence of police and Post Office representatives. This was in order to deter any souvenir hunters. The Nene Valley Railway houses TPO coach M30272M the last surviving coach from the rake that was involved in the robbery. (John Magee)

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MULTIPLE UNITS

Two views of the short-lived ‘hybrid’ 4-SUB EMU No. 4132. Owing to a shortage of suburban units following a timetable change two of these hybrid units were formed at Eastleigh Works in 1969, each comprising two 1939 type 2-HAL motor brake seconds and two 4-SUB trailers. The requirement for these units proved to be short-lived however, and both Nos. 4131 and 4132 were taken out of service a couple of years later in 1971.

No. 4132 was damaged in a derailment at Strawberry Hill in the middle of September 1971 and was condemned the following month after which it was moved to Micheldever for storage. It was subsequently hauled away for scrapping to King’s in January 1972. No 4132 in blue livery with all over yellow ends is seen here on Sunday 10 September 1972 stored on this very overgrown line near Wymondham. King’s made use of this isolated location to burn off the bodies of many items of stock prior to legislation regarding the handling of blue asbestos coming into force in the 1980s.

(Gordon Edgar)

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BR STOCK SCRAPPED BY KING’S AT NORWICH AND WYMONDHAM STEAM WESTERN REGION (46) County Class 4-6-0 1007 County of Brecknock 1018 County of Leicester 2251 Class 0-6-0 2212 2246 2283 3203 3213 3219 5100 Class 2-6-2T 4106 4153 6100 Class 2-6-2T 6109 6133 5700 Class 0-6-0PT 3750 5746 8752 8756 8757 8759 8763 8765 Hall Class 4-6-0 # 4910 Blaisdon Hall 4921 Eaton Hall 4944 Middleton Hall 5917 Westminster Hall 5918 Walton Hall 5960 St. Edmund Hall 5966 Ashford Hall 5982 Harrington Hall Castle Class 4-6-0 4095 Harlech Castle 5065 Newport Castle 5099 Compton Castle 7017 G J Churchward 7030 Cranbrook Castle 7200 Class 2-8-2T 7203 7236 4200 Class 2-8-0T 5205 6800 Class 6807 Birchwood Grange 1400 Class 0-4-2T 1473

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4700 Class 2-8-0 4700 4703 4704 4705 4707 4300 Class 2-6-0 6385 6391 7324 SOUTHERN REGION (20) Q Class 0-6-0 30546 N Class 2-6-0 31400 31413 31827 31851 N1 Class 2-6-0 31822 U1 Class 2-6-0 31893 31894 31896 H Class 0-4-4T 31518 K Class 2-6-0 32337 32340 32343 Q1 Class 2-6-0 33003 33023 33030 33033 33035 33039 33040 MIDLAND REGION (8) Ivatt 2-6-2T 41315 41319 Ivatt 2-6-0 43081 43086 43087 43146 43150 43158

EASTERN REGION (26) A3 Class 4-6-2 60054 Prince of Wales 60062 Minoru 60063 Isinglass 60065 Knight of Thistle 60106 Flying Fox 60112 St. Simon A1 Class 4-6-2 60129 Guy Mannering B1 Class 4-6-0 61006 61040 61073 61074 61097 61105* 61109 61194* 61204* 61205* 61252* 61282 61318 61331 61364 61409 K3 Class 2-6-0 61864 O1/O4 Class 2-8-0 63650 63863 STANDARDS (6) Class 4 2-6-0 75074 75075 75077 Standard 2-6-0 76028 Class 4 2-6-4T 80013 WD 2-8-0 90068

DIESEL (15) D3/9 Class 0-6-0 15000 15002+ Class 17 Bo-Bo D8507 D8508 D8516 D8525 D8529 D8531 D8536 D8539 D8552 D8574 D8580 Class 04 0-6-0 D2210 D2240 EMU There were a large number of SR EMU sets and individual coaches scrapped mainly at Wymondham, including examples of the following types: 2 BIL 2 HAL 4 LAV 6 PUL 6 PAN 6 CITY 4 RES 4 PUL 4 BUF 4 COR 4 SUB Other electric stock scrapped here included examples of: Manchester - Altrincham units Oerlikon units GEC units Class 501 units S15 Departmental units DMU There were a large number of DMU sets and individual coaches scrapped at Wymondham, including examples of the following types: Gloucester RC&W Class 100 Pressed Steel Class 101 Park Royal Class 103 D Wickham & Co. Class 109 Cravens Class 112/113 Derby Class 114 Metro-Cammell Lightweight Derby Lightweight

# It was originally recorded that 10 examples of the Hall class were scrapped at King’s but it subsequently transpired that Nos 4907 and 4947 were scrapped elsewhere. * Subsequently transferred to the Departmental Series and used as stationary boilers.

61105 D27, 61194 D28, 61204 D19, 61205 D20, 61252 D22. + Although sold to King’s at Norwich, it was apparently scrapped at H Bridges in Bescot.

King’s also scrapped Black 5 No 44781 which was used in the derailment scene in the film ‘The Virgin Soldiers’ shot at Bartlow on the line to Saffron Walden.

Although a local businessman agreed to purchase the locomotive and coaches from Columbia Pictures he was unable to raise the £5000 quoted by BR for re-railing the locomotive and transferring to Carnforth.

Departmental Sentinel locomotives Nos. 7 and 40 of class Y3 and No. 33 of class Y4 scrapped by King’s after withdrawal from Lowestoft having operated in the docks.

King’s of Norwich was one of the many outside scrap contractors who assisted BR in dealing with the increasing numbers of withdrawn locomotives when their own resources were struggling to cope with the volume of work. Although only handling just over 100 steam locomotives and a handful of diesel locomotives, that did include a surprising variety of classes including some prestigious types such as Castles and Gresley Pacifics.

King’s separate facility near Wymondham is also covered being the ISBN 978-1-913893-70-5 location where much coaching stock was burnt before the resulting underframes were towed back to Norwich. The destruction of one particular vehicle under conditions of great secrecy is worthy of mention namely the Royal Mail coach which was the scene of the theft of some £2.6 million pounds, £69 million at today’s prices, during the Great Train Robbery of 1963. £13.50