Midland Archive

MIDLAND ARCHIVE VOLUME ONE

Images from the R. C. Riley Archive Compiled by Peter Sikes

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MIDLAND ARCHIVE VOLUME ONE

1954 – 1965

Images from the R. C. Riley Archive at The Transport Treasury Compiled by Peter Sikes

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© Images and design: The Transport Treasury 2021. Text: Peter Sikes ISBN: 978-1-913251-23-9 First published in 2021 by Transport Treasury Publishing Ltd., 16 Highworth Close, High Wycombe HP13 7PJ

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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.

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MIDLAND ARCHIVE 1954 -1965

Front Cover: The driver of rebuilt ‘Royal Scot’ No. 46148 The Manchester Regiment glances up at the camera while oiling his loco at Camden shed on 21st August 1955. No. 46148 was renamed in October 1935, previously carrying the name Velocipede from introduction into service in December 1927. Classmate No. 46167 The Hertfordshire Regiment can also be seen ready for it’s days work with another, unidentified ‘Royal Scot’ also in view. RCR 6582 Title page: Although stationary when pictured on 16th February 1958 at Camden shed, the power and elegance of ‘Duchess’ No. 46256 is all too apparent. Named after the designer Sir William A. Stanier F.R.S. this was one of two of the class that Ivatt made detailed alterations to including to their roller bearings.

RCR 11438 Left: Two workhorses in the shape of Class G2a Nos. 49246 and 49275 both working tender first at Wednesbury on 28th May 1960. Introduced in 1936 by the LMS the class were rebuilt G1 locos with G2 Belpaire boilers producing a tractive effort of 28,045lb, weighing in at 62 tons and classified as 7F. The G1class was designed by Charles Bowen Cooke for the London and North Western Railway and introduced in 1912.

RCR 14780 Back cover: Bescot-allocated Stanier 8F 2-8-0 No. 48674 pictured at Willesden on 8th August 1965 at the rear of an engineer’s train. RCR 17850 Below: Caledonian Railway 498 Class No. 56152 pictured at Eastfield shed on 28th May 1959. It was one of a class of thirty-three 0-6-0Ts built at St. Rollox Works between 1911 and 1921 specifically for dock shunting.

They were designed by John F. McIntosh for the Caledonian Railway and introduced in 1911. Eastfield shed dates from 1904, opening in September of that year when it replaced the closed Cowlairs shed and was located north of the Cowlairs Works. RCR 13515

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INTRODUCTION

Admittedly not an engine of Midland or LMS origin but very impressive nonetheless. I think this was the moment I became hooked on railways once again. So, it was on another visit to the GCR that I came across the sales stand of The LMS-Patriot Project and was intrigued that they had chosen this long-lost class of locomotive to build from new, and from my father’s history of serving in the Royal Artillery the choice of name, The Unknown Warrior, certainly struck a chord.

I took some literature home with me and the next time they were at Loughborough Central I joined. Since then I have got involved with the project to the extent that I have become the producer and editor of The Warrior, our quarterly magazine for members. Fortunately for me there were quite a few pictures taken

by Dick Riley of Fowler’s original Patriot so unashamedly I have included a few!

I was extremely pleased to be asked to select the images for this book by Robin Fell of The Transport Treasury. Although I was born too late (1962) to appreciate the steam era in the flesh, my father, who was a ‘steam nut’, made sure that myself and brother knew about steam engines and railways in general, mainly through playing with his Hornby-Dublo train set and the large library of railway books that he built up, much to the annoyance of my mother!

He was a career railwayman, joining the LMS in 1947 after returning to England from service as a Desert Rat in the Second World War. He joined the railway as a trainee signalman and worked for all of his 40-year career in Leicestershire signal boxes. He used to take either me or my brother to work with him on occasional Sundays when he was at Syston South Junction, a Midland Type 4c design signal box dating from November 1911. I was always in awe that he immediately knew what the bells meant and responded without hesitation, and can still remember the clanking sound of the levers as the route was set and then returned once the train was out of section. I now live a two minute walk away from Syston station and each time I use the train service I think back to those days with great fondness.

This brings me back to my first meeting with Robin. I was looking for photos of original Patriots (I really don’t like the word unrebuilt), and had arranged to meet him at his office in High Wycombe. He was extremely helpful and provided a substantial amount of ‘Patriot’ negatives and photographs to search through, this enabled me to have at least one photo of each member of the class.

Obviously the London Midland Region of BR covered a vast area of the country and having selected the images for this book it would seem that Dick Riley covered most of it.

Some of the photographs chosen show locos that were built in the 19th Century that had extremely long working lives as well as those built in the 1950s that had ridiculously short working lives. Allied to that there are plenty of

Railways have always been an interest in my life, although like a lot of people this waned at certain times. But it was well and truly rekindled when in 2002 I took my two-year old son to Rothley station on the preserved Great Central Railway. As I drove down the slope to the car park I was met by the magnificent sight of V2 No. 60800 Green Arrow arriving.

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reminders of the Midland Railway’s small engine policy until Fowler and mainly Stanier started introducing powerful express locomotives to compete with the country’s best, not just in performance but looks also.

The quality and composition of the photographs are wonderful because it’s not only the train in the image that makes it interesting, it’s the landscape and the industry around the focal point that make the photos compelling to look at. Although I didn’t know or meet Dick Riley, I feel privileged to have been asked to look through his photos for this ‘Midland Archive’. We should feel grateful that he took the trouble (although I’m sure it wasn’t too much trouble!) to travel the country and record what life was like when railways were the vital link in the transportation of goods and people throughout Britain.

Happily for me there were also several photographs taken in my home county of Leicestershire, an area that I’ve always thought is under-represented in railway publications. Once again this gave me the chance to be a bit self-indulgent and there are some fascinating shots of one of the world’s oldest railways, the Leicester and Swannington, still providing the route for vital services in the 1950s, as the shot of Johnson 2F 0-6-0 No. 58148 (below) leaving the confines of Glenfield Tunnel shows.

Peter Sikes Syston, Leicestershire June 2021

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1954

Rebuilt ‘Royal Scot’ class 4-6-0 No. 46101 Royal Scots Grey is pictured passing the signal box on the approach to Euston station on 21st May 1954. The modern brick-built signal box was built in 1952 and opened

by British Railways on 5th October that year. It contained a Westinghouse Brake & Signal Co. Ltd. Style ‘L’ Power Lever Frame which was built to the British Railways London Midland Region Type 14 design and was fitted with a 227 lever Westinghouse ‘L’ frame. The frame was originally purchased by the London, Midland & Scottish Railway for a resignalling scheme at Preston North but was never used. The box operated electromechanical points, colour light signals and had full track circuiting. This signal box had a short working life only remaining in use for 12 years until 27th September 1965 when Euston station was completely rebuilt with the 25kV overhead electrification system. RCR 5552

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1955

Riddles-designed BR Standard 9F 2-10-0 No. 92009 passes Cricklewood Yard with a lengthy freight on 19th March 1955. Built in the first batch of 9Fs at Crewe the preceding year No. 92009 would be one of the last of the class to be withdrawn, this taking place in 1968.

Cricklewood Yard was situated to the eastern side of the main line. The Midland Railway had originally built the goods yard, which then developed into a sizeable freight facility under the LMS and British Railways, for collating and distributing goods around London. Later, with the introduction of electrification, the confines of the original depot meant it could no longer be used, and a new depot was built to the north east of the main line located directly north of the sidings and above the northern junction with the Dudding Hill Line. RCR 5693

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Above: LMS 4-4-0 Compound No. 41059 is pictured working a Down passenger service near Hendon on 20th August 1955. 41059 was built as part of Lot No. 6 at Derby Works in 1924 and eventually 195 of these locos were built by the LMS, adding to the 45 almost identical Midland Railway 1000 class. The main visual difference was the reduction of the driving wheels from 7ft 0in to 6ft 9in. The train is passing Hendon Stadium which was completed in 1935 for the purpose of greyhound racing, the opening meeting was on 5th March of that year and the stadium consisting of one main grandstand building along the home straight and a capacity of 6,000 spectators. It was constructed on spare land between the River Brent and the relatively new North Circular Road directly east of the main London, Midland and Scottish railway line. RCR 6570 Left: Beyer-Garratt class 2-6-0+0-6-2 No. 47969 pictured on an Up freight working near Hendon on 19th March 1955. One of a class of 33, the original batch of three locos were introduced in 1927 with the remainder appearing in 1930. The later 30 engines had detail alterations including the fitting of revolving coal bunkers from 1931, as were two of the original three, leaving just 47997 with a fixed bunker. The locos were originally used on Toton (Nottinghamshire)-Brent (London) coal trains bringing supplies of coal from the Derbyshire and Nottinghamshire collieries. Before their introduction these trains had previously been worked by doubleheaded 0-6-0 locomotives, an uneconomical method for the railway company. Unfortunately the LMS Derby design office insisted on the fitting of their standard axleboxes to the Beyer-Garratt design, these were barely adequate for the LMS Class 4F 0-6-0 locomotives, on which they frequently overheated, let alone the LMS Garratts and were a major weakness, they were also heavy on coal consumption and maintenance.

They weighed in at a massive 155 tons 10 cwt and had a tractive effort of 45,620lb. RCR 5685 11

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Fowler ‘Patriot’ 4-6-0 No. 45515 Caernarvon climbing Camden Bank on 21st August 1955. Built at Crewe in September 1932 and named in January 1939 after the town overlooking the southern end of the Menai Strait on the former LMS line between Bangor and Pwllheli, Caernarvon being famous for its imposing castle.

No. 45515 was withdrawn in June 1962 and scrapped later the same year at Crewe Works having clocked up an impressive mileage in excess of 1.3 million. RCR 6578

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Contrasting with the previous image rebuilt ‘Patriot’ No. 45529 Stephenson is pictured on Camden shed on 21st August 1955. 45529 was one of eighteen of the class to be rebuilt with a Stanier Type 2A boiler which was 15 inches shorter and weighed a ton lighter; they gained double chimneys and Stanier 4,000 gallon tenders which were taken from Jubilees. It was rebuilt in 1947 and released back into service wearing the 1946 LMS black livery. Named after the ‘Father of Railways’, George Stephenson, the loco received its nameplates on 12th August 1948 at Chesterfield Market Place station during a ceremony to celebrate the centenary of his death. He had lived in the town from 1838 and died at his home, Tapton House. RCR 6572 13

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Above: Rebuilt ‘Royal Scot’ 4-6-0 No. 46142 The York & Lancaster Regiment descending Camden Bank on 21st August 1955. The length of the 15 coach train gives a good indication of the incline out of Euston.

The destination board on the first coach indicates that this is a London to Blackpool service. RCR 6580 Below: The penultimate Patriot 4-6-0 No. 45550, paired with a high-sided tender is seen passing Camden shed on 21st August 1955. 45550 gained its ‘modified old standard’ 3,500 gallon tender in December 1942 from ‘Jubilee’ No. 45616 and ran with it until May 1956 when it was transferred to classmate 45539 and then to 45515. The tenders were modified by extending the side sheets upwards with the removal of the coal rails.

The front and rear coal space fenders were also extended upwards giving a coal capacity of 7 tons. RCR 6591

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Stanier ‘Princess Royal’ class 8P 4-6-2 No. 46204 Princess Louise being turned at Camden shed on 21st August 1955, probably for a return trip to Liverpool as 46204 was at this time allocated to Edge Hill shed where it spent the majority of its last decade in service. Introduced into traffic by the LMS on 19th July 1935 the loco would be in service for 26 years clocking up 1,373,945 miles, which was the smallest mileage for any member of the class. It also kept its pre-war LMS crimson lake paintwork for a considerable time after nationalisation in 1948, only losing it in 1952. RCR 6590

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Above: Midland-built ‘Lickey Banker’ 0-10-0 No. 58100 at Bromsgrove South on 23rd September 1955 crosses over after descending the Lickey Incline to get ready for its next duty while an unidentified 4F waits with its mineral train. ‘Big Bertha’ (its Derby nickname), as she was commonly known, was built in 1919 by the Midland Railway. Originally numbered 2290 (changed later by the LMS to 22290), it was designed by James Anderson specifically for banking duties on the Lickey Incline, a job it did until withdrawal in May 1956. No. 58100 was scrapped at Derby Works in September 1957. RCR 6886 Top left: Midland 4-4-0 Compound No. 41103 seen working an Up local passenger service shortly after departure from Hendon station on 3rd September 1955. The station dates from 1868, built by the Midland Railway as part of its extension to St. Pancras. The loco was built by the LMS in October 1925 and gave over thirty years service until withdrawal in November 1957. RCR 6647 Below left: Johnson Class 1F 0-6-0T No. 41748 pictured waiting at Dursley station on 21st September 1955.

The station was the terminus of the short Dursley and Midland Junction Railway line which linked the town to the Midland Railway’s Bristol to Gloucester line at Coaley Junction. Built at Derby Works in 1884, 41748 was one of a total of 185 built by the Midland Railway with all of them being passed on to the LMS at the grouping in 1923. They were built without a rear to the cab with the engine crew only being protected from the elements by a short cab roof, hence the nickname ‘half-cabs’. Withdrawals started in 1927 and by 1948 when the railways were nationalised, 72 locomotives passed into British Railways ownership. By 1961 only 11 remained with the final five being withdrawn in September 1965. RCR 6863A 17

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Above: Designed by Kitson to Stanier’s requirements, Class 0F 0-4-0ST No. 47004 (Works No. 5648) is pictured at Derby Shed on 25th September 1955. The LMS Kitson-designed class 0-4-0ST was specifically designed for light shunting. The first five locos of the class were originally built by Kitson & Co. of Leeds to an LMS specification in 1932 and numbered 1500–1504 and were similar to other shunters built for industrial use.

The manufacturer’s works numbers were 5644–5648, the LMS classified them 0F. These were later renumbered 7000–7004 in 1935/1936 becoming 47000–47004 under British Railways. In 1955 BR constructed an additional five at Horwich Works, numbered 47005–47009. These differed from the original batch having shorter saddle tanks with extra space given to longer coal bunkers instead. RCR 6918 Top left: Standard Class 5 4-6-0 No. 73028 at Derby Shed on 25th September 1955. Designed at Doncaster, built at Derby works and introduced to service in 1951 as part of the first batch of 30 locomotives. There was then a gap in construction until 1953 before Derby resumed building its remaining 100 engines. 42 were built at Doncaster, starting in August 1955 and finishing in May 1957, with Derby’s last engine following a month later.

73028 was at the time allocated to 82B (Bristol St. Philip’s Marsh) and as it looks in ex-works condition had probably been at Derby for maintenance purposes. RCR 6922 Below left: ‘Crab’ 2-6-0 No. 42847 is seen at Derby Shed on 25th September 1955. Originally numbered by the LMS as 13147, it was built at Horwich on 12th November 1930, renumbered 2847 on 4th June 1935 and finally 42847 on 28th May 1948, the loco was withdrawn in the week ending 30th June 1962. The ‘Horwich Moguls’ were built between 1926 and 1932 and are noted for their appearance with large steeply-angled cylinders to accommodate a restricted loading gauge. Designed by George Hughes, Chief Mechanical Engineer of the LMS, and built at the ex-L&YR works at Horwich and the ex-LNWR works at Crewe. Put into service by Hughes’ successor, Henry Fowler, the design incorporated a number of advanced features for the time such as long travel valves, compensated brake gear, a new design of tender and a new boiler, the latter was based on the one fitted to Hughes’s four-cylinder Baltic tank locomotives that were also built at Horwich. RCR 6913 19

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Above: Johnson Class 3F 0-6-0 No. 43623 pictured at Derby Shed on 25th September 1955. The Midland Railway Johnson 0-6-0 were a class of locomotives that served the MR system in the late 19th and early 20th centuries. Between 1875 and 1908 the Midland Railway, under the control of locomotive superintendents Samuel Waite Johnson and Richard Deeley, ordered 935 goods tender engines of 0-6-0 type, both from the railway’s own workshops at Derby and various external suppliers. Although there were many (mostly small) variations between different batches both as delivered and as successively rebuilt, all 935 can be regarded as a single series, one of the largest classes of engine on Britain’s railways. Some of the class served on BR metals as late as 1964. RCR 6933 Right: Rebuilt Stanier ‘Royal Scot’ No. 46100 Royal Scot attracts the attention of a group of railway enthusiasts at Derby coaling stage on 25th September 1955, where it looks as though the loco has just replenished its tender. The coaling plant pictured was added to the Derby Works complex by Henry Lees & Co. in 1937.

The original Fowler-designed No. 6100 was the first of the class, built at the Queen’s Park Works of the North British Locomotive Company, Glasgow, and delivered to the LMS on 14th July 1927. The class were an immediate success. Fifty were built by November of the same year and another twenty ordered, this time to be constructed at Derby Locomotive Works. In 1933 Royal Scot was chosen to attend the ‘Century of Progress’ exhibition and toured the USA and Canada along with a train of LMS coaches, clocking up a total of 11,194 miles. For this trip it is believed that No. 6100 swapped identities with Derby-built No. 6152 and this is evidenced by detail differences such as having a full set of Stanier pattern wheels and a Stanier type bogie.

The engine was named Royal Scot at the suggestion of Sir Henry Fowler after the London Euston to Glasgow Central express service, and not the Royal Scots Regiment as is widely believed. Royal Scot was rebuilt by Sir William Stanier with a 2A taper boiler in June 1950 and it remained in service until it became the first of the class to be withdrawn in October 1962 from its allocated shed, Nottingham (16A). RCR 6928 20

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1957

Johnson large Midland design Class 3F 0-6-0T No. 47211 pictured at Walworth Coal Sidings on 1st March 1957. The class was introduced in 1899, rebuilt with Belpaire boilers from 1919 and fitted with condensers for the London area. Walworth Road Coal Depot was just one of the depots in London that handled the distribution of London’s domestic coal supply. A considerable amount of coal for the capital was transported down the Midland route from Toton to Brent Sidings. The coal loads were then transported to Walworth Road, which, being south of the Thames, was accessed by the City Branch which diverged from the London & Bedford line at St. Paul’s Junction, this was located to the north of St. Pancras station. Walworth Road was opened by the Midland Railway in November 1871 and had an active life of over 100 years, closing at the end of April 1973. RCR 10266

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Waiting for their next duties Johnson Class 3F 0-6-0 No. 43762 is pictured alongside classmate No. 43186 and ‘Jinty’ No. 47502 at Bromsgrove Shed on 20th April 1957. Banking engines were required at Bromsgrove from the outset when the Lickey Incline (over 2 miles at 1 in 37½) opened in 1840. The shed was built by the Birmingham and Gloucester Railway alongside their works to service the Lickey banking engines, with additional buildings added over the years. The shed remained in use until September 1964 when the banking engines were made redundant by the introduction of diesels on the Birmingham to Bristol main line. RCR 8158

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1958

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Above: Fowler 4F No. 43938 pictured from Stamford East Junction signal box on a through freight working on 31st May 1958. No. 43938 was one of the original locos of this class built to Midland Railway orders, this particular engine was completed by Armstrong Whitworth in November 1921 and was in service for over 40 years being withdrawn in April 1962. The lines in the foreground lead to Stamford East station, which was the terminus of the Stamford & Essendine Railway. It was closed in March 1957, after which time remaining services were transferred to the adjacent Stamford Town. The two track train shed was demolished but the station frontage still stands largely unchanged. RCR 11898 Above left: G2a Class 7F 0-8-0 No. 49377 pictured working tender first on a Down goods leaving Southam on 8th April 1958. Southam and Long Itchington railway station was on the LNWR Weedon to Leamington Spa branch line that served the aforementioned towns. The station, which can just be seen through the bridge, was situated a couple of miles to the north of Southam. RCR 11561 Below left: Built by the Midland Railway and dating from 1906, Deeley Class 3F 0-6-0 No. 43832 passes through Burton-on-Trent station on 12th April 1958 with a rake of coke wagons that seem to dwarf the locomotive. In 1881, an increase in passengers and goods using the railway led to the 1839 Birmingham and Derby Junction Railway station being demolished and a temporary island platform constructed. A new station was constructed 150 yards further south. It was an island platform accessed by stairs from the road above, passengers being well catered for with waiting rooms for both ladies and gentlemen and a first-class refreshment and dining room and a third-class refreshment room. The platforms were covered with a glass canopy which were close to one-quarter of a mile in length. Until the 1960s the station also served as the terminus for a number of secondary routes, such as the South Staffordshire line to Lichfield City, the line to Leicester via Coalville Town and a line to Tutbury and Hatton. These all closed to passenger traffic between 1960 and 1965. RCR 11621 25

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Above: Class 3P 4-4-2T No. 41975 shunts its single carriage at Stamford Town on 31st May 1958. This loco was introduced in 1923 being a Midland Railway and LMS development of Whitelegg’s London, Tilbury & Southend Class 79. Stamford Town was opened by the Syston and Peterborough Railway, and survives today as part of the Birmingham to Peterborough route. The station had the suffix Town added to distinguish it from the now closed Stamford East station. The station building is an impressive stone structure in Mock Tudor style, designed by Sancton Wood, and was influenced by the nearby Burghley House gaining an upgrade to Grade II* listed building status in March 2020. RCR 11903 Right: Two views of Ivatt 4MT 2-6-0 No. 43105 as she runs off Sutton Bridge tender first and through the deserted platform on 23rd June 1958. The railway first reached the village in 1862 with Sutton Bridge railway station. The actual operation of the railways caused problems when ships were using the river. With no radio communication between the two, news of the approaching ship depended on visual warning. The swing bridge which spans the River Nene is a notable feature of the village and the current version, known as Cross Keys Bridge, was built in 1897 at a cost of £80,000 and is the third bridge to cross the river. The bridge was originally dual purpose, serving both road and rail traffic until 1959 when the railway closed. The first bridge, opened in 1831, was designed by John Rennie the Younger and Thomas Telford as part of the Wash Embankment works. However it was eventually found to be awkwardly sited and in 1850, its replacement, designed by Robert Stephenson, was opened. The position of the second bridge was approximately halfway between the original and the present day bridge. It was a swing bridge and was used only for road traffic until 1864 when the Midland Railway acquired powers to also use it for rail traffic. When the current bridge was constructed it was hoped that the 1850 bridge could be left in position for rail use but the river authorities decided that two bridges so close together constituted a hazard for shipping, and it was removed.

RCR 12124/12125 26

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Above: Black Five 4-6-0 No. 45109 passes North Pole Junction signal box on 16th August 1958 with a train comprising Southern Region stock. North Pole Junction box stood at the top of the gradient from Kensington at Wormwood Scrubs on the West London Line, a former LNWR and GWR Joint line. It controlled the junction where a curve left the West London line to join the Great Western main line out of Paddington at Old Oak East Junction. RCR 12608 Left: Class 3P 4-4-2T No. 41975 pictured at Uppingham station running around and then rejoining its single carriage ready for its return journey to Seaton Junction on 24th June 1958. No. 41975 was built in 1930 at Derby Works for the LMS. The original four locomotives were manufactured to a Thomas Whitelegg design (Class 79) for use on the London, Tilbury and Southend Railway and were built in 1909. The LMS (to a Midland Railway order) constructed ten more in 1923 and a further 25 between 1925 and 1930. The 3¾ mile branch line from Seaton Junction to Uppingham opened in 1894 for both goods and passenger traffic, closing in 1960. It is recorded that in 1910, there were five trains daily to Seaton and four return (five on Fridays). The single line was operated by the London & North Western Railway Co., and then the LMS from the grouping in 1923. The service was used regularly by Stamford School pupils; and a ‘special’ was operated at the beginning and end of term for the boys (as it was then) of Uppingham School. The homeward journey for many left Uppingham at 6.35am, arriving at Euston at 10.12am. The station buildings were demolished and the site is now a small industrial area. RCR 12171/12172

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Two express engines captured on the turntable at Camden shed on 20th September 1958. The locos are being turned on the 70 foot vacuum operated turntable that was installed in 1936 when Camden shed was substantially modernised by the LMS. The allocation under both the LMS and BR consisted almost entirely of ‘Patriots’, ‘Jubilees’, Royal Scots and Pacifics. In the mid-50s no shed had a greater number of ‘Coronation’ Pacifics than Camden.

Above: Princess Royal class Pacific No. 46209 Princess Beatrice eases back onto the turntable at Camden shed and will shortly reverse to Euston station to work ‘The Shamrock’ to Liverpool on 20th September 1958, a service that was introduced by British Railways in 1954. The ‘Princess Royals’ were a frequent fixture on this service which was timed to connect with steamers arriving at Liverpool from Belfast and Dublin.

This named service lasted until the electrification of the line between Euston and Liverpool in 1966. At the time the photo was taken Princess Beatrice (named after the fifth daughter of Queen Victoria) was allocated to Edge Hill (8A) but would move to Crewe North, Carlisle Upperby, back to Crewe North and finally Camden until withdrawal from service in September 1962 after a period in storage. 46209 clocked up just over 1,578,000 miles during its working life. RCR 12736 Left: Rebuilt ‘Royal Scot’ No. 46101 Royal Scots Grey. Built by the North British Locomotive Co., at the Queens Park Locomotive Works, Glasgow in September 1927, running for just over 20 years before being rebuilt to the taper boiler version in November 1945, it gave another 18 years’ service before withdrawal in August 1963. RCR 12732 31

The engine is named after the Army Service Corps which was founded in 1888 from a multitude of smaller formations. RCR 12780

Rebuilt Royal Scot No. 46126 Royal Army Service Corps storms up Camden Bank with a Down express service on 21st September 1958.

About a mile outside of Euston the location is the top of a long 1/100 climb out of the West Coast Main Lines London terminus.

MIDLAND ARCHIVE 1954 -1965

1959

Fowler class 3P 2-6-2T No. 40026 awaits departure time at Moorgate with a suburban service alongside a Metropolitan service for Watford and an unidentified NBL class 29 on 14th May 1959. 40026 was one of a batch of 20 locos (40021–40) of this class fitted with condensing gear for working around London. The class totalled 70, all of them being constructed at Derby Works between 1930 and 1932. No. 40026 was one of the last of the class to be withdrawn in 1962.

Moorgate station dates from 1865 but increased traffic required the line from King’s Cross to be widened to four tracks the following year with completion in February 1868. Suburban services from the Midland Railway ran via Kentish Town and the Great Northern Railway ran via King’s Cross. RCR 13309

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Above: Rebuilt Royal Scot No. 46154 The Hussar passes the North Junction box working a Down express to Manchester while Fowler 4F 0-6-0 No. 44376 waits with empty coaching stock from Chaddesden sidings on 24th May 1959. The 55 lever BR (LMR) Type 15 box came into operation on 30th June 1957. It was located on the east (Up) side of the goods line being constructed on a brick pier on the side of an embankment. RCR 13416 The immediate area around Derby station had numerous signal boxes, each controlling a small area or a limited number of running lines. At its height Derby station was controlled by six signal boxes and they were all located within its immediate confines. They were: London Road Junction, Derby Station ‘A’, Derby Station ‘B’, Engine Sidings No. 1, Engine Sidings No. 2 and Derby Junction.

On the left we see two views of Derby Junction signal box on 24th May 1959, situated on the east (Up) side of the lines to the south of the triangle that led to Chaddesden sidings. It was a Midland Railway Type 2b box comprising 52 levers which opened in October 1892, remaining in use until July 1969.

Top left: Stanier class Jubilee 4-6-0 No. 45662 Kempenfelt passes under the splendid gantry after departing Derby Midland station with a Down express. RCR 13412 Below left: Stanier Black Five No. 45154 Lanarkshire Yeomanry passes Derby Junction signal box on its way into Derby Midland station, the south part of the triangle being seen to good effect. The featured loco was one of only four ‘Black Fives’ to be named. 45154 was named on 5th April 1937, the plate being cast and fitted at St. Rollox Works, as was the case with the other named members. As the class were built without splashers the nameplates had to be mounted on backplates over the leading driving wheels. RCR 13414 35

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Three views taken at The Five Arches Bridge which crossed the River Derwent. The structure was also known as Derwent Bridge, it is located to the north of Derby Midland station. The location became a mecca for trainspotters, especially with the bridge having a footpath that ran the length on the west side. The structure is a low, five-span skew viaduct built between 1836 and 1840 for the North Midland Railway to the designs of George and Robert Stephenson, aided by Frederick Swanwick. The Midland Railway widened the viaduct on the west side in 1892 so that it carried five tracks.

Above: A very clean looking Fowler 4F 0-6-0 No. 44467 passes through Derby Junction running tender first with an iron ore train on 25th May 1959. Built in May 1928, withdrawn May 1964. RCR 13437 Top left: The safety valves lift as 4P ‘Compound’ No. 41157 waits for a signal to make a positional move at Derby Junction on 25th May 1959. Allocated to 17A (Derby) the loco was built by the North British Locomotive Co. and released to traffic in September 1925, being withdrawn by British Railways in May 1960. RCR 13426 Below left: Fowler 4F 0-6-0 No. 44188 seen at Derby Junction with a Down fitted freight on 25th May 1959.

Built in April 1925 this loco had a working life of 40 years before withdrawal in November 1965. RCR 13435

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Above: ‘Patriot’ Class 4-6-0 No. 45519 Lady Godiva leaves Derby at the head of ‘The Devonian’ on 25th May 1959. The name of the engine was transferred from L&NWR ‘Claughton’ class locomotive No. 6008 in 1923 although why the name was chosen has always remained a mystery but has probable association with the city of Coventry. ‘The Devonian’ was a restaurant car service introduced by the LMS in 1927 which operated between Bradford Forster Square and Paignton/Kingswear. The service was suspended during the Second World War but reinstated in 1946 and continued by British Railways London Midland and Western Regions from its inception in 1948. The service ran nameless in the winter months and terminated at Bristol Temple Meads. RCR 13441 Left: Withdrawn from service in 1951 Midland Compound No. 41000 was stored for a number of years at both Derby and Crewe before a return to Derby in 1959. It was here that she was treated to a major overhaul, eventually being turned out in the beautiful crimson livery of the Midland Railway with its original number 1000.

Here we see 41000 in the erecting shop at Derby Works on 25th May 1959 in the early stages of its restoration.

Once restored 1000 ran on the main line until 1963, then being sent to Clapham Museum where the loco spent the next twelve years until another overhaul at the National Railway Museum in 1975. This latest overhaul enabled 1000 to take part in the Rainhill 150 celebrations and take part again in running main line tours until its boiler certificate expired in 1983, becoming once again a static exhibit. At the time of writing 1000 is at Barrow Hill Roundhouse. RCR 13438

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Three more views at Derby, all taken on 25th May 1959 at the south end of the station where the lines from Burton and Trent meet. It also shows the variety of locos that worked in and around this busy East Midlands station and the extensive works.

Above: Stanier Jubilee No. 45577 Bengal and 8F 2-8-0 No. 48083 make for an unusual sight as they work tender-to-tender on a Down through freight which is seen approaching Derby from the Burton line. A note of interest is that the Jubilee is carrying a 52E shedplate indicating that it was allocated to Percy Main shed in the north east, although there is no record of the loco ever being allocated there. RCR 13443 Top right: Robinson Class A5/1 4-6-2T No. 69820 enters Derby Midland station on a down passenger working from Lincoln. The Great Central Railway Class 9N, classified A5 by the LNER, was a class of 4-6-2 tank locomotives that were designed by John G. Robinson for suburban passenger services. No. 69820 was built at Gorton in 1923. RCR 13445 Below right: Derby-built Fairburn 2-6-4T No. 42140 is seen leaving Derby Midland with a local service to Nottingham while Ivatt Mogul No. 46497 backs down onto the stock stabled in the bay platform. RCR 13446 40

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Above: Stanier Class 8F No. 48083 works an Up freight through Derby on 25th May 1959 and is pictured passing the 83-lever framed Type 4d London Road Junction signal box dating from December 1925. It’s worth noting that the BR modernisation plan was making its presence known, especially on local services as can be seen with the amount of DMUs present in this shot. RCR 13453

Left: Fairburn class 4MT 2-6-4 tank No. 42053 is seen on the approach to Derby station with a local service from Spondon on 25th May 1959. Although only a short distance away there was a regular service to Spondon to serve the nearby British Celanese plant.

The MR Type 3a signal box next to the rear coach is the 40-lever frame Way and Works Sidings. RCR 13451 42

The birds scatter at the sound of the engine and commuters read their morning newspapers as Standard class 9F 2-10-0 No. 92137 is pictured on the approaches to Derby station with a Down fitted freight on 25th May 1959. The loco was built in 1957 at Crewe with a BR1C tender and was allocated to Saltley depot (21A), withdrawal came 10 years later in 1967. RCR 13455

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Burton’s industrial railway system extended over an area of four square miles, this comprised of almost 90 miles of track with 32 level crossings. The largest of the breweries – Bass – operated 16 miles as a private branch network and by 1925 accounted for an average freight movement of 1,000 wagons daily. When these pictures were taken in 1959 there was still a large volume of traffic and locomotives would be seen in the town until the mid- to late 1960s before brewery traffic transferred to road transport.

Above: Worthington No. 5 0-4-0ST pictured on a transfer freight working at Hawkins Lane signal box, Burton-upon-Trent, having just passed under Mount Pleasant Bridge on 26th May 1959. The loco was built in 1923 by W. G. Bagnall Ltd., at Castle Engine Works, Stafford to Works Order No. 2108. Worthington’s operated six steam locos with three in operation at any one time, with one having its boiler washed out, another undergoing repairs and a spare. The boilers were washed out every three days due to the lack of a softening plant. The signal box pictured is a Midland Railway Type 4e with a 40-lever frame, built by the LMS and opened on 8th December 1929. RCR 13466 Top left: Gresley class K3/3 2-6-0 No. 61870 begins the climb past Hawkins Lane Sidings signal box up the bank and over the main line on 26th May 1959. The box had received a replacement 35-lever frame and lost its original Burton South Junction name when the separate ex-GNR line on the bank and Burton North Junction box had closed on 9th May 1954. RCR 13463 Below left: Fowler class 4F 0-6-0 No. 44420 pictured exiting the exchange sidings at Dixie Yard, Burton-uponTrent, on 26th May 1959. Introduced by the LMS in 1924, one of a total of 580 locos that were a post-grouping development of the Midland Railway Class 3835 introduced by Fowler in 1911. RCR 13465 45

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Above: After shunting into position Hughes-Fowler Class 5MT 2-6-0 ‘Crab’ No. 42900 with its express perishable goods train (class 3) looks ready to depart New Wetmore Sidings, Burton-upon-Trent, on 26th May 1959. RCR 13474

Left: Burton allocated HughesFowler Class 5MT 2-6-0 ‘Crab’ No. 42763 at Wetmore Sidings, Burton-on-Trent, on 26th May 1959.

Originally numbered 13063 by the LMS, (2763 from 15th April 1935) the loco entered service at Crewe South on 2nd July 1927 and was withdrawn from its final shed, Nottingham, on 6th June 1964. RCR 13470 46

Fowler Class 3F 0-6-0T No. 47464 runs along the Up goods line at Burton Wetmore Sidings with a trip working on 26th May 1959. The vast amount of stock handled at this yard can be seen to good effect in this shot with the breweries of Burton-on-Trent no doubt responsible for a large percentage of it. New Wetmore Sidings are to the right with the Wagon Repairs Depot beyond. On the other side of the main line are the Old Wetmore Sidings, the ex-NSR bank and Hawkins Lane with its water tower seen just to the left of the signal post. RCR 13472

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Stanier rebuilt ‘Royal Scot’ No. 46117 Welsh Guardsman departs Carlisle station with an Up express on 27th May 1959. Originally built by the North British Locomotive Co. at Queen’s Park in November 1927 it was rebuilt to the taper boiler version in December 1943 and withdrawn from service in December 1962.

Originally allocated to Camden shed the loco spent most of its life working out of Leeds Holbeck (55A).

Carlisle station was designed by architect William Tite and built incorporating Tudor and Gothic styles.

The station was constructed between 1846 and 1848 to a cost of £53,000. On 10th September 1847, it was officially opened to rail traffic, even though construction was incomplete and only one long through platform with a bay at each end had been finished. Formerly known as Carlisle Citadel because it is adjacent to a former medieval fortress of the same name. Between 1875 and 1876, the station was expanded to accommodate the lines of the Midland Railway which became the seventh railway company to use it.

RCR 13484

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Viaduct Goods Yard was opened in 1877 by the Caledonian Railway, being situated just north of Carlisle Citadel station on the west side of the passenger line, and remained in use until closed in 1965. RCR 13482

This view, taken on 27th May 1959, shows only one loco at work, an unidentified ex-LMS ‘Jinty’, amongst a sea of goods vehicles. The location is Carlisle Viaduct Goods Yard and gives a good idea of the amount of freight carried by the railways, even in the late 1950s when road traffic was taking its share of business away from the traditional method of the transportation of goods.

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Above: After bringing in a local service Fowler 2P No. 40661 backs out of St. Enoch station. The larger cabside numbering used on Scottish allocated engines can be seen to good effect in this photo. RCR 13491 Top left: Fowler class 2P No. 40605 pictured arriving at its final destination of Glasgow St. Enoch on 27th May 1959 with a local passenger working. RCR 13487 Below left: Fowler class 2P No. 40608 departs Glasgow St Enoch on 27th May 1959, an unidentified BR Standard class 4MT 2-6-0 stands next to a water column at the throat of the station. Note the size of the early BR emblem on the tender in comparison to that of the previous image. RCR 13488 St. Enoch station was a main line railway station in Glasgow designed by John Fowler and James F. Blair, opened by the City of Glasgow Union Railway in 1876. Originally comprising six platforms it was soon expanded to twelve with two impressive semi-cylindrical glass and iron roofed train sheds. The hotel which fronted the station was the first building in Glasgow to be fitted out with electric lighting. The first passenger train worked from the station on 1st May 1876 although the official opening took place on 17th October 1876.

In 1883 it was taken over by the Glasgow and South Western Railway, becoming their headquarters. Services ran to most parts of the G&SWR system, including Ayr, Dumfries, Carlisle, Kilmarnock and Stranraer.

In partnership with the Midland Railway, through services also ran to England, using the Settle and Carlisle Railway from Carlisle to Leeds, Sheffield, Derby and London St. Pancras. The station was closed on 27th June 1966, both the station and hotel were demolished in 1977.

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Glasgow Central station was opened by the Caledonian Railway on 1st August 1879, it is the northern terminus of the West Coast Main Line. Opened on 1st August 1879 on the north bank of the River Clyde, it had eight platforms and was linked to Bridge Street station by a railway bridge over Argyle Street and a four-track railway bridge, built by Sir William Arrol, which crossed the Clyde to the south. However, the station soon became congested. In 1890, a temporary solution of widening the bridge over Argyle Street and inserting a ninth platform on Argyle Street bridge was completed. Between 1901 and 1905 the original station was rebuilt by being extended over the top of Argyle Street, thirteen platforms were built. An additional eight-track bridge, the Caledonian Railway Bridge, was built over the Clyde, and the original bridge was raised by 30 inches.

During the rebuild a series of sidings was created at the end of Platforms 11 and 12 on the bridge over the River Clyde. These were named West Bank Siding, Mid Bank Siding and East Bank Siding.

Above: McIntosh Caledonian ‘439’ class 0-4-4T No. 55189 pictured on a light engine movement at Glasgow Central on 28th May 1959. The 439 Class was introduced by John F. McIntosh in 1900 and a modified version was introduced by William Pickersgill in 1915. No. 55189 was built at St. Rollox Works, Glasgow, in 1907, being withdrawn from British Railways service in 1962, and as the last surviving example of the class it held great appeal for the Scottish Railway Preservation Society. The asking price of £750 proved difficult to raise and only a generous donation secured the preservation of the loco. Fully restored in its Caledonian Railway livery, No. 419 can be seen at the SRPS museum based at the Bo’ness and Kinneil Railway. RCR 13498 Top left: Fairburn class 4MT 2-6-2T No. 42143 departs from Glasgow Central working a local passenger service and passes sister engine No. 42144 in the headshunt while on station pilot duties on 28th May 1959.

Both locos were built at Derby in 1950. RCR 13496 Below left: A track worker glances up at the elegant lines of Stanier Princess Royal class Pacific No. 46205 Princess Victoria as she makes a spirited departure from Glasgow Central with an express bound for Birmingham New Street on 28th May 1959. RCR 13497 52

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53

Introduced in 1885, Dugald Drummond Caledonian Class 0F 0-4-0ST No. 56025 is pictured in St Rollox Works yard on 28th May 1959, the place where it spent the majority of its working life until its withdrawal in 1960. No. 56025 was an early ‘264’ class built in 1890. Later examples were built at St. Rollox railway works under the direction of John F. McIntosh from 1895 to 1908, these being given a different class number ‘611’. These small shunting locos had long service lives under the LMS and British Railways, with the last of the class withdrawn in 1962. They were generally referred to by the generic term ‘Pugs’, were mainly used as works shunters in the area around Glasgow, often running with home-made tenders to improve their small coal capacity. Like most 0-4-0 tanks of the period they had outside cylinders and inside slide valves driven by Stephenson valve gear.

No. 56025 was the inspiration for the Hornby ‘Smokey Joe’ model which is still being produced today. RCR 13501

MIDLAND ARCHIVE 1954 -1965

Pickersgill Caledonian ‘294’ class 0-6-0 3F No. 57684 at St. Rollox Works on 28th May 1959. The engine is in ex-works condition as evidenced by the transfers on the cab side and the cylinder heads on show below the smokebox. RCR 13502 St. Rollox Works was established in the 1850s in the Glasgow suburb of Springburn by the Caledonian Railway which had moved away from its works at Greenock. The new works was built on the site of the station of the Garnkirk and Glasgow Railway (which the Caledonian had absorbed) near to the chemical works of Charles Tennant and as named after the nearby parish church of St Roche.

St. Rollox was unusual in being purpose built for both locomotive and carriage and wagon works. In 1923 with the consolidation of railway firms created by the Railways Act 1921, it became the main works of the Northern Division of the LMS but ceased building new locomotives by 1930. The final batches of main line locomotives built on site were class 4F 0-6-0 freight engines numbers 4177-4206 (Lot 11-30) the order being completed in 1925, and a further order of another ten 4Fs (Lot 45) followed in 1928. In 1929 wagon repairs were moved to Barassie, leaving St. Rollox as a maintenance and repair centre. With the formation of British Railways in 1948, the works remained the primary Scottish repair centre until 1986 when, under British Rail Engineering Limited (BREL), locomotive work in general was being run down. In 1972 it was renamed Glasgow Works.

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Above: Caledonian ‘Standard Goods’ class 2F 0-6-0 No. 57251 dating from 1883 pictured on St. Rollox shed on 28th May 1959. Designed by Dugald Drummond, a total of 244 were built between 1883 and 1897; split between classes 294 and 711 they went by the nickname of Jumbo. They had long working lives and 238 were taken into British Railways ownership in 1948, the last of the class being withdrawn in 1962. RCR 13506A Below: Another Drummond ‘Jumbo’ No. 57311 works tender first with a coal train through St. Rollox on 28th May 1959 as Ivatt Class 4MT 2-6-0 No. 43140 passes at the head of a local passenger service.

Note the wooden bodied former private owner wagon (third from the engine) still in use. RCR 13508

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Stanier Black Fives Nos. 45487 and 44795 with an unidentified ‘Jumbo’ between them and Standard 5MT 4-6-0 Nos. 73152 and 73146 pictured ready for work on St. Rollox shed on 28th May 1959. In Caledonian and LMS days it was known as Balornock shed. It comprised 14 roads and replaced the smaller cramped sheds at St. Rollox Works and Buchanan Street; completed in 1916 the shed had a fifty year life span, being closed in 1966 by British Railways which had assigned it the code 65B. RCR 13504

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Above: In the company of plenty of young spotters at Leeds City station, Stanier Black Five 4-6-0 No. 44857 is seen at the head of ‘The Thames-Clyde Express’ on 29th May 1959, sister engine No. 45268 is at the adjacent platform. ‘The Thames-Clyde Express’ was introduced by the LMS in 1927 and continued until the outbreak of World War Two. British Railways restored the service in 1949 and this continued until 1974 when the title was removed from the train. The term ‘express’ in the title may have been taking it a bit far as the train took 9 hours 40 minutes to complete the near 430 mile service. Departing from St. Pancras it ran via Leicester, Chesterfield, Sheffield and Leeds, then traversed the Settle and Carlisle route calling at Carlisle, Annan, Dumfries and Kilmarnock before arrival at Glasgow St. Enoch. RCR 13534 Above left: First of the class No. 72000 Clan Buchanan pictured in the yard at Carlisle Kingmoor shed on 29th May 1959. In the background can be viewed the bunker end of McIntosh Caledonian Class 3F 0-6-0T No. 56374. RCR 13532 Below left: The final member of the class of ten Riddles Class 6MT Pacifics No. 72009 Clan Stewart, undergoing maintenance at Carlisle Kingmoor shed on 29th May 1959. RCR 13530 The ‘Clan’ class was designed by Robert Riddles and ten were constructed between 1951 and 1952, with a further 15 planned. However, due to acute steel shortages in Britain, the order was continually postponed until it was finally cancelled on the publication of the 1955 Modernisation Plan for the reshaping of British Railways.

Based upon the Britannia Class design, it incorporated a smaller boiler and various weight-saving measures to increase the route availability of a Pacific-type locomotive for its intended area of operation in the west of Scotland. The Clan Class received a mixed reception from crews, a common complaint being that difficulty in steaming the locomotive made it hard to adhere to timetables. Some of the Clan Class locomotives took their names from the Highland Railway Clan Class which was being withdrawn from service at the time. The class was ultimately deemed a failure by British Railways, and the last was withdrawn in 1966.

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Above: Stanier Class 6P 4-6-0 ‘Jubilee’ No. 45610 Gold Coast pictured working an Up express at Kettering on 30th May 1959. Accepted into traffic at Longsight on 19th July 1934, 45610 was allocated to Derby at the time where it was when withdrawn in January 1964. Originally named Gold Coast in February 1936 the name was changed following the granting of independence in 1958; it was then renamed Ghana at a ceremony at Euston station on 12th December of the same year. RCR 13547 Top left: Johnson 1P 0-4-4T No. 58065 pictured at Southwell, Nottinghamshire, on 29th May 1959. The station opened on 1st July 1847 and was substantially rebuilt by the Midland Railway, using stone, in 1871 when the line was extended to Mansfield, this took the line to a total length of 12½ miles from Rolleston Junction.

The original wooden station building was then reused at Beeston railway station. Passenger services to Mansfield ceased in 1929, but the ‘Southwell Paddy’, as it was known, continued running until 1959. It was a single carriage service from Rolleston Junction to Southwell which covered a distance of 2½ miles each way until the station closed to passengers on 15th June 1959 – 112 years of service to local people. The line closed to freight traffic on 7th December 1964. RCR 13537 Below left: The same train is now seen at Rolleston Junction which is situated around half a mile from the village of the same name. The station, although substantially altered, still exists on the busy Nottingham to Lincoln line, the town of Newark being around 4 miles to the east. RCR 13541 61

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Above: The Midland Railway station at Kettering provides the backdrop with Johnson Midland Class 3F 0-6-0 No. 43721 pictured by the coal stage at the adjacent shed on 30th May 1959. The station was opened in May 1857 by the Midland Railway on a line linking the Midland to the Great Northern Railway at Hitchin. The original station comprised only a single platform but in 1879 the line was quadrupled and three new platforms were constructed, platforms 2 and 3 as an island between the fast and slow lines and platform 4 to the west, much of the station retains its original architecture today. The two shed staff in the foreground are hard at work shovelling ash into the wooden-bodied open wagon, the camera catching a shovelful in mid-flight. The shed dates from 1876 and was similar to others built by the Midland Railway with decorative brick surrounding the windows and arched entrances. The original MR shed code was 12 but changed to 15B in 1935 then 15C from 1963 until closure in June 1965. It was equipped with a 60ft turntable which replaced the original 50ft one.

RCR 13546 Right: Fowler Class 2P 4-4-0 No. 40504 pilots Stanier Black Five 4-6-0 No. 44861 as they pass Kettering signal box with an Up express on 30th May 1959. RCR 13548

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Above: Stanier 8F No. 48195 works a Down freight through Desborough station on 30th May 1959. RCR 13569 Desborough gained a railway station when the Midland Railway constructed its extension from Leicester to Bedford and Hitchin. It opened on 8th May 1857 as Desborough but was renamed Desborough for Rothwell on 1st October the same year. Due to an order from the ratepayers of Rothwell, the Midland Railway Company decided to inaugurate a bus service between Rothwell and Desborough station in 1899 and the station was subsequently renamed Desborough and Rothwell. Closure by British Railways came on 1st January 1968.

Below: Ivatt Class 4MT mogul No. 43042 pictured at Desborough on the Down line with a Kettering to Leicester ‘local’ on Saturday, 30th May 1959. RCR 13568

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Above: Black Five 4-6-0 No. 45260 works a Margate to Derby service, pictured departing Kensington on 22nd August 1959.

RCR 14180

Right: Class G2a 0-8-0 No. 49277 passes through Kensington on 22nd August 1959 with a train of mineral empties.

The loco is a former LNWR class G1, rebuilt by the LMS in 1936 with a G2 Belpaire boiler.

These engines never carried a smokebox number so someone has kindly chalked one on!

RCR 14186 65

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Above: Stanier Black Five No. 44827 crosses Mitre Bridge and will head towards Willesden Junction to join the West Coast Main Line while working a Hastings to Manchester express service on 29th August 1959.

The cantilever bridge crosses the Great Western Main Line and the Grand Union Canal. RCR 14202 Top left: Stanier Black Five No. 45006 passes underneath Mitre Bridge and the large GWR signal box at Old Oak Common East working a Margate to Derby service on 29th August 1959. RCR 14201 Below left: Stanier Black Five No. 44869 and West Country class Pacific No. 34099 Lynmouth wait at Mitre Bridge Junction on 29th August 1959. Mitre Bridge Junction is the northern junction of the West London Line with routes to Clapham Junction, the North London Line and the West Coast Main Line. RCR 14203 67

Fowler ‘Patriot’ Class 6P No. 45511 Isle of Man pictured at Willesden shed on 29th August 1959. Built in 1932 at Crewe Works and named in 1938, No. 45511 amassed almost 1.3 million miles before withdrawal in February 1961.

In 2018 one of its nameplates sold at auction for £26,000. RCR 14215

MIDLAND ARCHIVE 1954 -1965

Above: Fowler 4MT 2-6-4T No. 42350 pictured at a busy Willesden depot.

RCR 14218 Right: Fowler Class 3P 2-6-2T No. 40066 at Willesden shed, both photos taken on 29th August 1959. RCR 14219 The London & North Western Railway equipped Willesden Shed with modern aids, a mechanical coaler being built in 1920 at a cost of £7,000 followed a year later by an ash lifting plant and provision of electric power to all of the shed equipment, taking the total spent to almost £10,000. The shed was predominantly used for freight and shunting locomotives.

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Above: Rebuilt ‘Jubilee’ Class 7P No. 45736 Phoenix at Camden shed on 19th September 1959. Just two Jubilees were rebuilt, sister engine No. 45735 Comet being the other, both were released to traffic in 1942 with larger boiler and double chimney, looking very similar to the rebuilt ‘Patriots’. They were the second and third examples of the LMS 2A boilered 4-6-0 locomotives, following on from the 1935 pioneer rebuild 6170 British Legion from the experimental high-pressure engine No. 6399 Fury. They were given the power classification 6P until July 1943 then reclassified to 7P by British Railways from 1st January 1951. It was decided not to repeat the conversion on the remaining 189 members of the Jubilee Class with the emphasis being to rebuild the ‘Royal Scots’. RCR 14281 Top left: Fairburn Class 4MT 2-6-4T No. 42117 on an empty stock working passing Camden Goods Depot on 19th September 1959. RCR 14278 Below left: Stanier rebuilt ‘Royal Scot’ No. 46147 The Northamptonshire Regiment passes Camden Goods Depot with a Down vans train on 19th September 1959. Of interest is the 12-wheeled LMS restaurant car directly behind the tender. RCR 14279 Camden Goods Depot was the London freight terminus of the London and Birmingham Railway, which was the first inter-city railway to reach London. In 1846, the London and Birmingham Railway was absorbed by the newly-formed London and North Western Railway. Prior to the merger, they had decided to build their own interchange facilities, rather than using Pickfords who were a public carrier of goods. The new goods shed replaced the smaller scattered goods facilities, and at the time it was the largest in the country. The goods shed was enlarged in 1931, and closed around 1980. The Interchange Warehouse was remodelled in 1989 to become offices.

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If only we could recreate wonderful scenes such as this! A Sunday view of Derby shed on 27th September 1959 with a multitude of locos around the 70ft turntable, outside Engine Shed No. 4. Although the modernisation plan had been introduced in 1955 there’s just one diesel on show, a MetroVick Type 2 Co-Bo (later Class 28). Twenty of these locos were produced between 1958 and 1959, all being allocated to the London Midland Region.

As with many of the diesel types being introduced they were problematical, suffering frequent failures and by 1961 the entire class was handed back to the manufacturer for remedial work on the engines and to cure problems with cab windows falling out while running! RCR 14307

MIDLAND ARCHIVE 1954 -1965

Johnson Midland Compound 4-4-0 No. 1000, looking resplendent in its original Midland Railway livery, draws admiring looks from the engine crew at Derby shed prior to working the second leg of an SLS Special (M855) to Nottingham via Toton Yard that took place on 27th September 1959. The special originated at Birmingham New Street, arriving at Derby via Burton-upon-Trent, then on to its final destination, Nottingham Midland.

RCR 14303

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Above: Fowler 4F 0-6-0 No. 44376 has replaced No. 1000 on the SLS Special pictured on the previous page, during its planned visit to Toton on 27th September 1959. RCR 14310 Below: Toton Sidings developed with the rise of the coal industry. The coming of the railways in early Victorian times created a transport revolution and East Midlands coal owners quickly seized the opportunities created by the Midland Railway. With the need to marshal coal traffic, Toton railway yards were built in 1856 when Toton was just a tiny village. By the end of the 19th century, there were extensive sidings on both sides of the Erewash Valley. The Up and Down yards were mechanised by May 1939. Coal traffic reached its peak in the 1950s with more than a million wagons passing through Toton. As well as the extensive goods yards there were three engine sheds to cater for around 150 allocated locos, here we see Stanier 8F 2-8-0 No. 48062 stabled at one of them on 27th September 1959. There were also two large wagon repair shops. RCR 14312

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Riddles Standard 9F 2-10-0 No. 92153 at its home shed Toton (18A). 9Fs had replaced the Garratts on the heavy coal trains that worked south to Cricklewood. Also in shot is Fowler 4F 0-6-0 No. 44088 stabled near to the imposing 300 ton No. 1 type coaler on 27th September 1959. RCR 14313

MIDLAND ARCHIVE 1954 -1965

Patriot Class 6P 4-6-0 No. 45510 pictured light engine at Camden on 3rd October 1959. One of the 10 Patriots to remain unnamed, records show that on the day this photograph was taken No. 45510 was transferred from Willesden (1A) to Carnforth (24L), there were further moves in the north west to Carlisle Upperby and Lancaster, from where it was withdrawn from in June 1962 eventually being scrapped at Crewe Works in August 1962. RCR 14332

Stanier Class 6P 4-6-0 Jubilee No. 45742 Connaught storms up the 1-in-100 Camden Bank with the 4.25pm express to Wolverhampton. 45742 was the last of the Jubilee class of 191 locos, being released into service in 1936. In 1943 she was fitted with a double chimney and blastpipe, retaining them until they were removed in 1955. RCR 14334 76

The Roundhouse was built in 1846 for the London & Birmingham Railway, and was known as the Great Circular Engine House; it has a diameter of 160ft and had 24 roads radiating from a 35ft turntable. Built by Branson & Gwyther, using designs by architects Robert B. Dockray and Robert Stephenson. It was in use for locomotive purposes until 1871. Alternative uses for the building were found and one of the longest periods of use (50 years) was as a bonded warehouse for Gin distillers W. & A. Gilbey Ltd. It has been in use as a theatre/music venue since 1964. It was circular in shape and built in brick to an overall diameter of 160ft. RCR 14337

Stanier Black Five No. 45111 pictured in Camden Yard on 3rd October 1959 with a train of Conflats.

MIDLAND ARCHIVE 1954 -1965

Above: Wolverhampton High Level station is the location for the departing Stanier ‘Jubilee’ No. 45734 Meteor on 19th October 1959. RCR 14398 Right: A fine view of Wolverhampton High Level station with Stanier Rebuilt ‘Royal Scot’ No. 46139 The Welch Regiment making its booked stop while working an Up express, an unidentified WD ‘Austerity’ 2-8-0 ambles through on the slow line. RCR 14402 When the station opened on 24th June 1852 it was known as Wolverhampton General but was quickly renamed Queen Street station in September 1853; the entrance faced onto Queen Street so the name made it easier to locate. Work was in progress on the GWR’s station which was to become known as the Low Level, so Queen Street unsurprisingly became known as the High Level and was renamed so on 1st June 1885.

The Midland Railway had used the station from 1st September 1867. Remaining largely unchanged through LMS and BR ownership the station was demolished in January 1965 as part of the electrification scheme.

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Above: Stanier ‘Jubilee’ No. 45734 Meteor gets the signal to depart from Coventry station with an Up service on 24th October 1959. RCR 14403 Top right: Stanier 8F No. 48312 takes the line towards Leamington Spa at Coventry South Junction with an Up through freight on 24th October 1959. RCR 14406 Below right: Jubilee No. 45553 Canada waits for the off in the Birmingham direction on 24th October 1959.

Coventry No. 2 signal box is on the right just before the problematical Warwick Road bridge. RCR 14411 The original Coventry station was built in 1838 as part of the London and Birmingham Railway. Within two years it had been replaced by a new larger station. The original station buildings remained in service as the station masters’ offices until the station was redeveloped in the early 1960s by the London Midland Region of British Railways. The new 1840 station saw a significant number of modifications and extensions over the years, there was an engine shed, water column and turntable, and in its later days an inclined walkway from the platform directly to Warwick Road for summer excursions, and a parcel depot formed from old carriages.

However, the station was constrained by bridges at either end of the station, Stoney Road Bridge to the south, and Warwick Road Bridge to the north. The bridges effectively restricted the station to two lines, and prevented the platforms from being extended. Starting in 1959, as seen in these pictures, the old station and both of the aforementioned bridges were demolished and rebuilt. The bridges were widened, and this made it possible to increase the station to four platforms to replace the previous two. The rebuilt station was formally reopened on 1st May 1962.

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1960

Above: Ivatt 2MT 2-6-2T No. 41277 is ready to depart Burton-on-Trent with a push-pull service to Tutbury on 30th May 1960. In the background Truman’s Maltings Nos. 1 and 2 dominate the skyline. The line between Tutbury and Burton saw its first journey on 11th September 1848 when the Burton to Tutbury line of the North Staffordshire Railway Company was officially opened. The service was given the name ‘Tutbury Jinnie’ and at one point consisted of up to eight trains on weekdays and two on Sundays. Until 1949, the service also served stations at Horninglow, Stretton and Rolleston. Although popular, increased use of road traffic led to the loss-making service being withdrawn at the beginning of the 1960s, the final passenger journey being the 8.12pm Tutbury-Burton service on 11th June 1960. The last train to use the line was a short freight hauled by a diesel shunter; the track remained in place until well into the 1970s. RCR 14784 Right: Standard 9F 2-10-0 No. 92049 pictured at Burton shed, on the wheeldrop road on 30th May 1960.

The leading set of wheels on the tender shows that the loco is awaiting repairs, along with a classmate, before going back into service. A wheeldrop had been installed by the LMS and at this time Burton was the only depot in the district with such facilities, the shear-legs at Derby having disappeared by 1944. No. 92049 was built in 1955 at Crewe Works with a BR1C tender for use on the London Midland Region, and was in service until withdrawal in 1967. In 1935 the shed was coded 17B under the control of Derby, eventually becoming part of the Toton District as 16F in September 1963. In the mid-1950s there were 96 locos allocated to Burton, many of them 8Fs along with BR Standard locos for local work such as the Tutbury autotrain.

With dieselisation and the ale traffic being transferred to road haulage the number of engines declined steadily, although around 20 Jubilees were sent to Burton in the early 1960s where they would end their working lives.

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Above: No. 41536 pictured on the Shobnall Branch. The line from Shobnall Junction to Stretton Junction was built by the London and North Western Railway to their Dallow Lane Wharf immediately adjacent to the Trent and Mersey Canal on the western edge of Burton-upon-Trent. RCR 14803 Left: Deeley 0-4-0T Class 0F No. 41536 runs along the Down goods line by Leicester Junction sidings on 30th May 1960. In the background are part of the Crown Maltings and the 16-lever Leicester Junction Sidings signal box, which opened on 20th June 1909. The signal box on the west side of the tracks is Leicester Junction (Burton) which came into use on 9th February 1902; it had a new 80-lever frame in 1924 which was in use for 45 years with the box closing on 15th June 1969. The buildings to the right behind the box are part of the Midland Railway engine sheds. A total of ten of these diminutive engines were built in two batches, all at the Midland Railway’s Derby Works, the first five, Nos. 1528–1533, in 1907 on Derby order number 3031, and the second five, Nos. 1534–1537, in 1921 and 1922, with only minor detail differences between the batches. They were all withdrawn and scrapped between 1957 and 1966. No. 41536 lasted in service until 1961. RCR 14800

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Above: Neasden allocated (14D) Ivatt 2MT 2-6-2T No. 41284 runs around its train at the former Metropolitan Railway terminus station at Chesham on 21st August 1960. Originally planned to form part of a through route via Rickmansworth to the London & North Western Railway at Tring. Disagreements with the directors of the LNWR led to the plan being dropped in favour of continuing the main line of the Metropolitan Railway north westwards from Chalfont Road (renamed Chalfont & Latimer from 1915), via Amersham to Aylesbury. The line opened in 1892. RCR 15304 The lines north of Harrow (including the Chesham Branch) were from 1906 operated under an agreement between the Metropolitan Railway and the Great Central Railway (GCR) under a Joint Committee. Initially the Metropolitan Railway provided most of the stock and locos to operate the branch including the goods service.

The Metropolitan Railway ceased to exist in 1933 on the formation of London Transport, and from 1937 the steam locos to operate the branch were provided by the LNER, then the Eastern Region of BR in the shape of ex-GCR tank locos. This changed in the late 1950s to ex-LMS locos until timetabled steam services ceased in 1960, then being operated by diesel multiple units until 1967, when the service ceased. Since then all services have been operated by LT/LUL. The goods yard (part of it visible behind the loco in the photo above) had originally been busy principally with coal supplies inwards and outwards with watercress from the local beds in the Chess Valley. Eventually in 1966 all goods services ceased and the yard was closed.

Right: Now at the head of the train No. 41284 awaits its departure time. The bay to the left of the loco lasted until 2012 when ‘S Stock’ 8-car trains meant there was insufficient room. The station, water tower and signal box built in 1889 are Grade II listed, as they form the most complete surviving example of a late 19th Century rural Metropolitan station, and stand as a reminder of the Metropolitan Railway’s early expansion into London’s rural hinterland. RCR 15306 86

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Ivatt 2MT Mogul No. 46518 with a single ex-GWR Toad guards van passes through Talyllyn Junction on 1st October 1960. The junction was located at the rural village at Llanhamlach which is 4 miles east of Brecon, Powys. Opened in 1863 by the Brecon and Merthyr Railway, the junction was triangular, with north, east and west chords. The station was sited at the western junction and also had platforms at the eastern junction until 1878. The junction was created where the Brecon and Merthyr Railway from the south met the Mid-Wales Railway from the north east. Both railways were constructed to serve Brecon, and to achieve this the latter had running powers over the former from Talyllyn into Brecon. The eastern spur of the triangle permitted through running from South Wales to mid-Wales and also to Hereford.

The Midland Railway used the route for goods access to and from Swansea, although it never developed as a trunk route. As a rural line it failed to achieve commercial success and in 1962 all passenger services ceased, the route was subsequently closed in 1964.

Talyllyn Junction is often quoted as a defining feature of the Great Western Railway in Wales, whereby in 1923 it inherited junctions in unlikely and inconvenient locations, others being Moat Lane Junction, Dovey Junction, Afon Wen and Morfa Mawddach Junction. RCR 15457

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Stanier Class 2P No. 41900 0-4-4T pictured at Wellington shed in the company of Ivatt 2MT 2-6-2T No. 41204 on 2nd October 1960. No. 41900 was often used as the Tewkesbury Branch loco, a line that branched off the main Birmingham and Gloucester route at Ashchurch. The loco was push-pull fitted in September 1950.

The Midland Railway had a large number of 1P 0-4-4Ts and this was a larger version, classified 2P, being one of ten locos in the class introduced in 1932 to a William Stanier design. They were numbered 6400–6409 by the LMS and renumbered 1900–1909 shortly before nationalisation in 1948, freeing the numbers for new LMS Ivatt Class 2 2-6-0s. Although the last new Midland-style design, as subsequent Stanier engines incorporated taper boilers, they were not the last MR-designed locomotives built with some 4Fs appearing as late as 1940. The class was originally built with stovepipe chimneys, but were later fitted with Stanier chimneys.

At the time the photo was taken No. 41900 was allocated to Gloucester Barnwood (85C) but it would seem as though it was stored out of use, with chimney covered over, at Wellington shed (84H) until officially withdrawn in 1962. 84H was located to the north side of Wellington station and was closed on 10th August 1964.

RCR 15465

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1961

Above: Pictured with 0-4-0ST ‘Bagnall No. 12’ (W G Bagnall 2822 of 1945) at Staveley Iron & Chemical Co. Ltd., we see preserved Johnson Class 1F 0-6-0T No. 41708 on 5th March 1961. Built in 1880 at Derby as one of a final total of 185 Midland Railway 1377 Class as No. 1418, they were commonly referred to as ‘Half Cabs’.

Located at Barrow Hill since 2005 restoration of No. 41708, under the ownership of the Barrow Hill Engine Shed Society, to working order commenced in November 2020. RCR 15563.

Top right: The works was unusual in hiring locomotives for internal shunting work and was undertaken as part of the 100 year agreement signed in 1866 by the Midland Railway and the Staveley Coal and Iron Company.

Derby built Johnson 1F No. 41739 shuffles around Staveley Works. Staveley Barrow Hill had a number of these small tank engines which were hired by the local Staveley Chemical works for shunting duties. RCR 15562 Below right: Deeley 0-4-0T Class 0F No. 41528, the first of the class built in 1907, pictured between duties at Staveley Ironworks on 5th March 1961. RCR 15552 Founded in 1863, the Staveley Coal and Iron Company Limited was an industrial company based in Staveley, near Chesterfield. The company exploited local ironstone quarried from land owned by the Duke of Devonshire on the outskirts of the village. It developed into coal mining, owning several collieries and also into chemical production, first from those available from coal tar distillation, later to cover a wide and diverse range. Part of the plant at Staveley was a sulphuric acid manufacturing unit. It was during World War 1 that the company developed its chemical operations beyond coal-tar chemicals and began production of sulphuric and nitric acids. During the war they also made picric acid, TNT and guncotton. Staveley Coal and Iron Company were the first company in Britain to manufacture sodium chlorate, the plant becoming operational in 1938 and they became the main competitor to Imperial Chemical Industries (ICI) in caustic soda production.

In 1960, the Staveley Iron and Chemical Company, taken over by Stewarts & Lloyds Limited, merged with the Ilkeston-based Stanton Iron Works to form Stanton and Staveley Ltd. In 1967, Stewarts and Lloyds became part of the nationalised British Steel Corporation, Stanton and Staveley were also incorporated.

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Above: A very clean looking Johnson ‘Half Cab’ Class 1F 0-6-0T pictured at Derby shed on 24th September 1961 in the company of Class O1 2-8-0 No. 63874. This was a Thompson rebuild of Robinson’s Class O4, a total of 58 were rebuilt increasing their power classification from 7F to 8F. No. 63874 was at the time allocated to Tyne Dock (52H) so was a fair way from home. RCR 16325 Left: ‘Jubilee’ Class 6P 4-6-0 No. 45598 Basutoland pictured at its home shed Derby (17A) on 23rd September 1961. Built at the Queen’s Park Works of the North British Locomotive Co. and delivered to the LMS on 9th January 1936, being withdrawn by BR on 24th October 1964. Named on 20th April 1936 Basutoland was a British Crown colony that existed from 1884 until independence was gained in October 1966. The country is now known as Lesotho, the entirety of its border is surrounded by South Africa. RCR 16304 93

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Above: Johnson Midland Railway Class 115 4-2-2 No. 118 pictured at Derby Works on 24th September 1961.

In the late Victorian era, the Midland Railway was noted for its single-driving wheel express locomotives, commonly known as ‘Spinners’. No. 118 was completed at Derby Works in 1897, one of a class of fifteen locomotives built between 1896 and 1899, the driving wheels had a diameter of 7ft 9½ins. It was renumbered 673 in 1907 which it retained when the LMS came into existence in 1923. It was withdrawn from service in 1928 and repainted in Midland Railway colours with its original number, but no longer in working order. It is the oldest preserved engine in Britain to have been built new with piston valves. It was kept in Derby works for many years and periodically brought out on special occasions. It was restored to working order and took part in the Rainhill Trials 150th Anniversary cavalcade that took place between 24th-26th May 1980. It is now a static exhibit in the National Railway Museum in York. RCR 16308 Right: Pictured on the same day as 118 above, London, Tilbury and Southend Railway Class 79 4-4-2T No. 80 Thundersley and Midland Railway No. 158A 2-4-0 are seen at Derby Works, probably in connection with a Works Open Day. The LTSR Class 79 locos were designed by Thomas Whitelegg primarily to haul heavy commuter trains. Four locomotives were ordered and they were built in 1909 by Robert Stephenson and Company at Darlington. They were numbered 79–82 with all being named after places in Essex, on or near the LTSR route. After absorption by the Midland Railway in 1912, they were renumbered 2176–2179 with their names removed, renumbered by the LMS in 1923 (2147-2150) and finally by BR in 1948 (41965-41968).

They were later displaced from the LTSR route and found work in the East Midlands. New boilers for this class were built at Crewe as late as 1948, and one was fitted to No. 80 in January 1949, after which it almost immediately entered storage until February 1950 at Wellingborough. It was withdrawn from service in 1956 having completed over 1.3 million miles in service. Preserved at Bressingham Steam Museum it steamed between 1968 and 1972, but is now there on static display being part of the National Collection.

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No. 158A was built by W. Kirtley at Derby in 1866 as No. 158 as part of a batch of 29 locomotives built for express passenger workings to Kings Cross, then the London terminus of the Midland Railway until St. Pancras station opened in October 1868. Becoming No. 158A in 1896, it has been rebuilt at various dates including being fitted with a Johnson boiler and mountings in 1907 and renumbered 2 which it retained with the LMS until 1934 when it was renumbered 20002. It finally ended its days at Nottingham Midland in 1947 as station pilot after 81 years of service after a previous spell working suburban stopping trains.

It then went for preservation and was repainted in its pre-1907 Midland Railway livery at Derby Locomotive Works. Although it was restored as close as possible to the original design the existing locomotive has Kirtley frames, a Johnson boiler and cab, a Deeley/Fowler smokebox and the chimney is to a Stanier design.

158A appeared at the Stephenson Centenary Celebrations at Chesterfield in 1948 and was a static exhibit in Birmingham during the centenary celebrations for New Street station in 1954. In March 1965 it joined the collection of National Railway Museum locomotives in store at the old engine shed at Hellifield, staying there until August 1967 when it was moved to the Midland shed at Leicester. The following year it was displayed in the short-lived museum at Leicester, remaining there until it moved to the Midland Railway Centre at Butterley in 1975, where it can be seen on display in the Matthew Kirtley Exhibition Hall at Swanwick Junction on the Midland Railway – Butterley. RCR 16308

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1962

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Left: Two views of Johnson Class 2F 0-6-0 No. 58143 at Leicester West Bridge taken on 4th May 1962.

The first shows the loco opposite the water tank and the second departing the yard with a train of empty mineral wagons back to north west Leicestershire. RCR 16409/16417 Above: On the following day, 5th May, No. 58143 is seen waiting for the crossing gates to be opened at Glenfield station, which dates from 1876. The western portal of Glenfield Tunnel can be seen at the rear of the train. A picture of the tunnel appears on page 107. RCR 16438 The Leicester and Swannington Railway was one of England’s first railways, being opened on 17th July 1832 to bring coal from collieries in north west Leicestershire to Leicester. The construction of the railway was a pivotal moment in the transport history of the East Midlands, which was characterised by fierce rivalry between the coal companies of Leicestershire and Nottinghamshire. Through the latter half of the 18th century, the Leicestershire miners, using horses and carts, had been at a disadvantage compared to those in Nottinghamshire, who had access to the Erewash Canal and the Soar Navigation, in 1794 the latter was extended to Leicester. In 1828 William Stenson observed the success of the Stockton and Darlington Railway and, with John Ellis, and his son Robert, travelled to see George Stephenson when he was building the Liverpool and Manchester Railway. Stephenson visited Leicester on their invitation and agreed to become involved. The first meeting to discuss the line was held at the Bell Inn in Leicester, where subscriptions amounting to £58,250 were raised. The remainder of the £90,000 was raised through Stephenson’s financial contacts in Liverpool. The line obtained the Royal Assent in 1830 and the first part opened in 1832.

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Top left: I think it’s a fair bet that Dick Riley travelled on this train as it ambled its way through the Leicestershire countryside as we now see No. 58143 ease over the crossing as it departs Glenfield station.

Passenger services to this small station ceased on 24th September 1928 with goods traffic continuing until withdrawn on 6th December 1965, although trains continued from Groby Granite sidings until September 1967.

Ammunition sidings were located at Glenfield during the First World War. RCR 16431 Below left: We now see the train arriving at a dilapidated Ratby station. A siding first appeared here in 1850 while the station was completed in 1876 with the platform being extended in 1887. The public house to the left of the engine issued tickets before the station buildings were completed. The pub is still open and is appropriately called The Railway Inn. The goods yard closed on 4th October 1954 and the sidings were lifted in 1959, and as at Glenfield passenger services ceased on 24th September 1928. RCR 16441 Above: The Leicester & Swannington was officially taken over by the Midland Railway on 27th July 1846 who then built a through route from Knighton Junction (a couple of miles south of Leicester) to Burton-upon-Trent by utilising the Desford to Coalville section of the Leicester & Swannington, thereby creating Desford Junction which connected the line to Ratby, Glenfield and Leicester West Bridge. Two signal boxes had been provided at Desford Junction in 1876, these were subsequently replaced by one in 1882. This signal box was then replaced in July 1917 by the one pictured above which had 40 levers. It was unusual in that the name was displayed on the box and repeated in the ‘V’ of the junction (located above the oil drum). RCR 16445 99

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Above: Johnson Class 2F 0-6-0 No. 58138 is seen at Coalville shed, backed up to an unidentified 8F, on 5th May 1962. RCR 16447 Below: A Fowler Class 4MT passes Camden Goods Depot with an Up empty stock working to Euston station on 3rd June 1962. RCR 16483

100

The R.C.T.S. and Stephenson Locomotive Society organised a rail tour over the weekend of 2nd/3rd June 1962. The ‘Aberdeen Flyer’ left King’s Cross behind A4 No. 60022 Mallard. No. 60004 William Whitelaw was in charge of the train from Edinburgh Waverley to Aberdeen. GNSR No. 49 Gordon Highlander and J36 0-6-0 No. 65345 then took the train to Inverurie (Works Siding), Old Meldrum and back to Aberdeen via Inverurie and Kittybrewster.

‘Princess Royal’ Class Pacific No. 46201 Princess Elizabeth took over at Aberdeen and ran via Perth and Motherwell to the West Coast Main Line and onwards to Carlisle.

There No. 46200 The Princess Royal hauled the final legs (1X76) from Carlisle to Crewe, then Crewe to London Euston. She is pictured at Camden shed on 3rd June 1962 after replenishing coal and water supplies, presumably ready to head back north as at the time she was allocated to Carlisle Kingmoor (12A). RCR 16478

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Above: Ex-LMS ‘Royal Scot’ No. 46160 Queen Victoria’s Rifleman works 1V83, a summer Saturday service from Birmingham to Newquay, and is pictured near Hereford on 18th August 1962. No. 46160 entered service with the LMS in August 1930, being rebuilt with a taper boiler in February 1945, lasting a further twenty years until withdrawn in the week commencing 1st May 1965. When photographed the loco was allocated to Saltley (21A). A fuelling point can be seen to the right of the last coach of the express which may explain the presence of the DMU. RCR 16734 Top right: Stanier 8F No. 48474 seen on a Permanent Way train near the village of Wickwar in Gloucestershire on 24th June 1962. Located on the main Bristol–Birmingham railway line it was served by a station that opened with the line in 1844, this was closed in January 1965. To the south of the village, the line passes through a 1,401 yard tunnel. RCR 16621 Below right: Bristol Barrow Road shed is the location, on 5th October 1962, for this shot of Fowler 4F 0-6-0 No. 44092 and ex-L&Y ‘Pug’ No. 51218, which on close inspection, has its smokebox door open while buffered up to the 4F. Built by Kerr, Stuart to an LMS order, No. 44092 dates from November 1925, being withdrawn by BR in September 1964. No. 51218 was built in 1901 at the Lancashire and Yorkshire Railway’s Horwich Works as No. 68. Acquired direct from British Railways in late 1964 and delivered directly from Neath, South Wales, where it had ended its working days in June of the same year, to the Keighley and Worth Valley Railway becoming the first locomotive to arrive there on 7th January 1965. RCR 16821 102

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Above: Leeds Holbeck (55A) allocated ‘Royal Scot’ No. 46117 Welsh Guardsman makes its way past the Engine Shed Sidings signal box at Bristol Barrow Road depot on 5th October 1962. The depot was located about ¾ mile north of Temple Meads station, and was Midland Railway shed No. 8. The LMS reorganised shed codes in 1935 when it became 22A. The shed had been improved in 1927 with the addition of a 60ft turntable with new coal and ash plants and an improved yard layout being completed in 1939. It was transferred to the Western Region becoming 82E in February 1958 and remained in use until October 1965. RCR 16823 Top right: Standard 3MT 2-6-2T No. 82040 with a local service and Stanier Black Five 4-6-0 No. 44766, which will head to the Midlands, prepare to depart from Bristol Temple Meads on 19th October 1962. RCR 16853 Below right: We now see Standard 3MT No. 82040 later in its journey at Mangotsfield station, approximately five miles north of Temple Meads. The original station was opened in 1845 by the Bristol and Gloucester Railway, but was resited in 1869 to serve the new Mangotsfield and Bath Branch Line, and became an important junction station with extensive facilities and six platforms. Passenger usage failed to match the station’s size, though at its peak eight staff were employed. The station closed on 7th March 1966 when services to Bath ended as part of the Beeching cuts, the line closed in 1969. RCR 16855 104

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1963

Above: Rebuilt ‘Royal Scot’ No. 46111 Royal Fusilier stands on Woodford Halse shed on 27th April 1963.

As with the rest of the former GCR network, which at this time was in Midland Region hands, the depot looks in a run-down and uncared-for state. RCR 16972 Top right: Ex-LMS ‘Crab’ 2-6-0 No. 42827 passes through Desford station on 30th April 1963. The 16-lever Midland Railway signal box dates from 1897, while the station buildings and house were built in 1848 while the shelter on the Up platform was added in 1862. Of note is the original platform where the engine is passing, this was only 10 inches above the rail height and remained in its original state until closure in September 1964.

RCR 16997 Below right: Glenfield Tunnel, when opened by the Leicester & Swannington Railway in 1832, was one of the longest steam railway tunnels in the world at 1 mile and 36 yards; it was designed by the famous railway engineer George Stephenson and built between 1830 and 1832 under the supervision of his son Robert.

The biggest obstacle to this project was a ridge extending from Gilroes to Glenfield village that required a tunnel. The project ran heavily over budget but resulted in a tunnel that remained in use for 130 years.

The project to build this tunnel was very testing for its engineers, involving techniques that were then virtually untried. Faulty trial drillings suggested the bore would be through stone and clay, when, in fact, much of the bore would turn out to be in running sand. This necessitated a great deal more work and expense. The tunnel had to be lined throughout in brickwork that was between 14 and 18 inches thick, backed by a ‘wooden shell’ where running sand was encountered. Bricks for the lining were made in an on-site kiln. Owing to the problems encountered, the tunnel construction ran well over the proposed budget of £10,000, finally costing £17,326 12s 2½d. Picture taken on 2nd May 1963. RCR 17028 106

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Above: Johnson 2F 0-6-0 No. 58182 and an unidentified Stanier 8F are pictured at Coalville shed on 3rd May 1963. The three road brick-built shed was completed by the Midland Railway in 1890 along with a standard coal stage and 50ft turntable. Around this time the number of engines required at Coalville was steadily increasing due to the amount of coal traffic handled from the surrounding collieries. Soon after opening it was found that the water supply was inadequate and in 1893 a new well was completed at a cost of £800. It was given the code 10b as it was a sub-shed of Leicester (10). Under the LMS in 1935 the shed was elevated in status and control was transferred to Derby, the shed becoming 17C. Various improvements followed with the ashpit being renewed in 1939 with a further extension in 1944 with the deep well receiving a new pump – softening apparatus for the supply was also provided. More modern locomotives in the shape of 8Fs arrived during the Second World War, staying until traffic declined. The shed changed identity again in 1958 becoming 15D under Wellingborough and changing for the last time in 1963 to 15E until closure in October 1965.

The allocation of three Johnson Midland class 2F 0-6-0s, Nos. 58143, 58247 and 58264, is notable as these were necessary for the Leicester West Bridge workings over the former Leicester and Swannington Railway with its restricted clearances. The locos were eventually displaced by two BR Standard Moguls, Nos. 78013 and 78028 with modified cabs. This loco had been taken to Glenfield Tunnel before modification to check clearances and in places only half an inch separated the cab roof from the tunnel wall. RCR 17058 Top right: One of the aforementioned Johnson 2F 0-6-0s, No. 58143, on the Coalville turntable on 3rd May 1963 after returning from a trip to Leicester. Note the crude hand painted code (15D) that had replaced the shedplate. RCR 17059 Below right: Moving a bit further north from Coalville shed, again on 3rd May 1963, we see Fowler 4F 0-6-0 No. 43995 at Mantle Lane sidings, which were quite a substantial set of sidings where coal from the surrounding collieries was formed into trains for transfer to various parts of the country. RCR 17056 108

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Above: Nuneaton based ex-LMS ‘Jubilee’ 4-6-0 No. 45643 Rodney exits the goods sidings at Narborough, Leicestershire on 14th June 1963. The picture was taken from the station footbridge in the direction of Hinckley. Closed in March 1968 the station became the first in the country to reopen after the Beeching closures, this happened on 5th January 1970 after much lobbying by the local council, setting the trend for many more throughout the country. The goods shed is still extant and is now occupied by a builders’ merchant although all of the sidings in this view are gone with houses built on the land they used to occupy. The line is still a busy one and is the main route from Leicester via Nuneaton to Birmingham New Street. An hourly passenger service calls at the station and it sees frequent container freight from the east coast to the distribution centres of the West Midlands. RCR 17163 Left: Another view of a Fowler 4F at Mantle Lane sidings. This time we see Derby-built No. 44034 with a brake van on 3rd May 1963; built in December 1924 it would be withdrawn from Leicester shed (15C) a month after the photograph was taken. It was one of a class that eventually numbered 772, with 197 being built by the Midland (which included five for the S&DJR), the LMS produced a further 575. Although some of the track still exists, the site is partially overgrown; the 1910-built Midland Railway 28-lever frame Mantle Lane East signal box is still in use for freight services that use the Burton-on-Trent to Leicester line. RCR 17057 111

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1964

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Above: Stanier Black Five 4-6-0 No. 45215 stands at Leicester Central with a local service on 11th April 1964.

The ex-GCR line came under the control of the London Midland Region in 1958 and was generally regarded as an unnecessary duplication of existing north-south routes and as a consequence services began gradually to be run down. Most services were now in the hands of Black Fives, also in a run down state. The engine shed closed in 1964, and freight services were withdrawn in June 1965. On 3rd September 1966 the line ceased to be a trunk route with the withdrawal of services to Sheffield and Marylebone, leaving Leicester Central operating a sparse DMU local service to Nottingham and Rugby, its closure came on 5th May 1969. RCR 17545 Top left: Side-by-side at Willesden shed on 11th April 1964 are ‘Jubilee’ 4-6-0 No. 45676 Codrington and rebuilt ‘Royal Scot’ No. 46115 Scots Guardsman (minus nameplates) which at the time was a Longsight (9A) engine.

Originally built in December 1935 at the Queen’s Park Works of the North British Locomotive Co., rebuilding took place in October 1947 and it was released to traffic in LMS 1946-style black livery. It was the first of the rebuilt engines to receive smoke deflectors and the only one to run with them as an LMS engine. Withdrawal took place on 1st January 1966 but thankfully we can still see the ‘Scot’ performing on the main line today.

RCR 17498 Below left: A view of Willesden shed yard on 11th April 1964 with numerous locomotives ready for their duties.

Given the code 1A from 1935, it was primarily a freight depot. Over forty of the new 8Fs had been delivered by nationalisation and this total remained fairly steady throughout the 1950s. ‘Crab’ 2-6-0s for fast freights and 4F 0-6-0s for local work were also common. By the mid-1950s over thirty diesel shunters, assisted by a dozen or so 3F tanks, were working the endless sidings and yards in the vicinity. The shed had been one of the first to operate the new diesel shunters, and in addition the LMS main line diesels, 10000 and 10001, were based there when first introduced. The shed was responsible for a number of empty stock and suburban services and a fleet of 3MT 2-6-2Ts and 4MT 2-6-4Ts worked these trains. Willesden usually managed to hold on to one or two of the more important passenger duties and three or four Patriots or Jubilees were usually on hand for this purpose. The depot, with its shed nearly 100 years old and substantially unchanged since the day it was built, closed completely on 27th September 1965 and was demolished shortly afterwards. RCR 17494 113

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1965 The final view is another of Willesden shed, this time taken on 8th August 1965. Ivatt 2MT No. 43016 is pictured in light steam amongst a healthy allocation of ex-LMS and Standard type engines. RCR 17853

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MIDLAND ARCHIVE 1954 -1965

The name R. C. ‘Dick’ Riley will be familiar to several generations of railway enthusiasts.

Starting in 1937 Dick Riley captured over 18,000 black and white UK railway images, only a small proportion of these photographs have ever been seen. Hopefully that may be addressed with volume one of ‘Midland Archive’, part of a series dedicated to specific railway themes. It is clear to see that Dick had a passion for all things railway – locomotives, trains of all kinds, infrastructure and railway staff. You will find examples of all of these in this book, showcasing some of the best of his photography as well as a fascinating selection of his images recorded from 1954 to 1965.

Published by Transport Treasury Publishing Ltd. £14.50