Midland to the Coast

MIDLAND TOTOTHE FROM THE CAMEL THE EXECOAST PADSTOW TO EXETER IN THE DAYS OF STEAM

he London Midland Region of British Railways served three main coastal aeas – North Wales, Lancashire and the Cumbrian coast bordering the Lake District. There were several major resorts in these locations including Blackpool, Southport, Morecambe, Colwyn Bay, Llandudno, and Rhyl together with many smaller resorts such as Grange-over-Sands, New Brighton, Prestatyn and Pwllheli. Many benefitted from through trains from major urban centres including the capital and peak holiday trains conveyed vast crowds for their annual holiday by the sea. Some forty of these resorts are included in this volume which also features a variety of motive power encompassing steam, diesel and electric traction.

Published by Transport Treasury Publishing Ltd. ISBN 978-1-913251-67-3

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Price:- £14.95 Transport Treasury Publishing

TO THE COAST

Jeffery Grayer C O M P I L E D B Y J E F F E R Y G R AY E R

T

MIDLAND

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Compiled by Jeffery Grayer

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Midland to the Coast

MIDLAND TO THE COAST

Images from the Transport Treasury archive

Compiled by Jeffery Grayer

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Reviving the memories of yesterday… © Images and design: The Transport Treasury 2024, Text: Jeffery Grayer.

ISBN 978-1-913251-67-3 First published in 2024 by Transport Treasury Publishing Ltd., 16 Highworth Close, High Wycombe, HP13 7PJ www.ttpublishing.co.uk Printed in Malta by Gutenberg Press Ltd., Tarxien, GXQ 2902 The copyright holders hereby give notice that all rights to this work are reserved.

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

Front cover : Where else could we possibly feature on the front cover but the premier coastal resort served by the London Midland region, its identity given away by the tower visible in the background of this image?

Jubilee class 4-6-0 No. 45697 Achilles in sparkling condition stands at Blackpool’s Central station in this undated view with a service for returning holidaymakers. (Neville Stead) Frontispiece : A splendid panorama of the railway

at Bangor taken from the high ground which surrounded the extensive layout which consisted of the station, goods yard and motive power depot.

Full of fascinating details this view shows Black 5 No. 45240, Stanier 2-6-4T No. 42433 and, a firm favourite with depot staff, Aspinall former L&YR 0-6-0 No. 52119 a design which dated from 1889.

A DMU working the Amlwch branch, according to its destination blind, completes the motive power on view whilst in the foreground is the yard crane with its supporting match truck. A graceful lattice footbridge spans the depot tracks connecting the platforms with the yard. (Roy Vincent)

Rear cover : A Derby Lightweight DMU working a Whitehaven to Barrow-in-Furness service is captured near Seascale during 1966. Whilst the coastal scenery here looks attractive enough with a wide sandy beach, dunes and one of the greens of the adjacent golf course visible to the right of the track, the ominous presence of the nearby Sellafield nuclear plant can just be glimpsed behind the cutting side on the right. (Larry Fullwood)

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Page Introduction 4 North Wales

Pwllheli, Afon Wen, Caernarvon, Menai Bridge, Britannia Bridge, Amlwch,Holyhead, Bangor, Aber, Llanfairfechan, Penmaenmawr, Conway, Deganwy, Llandudno, Colwyn Bay, Abergele, Rhyl, Prestatyn, Tourist Trains, Holywell

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Cheshire

Wallasey, New Brighton, West Kirby 72

Lancashire

Southport, Lytham St. Annes, Blackpool,Thornton Cleveleys, Fleetwood, Morecambe, Heysham, Hest Bank, Bolton-le-sands, Silverdale, Arnside

Cumbrian Coast

Grange-over-Sands, Ulverston, Ravenglass, Drigg, Seascale, St. Bees, Silloth

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With the waters of the Irish Sea in the background Black 5 No. 45275 restarts its train from Colwyn Bay in September 1953. Tucked behind the tender is a solitary cattle wagon reflecting the importance of this traffic, much of which came across the Irish Sea “on the hoof” and was landed at Holyhead. There was also a brisk trade in “dead stock” carried in containerised meat vans. (Roy Vincent)

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F

Introduction

ollowing the publication of volumes covering coastal resorts served by the Southern (2021) and Western (2022) regions of British Railways, Transport Treasury is pleased to introduce this follow up title featuring the resorts covered by trains of the London Midland Region (LMR).

Encompassing a wide area from North Wales to the Cumbrian coast this territory boasted a number of the premier resorts of the country, perhaps none more famous than Blackpool. The string of North Wales resorts stretching from Caernarvon in the west to Prestatyn in the east included the tourist hot spots of Llandudno, Colwyn Bay and Rhyl and all fell within the ambit of the LMR which also served Pwllheli, in addition to trains of the WR, and Anglesey. The Cheshire coast of the Wirral included Wallasey and New Brighton amongst its attractions whilst further north in Lancashire and the Fylde coast, in addition to having Blackpool in premier position, there was also Southport and Lytham St. Annes which hosted visitors in great numbers. Although the interior resorts of the Lake District were the primary attractions in this area, there were a number of smaller resorts along the Cumbrian coast such as Grange-over-Sands which also enjoyed their share of the tourist market.

predominate in this volume, there are signs of the encroaching traction revolution both in terms of diesel locomotives and multiple units which were beginning to serve a number of holiday destinations. A selection of advertisements for some of the attractions is also included, as are those produced by local tourist offices seeking to entice the holidaymaker to their own particular patch.

Also featured are images of some of the tourist trains laid on especially for holidaymakers such as the “Welsh Dragon”, “Butlin’s Expresses” and the popular “Land Cruise” services, operated under a variety of marketing banners which took tourists on a number of different circular routes with breaks allowed for sightseeing. Many of these tours included the added attractions of an observation car, cocktail lounge, armchair seating and cafeteria car whilst commentaries, music and radio programmes were relayed throughout the train via a loudspeaker system.

Jeffery Grayer Devon 2024

As in previous volumes, and in order to impart a period flavour to the resorts covered, recourse has again been had to the BR publication “Holiday Haunts” this time covering the year 1959. It is salutary to read, after the passage of almost 65 years, some of the descriptions of the vast array of attractions on offer at these resorts, so many of which have experienced an almost terminal decline in their popularity with the rise of foreign travel. Hard now to believe that Blackpool at one time boasted no less than fourteen cinemas and fifteen live shows during the season! Although the effects of Covid have no doubt seen people turn once more to home destinations, it is unlikely that we will ever see again the volume of rail borne holiday traffic experienced back in the late 1950s and early 1960s. Although images of steam 4

Midland to the Coast

NORTH WALES

PWLLHELI Pwllheli has all that’s necessary for an openair holiday – safe bathing from two splendid beaches, an outer harbour which gives safe anchorage for yachts and small craft of all kinds, and an 18 hole golf course. As far as evening entertainment is concerned you’ll find there are two cinemas and other indoor attractions.The town itself which is connected to Chester and Barmouth by rail is a historic place. Its borough charter was granted as long ago as 1355 by the Black Prince. With its good transport connections, Pwllheli is an admirable choice for those seeking a centre for exploring the Lleyn peninsula as well as the mountains of Snowdonia.

Stanier 2-6-4T No. 42489 is about to take out the 7:33am all stations service to Bangor from the terminus of the Cambrian Coast line at Pwllheli on 30th. May 1961. The crew eye the photographer from the footplate, no doubt impatient for him to take his shot and climb aboard. As evidenced by the 6H shedcode affixed to the smokebox this was a Bangor allocated locomotive at this time remaining there until withdrawal in November 1964. (Leslie Freeman)

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AFON WEN

Afon Wen has gently sloping beaches of pebbles and sand, and the bathing there is safe for children. Near the sea, and within easy reach of the station, the holiday maker can stay in farms with glorious views of such mountains as the Rivals, Cader Idris and Snowdon.

Above. Having brought in a service from Bangor this Fairburn variant of the numerous Class 4 2-6-4Ts No. 42078 has run round its train at Afon Wen in order to proceed bunker first to Pwllheli on 3rd. August 1961. At the other side of the up platform, which was embellished with an impressive array of fire buckets, sitting on the veranda of his guard’s van endorsed “Portmadoc R U 1 Not in common use”, a guard takes the opportunity of a break before his freight service is signalled away from the junction. The 'RU' marking, indicating Restricted User, was introduced in 1943 to show vans set aside at particular depots for specific local workings. Subsequently former GWR guard’s vans were branded 'Not In Common Use' indicating that they should be confined to WR workings and not be used elsewhere. (Stephen Summerson) Top right. Whilst the fireman, perched somewhat precariously on the bunker side, rakes forward some coal the driver of No. 42489 replenishes his steed from the platform water column at Afon Wen prior to coupling up to the train and setting off for Pwllheli on 30th. May 1961. The stock consisting of three coaches and a van is standing at platform 3 and all services for Pwllheli and Butlin’s at Penychain had to reverse here as the connecting line from Bangor faced east. There were two separate footbridges here, one connecting platforms 1 and 2 and one connecting the road access with platforms 2 and 3. (James Harrold) Bottom right. Looking resplendent in their green livery and “speed whiskers” a pair of Derby Lightweight 2 car DMU sets, the leading one of which was recorded by the photographer as No. M79179, waits at Afon Wen in July 1957 with a service for Llandudno Junction.

In that year a batch of these units had been allocated to Llandudno Junction depot and they operated on the Llandudno – Blaenau Festiniog branch and on the lines from Bangor to Amlwch and to Pwllheli via Afon Wen. They were popular with the travelling public as their large windows and forward vision gave plenty of opportunity to admire the passing scenery. However, against a background of an increasing supply of DMUs and branch line closures these units were ultimately considered to be non standard and they suffered relatively early withdrawal from service, the last ones going in 1969. (Flint and Harbart)

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CAERNARVON

Caernarvon is known throughout Britain for the mighty castle built there by Edward I. But if the castle is impressive so are its surroundings – the River Seiont, the Menai Strait, the Irish Sea and the mighty Snowdon range can all be seen from the castle walls. Apart from the castle the holiday maker will find other attractions at Caernarvon such as sea and river fishing, golf, tennis and bowls. Rail and road facilities from the town make it a good centre for touring.

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Top left. Carrying the chalked headcode 1C71 Black 5 No. 45145 pulls away from Caernarvon after a ten minute stop with the 9:48am (SO) service from Penychain (for Butlin’s camp) to Manchester service. The second vehicle in the nine coach formation is one of the new BR Mark 2s which entered service briefly in maroon before being subsequently repainted in the corporate blue and white livery. In 1962 for example, in addition to two services to Manchester, there were also through Saturday only workings from Penychain to Stoke on Trent, Liverpool and Warrington. (Norman Kneale) Bottom left. Ivatt tank No. 41234 arrives at Caernarvon bunker first in the pouring rain with a service from Afon Wen. To the left behind Caernarvon No. 2 signalbox is the former bay platform used by Llanberis branch trains until closure to passengers in 1930 although the line still saw excursion traffic until 1962 and freight trains ran until 1964. Adjacent to the line is the imposing Christ Church dating from 1864 with its spire added later in 1886 which, following closure in 1982, became “The Fun Centre” an indoor play centre for children and adults. There appears to be a metal water tank overhanging the trackbed suspended from the walls of the church. (Norman Kneale) Above. Black 5 No. 45325 has charge of an engineering train at the north end of the station which is preparing to remove the signal gantry at Caernarvon. Following closure of the line onwards to Afon Wen in December 1964 the remaining stub to Caernarvon was operated very much as a “basic railway” with redundant track and signalling being progressively removed as the stacks of recovered sleepers seen here on the right testify. BR hoped to continue to serve Butlin’s camp with trains as far as Caernarvon and road coaches thereafter to Penychain. However this transhipment did not prove popular with campers weighed down with luggage and many changed to road transport for the whole journey in subsequent years. The line from Caernarvon was singled in 1966 but did however have a last moment of fame when Prince Charles was invested as Prince of Wales in July 1969, necessitating the running of special trains on the branch. (Norman Kneale)

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MENAI BRIDGE

This is the junction for the branch to Caernarvon, Afon Wen and Pwllheli whilst the main line crosses the Menai Straits by the famous Britannia Bridge to Holyhead on Anglesey.

There is a small mud and shingle beach nearby.

Top left. On 5th January 1970 the remaining stub of the line from Caernarvon to the former junction at Menai Bridge closed completely.

Although contracts had been let for demolition and site clearance, the disastrous fire on 23rd. May 1970 which closed the Britannia Bridge, thus isolating Holyhead which at that time was an important freightliner terminal, led to Caernarvon being pressed back into service to act as a temporary freightliner hub until the bridge could be repaired. It received its first train on 15th. June 1970 and continued to act as a loading and unloading point for containers until 5 February 1972 and a Class 47 can be seen here on a container train in an image taken during this period. Note that in spite of passenger closure the station running in board remains in situ. Following the re-opening of the link to Holyhead the Caernarvon line was finally closed and lifted shortly afterwards. The station building was not demolished until the late 1970s and a supermarket subsequently built on the site in the 1990s. (Norman Kneale)

Bottom left. Caernarvon No. 2 box is revealed in greater detail in this image. This box was opened as part of the remodelling of the station that occurred in 1894 when a new island platform was constructed. It was to an L&NWR design on a brick base with a timber cabin containing 51 levers. Caernarvon No. 1 box was to the north of the station and was of all timber construction containing 68 levers. (Norman Kneale)

Above. The relief down ‘‘Irish Mail’’ headed by an English Electric Type 4 passes Menai Bridge Station signalbox taking the Holyhead line to the left whilst the Caernarvon line can be seen leading off to the right. Although generally superior in their availability for traffic, these locomotives could not out perform a competently driven Royal Scot or Britannia - the steam locomotive they were replacing.

(Norman Kneale)

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Top left. Black 5 No. 44865 comes off the Caernarvon branch with a special working and is about to give up the token to the signalman seen waiting at the foot of Menai Bridge Station box. Although the junction here opened in 1852 it was not until six years later that a station was provided, the four platforms being linked by a subway. Although a few cattle wagons are located in a siding to the left of the crane, which had a lifting capacity of 2½ tons, vegetation has overtaken the other visible sidings, a symptom perhaps of the decline in freight traffic experienced from the late 1950s onwards. There was however a set of seven sidings for the marshalling and interchange of goods traffic situated past the station between the Holyhead and Caernarvon lines. (Norman Kneale)

Bottom left. Coming in the opposite direction is No. 44866 with a service for the Caernarvon line whilst the signalman is poised about to hand over the token for the next section. Although passenger services ceased to call at Menai Bridge station after 14th. February 1966 and the small goods yard for local traffic opposite the box closed in 1972, the 40 lever signalbox was not closed until 9th. December 1973. The station building was subsequently demolished and an industrial estate built on the former goods yard site. (Norman Kneale)

Above. Departing from the aforementioned marshalling sidings is Black 5 No. 44928 with one of the two afternoon freight services bound for Mold Junction. The train has accessed the up branch line from Caernarvon and will gain the mainline once past the station platforms. Bangor depot provided locomotives for yard shunting here for even as late as 1962 the yard was very busy with some fifteen scheduled freight departures and nine arrivals daily. (Norman Kneale)

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BRITANNIA BRIDGE

Opened in 1850 Robert Stephenson’s famous rail bridge was severely damaged by fire in 1970 and subsequently rebuilt as a combined rail and road bridge opening in phases between 1972 and 1980.

Left. Our final view of Menai Bridge illustrates another token exchange this time between the signalman and the driver of a Caernarvon DMU. From December 1964 a DMU service operated between Bangor and Caernarvon with some longer distance summer dated through workings. The line between Menai Bridge and Caernarvon was singled in 1966 with the line closing to passengers on 5th.

January 1970. (Norman Kneale)

Above. Guarded by the two famous lion sculptures an unidentified Class 40 emerges from the tubular spans of the Britannia Bridge bearing the headcode 1A57 indicating a relief service to the up ‘Irish Mail’. This was the premier train on the route and both up and down services ran non-stop between Chester and Holyhead. Such was the demand at times that reliefs were run regularly with Camden based locomotives such as Coronation Pacifics or English Electric 2000hp diesel locomotives. Note the bilingual “Caution” trackside signs, still bearing the heading London & North Western Railway, in both English and Welsh. The inscription on the bridge reads “Erected Anno Domini MDCCCL Robert Stephenson Engineer”. (Norman Kneale)

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AMLWCH

Amlwch is a grand place for holidays at any time of the year; its summers are bracing and its winters mild. It has a little yachting harbour, with good sea fishing; while the nearby coast, rocky and picturesque, abounds in little bays and coves. Amlwch is easily reached by rail – it stands at the end of a branch line connecting with the main Holyhead line at Gaerwen.

Top left. A brace of Black 5s Nos. 45348 and 45031 round the sharp curve from the bridge double heading an up express. As the photographer did not record details of this train and no headcode is carried it is not possible to identify the working. This was a popular spot for photographers and another of the breed, intent on capturing the moment, can be glimpsed behind the p.w. hut on the left.

(Norman Kneale) Bottom left. This close up of the bridge affords a better view of the rather doleful expression of one of the lions which were sculpted in limestone by one John Thomas (yes really) weighing in at around 30 tonnes and some 12 ft high. Unfortunately with the bridge’s reconstruction they are rather hidden away not being visible from the road and with rail passengers only able to catch a glimpse from passing trains. Shortly after the construction of the bridge the lions were immortalised in rhyme by John Evans, a local from Menai Bridge, who was known as Y Bardd Cocos (the Cockle Bard) as he sold this particular seafood, and is famous, or should that be infamous, for his simple and unintentionally amusing poems one of which may be translated as – “Four fat lions, Without any hair, Two on this side, And two over there”. I think he could probably give William McGonagall and his ballad on the Tay Bridge disaster a run for his money! (Sydney Roberts) Above. Amlwch terminus plays host to Standard Class 2 2-6-2T No. 84003 and Ivatt tank No. 41234. No. 84003, allocated to Llandudno Junction shed for use on the line during the final months of the passenger service prior to closure in December 1964, was withdrawn in October 1965 after a working life of just twelve years. Although none were preserved a new build, No. 84030, is currently under construction on the Bluebell Railway. Shunting the yard on this occasion No.41234 was also based at 6G at this time but managed a longer service life of seventeen years before withdrawal in November 1966. (Norman Kneale)

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Left. With the station in the background and with its push-pull coaching set still attached No. 84003 takes water at Amlwch prior to backing down into the station to form the next departure. Although DMUs had been introduced to the line in 1959, steam was to make a re-appearance when a DMU shortage elsewhere led to the units being redeployed. (Norman Kneale) Above. This view taken on 24th. June 1959 shows one of the newly introduced two car Derby Heavyweight DMUs standing at the Amlwch terminus. As the advertisement below states they proved very popular with passengers in view of their ‘wide observation windows’. (Alec Swain)

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Midland to the Coast

Above. Freight continued to be handled on the Amlwch branch after passenger closure principally for the Associated Octel bromine works, a business which was based almost entirely on the production and sale of ‘antiknock’ compounds for use in leaded petrol. With the introduction of unleaded petrol in the 1980s demand for this compound fell. This view shows a train of tank wagons departing Amlwch in a spectacular cloud of exhaust hauled by Standard Class 4 No. 75009. Inbound rail traffic consisted of solid sulphur from Mostyn Docks carried in tank wagons whilst outbound traffic consisted of dibromoethane also known as ethylene dibromide (EDB).

The last train from the Octel plant ran in 1993 due to conversion to road haulage and the plant closed in 2004. (Norman Kneale)

Top right. English Electric Type 40 No. 225 stands at one of Holyhead station’s departure platforms with a boat train service for London (Euston). Built in 1959 it received the blue livery and full yellow front end seen here in July 1971 by which time it had lost its D prefix.

It would be renumbered 40025 in March 1974 thus giving a probable time frame for this image. (Norman Kneale)

Bottom right. This July 1950 image shows Holyhead based Royal Scot Class No. 46161 King’s Own at the terminus. This example was one of eight “Scots” allocated to 6J at this time for working the principal express services emanating from the port. Whilst the fireman standing on the front buffer beam makes some adjustments, parcels are being loaded into the train from a platform trolley in preparation for departure. This locomotive was withdrawn from Leeds Holbeck shed in September 1962. Royal Scots ruled the roost for many years here until the arrival of the new Britannia Standard Pacifics in the summer of 1954 when five, Nos. 70045-49, were allocated to Holyhead depot. However, the Britannias, which were never very popular with crews here, were subsequently transferred away in November 1959 in favour of returning rebuilt Royal Scots which continued to perform along the North Wales coast until the summer of 1963. (Alec Ford)

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HOLYHEAD

Holyhead has for centuries been the stepping-off place for Ireland. Here, in the most westerly town of Anglesey, such well known boat trains as ‘The Irish Mail’ end their journey; and here their passengers transfer, for the passage across the Irish Sea, to the fast and comfortable modern motor ships Cambria and Hibernia.Yet Holyhead is much more than a busy cross-channel port. It stands on its own little island – Holy Island – which is connected to the main island by a causeway; and Holy Island abounds in places of interest.

The whole of the coast around Holyhead, with its steep cliffs, its clouds of sea birds and its romantic caves, is worth a visit.

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Midland to the Coast Top left. Departing from Holyhead up the 1 in 93 gradient with a service bound for Manchester comes Warrington based Jubilee Class No. 45563 Australia passing, on the right, a pair of Black 5s, the nearest of which is No. 45280, waiting to back down to the terminus to haul a subsequent working. The Jubilee would be withdrawn from Warrington Dallam depot in November 1965. (Norman Kneale) Bottom left. Rather a come down for a mighty Coronation Pacific No. 46228 Duchess of Rutland seen here shunting empty carriage stock under the watchful eye of the signalman in his box on 4th. September 1961. These Pacifics would continue to be active on freight workings and as stand-ins for failed diesels on passenger services in the area well into 1964. Based at Crewe North shed at this time this example would be withdrawn from there exactly three years later in September 1964 and by the year end all of this magnificent class had ceased work. (Stephen Summerson) Below. Under Holyhead’s departure side overall roof Standard Class 2 2-6-0 No. 78032 acts as station pilot. In 1976 a similar roof over the former arrival side was removed although that on the departure side remains in situ today. The imposing building between the two sides housed station offices on the ground floor and hotel accommodation above. When sleeping accommodation was provided on vessels from 1949 this led to declining demand for the hotel’s services and it closed in 1961. It was then used for Sealink bookings until the 1970s before demolition in 1979. A new building was erected on the site in the 1990s known today as Stena House which amongst other facilities includes the Holyhead harbour offices. (Norman Kneale)

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Top left. Enthusiasts look out of the carriage windows as a 1958 excursion from Chester to Holyhead and on to Dublin approaches Holyhead passing the locomotive depot on the right. The tall structure is the coaling stage with the shed seen in the background. In July of that year the depot’s allocation of 26 locomotives comprised 4 Fowler 3Fs, 14 Stanier Class 5s, 3 Royal Scots and 5 Britannias.

(Arthur Mace) Bottom left. Back in time now to August 1948 with this view of resplendent Camden based Royal Scot No. 46168 The Girl Guide sporting the new British Railways markings on its tender and posing outside the original shed at Holyhead. This structure was replaced in April 1952 with a new four road shed which continued to service locomotives until closure to steam in December 1966. It then acted as a servicing and refuelling point for diesels for a number of years. (Flint and Harbart) Above. A sad occasion as Royal Scot Class No. 46155 The Lancer is captured leaving Holyhead in charge of what the photographer recorded as the final steam hauled up ‘Irish Mail’. The first ‘Irish Mail’ had been introduced by the L&NWR in 1848 with the final named train operated by Virgin Trains in 2002. Interestingly, a little known robbery attempt had been made on the ‘Irish Mail’ on 20th February 1963 by members of the same gang that went on to participate in the ‘Great Train Robbery’ some six months later. The robbery was foiled when a Dining Car Attendant pulled the communication cord forcing the robbers to beat a hasty retreat empty handed. (Norman Kneale)

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BANGOR

Bangor is a natural centre for exploring the beauties of North Wales. But it’s more than that; this attractive town at the entrance to the Menai Strait is also a seaside resort in its own right. What does the holiday maker seek – fishing, bathing, golf, tennis, cricket, bowls, putting? They are all available at this North Wales resort. The scenery at Bangor is superb, and from the pier there one can see a splendid panorama of coast backed by the great Glyder and Snowdon mountain ranges. But this town is a cultural as well as a holiday centre. Not only do the traditions of the cathedral there date back to before the Norman conquest but the university with its four colleges puts Bangor in the forefront of modern Welsh culture.

Above. Another stunning panorama of Bangor station, this time taken from the north side of the complex, reveals the four platform station with Black 5 No. 45240 departing on a down service. To the right is the goods yard where Fowler 2-6-2T No. 40003 is engaged in shunting. Also in view is the six road motive power depot, originally coded 7B but later changed to 6H. It had an allocation of 30 in the summer of 1962 and was the principal source of power for working the branchlines of the area also providing locomotives for through workings from Butlin’s camp to a variety of midland and northern destinations which were often re-engined at Bangor. The shed closed in June 1965 and the site is now occupied by a martial arts centre. Although the station has lost the bay platform on the left to car parking it still retains the remaining platforms and covered footbridge with its ornate towers. (Roy Vincent) Top right. A closer view of the station shows commendably clean Black 5 No. 45300 heading a service for Crewe. On the left is the bay platform for the former Bethesda branch passenger services which were withdrawn in December 1951 although freight and the occasional passenger special saw operations continue until complete closure in October 1963. No. 45300 spent most of its working life allocated to Crewe, both North and South sheds, before ending its days at Holyhead from where it was withdrawn in December 1965.

(Norman Kneale) Bottom right. Back in time now to 1945 for this panoramic shot of a very busy Bangor station and yard where two locomotives are back to back at the nearest platform with a rake of five coaches in tow. The leading locomotive, still in LMS livery of course, is the only one which can be positively identified as Webb Coal tank 0-6-2T No. 27619 with an unidentified 2-4-2T behind. The 0-6-2T was withdrawn in December 1949 before it could receive its BR number of 58890. (Arthur Mace)

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Top left. A shot dating from August 1949 reveals Jubilee No. 45578 United Provinces with a mixed train waiting at Bangor’s up platform.

Tucked behind the tender are a couple of cattle wagons again illustrating the importance of this traffic at that time. In fact the last cattle train to operate on BR was a freight service from Holyhead to York in November 1975. Allocated to 5A Crewe North in 1949 No. 45578 would give close on 30 years service before withdrawal in 1964. The United Provinces of British India to give it the full title was a province which came into existence in 1921 resulting from the renaming of the United Provinces of Agra and Oudh and it corresponded approximately to the present day Indian regions of Uttar Pradesh and Uttarkhand. (Flint and Harbart) Bottom left. Another view dating from the late 1940s, in this case 6th. September 1948 sees veteran Webb 1P 2-4-2T No. 46687, with safety valves lifting, handling a two coach local at Bangor. This locally based locomotive still carried LMS markings in this period following nationalisation of the railways from 1st. January that year and perhaps unsurprisingly, given that it dated from 1893, it did not survive in service much longer being withdrawn at the end of the following year, although the last survivor of the class did manage to hang on until 1955. (Flint and Harbart)

Above. Under the control of Bangor No.1 signalbox Black 5 No. 45223 gets away with a service from Holyhead to Chester which will shortly enter the 890 yard Bangor tunnel. At the opposite end of the extensive layout lay the 648 yard Belmont tunnel, the station being positioned between these two tunnels which were necessary to negotiate the high ground surrounding the site. No. 1 signalbox was closed in 1968 and demolished shortly afterwards with No.2 box at the other end of the station then taking control of all movements. (Norman Kneale)

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Top left. No doubt to the delight of a couple of platform end “spotters” Black 5 No. 44802 rumbles non-stop through Bangor with a relief to the up ‘Irish Mail’. The roof of the locoshed can be seen on the left of this view and one wonders if the lads were able to ‘bunk’ the shed on this occasion. (Norman Kneale)

Bottom left. At the other end of the complex lay Belmont tunnel from which Black 5 No. 44905 has just emerged with a Holyhead to Manchester service. As the train is scheduled to stop at Bangor It has been signalled into one of the up platforms rather than taking the through road. (Norman Kneale)

Above. The height of the land surrounding Bangor’s railway is evident in this view of Bangor tunnel mouth which Black 5 No. 45223 has just negotiated with a special working carrying reporting number 1G12. Between June 1963 and February 1966 this 4-6-0 was to be found at either Bangor or Holyhead depots before its final allocation to Speke Junction from where it was withdrawn at the end of 1966. Of interest is the subsidiary signal mounted below the main arm, these signals were generally used to control shunting movements and were of two main types – permissive and calling-on. (Norman Kneale)

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Above. The photographer’s notes of this image of No. 46235 City of Birmingham passing through Bangor station contain the enigmatic phrase ‘horse and carriage’. This description refers to the noon departure from Holyhead which was used to work back rolling stock that had accumulated at the port and was known by local railwaymen as the ‘Horse & Carriage’. It became one of the last workings of the Coronation Pacifics before their untimely demise. Although the destination of these workings varied over the years, in 1962 for example it was Ordsall Lane in Salford. (Norman Kneale)

Top right. The Amlwch branch push-pull service has just arrived at Bangor hauled by Standard tank No. 84003. By the winter of 1963/4 for example there were just four through services from Bangor to Amlwch provided on Mondays-Fridays, with six on Saturdays, with a further two journeys involving a change of train at Gaerwen. Withdrawal of all passenger services came on 7th. December 1964.

(Norman Kneale)

Bottom right. No. 52119 along with classmate No. 52269 were two of the Aspinall 0-6-0s that lingered on in North Wales. By 1962 only No. 52119 remained being allocated to Rhyl depot at that time although in this earlier view, taken prior to November 1957 when it was transferred to Rhyl, it carries a 6H Bangor shedplate and is seen shunting at that location. After closure of Rhyl depot in February 1963 it was stored at Llandudno Junction shed making its final journey to Crewe for scrapping in June. One example, No. 52322 has survived into preservation and is based on the East Lancs Railway. (Roy Vincent)

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ABER

Aber is a good place for camping – and for walking and climbing too. There are a number of camping sites in the district, while only two minutes’ walk from the beach there is a British Railways Camping Coach.The views of Conway Bay, Puffin Island and Anglesey are outstanding as are the beautiful mountain glens with which Aber is surrounded.There are the Falls of Aber, too, some two miles away in a rocky gorge fringed with ash trees. Aber enjoys a mild and pleasant climate; it’s not surprising that it has become so popular with holiday makers.

Precious little was left of Aber by the time of this shot showing an unidentified Sulzer Type 2 passing the former L&NWR signalbox on a very short freight. The station here closed in September 1960 but the signalbox remained in use to break up the section between Penmaenmawr and Bangor although it was only open during the day shift. It controlled not only the signalling but also a crossover and a down refuge siding until it was closed in May 1989 following the installation of colour light signalling. Operating as an unstaffed public siding, goods traffic here lasted until May 1964. As can be seen from the following advertisement a camping coach was located here at one time. (Norman Kneale)

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LLANFAIRFECHAN

Llanfairfechan is on the sea, yet close to the mountains, and so appeals to the energetic as well as those who want a restful holiday. Tennis and bowls tournaments are arranged during the season. Situated at the end of the Promenade is a large model yacht lake, which is very popular with young people and their parents. One added advantage of this seaside resort for those with families is that beach huts can be hired at the west end of the promenade.

Although Llanfairfechan closed for a period in the late 1980s whilst the A55 North Wales Expressway was constructed nearby, in fact running through the site of the old station building, the station did subsequently re-open. However, the signalbox seen here has long gone and a totem from the station, similar to the one attached to the gas lamp, sold in 2019 for £1300.

(Norman Kneale)

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PENMAENMAWR

Penmaenmawr is a pleasant little town protected by a semi-circle of high hills between the headlands of Penmaenmawr and Penmaenbach. The resort is a healthy and bracing place with excellent sandy beaches. But there are added attractions. Holiday makers may hire beach chalets fitted with electric light and boiler rings. Dances and band concerts are arranged. Transport presents no difficulty as Penmaenmawr is on the main line to Holyhead.Are you keen on engineering and the early history of railways ? The tunnel which takes the Holyhead main line through the headland of Penmaenbach is an engineering wonder. Are you interested in old churches, Llangelynin has one of the oldest in Wales. Or archaeology ? There’s a British camp at Braich-y-ddinas, and the so called Druid Circles which probably date from the New Stone Age.

Rattling through Penmaenmawr in July 1960 with the ‘Irish Mail’ comes Royal Scot Class No. 46116 appropriately enough named Irish Guardsman. The headboard is carried on the front of the locomotive and no doubt the schoolboy, standing well back on the up platform, will, if he is a train spotter, be ready to record his ‘cop’. The high ground through which the railway had to tunnel is apparent in the background and today the North Wales Expressway thunders past the station and the important quarry rail terminal, which deals with bulk aggregates and which opened in 2022, is situated just to the west. (Don Matthews)

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The scenic coastal stretch near Penmaenmawr sees Standard Class 5 4-6-0 No. 73095 hurrying along with a down service on 16th. July 1964.

The locomotive which carried green lined out livery was based at Shrewsbury depot which had recently been transferred from Western to Midland region control and recoded from 89A to 6D. (Eric Sawford)

As can be appreciated from this viewpoint the railway ran right by the seashore at this point near Penmaenmawr and No. 40102 was captured on film in September 1953 with a local service. Note the guard keeping an eye on proceedings from his compartment at the end of the leading coach. This 2-6-2T locomotive, introduced from 1935, was one of 139 that were Stanier taper boiler developments of an original Fowler design. This example which was allocated to Bangor at this time lasted in service until October 1961. (Roy Vincent)

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Taken on the same day in a similar position Fowler 3 cylinder compound No. 41115 heads a four coach local along this scenic stretch. Constructed in 1925 this 4-4-0 would not have much longer in service being withdrawn from Holyhead shed in May the following year. (Roy Vincent)

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Midland to the Coast

CONWAY

Conway is famous for its castle; but it’s also a first class holiday centre too. And Conway is not only an ideal place in which to spend one’s holiday, but it is also near to a number of other coastal towns and the centre for a district abounding in beauty and interest.There are a number of charming old black and white houses in the place, and the headquarters of the Royal Cambrian Academy of Art, Plas Mawr, is an outstanding example of a Tudor building. Down on the quay, too, there’s a minute little house said to be the smallest in Great Britain. In the grounds of St. Michael’s church there is a Lourdes grotto which attracts a number of pilgrims.

The railway is carried across the river by Stephenson’s famous tubular bridge with Telford’s suspension bridge beside it though the latter has been superseded by a modern structure.

This view photographed from Conway Castle ramparts gives a good indication of the proximity of the road bridge on the left and the railway bridge on the right, both of which cross the River Conway at this point. The road bridge, designed by Telford, was one of the first road suspension bridges in the world and is currently Grade 1 listed. The railway bridge, designed by Stephenson, is also Grade 1 listed and following the destruction of the original iron tubes of the Britannia Bridge by fire, is the last remaining wrought iron tubular bridge designed by the great engineer.

In 1958 a new road bridge was opened situated to the left of the original which is being crossed in this view by a venerable single decker bus. In 1991 a tunnel was built under the river at Conway to carry the North Wales Expressway. (Arthur Mace)

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Erupting in a cloud of smoke and steam from the castellated portal of the rail bridge at Conway comes an unidentified 2-6-2T with a down local service passing the 13th. century castle, one of those constructed by Edward I to subdue the Welsh. Constructed in just four years between 1283-7 it is now a World Heritage site containing the most complete set of medieval royal apartments in the whole of the principality. (Milepost) This onboard shot, taken on 26th. June 1956 affords a better view of the entrance to the rail bridge with the castle in the background.

The architect, Francis Thompson, went to the trouble of designing the pylons, as the entrances are so designated, as barbicans containing crenellated turrets, mock arrow slits and battlemented parapets thus complementing the adjacent castle. The wrought iron tubes were completed onshore before being attached to pontoons which were floated into position before being jacked up into position between the abutments ready for the opening in 1849. A rake of “blood and custard” coaching stock is parked in the siding to the right. (A. E. Bennett)

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DEGANWY

Deganwy, a mile and a half from Llandudno, is in one way unique. Although on the North Wales coast it faces south and south west thus making the most of the sun. Yet even on the hottest days there’s always a cooling sea breeze so that the heat never becomes oppressive. Fine views over the Conway estuary and of the Penmaenmawr and Carnedd mountain ranges are seen from Deganwy.

Above. No.1150 having just passed Deganwy station and signalbox 4P 4-4-0, sporting LMS on the tender, makes a fine sight as it skirts the town, which sits in a favoured position on the Conway estuary, in this image taken around the time of nationalisation in 1948. Built in 1925 this Fowler compound was not renumbered 41150 until May 1949 and spent several years at this time in North Wales being allocated to Holyhead and Llandudno Junction sheds between 1947 – 1954. In this view it is carrying shedplate 7A which was the code for Llandudno Junction applicable between 1935 – 1952. It ended its days at Trafford Park from where it was withdrawn in September 1957. (Flint and Harbart) Left. Having just negotiated Marine Crescent’s level crossing, whose gateposts can be seen in the foreground, this pair of Derby Lightweight DMUs calls at Deganwy’s down platform on 26th. June 1962 with a service from Llandudno. It may possibly be operating one of the ‘Welsh Dragon’ tours, see page 68, which ran between Llandudno and Rhyl during the holiday season although in 1962 the DMU service had been replaced by a steam powered one.

The coaching stock seen in the background is on land that formed part of Deganwy docks which were constructed by the L&NWR to handle slate traffic. With the decline in slate traffic, boat building became important in the dock area and after WW2 BR used some of the sidings to store coaches that were used for such specials as the ‘Land Cruise’ trains and to house excursion coaching stock that had brought hundreds of day-trippers to Llandudno. Even Royal Trains were from time to time temporarily housed there overnight. Today a yacht marina, hotel and spa occupy the site. (W. A. C. Smith)

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LLANDUDNO

Llandudno is one of the great holiday centres of North Wales. It has a magnificent position in the centre of a long curving stretch of sea shore with a beach on each side of the town.

Llandudno itself is attractive and well planned, and a good shopping centre. But unlike many towns of similar size its pure sea air is completely free from smoke, its climate is mild. There are four theatres, two cinemas and two ballrooms in the town. On Sundays there are celebrity concerts, and musical concerts are held throughout the season on the pier and promenade. One of the most attractive spots is called the Happy Valley at the foot of the Great Orme headland overlooking the pier. It is particularly popular with kiddies for whom the greatest attraction is the Alice in Wonderland Illuminated Garden where they can see the well loved characters created by Lewis Carroll come to life before their eyes. Transport to Llandudno is easy by rail or steamer, and there are steamer trips along the coast and to the Isle of Man during the season.

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Above. Excursion traffic coaching stock is much in evidence in this view taken from the platform end at Llandudno on 4th. June 1956. Surprisingly the signal gantry and signalbox, which is an L&NWR type 4 design, remain in situ into the 21st. century. The box still contains its original 86 lever frame although over half of the levers are now out of use. (A. E. Bennett)

Bottom left. At Llandudno station, with its five platforms and impressive glass roof dating from 1892, on 2nd. September 1961 is Black 5 No. 45349 carrying a 21D (Lower Darwen) shedcode awaiting departure with a service to Birmingham as indicated by the headcode 1G27. Today much of the station roof has been removed, two platforms have been taken out of use and half of the station frontage demolished, although it retains the Victorian carriage road between the platforms as seen to the left of the locomotive in this view.

(Stephen Summerson)

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Midland to the Coast

Going back in time to the 1940s this image shows former L&NWR Webb ‘Coal tank’ 0-6-2T No. 7808 simmering gently under the magnificent glass roof with the typical L&NWR ‘target’ nameboard indicating the location. Of 300 examples of this design constructed 64 passed into BR ownership in 1948 and No. 7808 dating from 1888 was one of these swapping its LMS No. 7808 for BR No. 58929 on paper at least although it was withdrawn in March 1950 before this could be applied. One example, No. 58926, has been preserved on the Keighley & Worth Valley Railway. (Arthur Mace) Viewed from a steam hauled service entering Llandudno’s platform 4, the carriage sidings on the right are looking rather overgrown by this date in the mid 1960s and only one set of coaching stock is in evidence. Another steam hauled service is awaiting departure from platform 2 and the roof is still looking pretty intact apart from some end glazing missing at the far left of the station. (Norris Forrest)

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Midland to the Coast

LLANDUDNO JUNCTION

The Old Station Hotel stands opposite the railway station here and is apparently known locally as 'Y Killer' or “The Killer”! Various versions exist as to the origin of the name, one referring to train drivers who would get drunk there before taking on their trains thus turning them into potential killers. Another, more palatable version, is that this was where the railway workers would spend their lunch breaks “killing” time.

Carlisle Kingmoor based Black 5 No. 44887 is seen here leaving the important railway crossroads of Llandudno Junction on 31st. July 1965 with an up service. The main North Wales coast line passed through here and there were branchlines to both Llandudno and Blaenau Festiniog. Additionally it housed a locomotive shed which in the early years of BR was classified as an “A” class depot being coded 7A but the district was later merged with Chester and Llandudno Junction became 6G until closure in October 1966. (Peter Gray)

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COLWYN BAY

Colwyn Bay has three miles of promenade, a pier with a licensed bar and large restaurant, and 250 acres of parks, recreation grounds and woodlands within the borough boundaries.

It has a delightfully sheltered position and this combined with invigorating sea air has made of it a winter as well as a summer resort. It has its own open air theatre in a perfect setting – a really natural amphitheatre in which are found terraces and a boating lake. Eirias Park has, apart from gardens, a model yacht lake, bowling greens, an 18 hole miniature golf course. There is also a very well laid out and equipped sports arena on which open athletic meetings, horse jumping competitions, sheep dog trials and other entertaining and competitive attractions are presented during the summer. Within its boundaries Colwyn Bay includes Rhos-on-sea, Old Colwyn, Mochdre and Llysfaen each of which has its own particular charm and together they can cater for the tastes of all. It is not surprising that they have combined to make Colwyn Bay one of the most popular of watering places.

Above. Black 5 No. 44661 and English Electric Type 4 D211 Mauretania double head an up service away from Colwyn Bay. D211 entered service in May 1959 being initially allocated to Willesden for a short period before transfer to Camden until 1965. Renumbered 40 011 in 1974 it remained in traffic until October 1980 when shortly after this date it was scrapped at Swindon. (Norman Kneale) Right. A close up view taken in 1934 of the fine old L&NWR dual language cast iron notice dating from December 1883 located near Colwyn Bay threatening a penalty of 40/- (£2) for trespassing upon the railway. A fine of £2 in 1883 would today cost you £288!

(George Barlow)

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Above. The up ‘Irish Mail’ is seen passing Colwyn Bay on 26th. August 1953 headed by commendably clean Holyhead based Royal Scot No. 46110 Grenadier Guardsman carrying the appropriate headboard. It is claimed that the ‘Irish Mail’ is the world’s oldest named train. A fine view of the bay could be had from the station platforms which were conveniently adjacent to the promenade and beach.

(Roy Vincent) Top right. On the same day in 1953 Llandudno Junction depot based 4P compound No. 41093 heads away with a lengthy train from Colwyn Bay. By 1959 only one compound, No. 41120, remained at 6G whilst No. 41093 had ended its days at Gloucester’s Barnwood shed in June 1958. The prominent headland of the Great Orme near Llandudno can be seen in the right distance. (Roy Vincent) Bottom right. Crewe North based Patriot Class 4-6-0 No. 45506 The Royal Pioneer Corps, which had been named by Field Marshal the Viscount Montgomery at Euston in September 1948, departs from Colwyn Bay during September 1953 with a rather motley collection of stock. Although no examples were preserved a ‘new build’ project is currently progressing numbered 45551 and named The Unknown Warrior. (Roy Vincent)

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BETWEEN COLWYN BAY AND ABERGELE

Above. The scenic stretch of track alongside the sea between Colwyn Bay and Abergele was a favourite spot for railway photographers and the first of three images taken here features unique Standard Class 8 Pacific No. 71000 Duke of Gloucester in a view dating from 21st. July 1962. Apart from a period at the Swindon Locomotive Testing facility from the winter of 1954 until the spring of 1955, No. 71000 was a lifelong Crewe South locomotive and indeed was to end up stored here from November 1962 just a few months after this image was taken. It had originally been intended to preserve the whole locomotive but as is well known only a sectioned cylinder was saved although ultimately the locomotive itself would be preserved and, after modifications made in preservation did much to address its previous reputation for poor steaming experienced during BR days, it has gone from strength to strength. (Larry Fullwood) Top right. On the same day Hughes/Fowler ‘Crab’ 2-6-0 No. 42886, based at Stockport Edgeley, is seen in the same location with a Birmingham to Llandudno service (1D17). These useful locomotives were frequently assigned to passenger turns during the summer season as they were rated 6P5F. They were often called upon to work the 7:30pm Manchester – Llandudno service, normally rostered to a Britannia, but these Pacifics all too often suffered from availability problems. (Larry Fullwood) Bottom right. We go back in time to 26th. August 1953 for our final view at this location as locally based Llandudno Junction shed 3 cylinder Compound No. 40925 seemingly makes light work of its train. Having had ten of these compounds on its books in 1950 the subsequent introduction of Ivatt tanks and 75XXX Standard Class 4 4-6-0s saw the number at 6G drop to just 4 by 1955, with just a solitary example remaining by the end of the decade. (Roy Vincent)

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ABERGELE

Abergele has developed into a first class holiday resort yet it’s done so without losing any of its old world charm.The town still serves as a centre for a big agricultural area and the holiday maker can spend a pleasant hour or two going round the fairs and markets which are still held there. The beach is sandy and there are several British Railways Camping Coaches on the edge of it. One particularly pleasant feature of Abergele is Pentre Mawr park which is a delightful place to take one’s ease. Further afield there is Gwrych Castle where there is a miniature railway, a zoo and other attractions – an obvious place to take the children.

Above. Taken from a passing train this view of the Grade II listed Abergele & Pensarn station, to give it its full title, and signalbox dates from the 1970s. The timber framed box is mounted upon a brick locking room and is to an L&NWR Type 4 design built in 1902 containing a 60 lever frame. Prior to closure in 2018, along with four other mechanical boxes between Abergele and Talacre, it contained just 6 working levers. As part of the £50m North Wales Railway upgrade, colour light signalling was installed replacing the old semaphores. (J. G. Smith) Right. On 18th. July 1980 No. 40112 has charge of train 1J30, which is the 11:30 service from Bangor to Manchester. In 1961 there were no less than 9 camping coaches located here. Although much of the route along the North Wales coast had been quadrupled and engineered for fast running, including the section from Colwyn Bay to Llandudno Junction quadrupled in 1904 and the section from Abergele to Llysfaen following suit in 1915, the two tunnels either side of Penmaenmawr remained double track, thus constricting the peak summer holiday flows. These days the four tracks along the coastal route have been reduced to two. (Martin Buck)

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RHYL

Rhyl is a modern go ahead seaside resort enjoying a sunny bracing climate. In addition to a wide sandy beach there are a number of special attractions designed for both children and adults. For the young folk there are a cycling track and paddling and boating pools while all can enjoy the marine lake and pleasure beach and the well laid out series of gardens and promenades along the beach. There’s an open air swimming pool, with water phantasy, and open air roller skating rink and the usual facilities such as beach chalets, golf, tennis, boating, bowls and so on. For entertainment you have the Coliseum Fresh Air Theatre and band concerts and puppet shows at the Lawns bandstand. Indoors you have circuses at the Pavilion, variety at the Queen’s Theatre and Amphitheatre, and dancing at the Ritz and Regent ballrooms. Rhyl also happens to stand at the northern end of the Clwyd valley which you can explore by Crosville Motor Services whilst you are based at Rhyl with all the facilities it offers for a really jolly holiday.

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Left. Stanier 2-6-0 No. 42962 passes Rhyl on one of the through lines with an up service on 23rd. August 1958. This class of 40 Moguls introduced in 1933, known colloquially as ‘Lobsters’, were rated 6P5F so could easily handle some of the heavier holiday services. Note that the coaches also carry the same reporting number as that displayed on the locomotive smokebox. (Neville Stead)

Above. Also at Rhyl but rather lower down the power scale was this Webb 2-4-2T rated 1P No. 46643 dating from 1892 and in this September 1952 image still carrying LMS on its tank sides. It was based at the local depot (6K) from July 1952 until withdrawal. These elderly L&NWR veterans had operated most of the local train duties from Rhyl to Chester, Denbigh and Corwen and the Holywell Town-Holywell Junction shuttle but following nationalisation they were replaced by the new Ivatt 2-6-2Ts and all had gone by the start of 1953. (Flint and Harbart)

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Midland to the Coast

Above. The signalman gazes out of an open window in the magnificent Rhyl No. 2 signalbox seen here in the 1970s when it was fully operational. This box was one of a pair, along with Rhyl No. 1 box, both of which are Grade II listed original L&NWR boxes, which flanked the station. No. 2 box closed in 1990 and housed a massive 126 lever frame which puts it on a par with the famous Severn Bridge Junction Box at Shrewsbury. No 1 Box at the eastern end of Rhyl station dating from 1900 and containing a smaller 90 lever frame was a victim of the resignalling scheme of 2018. (J. G. Smith)

Top right. Standard Class 4 4-6-0 No. 75013, one of eight examples allocated to Llandudno Junction shed at the time, awaits departure from Rhyl with an up service in 1955. The locomotive was withdrawn in July 1967 a year before the end of steam on BR and the former up through line at Rhyl seen in this view was lifted in 1990, although the down through line remains in place at the present time. (Flint and Harbart)

Bottom right. Seen by Rhyl depot’s turntable, which was of a 60 foot diameter necessary to turn visiting locomotives arriving on holiday services that terminated here, on 10th. August 1952 is Aspinall ex L&YR Class 11 0-6-0 No. 52619. It had arrived at Rhyl from Hereford where it was on loan from Preston depot a couple of months previously in June 1952. But its stay was to be short lived being withdrawn at the end of 1953. No less than four hundred and forty eight examples of this class were built at Horwich Works between 1889 and 1917 with the last one being retired in 1957. Rhyl depot closed in February 1963 when just three locomotives, a couple of Jintys and a Standard 2-6-2T, remained on its books. (Eric Sawford)

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PRESTATYN

Prestatyn is particularly popular as a family holiday resort for one thing it has a first class sandy beach; and as far as children are concerned this is a matter of prime importance.

But that’s not all. Children’s boating and canoe lakes, a children’s playground and cycle track, have all been installed to provide fun for the kiddies. The gateway to North Wales, Prestatyn enjoys a pleasant climate and an ideal position between hills and sea. It’s a healthy and invigorating spot enjoying cool and bracing air throughout the summer.

Above. In this view, undated by the photographer but probably in the early 1930s, L&NWR George V Class 4-4-0 No. 5342 Boarhound which was built in 1911 is seen near Prestatyn. Naming of these locomotives was rather eclectic to say the least but some were named after dog hound breeds such as Dachshund and Bloodhound and this example which was withdrawn in 1935. None were preserved however, there is currently a project to build a replica of one of Bowen Cooke’s George V Class to be named Prince George and numbered 2013 after the year in which Prince William’s son was born. Prestatyn was slated for closure in the Beeching Report but was reprieved and remains open today and of course lives on in that well known humorous poem by Philip Larkin ‘Sunny Prestatyn’ describing the progressive defacing of a poster advertising the resort. If you don’t know it, take a look – it may cause a chuckle. (Dr. Ian Allen) Top right. A Euston – Llandudno service is seen entering Prestatyn hauled by “Claughton” Class No. 6027. Designed by Bowen-Cooke these 4-6-0s generally had very short operational lives, in the case of No. 6027 just 11½ years before being withdrawn in January 1933. With the introduction of the Royal Scot class in 1927 much of their mainline work evaporated. Although putting in some good performances early in their careers, the class suffered from periods of poor maintenance and their coal consumption tended to be on the high side. Improvements were eventually implemented, including the fitting of Patriot boilers, but it was a case of too little too late with only one example surviving nationalisation in 1948. (Dr. Ian Allen)

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Prestatyn water troughs, one of three sets located on the North Wales coast line, witnesses the passage of Claughton No. 6028, one of the last to be constructed in June 1921 and withdrawn in September 1934. The troughs at Prestatyn were sited to the west of the station and were provided on all four running lines when the layout was increased to four tracks in 1897. The troughs were of slightly differing lengths but all were over 500 yards long with their header tanks formed from old L&NWR boiler barrels. These were mounted on brick plinths on the south side of the line whilst ditches were provided to carry away any excess water which, after flowing into a brook, was carried into what was known locally as the Prestatyn cut, a long established waterway. In view of the hardness of the local water supply a water softening plant was located at Prestatyn station. The troughs ceased their function in 1965 and were removed the following year. (Dr. Ian Allen)

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Britannia Pacific power in the shape of No. 70004 (formerly William Shakespeare) was provided for part of the LCGB ‘Conway Valley Railtour’ of 24th. September 1966. The 4-6-2 is seen here during a photographic stop at Prestatyn, sadly minus its nameplate, whilst operating the leg from Crewe to Llandudno Junction. There a pair of Stanier Class 4 tanks, Nos. 42574 and 42644, took over for a journey down the Conway Valley branch to Blaenau Festiniog before returning the train to Llandudno where No. 70004 took over as far as Rhyl whence a trip over the freight only line to Denbigh was entrusted to 2-6-0 No. 42942.70004 then proceeded back to Crewe where it handed over the railtour to E3026 for the return to Euston. (Alec Swain)

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TOURIST TRAINS BUTLIN’S SPECIALS

Midland to the Coast

The two holiday camps at Prestatyn and Penychain near Pwllheli generated much traffic for the railway and indeed the 58 acre seafront camp at Prestatyn was built as a joint venture between Thomas Cook and the LMS via a subsidiary company British Holiday Estates. It was officially opened on June 24th 1939 by Lord Stamp, chairman of the LMS. The Penychain camp was part of the Billy Butlin empire and saw many ‘Butlin’s Specials’ operate via both the Cambrian Coast line and via Caernarvon and Afon Wen during the summer months. Here we see one such special from Liverpool (1D26) en route to Penychain at Caernarvon hauled by Black 5 No. 45237.

(Norman Kneale) Another Butlin’s special arrives at Caernarvon, also Black 5 hauled, to be greeted by a crowded platform. In addition to taking guests for a week’s or fortnight’s holiday, the holiday camp also offered day admission tickets thus generating much local traffic from holidaymakers based elsewhere in the area. In the summer of 1962 for example there were five through services from Penychain for home-going holidaymakers serving Stoke, two for Manchester, one for Liverpool and one for Warrington within the space of 2 hours and 40 minutes, no mean timetabling feat over the single line from Afon Wen where they had to fit in with local services.

(Norman Kneale)

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A busy scene at Bangor where Stanier Class 4 No. 42488 is on a parcels working from Chester and Ivatt tank No. 41226 has charge of the Amlwch push-pull service. Of particular interest is the ‘Butlin’s Special’ seen at the crowded up platform which Fairburn tank No. 42074 and Stanier tank No. 42478 have worked in from Penychain. Bangor was the usual changeover point for these workings where a Class 5 locomotive would be substituted for the onward journey. (Norman Kneale) Working hard this pair of unidentified tank locomotives attached bunker to bunker double head a ‘Butlin’s Special’ away from Bangor and are about to enter Belmont tunnel. Bangor depot had a number of tanks of Fowler, Stanier and Fairburn types on its books, in the summer of 1962 for example there were sixteen such 2-6-4Ts based there along with four Ivatt 2-6-2Ts. (Norman Kneale)

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LAND CRUISES

The popular tourist ‘Land Cruises’ operated under a variety of different banners over the years in North Wales following a circular route. Here is Ivatt tank No. 41238 leaving Colwyn Bay with the first coach of its train bearing a carriage board proclaiming it to be the ‘Coronation Land Cruise’.

These tourist trains originated in 1951 as ‘Festival Land Cruise’ trains taking their name from the Festival of Britain staged in that year. In 1953, the year of the Coronation, they were renamed ‘Coronation Land Cruises’ and they often utilised some vintage coaching stock such as a former Royal Saloon built for Queen Mary by the Midland Railway in 1912. The round trip, advertised as ‘152 miles of luxury travel’, cost 13/- (65p) for example in 1953. Originating at Llandudno the ‘cruise’ left Colwyn Bay at 10:20 am and the tour allowed for an 85 minute break in Barmouth with a return to Colwyn arriving at 6:17pm after changing at Llandudno Junction.

Surely ‘A Grand Day Out’ by anyone’s standards. (Roy Vincent)

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Top left. This second image of the ‘Coronation Land Cruise’ gives a better view of the first coach with its carriage board attached. The coach is M823M a former ‘Coronation Scot’ Club car and this certainly formed part of the train in 1953 when it was coupled to some other fascinating items of rolling stock including M816 an ex L&NW 12 wheel club car, M43251E a Cafeteria/Diner car, M9919M an open saloon, M813 an open club car with armchairs and M822M a Stanier open saloon also with armchairs. As tender locomotives were the usual motive power for these trains, these views of an Ivatt tank with the stock probably depict shunting movements of the carriages rather than operation of the train itself, unless of course it was a last minute substitution for a failed locomotive.

(Roy Vincent)

Bottom left. This shot of the ‘Coronation Land Cruise’ was taken at Barmouth during the layover of the tour here, the stock being shunted into the down bay platform. Note that the signal marked ‘Bay’ is off so departure is possibly imminent although one of the crew is taking a break near the water column. The locomotive is believed to be Stanier 2-6-0 No. 46424 whilst in the distance is Barmouth North signalbox which would close in September 1974. (Roy Vincent)

Above. Stanier 3P 2-6-2T No. 40130 shunts the stock of the ‘Coronation Land Cruise’ at Llandudno’s terminus on an unrecorded date in 1953, its first year of operation. Based at nearby Llandudno Junction shed from 1948 until withdrawal in 1961 this class was a development of an original Fowler design using an LMS taper boiler. Although five members of the class received larger boilers from 1941 No. 40130 remained in original condition like the bulk of the 139 examples constructed. (Neville Stead)

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Another manifestation of the popular Land Cruise trains was the ‘Festival of Wales 1958 Radio Land Cruise’ the headboard of which is worn by Collet, 0-6-0 No. 2204 seen on the right of this view taken at Rhyl shed on 4th. September 1958. On the left can be seen Machynlleth based classmate No. 2233 and an Ivatt tank, whilst behind No. 2204 another locomotive is just about to access the turntable positioned at the side of the shed and the adjacent office which carries the somewhat optimistic exhortation ‘Keep Smoke Down’. In 1959 6K had an allocation of 11 locomotives including the veteran Aspinall 3F 0-6-0 No. 52432 seen on the far left of this view. Other items of interest in this fascinating panorama are the massive quantity of point rodding in the foreground and the fine signal gantry over the mainline on the far left.

(Stephen Summerson)

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Back at Afon Wen Machynlleth based Standard Class 4 No 75020 is signalled away with a Land Cruise working returning from Pwllheli whilst Collett 0-6-0 No. 2294, also based at 89C, and heading a freight service waits in the bay platform on 30th. August 1961. The line from Pwllheli was very busy in the summer months, especially after the opening of the Penychain holiday camp with the line from the camp being doubled as far as Afon Wen to improve capacity and the platforms at the eastern end of the junction station being extended to cater for twelve coach trains. (Stephen Summerson) Earlier in the same year, on 30th. June 1961, No. 75020 again has charge of a Radio Land Cruise service seen here near Criccieth. 1961 was to prove to be the final season of these excursions, brought about mainly by the threat of closure that hung over a key part of the circular route followed i.e. that from Ruthin to Corwen which had been freight only since withdrawal of the passenger service in 1953 but which was retained for excursion traffic until 8th. September 1961. The line from Ruthin to Corwen was however not formally closed to freight until March 1965. (Flint and Harbart)

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WELSH DRAGON

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Above. Our final holiday service operated by BR to be featured is the ‘Welsh Dragon’ unique in that it was the only named train on BR to be operated as a push-pull shuttle service. The train is departing from the up bay platform at Colwyn Bay propelled by Ivatt tank No. 41285. With the closure of Rhyl shed in February 1963 locomotives for this service were then supplied by Llandudno Junction depot.

The driver can be seen in the trailer compartment which also carried a headboard whilst the coaches sported carriage roofboards.

(Roy Vincent)

Top right. In this view Ivatt tank No. 41285, carrying another diminutive headboard, departs Colwyn Bay propelling three non corridor coaches on 26th.

August 1953, the third year of its operation. Running between Rhyl and Llandudno it offered eight return trips on Mondays - Fridays with six on Sundays, thus providing a useful service for holidaymakers at all resorts in between. It did not run on Saturdays which was then the usual holiday changeover day and which of course saw line capacity used to the maximum.

The last departure from Llandudno was not until 10:45 pm thus giving tourists the chance to avail themselves of the shows on offer at the resort.

It was usually operated by a Rhyl based Ivatt tank, although in the summer of 1957 Derby lightweight DMUs took over until steam returned in 1962.

(Roy Vincent)

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Left. We could not leave the subject of trains for holidaymakers without featuring one of the many seaside tourist railways that could be found in resorts throughout the country.

Here we see the Colwyn Bay Miniature Railway which was opened by the local council in the late 1940s and sold to a local operator in 1952.

Starting at the corner of the Promenade and The Dingle it ran for approx. 500m westwards towards the pier seen in the background to this view dated 24th. August 1953. Motive power was a 4-6-0 steam locomotive named Prince Charles dating from 1949 and built

by Carland Engineering. Switching to diesel power in 1972 a new locomotive named Dylan was operated until closure of the line in the late 1980s with the track being taken up in 1989. The pier opened in 1900 and like so many Victorian piers has been the subject of much local debate regarding restoration following storm and fire damage. Today just a truncated pier with some salvaged ironwork from the former structure remains, the bulk having been removed. (Roy Vincent)

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HOLYWELL

Holywell not far from the Dee estuary takes its name from St. Winefride’s Well, a place of pilgrimage for centuries. Almost as well known is the chapel over the well built by the mother of Henry VII, traditionally regarded as one of the seven wonders of Wales.

Basingwerk Abbey, whose ruins stand by Holywell Junction station, is well worth a visit.

Above. On 26th. August 1954 the photographer was just in time to capture the working of the single push-pull operated branch train from Holywell Junction to Holywell Town which was to cease operation from 6th. September that year. This view of the junction station shows Ivatt tank No. 41276 in the bay platform with the branch service. The final summer timetable provided just five departures each way Mondays – Fridays on the 1¾ mile branch, although this service level doubled on Saturdays. After closure of the branch the junction station remained open to passengers until February 1966 and to freight until 1970. The Italianate station building, listed Grade II in 1970, is now a private dwelling and the signalbox was also listed Grade II in 1991. Palethorpe’s, whose advertisements were once a common sight on station platforms with an example seen here on the island platform, was a well known brand producing sausages, pork pies and cooked meats. Founded in 1852 by Henry Palethorpe the company still exists although now part of the Addo food group.

(Arthur Mace) Right. Seen on the same day No. 41276 has arrived at the small one platform Holywell Town terminus. The locomotive propelled the single coach up the branch and was then at the head to provide braking power on the descent to the junction. The steep 1 in 27 incline from the terminus is apparent behind the locomotive in this view which also shows the entrance to the goods yard on the right. Railway staff appear to outnumber intending passengers i.e. one lady and her daughter. Access to the platform was down the steep path from the overbridge, which still stands today, seen on the left and apparently a separate Ladies Waiting Room was deemed necessary even for such a small station. An intermediate station on the short branch was also provided to serve St. Winefride’s Well. (Arthur Mace)

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CHESHIRE

HOYLAKE & WEST KIRBY

These are twin seaside resorts on the Wirral peninsula and form an ideal playground for both adults and children. Whilst children are attracted most of all by the sands there, grown ups might seek out the well known Royal Liverpool Golf Club at Hoylake but there are several more 18 hole courses at Caldy, Heswell, Leasowe and Bidston so one need not be short of somewhere to play in or near Hoylake and West Kirby. Sheltered by the Welsh hills to the west and, in the case of West Kirby, by Grange hill to the east, their mild but bracing air, low rainfall and high sunshine record guarantee them a pleasant and equable climate. Offshore, about a mile out, are Hilbre and its companion islands and it is possible to walk across the sands to them at low tide.

Above. Moving into Cheshire we come to the twin resorts of Hoylake and West Kirby situated on the Wirral peninsula. This view of the signalbox at Hoylake dates from the 1980s and although the signalbox is long gone (closing in 1994) and the level crossing gates have been replaced by lifting barriers, remarkably the Post Office building with the attractive curved frontage in the background still functions although now only as a Royal Mail delivery office. Today the station sees a frequent service to West Kirby and to Liverpool Central, every 15 minutes during the daytime, as part of the Merseyrail network with the new Class 777 EMUs being recently introduced to replace the older Class 507/508 types. (J. G. Smith) Top right. In addition to the station of the Wirral Railway, West Kirby originally had another station provided by the Birkenhead Joint Railway (BJR) jointly owned by the L&NWR and the GWR and which ran 12 miles to the mainline at Hooton. This BJR station is seen on a miserable wet day sometime in the 1950s with an unidentified tank locomotive taking water prior to coupling on to its train, having run round using the passing loop. Although there was talk of a joint station at West Kirby, this was never realised and with declining passenger usage the BJR line closed in September 1956. In 1973 the route of the former line to Hooton became the Wirral Way, part of the Wirral Country Park. (Arthur Mace) Bottom right. Webb Coal Tank No. 27664 approaches West Kirby in this undated view taken sometime in pre-nationalisation days between 1935 and 1947. Built in 1883 this L&NWR 0-6-2T was renumbered from 7664 to 27664 in 1935 and was withdrawn at the end of 1947 putting in a creditable 64 years service. (Neville Stead)

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WALLASEY

Wallasey and New Brighton are modern pleasure resorts standing where the Mersey joins the Irish Sea. They have five miles of promenade and eight miles of lovely coastline and all the outdoor amusements and recreations that one could well desire. Yet they have something more – you can sit on the piers or promenade at New Brighton hour after hour and watch a constantly changing procession of ships of all nationalities going in and out of the Mersey. The New Brighton swimming pool is one of the biggest in the world having room for 3000 bathers and 20000 spectators and weekly Bathing Girl competitions are held throughout the season. The Corporation has its own luxury pleasure boat the “Royal Iris” which, with its own dance band, takes you for two hour pleasure trips around the estuary and sea.These trips give you a real chance of seeing some of Liverpool’s great ocean liners at close quarters. There are eleven cinemas in the two resorts and at the Floral Pavilion and Tower Theatre you have variety and revues. Non stop entertainment on the Promenade Pier includes concert parties and band shows in the afternoons and dancing in the evenings. In Vale Park the delightful children’s show “Joytime” is presented each weekday in July and August.

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NEW BRIGHTON

Above. This July 1990 view of the New Brighton terminus has four trains in view with consecutively numbered Class 508 units, 122 and 123 the latter named William Roscoe in honour of the English banker, lawyer, MP and noted abolitionist described on his burial memorial as ‘The Greatest of Liverpool’s Citizens’, occupying the two platforms.

There were also three sidings here available to stable stock. The Class 508s date from 1979/80 and after refurbishment at Eastleigh between 2002-4 continued to serve Merseyside until replaced by the new Class 777 units. (Terry Tracey)

Left. Wallasey had two stations, Village and Grove Road, the latter being seen here with electric 3 car unit No. M28680M at the rear of its train passing a DMU with ‘speed whiskers’ displaying Wrexham on the destination blind. The electric units, known originally as AM3 and subsequently as Class 503, were introduced in two batches, the first by the LMS in 1938 and the second by BR in 1956, the one illustrated here belonging to the original batch. They were quite advanced for the time having air operated sliding doors and they lasted in normal traffic until 1985. (John McCann)

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LANCASHIRE

SOUTHPORT

Southport is something more than a fashionable seaside resort. It has all that the resort needs, in natural and man-made attractions; and yet in addition it has somehow encouraged an almost metropolitan sophistication. Not content with having one of the finest beaches any resort could desire, Southport has by accident or design or both developed one of the finest shopping centres in the kingdom. Those who know Southport think of so much more than its wide, firm golden sands but also of the rioting colour and green lawns of the Marine parks, of annual events such as that nationally known Southport Flower Show and annual “English Rose” and “Rosebud” beauty contests, of the Music Festival, of riding, of theatre parties, and all the varied attractions of this great coastal resort.The sands are so firm that in the summer open buses run special trips down along the coast not on the coast road or on the promenade but actually along the water’s edge. During the season too, one large stretch of hard sand is used as an airfield by pleasure fliers. Children can dig away on the sands to their heart’s content, have their donkey and pony rides, fly their kites, do all the things for which children and sands are made. This stylish almost continental seaside garden city has its own unique attraction in Lord Street an elegant and fashionable shopping street which has at its centre a series of gardens which have become an informal meeting place for resident and visitor alike. Bands play here during the summer and an open air cafe with gay sunshades gives the whole area a delightful continental flavour. At night when open air dancing and novelty evenings are held gardens and street are bright with the lights of a thousand coloured lamps.

Fairburn 2-6-4T No. 42292 is seen running bunker first past a sister locomotive on the left and rakes of carriages occupying the excursion platforms on the approach to Southport station on 22nd. June 1959. This locomotive had been a long term resident of the local Southport depot (27C) since nationalisation and would remain there until withdrawal in May 1964. In the left background can be seen coal trucks positioned on the ramp servicing the coal drop for the depot which after closure was resurrected as ‘Steamport Southport’ railway museum for a few years in the preservation era. But around the turn of the century its stock was relocated to Preston as part of the Ribble Steam Railway and the shed at Southport subsequently demolished. (Alec Swain)

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The scale of the layout at Southport is apparent in this view looking towards the terminus taken on 22nd. June 1959. As Wigan Central depot (23D) based Fairburn tank No. 42299, the last numerically of the 250 constructed, prepares to back into the station it is noticeable that many short self contained sections of conductor rail, for the electrified service to Liverpool and Crossens, were necessary to negotiate the complicated pointwork. (Alec Swain)

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Above. Certainly not holiday weather as Aspinall 2P 2-4-2T No. 50746 acts as station pilot at Southport in the pouring rain. To a design dating from 1889 this original class of 310 locomotives was down to just 5 examples by 1959 including Southport based No. 50746, which had been constructed in 1896, and No. 50850 also shedded at 27C. Ivatt tanks were brought in to take over station pilot duties here in November 1960 and both Aspinalls were placed into store with No. 50746 being withdrawn in February 1961 and No. 50850 following in October that year. (Henry Cartwright)

Top right. Electrified as long ago as 1904 at 625v DC, the line from Southport to Liverpool saw Class 502 units, as illustrated here, operate the service from 1939 for nearly 40 years until gradually replaced with the introduction of new Class 507s which began to appear from 1978. Over the next two years the 502s were progressively withdrawn with the final examples surviving until September 1980 followed by a farewell tour running on 4th October 1980. In this image units Nos. M28317M and M28352M await departure from Southport with their respective services to Liverpool. (Henry Cartwright)

Bottom right. Southport’s Chapel Street station plays host to this baggage car M28496M attached to an electric unit on 5th. July 1958.

There were three such baggage cars on the Liverpool to Southport route, M28496M & M28497M which had both been rebuilt from ex LMS compartment stock plus a BR Standard Baggage car from the South Tyneside electric system numbered M68000M. (Alec Swain)

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Above. An electric service for Crossens departs Southport on 21st. August 1964 with 3 car unit No. M29896M. Crossens was a station on the line from Southport to Preston and grew into a suburb of Southport attracting a healthy commuter traffic. Services from Crossens northwards to Preston remained steam hauled and in spite of carrying over 2m passenger p.a. the Beeching Report identified the line for closure including the electrified section. Services were withdrawn from 7th. September 1964 shortly after this image was taken. One of the 2 car Class 502 units has been preserved and is undergoing a lengthy restoration at a site in Burscough to the north of Ormskirk. (Larry Fullwood) Top right. This shot of 2-6-4T No. 42662 departing bunker first with a service for Preston on 21st. August 1964 gives a good view of the large overhead sign indicating ‘London Street Excursion Platforms’ numbered 12 and 13 on the right. This two cylinder Stanier tank would be withdrawn from Southport, its home depot, at the end of the year and although no examples have been preserved, two of the closely related Fairburn tanks are resident on the Lakeside & Haverthwaite Railway and the NRM houses No. 2500, the original of Stanier’s three cylinder version. (Larry Fullwood) Bottom right. Caprotti fitted Black 5 No. 44756 runs in with a service from Wigan on 21st. August 1964. Based at Southport depot, along with six other variants so fitted, this 4-6-0 would only last in service until the following month when it was withdrawn from traffic after a working life of just 16 years having been one of the twenty Black 5s fitted with this valve gear in 1948. (Larry Fullwood)

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Below. Looking rather shabby is Southport’s station concourse seen here in the 1960s and still displaying its Lancashire & Yorkshire Railway credentials above the exit. Any gentlemen wishing to avail themselves of the facilities are likely to be out of luck as the chalked notice advises that the toilets are ‘Out of Order – Flooded’. At its largest extent Chapel Street station had eleven platforms with two excursion platforms, although these days it makes do with just six truncated platforms catering for services to Liverpool and to Manchester. The original terminal building was demolished in 1970 and replaced with a retail centre. In 2007 the remaining station infrastructure underwent a £3.5m renovation which included renewing the roof, providing new lighting, glazed screens and floor tiles together with new toilets, the latter not subject to flooding one hopes! (Norris Forrest)

Top right. Southport’s locoshed was known as Derby Road and standing by the coal stage on 2nd. March 1960 is Stanier Class 4T No. 42637 wearing its 27C shedcode. This was an ex L&YR shed that in 1960 had around 25 locomotives on its books mainly Fairburn and Stanier tank varieties, Black 5s plus a solitary example of Jubilee, Crab and Aspinall 2-4-4T types. It was re- coded to 8M from September 1963. (Alec Swain)

Bottom right. Our second view of Southport shed has Aspinall 3F 0-6-0 No. 52183 about to shunt a truck of char near the coaling stage.

A good view of this area of the shed complex could be had from the station’s excursion platforms. This ex L&YR locomotive dated from 1893 and would be withdrawn from Lees (Oldham) shed in November 1959. (Henry Cartwright)

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LYTHAM & LYTHAM ST ANNES

Lytham St. Annes is actually made up of two places – Lytham and St. Annes both on the invigorating Lancashire coast and both first class resorts. Lytham is the older mentioned in the Domesday book whilst St. Annes on the other hand goes back no further than 1875. Now the two towns amalgamated in the Borough of Lytham St. Annes have a population of 30,000.This Lancashire coastal resort is known for one thing in particular – golf.There are four 18 hole courses and one of them the Royal Lytham and St. Annes is famous amongst golfers throughout the world. Down on the sea front – and there are nearly seven miles of it – with lawns, rock gardens, water gardens and alpine and bedded plants along the promenade – there are pony and donkey rides for the children along the rich golden sands.The outdoor swimming pool slopes down from a depth of 2 inches to seven feet and its water, automatically filtered and sterilised, is changed every five and a half hours.There are also remedial and enclosed plunge baths open all year round in which a wide variety of treatments is available including Russian and Turkish baths.

During the season successful London plays are presented by a repertory company at the Ashton pavilion.

Above. A DMU operating a Blackpool to Skipton service runs into Lytham station on 21st. August 1964. This was a stopping service which was routed via Preston, Blackburn, Accrington, Burnley and Colne taking 2 hours and 40 minutes for a journey of 60 miles.

From the commencement of the winter timetable in September that year these through trains were truncated at Blackburn although through services to Bradford would continue. If one wanted to make the same journey to Skipton today, as there are no services north of Colne, one would either have to travel from Blackpool South via Preston, Halifax and Bradford or travel from Blackpool North via Lancaster, Carnforth and Giggleswick. (Larry Fullwood) Top right. In this undated view Black 5 No. 44733, based at Blackpool Central according to the shedcode carried here and withdrawn from Carnforth shed in June 1967, runs into Lytham’s ornately canopied station with a service from Blackpool Central. Originally built as a terminus it was converted into a through station in 1874. Lying derelict for a number of years following the cutbacks of the 1960s the station building has since been restored as the ‘Station Tavern’ though sadly the canopies do not survive. (Larry Fullwood) Bottom right. Jubilee Class No. 45698 Mars enters St. Annes-on-the-Sea station with a service from Blackpool Central in 1962. This was the second station to serve the town lasting from 1925 until demolition in 1985. Singling of the route west of St. Anne’s to Blackpool South occurred in 1982 and east to Kirkham in 1986, reducing the station to just one operational platform served by a new smaller building. This Jubilee was a long time Southport based locomotive remaining there from soon after nationalisation in 1948 until withdrawal in October 1965. (Neville Stead)

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BLACKPOOL

Blackpool (says the advertisement) is the friendliest place on earth. And if one had to try and describe this great resort in half a dozen words it’s about the best description one could get. For Blackpool depends first and foremost on people. People go to Blackpool from all over the country, and from much further afield too, to have a good time and enjoy themselves, and well do they know how to do it. If friendship and kindly people mean nothing to you then keep away from Blackpool. Like all seaside resorts it offers fresh air. But it’s not only a traveller’s tale that this stretch of the Lancashire coast has a little something that most air hasn’t got. What it is no one knows. But the fact remains that Blackpool air has an unequalled revitalising quality. Entertainments – there are fifteen live shows on during the season, five great ballrooms with music by star bands, and something like five thousand hotels and boarding houses available for the holidaymaker. The development of industrial Lancashire, with its great rise in population, made Blackpool inevitable. The people wanted an outlet to the sea, and they found it, and made it their own in Blackpool.

Indeed, even those who through differing taste or inclination take their holidays elsewhere must take their hats off to Blackpool. Even the American amusement kings from Atlantic City find it worth their while to come across at regular intervals just to see what Blackpool is doing. No description of the front would be complete without mentioning the Tower although there is more to the tower than the 520 feet of webbed steel which dominates the whole of the town. There’s an aquarium, a ballroom which has just been refurbished after a disastrous fire two years ago, a roof garden, a circus and a menagerie there. Apart from the live shows there are fourteen modern cinemas, so rainy evenings – and may they never come on your holiday all the same – present no problems if you’re staying in Blackpool. And we haven’t even mentioned the Pleasure Beach rides, ice skating at the Ice Drome and the famous illuminations. British Railways have no less than fifteen Camping Coaches based nearby at Squire’s Gate station.

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Above. Just 2½ months before closure this was the scene at Blackpool Central on 21st. August 1964. Black 5 No. 45128, which was based at Crewe South, and classmate No. 44798 both standing at the platforms, adjoin Stanier Class 4 tank No. 42625 seen on the middle road. This Blackpool Central depot based tank locomotive would be transferred the following month to Lostock Hall whilst the other Class 5 was based, perhaps rather surprisingly at first glance, at Glasgow’s Corkerhill depot. However, this was not so unusual as excursions were operated from Scotland and indeed this traffic was considerably increased the following month when Blackpool Illuminations specials ran from many parts of the country, with the Railway Observer magazine reporting no less than 40 specials running in to Blackpool Central on Saturday 26th. September, including 14 from Scottish cities. Retained for this traffic for one final season Central station already seems to wear a deserted air with no passengers or staff visible in this particular image. (Larry Fullwood)

Left. Blackpool Tower gave the tourist and the railway enthusiast alike a splendid view of the surroundings and, in this instance, of Blackpool Central’s main station and of the excursion platforms situated to the left. It had the dubious distinction of being the station with the largest number of platforms, 14 at the time of closure, ever to have lost its services in the UK. In 1973 it was subsequently demolished.

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This 1956 view of Blackpool Central’s eight road shed shows it to be busy with visiting locomotives plus its own allocation which at that date numbered some 40 including Black 5s, Jubilees, Stanier tanks, Fowler compounds and Aspinall 0-6-0s. Black 5s seem to predominate in this image with a solitary Stanier 2-6-4 tank seen on the left. The shed was to close to steam in November 1964 having changed its code from 24E to 10B in 1963. (Neville Stead) With the Tower dominating the skyline Newton Heath based Black 5 No. 44890 waits at Blackpool Central on 4th. September 1957 with the 6:30pm departure for Manchester Victoria. Being a weekday this service would call at all stations to Lytham then Preston and Salford before arrival into Manchester at 8:10pm, whilst on Saturdays it called additionally at Kirkham & Wesham. (W. A. C. Smith)

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A pedestrian intent on boarding the tram which is waiting outside Blackpool’s North station is seemingly unaware of the Morris Minor bearing down on him or perhaps the driver has waved him on. This street tramway ran from the North station along Dickson Road to join the coastal route at Gynn Square and was usually operated by single deck vehicles with fixed head trolleys such as No. 171 seen here. These trams built in 1928 and originally operating with a pantograph until 1933 after which this was replaced by a trolley pole, remained on this route throughout their lives until withdrawal of the final example in 1961.This section of tramway closed in October 1963 and although No. 171 was scrapped one of the other class members is preserved at Crich Tramway Museum with parts of other vehicles forming the basis of trams still operating today. The station seen here was demolished in 1974 and its replacement was the refurbished excursion platform building. Construction is currently under way to provide a new tramway link which will once again join North station to the coastal tramline. Seemingly what goes around comes around! WS 2622

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Following the closure of Blackpool’s Central station in November 1964 Blackpool South, seen here with a Black 5 about to call with a southbound working prior to Central’s demise, became the terminus of the truncated line from Preston. The top of the famous tower can just be glimpsed above the substantial platform canopies beneath which a reasonable number of passengers are waiting to board.

Today’s single platform Blackpool South is a far cry from the former four platform station of the early 1960s the buildings of which were demolished in 1985. (W. A. C. Smith)

A subshed of Blackpool Central (24E), Blackpool North shed was situated to the east of Blackpool North station and is seen here in 1956 with Stanier 2 cylinder 2-6-4T No. 42636 posed outside the three road structure. Visiting locomotives such as Jubilees, Royal Scots and Britannias were on occasions to be seen here for servicing. The shed closed to steam in November 1964. (Neville Stead)

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THORNTON CLEVELEYS

Thornton Cleveleys depends for its popularity among holiday makers on bracing air and good sands. Its promenade is continuous with those of Blackpool and Fleetwood so that the ten mile coast walk you’ve got there must be one of the healthiest walks in England.

And if you can’t walk it you can always take one of the world’s most up to date trams for the journey.The resort is made up of two places – Cleveleys on the sea and Thornton where the station is to the landward side. Jubilee Gardens on the promenade provide a paddling pool and playground for the children and tennis courts, putting greens and bowling for the adults. Even Thornton has its own stretch of water although in this case it’s the eight mile tidal estuary of the Wyre and not the sea.

Standard Class 2 2-6-2T No. 84016 runs in to Thornton Cleveleys over the level crossing under the watchful eye of the signalman in his box, with the two coaches of the 7:25am departure for Blackpool North which had originated from Fleetwood. No. 84016 was based at Fleetwood shed on three occasions during the 1950s and 1960s, the last sojourn finishing in July 1965 when it was earmarked as one of the possible replacements for the aged O2 tanks on the Isle of Wight and, on paper at least, was transferred to Eastleigh. This scheme never came to fruition and the locomotive was withdrawn in December 1965. A fairly intensive service was operated between Fleetwood and Blackpool North and Thornton Cleveleys was also served by trains from Fleetwood to Preston. The decline of the docks in Fleetwood led to the branch to Blackpool North being included for closure in the Beeching Report. Services continued from Wyre Dock station, renamed Fleetwood, after the main station was closed in 1966, until 1 June 1970 when the line to Fleetwood was closed to passengers.

Following some restoration work by the Poulton & Wyre Railway Society the line has been the subject of a feasibility study and has been chosen as one of the ‘Reverse Beeching’ projects which aim to re-open closed lines. Although it is envisaged that freight would once again be carried to and from Fleetwood passenger requirements would probably be served by ‘light rail’ such as an extension of the Blackpool tram network. (Larry Fullwood)

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FLEETWOOD

Fleetwood is very much a seaside town. Set on the tip of a peninsula it has sea or river on three sides and to the attractions of a watering place are added those of a seaport.

Nearly two hundred trawlers are based at Fleetwood and there’s a daily steamer service across to the Isle of Man. Marine Hall has a ballroom and concert hall, sun lounges and a restaurant.There are Sunday concerts while among special annual fixtures are the visitors’ bowling tournament, the famous landladies race and the bathing beauty contest with its weekly parades in the open air bath. And it’s name ? It was called after Sir Peter HeskethFleetwood who planned the town in 1836.

Not only did Standard Class 2Ts operate the service to Blackpool, as seen earlier at Thornton Cleveleys, but Ivatt tanks also played their part and No. 41283 is seen here at a rather decrepit weed-strewn Fleetwood with the 4:35pm departure to Blackpool North on 4th. September 1957. After closure in 1966 this vast station was demolished with a restaurant being constructed upon part of the site, the remainder being developed into part of the container port. 1966 also saw the end of this particular Ivatt tank which, based at Fleetwood (24F) shed at the time of this view, would go on to lead a peripatetic life subsequently being allocated to Patricroft, Brighton, Barnstaple Junction, Yeovil Town, before ending its days at Templecombe where it was in action on the Somerset & Dorset’s final day in March 1966. (W. A. C. Smith)

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How the mighty have fallen! This exterior view of the impressive Fleetwood station dates from 23rd. May 1958, its grandeur faded from the days when travelling via Fleetwood and thence ferry to Ardrossan, was the quickest way from London to Scotland before the WCML was completed. The station, dating from 1883 and located in Queen’s Terrace, boasted five platforms with two of them running the full length of the station with part being located underneath the train shed. There were two shorter bay platforms with a further platform, No. 5, acting as a boat train platform running along the exterior of the train shed on the eastern side. A glass-roofed concourse ran from the Queen's Terrace entrance to a steamer jetty from where ferries to Larne in Northern Ireland and to the Isle of Man once operated. (A. E. Bennett)

Midland to the Coast

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MORECAMBE

Morecambe or Morecambe and Heysham as the borough is now known must surely have one of the finest outlooks of any big seaside resort. However great the pleasures of town and beach, and they are considerable, there are times when the sight of the great hills of the Lake District in all their changing beauty adds the final touch to the day’s pleasure.

Together with Heysham it can house 90,000 staying holiday makers at the same time.

To many it is the Super Swimming Stadium in the central section of the promenade which forms Morecambe’s greatest summer attraction. The pool contains a million and a quarter gallons of purified and aerated water and is a constant source of delight for young and old alike. It is also the place where every year the £2,350 National Bathing Beauty Contest for the title of Miss Great Britain is held. On the front you will find the three great amusement centres, the Winter Gardens, Empire Buildings and the Gaumont. Films, dancing, spectacular summer shows, boxing, musicals, concerts, variety and “straight” plays are all available in each group of buildings.There are four spacious ballrooms and open air dancing on both the Central and West End piers. Heysham is the terminus of the service of regular express Royal Mail steamers carrying cargo and passengers for Belfast and the docks and harbour with their 3000 feet of quays together with the two great breakwaters cost some £3m to build in 1904. But these modern developments haven’t spoilt Heysham itself as it still remains an old fashioned village of some considerable charm. Finally there are the Morecambe illuminations which attract visitors in their thousands from all over the British Isles to marvel at the riot of dazzling colour in which sound and natural movement are skilfully blended to delight the eye and ear of the beholder.

This view of the exterior of Morecambe Promenade station opened by the Midland Railway in 1907 dates from 5th. September 1967.

This terminal station was ideally situated close to the seafront but due to declining patterns of rail travel and the wish to capitalise on its prime location in May 1994, a truncated station with just two platforms was provided situated 400 yards further away from the promenade although closer to the town centre. The former terminus building remains in use as a pub and restaurant but its four platforms have been demolished with the site now occupied by a cinema and an indoor market. (Lens of Sutton)

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This 31st. March 1956 image taken at Morecambe Promenade shows the recent arrival of an electric set with Driving Trailer Standard Open (DTSO) No. M29021M leading forming part of set 19. Following the withdrawal of the original EMUs, which had operated the pioneer electric service introduced in 1906 by the Midland Railway for more than 40 years, a steam powered pushpull service briefly replaced them in 1951. In 1953 electric working, still at 6600 volts AC, was reinstated using much of the same overhead power equipment but now operating at a frequency of 50 Hz rather than the previous 25 Hz. Three EMU sets built in 1914 and formerly used on the Earls Court to Willesden Junction route were transferred to the Morecambe – Heysham – Lancaster route with a fourth set being added in 1957. The sets were classified AM1 by BR and lasted in service until withdrawal in 1966. (John Robertson)

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Above. An interesting interior view of one of the early Midland Railway EMUs which served Morecambe until 1951. Although externally they were handsome enough vehicles, their interiors were rather spartan containing the hard perforated sycamore seats, which apparently could be extremely uncomfortable during rapid braking or acceleration, seen in this view. The straps hanging from the roof, reminiscent of London tube stock, gave standing passengers some support during crowded periods. The seating was arranged longitudinally at the ends of the carriages to allow access to trap doors which covered items of under floor equipment. The replacement units, which had been in store since 1940, certainly had more comfortable interiors with bus type seating which was no doubt appreciated by the travelling public. (Lens of Sutton)

Morecambe’s other station, known as Euston Road after the grouping, was the terminus of the former L&NWR branch from Hest Bank.

The LMS concentrated traffic on their own Promenade station but the volume of holiday traffic to the resort meant that the services of Euston Road were still required. In 1958 all regular services were diverted to Promenade but Euston Road still handled summer excursion traffic until 1962 and even after that date stock was still stabled there during the summer season until 1965. Later that year tracks were lifted and this view shows the station, which was demolished in the 1970s, devoid of rails. (Lens of Sutton)

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This view of the bustling concourse at Morecambe’s promenade station harks back to 1990. Colourful hanging baskets are suspended from the ironwork and it is hard to believe that just four years later the station would see its last train. However, retention of this fully signalled four platform terminus could no longer be justified with traffic levels having dwindled and today a shuttle service operates as far as Lancaster with a few journeys extended to Skipton and Leeds from the replacement station. One service each way daily is extended to and from Heysham Harbour. (Terry Tracey) This exterior view also dates from 1990 and, if the station clock is correct, was photographed at 5:10pm. The station clock is still there today though it is now housed on the facade of the ‘Station Promenade’ pub whilst the art deco Midland Hotel situated across the road opposite the station, and itself subject to changing fortunes having closed in 1998 but having been rescued and refurbished opening again in 2008, recalls past splendours of the resort. (Terry Tracey)

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HEST BANK

This small seaside village does not feature in the 1959 edition of ‘Holiday Haunts’ but is the point on the West Coast mainline where the tracks come closest to the west coast.

The village which is famed for its stunning sunsets across Morecambe Bay has a long history and OS maps still show a marked right of way across the treacherous sands from Hest Bank to Grange-over-Sands which is only accessible at low tide. The village’s history stretches back over centuries and its oldest building is a coaching inn which once served travellers making the perilous crossing. In 1965 the community of Hest Bank was struck by tragedy when a sleeper train derailed although fortunately there were no fatalities.

Not the sort of image to entice the holidaymaker perhaps but a fascinating aerial view nonetheless of the accident which occurred at Hest Bank on 20th. May 1965. The 10:10pm Glasgow to Kensington Olympia sleeper train, IV 42, became partially derailed by a broken rail on the section of track containing the water troughs just north of the station at about 2: 20am. Although the nine rear vehicles were derailed the locomotive, Brush Type 4 D1633, and the first three coaches remained on the track. There were fortunately no fatalities and only eleven minor injuries sustained. Of the nine coaches derailed four, including three sleeping cars, came to rest between the platforms of the station with the coaches lying on their sides blocking both lines, whilst the other four sleeping cars and a bogie brake van left the track on a low embankment and came to rest on the side of the bank. This view is also included to show the proximity of the station to the shore and illustrates the five camping coaches provided at this location. (Yorkshire Post)

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On 13th. September 1958 Coronation class No. 46252 City of Leicester rushes through Hest Bank station with an up express under the watchful gaze of some interested spectators on the footbridge and a couple of railwaymen seen at the end of the down platform. The station flowerbeds on the right host an impressive floral display and these were often to be found at small wayside stations where staff had the time to tend the blooms between their duties. This Stanier Pacific was based at Crewe South shed at the time and this fine machine’s working life was to be cut short after only 19 years service when withdrawal came in June 1963. (Neville Stead) In this undated view Royal Scot No. 46163 Civil Service Rifleman runs slowly past Hest Bank signalbox with a mixed working including tank wagons. The signalbox dating from 1878 was replaced in December 1958 by a new box, to a London Midland region type 15 design containing 30 levers, situated by the level crossing at the opposite end of the station. Although this image is undated the locomotive is carrying a 5A shedplate indicating Crewe North, a depot to which this locomotive was allocated on three occasions, from July 1952 – June 1954, from October 1954 – June 1959 and finally for a couple of months in 1960. The station closed in 1969. (Neville Stead)

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BOLTON-LE-SANDS

Like nearby Hest Bank, Bolton-le-Sands does not feature in the 1959 issue of ‘Holiday Haunts’ but it nonetheless attracted tourists in its own right. Originally the village was called Bodeltone, according to the Domesday Book. However, when the railway arrived it changed its name to Bolton-le-Sands to avoid confusion with both the larger town of Bolton and of Bolton-le-Moors near Salford. The village was once a centre for fishing but shifting sands eventually brought an end to this industry and hindered shipping which previously had access to the bay. Situated on Morecambe Bay and the Kent Estuary it has endless flat sands at low tide providing plenty of recreational space but which can, in places, harbour quick sands and the rapidly incoming tide can also be dangerous.

Taken from a train on 3rd. July 1964 this view of Bolton-le-Sands shows the up platform at the end of which was a level crossing. The station closed in February 1969 although the footbridge seen in the background remained in situ until approximately 2003. In 1963/4 there were nine down departures on Mondays – Fridays, mainly serving the coast line to Barrow-in-Furness with some workings extended to Workington and Whitehaven, plus a couple of through services to Windermere. In the up direction there were eight departures serving mainly Lancaster or Preston but there were through services to London, Crewe and Liverpool. Although there were some long gaps of 3 - 4 hours between trains this small wayside station was still quite well served in the early 1960s. (Henry Priestly)

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SILVERDALE

Silverdale has something of the Mediterranean about its sheltered and almost luxuriant countryside. Its only four miles away from the main line at Carnforth and is easy enough to get at.Yet tucked away in its little corner of Morecambe Bay it seems almost forgotten by the world outside.There are low limestone cliffs here rising from the saltings of bay and estuary and, behind them, woods, heaths and gardens.The whole district is a rewarding one for the walker, with every piece of high ground offering its splendid views of Morecambe Bay, the Pennines, and the Lake hills.

This 1971 view of Silverdale station is taken from the down platform looking north. The poster board attached to the station building carries the heading “Silverdale Station” but today the main building is fenced off from the platform and is in residential use. The boarded foot crossing seen here remains as the only means of accessing the up platform and the current running in boards advertise Silverdale as “The Home of Leighton Moss” a nearby RSPB reserve. Whilst bus shelters now afford the only passenger accommodation the original 1850s Furness Railway Waiting Room on the up platform survives and is tended by FOSS (Friends Of Silverdale Station) with the intention of restoration for community use. (Lens of Sutton)

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ARNSIDE

Arnside, a small seaside resort on the south side of the Kent estuary, has an unrivalled position even among northern seaside holiday resorts for the view from the front takes in the whole of the fells and mountains of southern Lakeland as well as sea and estuary.

Yet although it is quiet and unspoiled at Arnside you’re only six miles away from the main line at Carnforth.This means you can easily get to Windermere and other lake resorts by rail, as well as places further south such as Morecambe and Blackpool. There’s interesting country at the back of Arnside too such as Arnside Knott, a wooded limestone hill now in the care of the National Trust, and Fairy Steps a place much favoured for picnics. Two old border pele towers, former defences against raiders and cattle rustlers, and a smugglers cave add a touch of romance to the district in which Arnside stands.

Above. This August 1959 view taken from an up service shows the station building at Arnside together with the footbridge where passengers who have just alighted from the train can be seen descending the steps. Note the weighing machine by the entrance to the Ladies Room, once a common sight at railway stations across the country. The signalbox, built in 1897 to a Furness Railway Type 4 design and now Grade II listed, seen in the distance controlled the junction of the line that formerly diverged here to the right leading to Hincaster Junction on the main line to Oxenholme. Beyond the box, which contains a 35 lever frame dating from 1943 and installed in 1957, is Arnside viaduct which crosses the estuary of the River Kent at this point. (Norris Forrest)

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Whilst an up freight trundles through the station, Arnside box and junction is seen to better effect in this July 1968 image. The line leading off to the right subject to a 10 mph restriction had been built primarily to carry iron ore and coke from County Durham to the ironworks around Barrow, a traffic which had previously been forced to travel via Carnforth where reversal was required. Opening in 1876 it also operated a passenger service between Grange-over-Sands and Kendal. Following an apparently temporary wartime closure in May 1942 the passenger service was never reinstated and after closure of the Barrow steelworks the line was little used.

The section north of the intermediate station of Sandside closed completely in 1953 although the short stub from Arnside, seen in this view, continued in use for a number of years serving local quarries. (A. W. Battson)

Above. Black 5 No. 45427 waits at Arnside’s down platform with a service for Barrow-in-Furness whilst a porter with a sack truck and a guard are obviously in deep discussion regarding some item deposited on the platform. No. 45427 was a long time locally based Carnforth locomotive from 1948 until September 1961 so confirming the 1960 date recorded by the photographer for this image.

(Neville Stead) Bottom left. During steam’s last year on BR in 1968 Standard Class 4 4-6-0 No. 75048 with a freight service crosses the magnificent 51 span Arnside Viaduct, constructed in 1856 for single track but extended in 1863 to cater for a double line in 1863, whilst fishermen attend to their lines on the rocks beneath. The guard takes in the view from his perch on the van’s verandah whilst one of the tank wagons in the consist bears the name Fina which was the brand name of Petrofina, a Belgian oil company which merged with Total in 1999 to form TotalFina although after subsequent mergers it reverted to the Total brand. No. 75048, based at Carnforth shed (10A), was to last in traffic until withdrawn in w/c 3rd. August and was scrapped in November at Campbells of Airdrie. (Neville Stead)

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CUMBRIAN COAST

GRANGE-OVER-SANDS

Grange-over-Sands has nearly two miles of promenade free from traffic; an up to date bathing pool with cafe and sun bathing terrace. But Grange has other advantages. For one thing its climate is unusually mild, it’s a north country resort but faces south and is sheltered by mountains on all sides save the south and south west.There are wooded slopes too immediately behind the town which still further guarantee Grange’s south country mildness. You can go boating in the bay and fish for flukes (the Morecambe bay speciality). Beagling and shooting too are amongst local attractions with galas and aquatic displays in the swimming pool and tennis tournaments which each August attract county and Wimbledon players to Grange. One sporting event which always arouses much local interest is the Cross Bay Swim, which takes place each year between Grange and Morecambe.

There is comfortable accommodation in Grange in boarding houses and hotels, some of which specialise in dinner dances. Film shows, dancing and concerts are held in two spacious halls in the town.

Below. A charming portrait of Coronation Year, 25th. June 1953 to be exact, as a schoolboy in his very smart uniform watches the photographer, probably his father, rather than take in the arrival of Black 5 No. 45046 which is arriving at Grange-over-Sands down platform with a service for Barrow-in-Furness thus returning the locomotive to what was its home shed (11B) at that time. Opening in 1857 as plain ‘Grange’ the station went through several changes of name alternating between ‘Grange’ and ‘Grange-over-Sands’ until the latter was finally settled upon by the LMS in 1930. The station was awarded the title ‘Heritage station of the year’ in 2012. (Henry Priestly)

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ULVERSTON

Ulverston is a thriving little town to the south of the Lake District. It used to be the northern terminus of the old road which, at low water, was taken by coaches crossing over Morecambe Bay from Lancaster but this route has long since been displaced by the Carnforth to Barrow line of British Railways. Ulverston isn’t very far from the sea – you get down to it at Bardsea – a picturesque little village south of Ulverston. Altogether the town forms a pleasant centre for exploring the hills, country and sea coast of the Furness district.

Ulverston’s attractive station canopies are in evidence in this view which also features Black 5 No.45209 seen in the right background on 7th. June 1968 when steam had just a couple of months to run on the network. The station’s platform configuration is a legacy of its former interchange status as the junction for the Lakeside branch and the station buildings dating from 1873 are of considerable architectural merit, with the clock tower and glass awnings with supporting decorative ironwork having been extensively restored in recent years. The Black 5, which was withdrawn later that same month, is shunting in the goods depot which was formerly the station of the original line from Barrow which terminated at Ulverston, opening in 1854. The through line to Carnforth did not open until three years later when a new through station was completed. (Henry Priestly)

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RAVENGLASS

Formerly a port but now a fishing village, Ravenglass was first used by the Romans and it’s a striking thing that some of the most obvious features about the place are Roman now.

There are for example the walls of the Roman governor’s bath house, which actually stand twelve feet above the ground.Then there’s the earthwork of a Roman camp through which the railway runs. Both are unusual and worth visiting. Apart from Roman remains there is a modern gullery, ie a place where gulls breed, and, a little way inland, Muncaster Castle.

Ravenglass is also the terminus of the narrow gauge railway to Eskdale.

Above. Fairburn tank No. 42236 rolls in to Ravenglass in September 1966 with a three coach local to Barrow passing, on the right, the former goods shed, which these days is used as an engineering workshop by the adjacent narrow gauge Ravenglass & Eskdale Railway.

On the far right can be glimpsed one of the camping coaches located here. Based at Barrow until December of that year No. 42236 was subsequently transferred to Tebay for banking duties until May 1967 when its final transfer shortly before withdrawal was to the Eastern Region at Low Moor shed. (Nick Nicolson)

Left. Coming into the station from the opposite direction is another example of Fairburn’s 2-6-4T design No. 42252 which is seen here in 1964. Passengers intending to alight are leaning out of the windows ready to undo the exterior door handles as the train pulls into the platform. The attractive lattice footbridge, which spans both the main line and a narrow gauge siding, with the tall signalbox located behind both remain in situ today. No. 42252 followed its classmate to Tebay at the end of 1966 and was also transferred to the Eastern Region and withdrawn shortly afterwards from Normanton shed. (Arthur Mace)

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Midland to the Coast Taken from the footbridge seen in the previous image Fairburn tank No. 42119 and an unidentified Fowler variant double head a southbound working into Ravenglass. A fair crowd of passengers await the next down service on the opposite platform on this date unrecorded by the photographer, although the likely dates lie between June 1959 and August 1965 when No. 42119 was allocated to Barrow shed. Also on the down platform by the running in board is a pair of portable steps, used no doubt to assist passengers when boarding or alighting. WS559

DRIGG

Drigg, a small village on low lying land between the Esk estuary at Ravenglass and Seascale, has an area of sand dunes which have been accorded SSSI status. Perhaps of less attractiveness to visitors is the fact that Drigg is the site of the UK’s national low level radioactive waste repository, although of course in 1959 this ‘blighting factor’ was some way in the future.

A through service from Workington to Liverpool halts at Drigg powered by an unidentified Metrovick Type 2 locomotive. These CoBos, part of BR’s Diesel Pilot Scheme employed Crossley two stroke engines, as opposed to the normal four stroke, and proved to be problematic right from the off and resulted in the whole class of 20 being returned to the makers for remedial work. Following this they were all allocated to Barrow depot, as confirmed by the 12E shed designation carried on the buffer beam of the locomotive illustrated here. Withdrawal of the class came as early as 1968, when they were all based at Carlisle Upperby. Some of the blame for experimenting with a two stroke engine must lie with Bulleid who, although he had left BR by the time of the Metrovicks’ construction, was a champion of the Crossley two stroke engine and had ordered some 70 for his new employer in Ireland, the CIE. The other type of BR diesel locomotive employing a two stroke engine was the equally short lived ‘Baby Deltic’ class. The Victoria Hotel seen close by the station is still in business today having been extensively refurbished in 2007. (Larry Fullwood)

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SEASCALE

Seascale is a little seaside resort with hard and smooth sands which make it a favourable place for children. There are bathing huts here and two minutes from the beach a British Railways Camping Coach. The golf links at Seascale have been redesigned in recent years and enjoy more than a local reputation. Near Seascale the country is softer than in the nearby Lake District but it is no less beautiful and the valley of the little River Calder has dozens of quiet spots within easy distance of Seascale for holiday picnic parties.

The 16th. June 1962, the date of this image recorded by the photographer, was on first glance apparently a school day, judging by the number of pupils waiting on the up platform at Seascale ready to board their train, which is signalled, as Fowler tank No. 42376 enters the down platform with a service from Carnforth serving all stations to Whitehaven thence Workington. However, the photographer’s records also state that this was the 8:25 am service from Carnforth which was not scheduled to arrive at Seascale until 10:50am rather late in the day for schoolchildren to be setting off. But it turns out that 16th. June was in fact a Saturday so possibly some school event was taking place that day. The proximity of the beach to the station can be seen by the glimpse of the sea seen in the right background.

The car park for the beach is already filling up and no doubt the parade of shops seen opposite did well from the tourist trade.

(Larry Fullwood) Bottom right. We witness the arrival once more of the 8:25am service from Carnforth – Workington at Seascale, this time on 2nd.

September 1961. Photographed from the grassy area to the south of the station, obviously a popular spot for perambulating with a perambulator, we see Fowler Class 4 No. 42351 enter the staggered platforms of the station. This locomotive only had another couple of months based at Barrow shed before transfer to Northampton in November that year. (Larry Fullwood)

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Midland to the Coast Right. In the days when Cumbrian coast destinations enjoyed through services to London, Royal Scot No. 46125 3rd.

Carabinier rolls in to Seascale with the 10:53am Workington to Euston service on 2nd. September 1961. However, the capital would not be reached until 7:17pm some 8½ hours after leaving Workington. At this date the ‘Scot’ was a Crewe North based locomotive. The 3rd Carabiniers (Prince of Wales's Dragoon Guards) was a cavalry regiment of the British Army formed in 1922 as part of a reduction in the army's cavalry regiments, the description literally meaning a soldier, generally a mounted soldier, armed with a carbine. (Larry Fullwood) Below. Ivatt Class 4 2-6-0 No. 42038 enters Seascale with what the photographer recorded as a special working from Egremont to Ravenglass sometime in 1960. Awaiting its arrival are just one gentleman and one child. Based at Carlisle’s Upperby shed at this time the mogul, one of the class which went by the rather unattractive soubriquets ‘Doodlebug’ and ‘Flying Pig’, would go on to remain in service with BR until December 1967. (Larry Fullwood)

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Midland to the Coast Top left. The 3:12pm departure from Workington, seen here at Seascale, was a through service to Liverpool Exchange which on this occasion on an unrecorded date in 1962 was hauled by Barrow allocated 2-6-4T No. 42401, one of 30 of the Fowler variants that were fitted with side window cab and doors. (Larry Fullwood) Middle left. Another Seascale view is of Blackpool based Black 5 No. 45436 working the 10:53 Workington – Euston on an unrecorded date in 1961. If running to time this train should have departed Seascale at 11:44am and included in the train was a miniature buffet provided from Workington with a restaurant car being added from Preston. The church of St. Cuthbert can be seen on the hillside behind the locomotive and, designed in 1890, it had replaced a previous corrugated iron structure dating from 1881. (Larry Fullwood) Below. Another of the troublesome Metrovick diesels, this time D5711, has been entrusted with the four coaches comprising the 06:37am Lancaster – Workington service.

It is seen here sporting the new modified cab window layout, fitted the year prior to allocation to Barrow depot in 1962. The new window layout instead of wrapping round to the side as originally fitted had been replaced by flat glass in an effort to cure the problem of the windows falling out whilst the locomotive was operating. D5711 only managed a paltry 9½ years service before withdrawal in September 1968 being scrapped by Cashmore’s at Great Bridge the following year. One of the class, D5705, has made it into preservation being restored currently at Bury on the East Lancs Railway.

(Larry Fullwood)

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ST. BEES

Lying south of St. Bees Head, the most westerly point in Cumberland, the resort has a safe beach and a bathing pool and there are golf links nearby. Ennerdale Water, most westerly of the lakes, isn’t far away and certainly within cycling distance.There’s a 12th c. church at St. Bees and a public school which was founded in the 16thc. A pleasant excursion from Saint Bees is to Fleswick Bay – at low tide round the cliffs or at other times over the top of St. Bees Head.

This 1971 view shows St. Bees station looking north to the level crossing and signal box. The box, built in an unusual ‘Arts & Crafts’ style, remains in position today being Grade II listed although barriers have replaced the crossing gates. The main station building dating from 1860 went on to house a bistro and wine bar subsequently, although it is now a private dwelling. A mile to the south a halt was located to serve St. Bees golf course but this closed in 1918. (Lens of Sutton)

SILLOTH

Silloth is a seaside resort west of Carlisle and you can bathe or go fishing, play tennis or bowls, while for those who like seaside camping British Railways have installed four camping coaches.

There’s an interesting little harbour and the views across the Solway Firth to the Scottish mountains are superb.

This view of the extensive layout at Silloth serving the passenger station on the right and the docks complex on the left dates from August 1964. Having previously brought in a large number of passengers on a special working and having run round its eight coach train, an unidentified Ivatt Mogul waits to return from Silloth to Carlisle. Although the number of the locomotive is not visible, in another image taken by the photographer on the same day it can be seen to be carrying a 12A shedcode indicating Kingmoor depot which at that date had 11 examples of the class on its books.

Even at this date there were still a considerable number of day trippers and holiday makers using the service during the summer but winter patronage was declining rapidly.

(W. A. C. Smith)

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Midland to the Coast Top left. More trippers seemingly ready for a day on the beach arrive at the single platform terminus at Silloth in this undated scene with Fowler 2P 4-4-0 No. 40673, still carrying LMS on its tender, at the head of their train. Allocated to Carlisle Upperby until July 1951 this image probably dates from around that time and indeed the fashions of the passengers would support that view. The locomotive would not quite see out the 1950s, being withdrawn in November 1959 from Bescot depot.

(Neville Stead) Middle left. As indicated on the front buffer beam this is a Class J39 0-6-0 locomotive allocated to Carlisle’s Canal shed. No. 64875 heads the 4:48pm departure for Carlisle on 11th. April 1955 whilst passengers make their way along the platform to join the train and a lady with a pram either waits to see someone off or for assistance, if she intends to board.

In the background is the large Solway Flour Mills built in 1887 and which, from 1907 until the 1970s, was powered by steam. In 2016 the business was sold to Whitworths.

(W. A. C. Smith) Below. DMUs were introduced on the Silloth route as early as 1954, being the first such service to be introduced as part of the West Cumberland Diesel scheme and indeed the first DMU service on the London Midland region as a whole. With a day return from Carlisle to Silloth costing 3/- (15p) in 1954 there was a considerable rise in passenger loadings as was often the case when these new units replaced steam. However, this initial increase was not sustained, as was also often the case after the novelty of the new motive power had worn off, and closure came in September 1964. A typical 2 car Derby Lightweight unit is seen at the terminus awaiting return to Carlisle in this undated view. (Neville Stead)

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MIDLAND TOTOTHE FROM THE CAMEL THE EXECOAST PADSTOW TO EXETER IN THE DAYS OF STEAM

he London Midland Region of British Railways served three main coastal aeas – North Wales, Lancashire and the Cumbrian coast bordering the Lake District. There were several major resorts in these locations including Blackpool, Southport, Morecambe, Colwyn Bay, Llandudno, and Rhyl together with many smaller resorts such as Grange-over-Sands, New Brighton, Prestatyn and Pwllheli. Many benefitted from through trains from major urban centres including the capital and peak holiday trains conveyed vast crowds for their annual holiday by the sea. Some forty of these resorts are included in this volume which also features a variety of motive power encompassing steam, diesel and electric traction.

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TO THE COAST

Jeffery Grayer C O M P I L E D B Y J E F F E R Y G R AY E R

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MIDLAND

Images from the Transport Treasury archive

Compiled by Jeffery Grayer