Midland Times Issue 4

MIDLAND TIMES • ISSUE 4

MI D L AND TI MES

English Electric Type 4 No. D318 pictured at Stafford in 1962.

MIDLAND • TIMES •

Photo: Michael Mensing © The Transport Treasury

I S S U E 4 • M A R C H 20 24

The new history periodical for students of the Published by Transport Treasury Publishing Ltd.

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Midland Times_Issue 4_Cover.indd 116-1

BR(M), LMS and pre-grouping constituents Issue no. 4 • March 2024

09/03/2024 11:59

MIDLAND • TIMES • CONTENTS Introduction 3

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Bushey Water Troughs

4-9

It began with Turbomotive

10-17

Steam at Perth – The Final Decade

18-25

48343 at Horwich

26-27

My Trainspotting Odyssey (part 1)

28-33

The Down Postal Special

34-37

Stamford Town

38-45

On board ‘The Granite City’

46-55

The Leeds New Line

56-69

Odd Corners of the Midland

70-75

The Final ‘Dunstable Dasher’

76-78

The Platform End

79

41228 at Leicester Shed (15C)

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Black Five No. 44708 awaiting a trip to the paint shop after overhaul at Crewe Works on 13th October 1963.

Photo: Balham Collection © Transport Treasury

© Images and design: The Transport Treasury 2023. Design and Text: Peter Sikes ISBN: 978-1-913251-73-4 First published in 2024 by Transport Treasury Publishing Ltd., 16 Highworth Close, High Wycombe HP13 7PJ

The copyright holders hereby give notice that all rights to this work are reserved.

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

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

Copies of many of the images in MIDLAND TIMES are available for purchase/download.

In addition the Transport Treasury Archive contains tens of thousands of other UK, Irish and some European railway photographs.

www.ttpublishing.co.uk or for editorial issues and contributions email MidlandTimes1884@gmail.com Printed in England by Short Run Press Limited, Exeter.

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I N T RO D U C T I O N

W

elcome to fourth edition of Midland Times, where again we have a variety of articles for you from the LMS/BR(M) region, all are accompanied by captivating photographs to further enhance the reader’s understanding of past railway eras.

‘Bushey Water Troughs’ by Peter Tatlow reminisces about his childhood experiences during World War II, particularly his time spent near the LMS West Coast main line. He vividly describes the location of Bushey’s water troughs.

We then look at the introduction of steam turbines as an alternative propulsion method, beginning by contrasting traditional piston-driven locomotives with turbine-driven ones, explaining the principles behind each system. The LMS experimented with this propulsion method in the late 1920s and early 1930s leading to the creation of a revolutionary turbinepowered locomotive. Despite initial success, Turbomotive faced challenges during World War II, leading to its eventual demise.

However, its legacy continued in the form of future locomotive designs, including the Class 8P pacific, exemplified by No. 71000 Duke of Gloucester.

The article ’Steam at Perth – The Final Decade’ by David Anderson provides a detailed historical overview of strategically located Perth’s significance in the realm of steam locomotives during the final years of their operation. Numerous photographs accompany the text, offering visual representations of steam locomotives in action at Perth station and sheds. The captions provide additional context for each image, including details about specific locomotives and their functions.

Trainspotting was the choice hobby for many young lads and lasses. Geoff Courtney’s article provides a vivid glimpse into the hobby and railway history, offering detailed accounts of the author’s experiences at various stations and on specific trains during the late 1950s and early 1960s, recounting his visits to stations at Oxenholme and Rhyl, and documenting the locomotives he observed.

Two predominantly photographic articles follow in the shape of ‘The Down Postal Special’ and a look around Stamford Town.

In Ian Lamb’s ‘The Granite City’, the text delves into the historical context of railway operations, discussing the routes, schedules, and technical aspects of train travel during that era, in addition to his personal anecdotes. It highlights the significance of named trains, such as ‘The Bon Accord’ and ‘The Granite City’

and the challenges faced by steam locomotives on steep gradients and long-distance journeys.

‘The Leeds New Line’ by Philip Hellawell provides a detailed historical account of the construction, operation, and eventual closure of a significant railway route in England. The line was built by the LNWR to alleviate traffic congestion and expand track capacity between Huddersfield and Leeds in the late 19th century.

‘Odd Corners of the Midland’, provides glimpses into Alan Postlethwaite’s experiences and observations related to Midland Railway routes during the early 1960s. before we finish this issue with some photos – that we believe have not been seen before – of ‘The Last Dasher’, a local service that like many, was withdrawn in the early 1960s. The final day of running is captured in colour, a fitting finale to this issue.

If you have anything you may think will be of interest, please contact me on the email address below or write to the address on the preceding page, it would be great to hear from you whether it be in letter form or in the shape of an article.

Finally, thanks to those who have signed up to our subscription service for Midland Times. For details of this service go to www.ttpublishing.co.uk, email admin@ttpublishing.co.uk or call us on 01494 708939 to make sure you never miss an issue.

Peter Sikes, Editor, Midland Times email: midlandtimes1884@gmail.com

Front cover (and inset right): Taken from an original painting, homecoming soldiers from the Scots Guards look admiringly at their locomotive, ‘Royal Scot’ No. 6115 Scots Guardsman, at Euston station before its journey north to Scotland. © Sean Bolan.

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B U S H E Y WAT E R T RO U G H S

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by Peter Tatlow, President of the LMS Society

uring World War 2, with the beaches barricaded and mined as a defence against German invasion, seaside holidays were of limited value. I came to know the LMS West Coast main line, however, when evacuated to the Isle of Bute in September 1940 for eighteen months; and later during the war when my mother took my brother and me on several short breaks to stay with our maternal grandmother at Bushey in Hertfordshire. She was residing at Grove End, a residential guest house, in Bushey Hall Road, to escape the bombing of London. Visits entailed a welcome change from the routine green suburban electric trains that were the routine fare in suburban Surrey and, although once at Euston the onward journey would be by further multiple units, alongside were real steam passenger and goods trains to be observed.

To two small boys’ considerable interest was aroused by, and time was spent watching, the comings and goings through the gate house to a United States Army Air Force base directly across the road. At weekends my father would join us from London and

I have special memories of being taken one Saturday morning to the well-known bridge overlooking the water troughs at Bushey on the West Coast main line from Euston of the former London & North Western Railway, by then part of the London, Midland and Scottish Railway. Here a procession of steam hauled express and local passenger and freight trains could be observed on four lines, whilst LMS electric suburban and London Transport tube stock scuttled by on the electric lines.

There were six tracks in the order from east to west: Up Slow, Down Slow, Up Fast and Down Fast all steam operated, whilst the Up Electric and Down Electric were on the west side of the Fast lines. At the location the four-arch brick bridge carrying Oxhey Road, the railway is in a deep cutting. The four main lines were each equipped with water troughs mounted between the rails to enable locomotives to replenish their water supplies while in motion. The limited number of locations where this was possible depended on the vertical alignment so that the water was contained within the trough on a close to straight length of quarter of a mile or more and with a gradual dip down and up at

Partially cutaway isometric view of an LMS Stanier tender to show the water scoop mechanism. Author’s Collection

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Early in LMS days, ex-LNWR 4-6-0 unnamed Prince of Wales class No. 5834 in crimson lake livery at the head of a 14-coach train, two at least still in pre-group colours, on the Down Fast line. The leading coach is an ex-LNWR 50-foot low arc roofed corridor third; followed by an ex-L&Y brake composite and another ex-LNWR low arc roof, but this time a composite.

Photo: Unattributed. Author’s Collection.

the ends. On the main line 15½ miles out of Euston, Bushey was the first suitable spot, the next being Castlethorpe at 53 miles, followed by Rugby at 83 miles, Hademore 113 miles, Whitmore 148 miles a little short of Crewe. There are five more before Carlisle and three were added by the LMS in Scotland following grouping, one being at New Cumnock on the G&SW route.

Other routes on the LNWR/LMS were also so equipped and the system adopted by other railways world-wide.

The idea was invented in 1860, developed and patented by John Ramsbottom, the Locomotive Superintendent of the Northern Division based at Crewe of the London & North Westen Railway, a constituent of the LMS. The fireman would lower a hinged scoop mounted below the locomotive tender, and occasionally under the bunker of tank engines, into a long narrow trough between the rails full of water. Above a minimum speed of about 20mph, the passing of the locomotive forced a considerable volume of water up into the tank. At the end of the length of the trough, the fireman would raise the scoop, when as much as 2,000 gallons may have been collected. A gauge was provided on the front of the tender, or bunker, to enable the footplate crew to assess the quantity available and whether this was reaching full capacity. If, however, this should be

exceeded, the surplus would be discharged through the air vents on top of the tender, often dousing the leading carriage to the discomfort of any passengers who may have left the window even slightly ajar.

To a small boy of six or seven, the desire to own a toy train representing the wonderful sights witnessed in the cutting at Bushey was irrepressible, but by the middle of the war such things as Hornby No. 2 trains were unavailable. With the outbreak of war, the factories diverted to war work, many types of toys soon became unavailable, leaving little more than cardboard cutouts to stimulate young technically inclined minds. While staying at Bushey, with a birthday impending, however, my badgering must have been so great, that resort was made to a second-hand dealer in Watford with view to exchanging the Gauge O Lionel 3-car electric for a Hornby clockwork LMS 4-4-0 Compound, but much to my disappointment negotiations stalled, I suspect on the amount of cash input demanded by the dealer.

During our stays with granny, one or two trips were made to London and I recall my disappointment upon arriving mid-morning at a deserted Broad Street with virtually no trains in sight but our own. Had I but known of the feverish activity 5

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taking place in the adjacent Broad Street Goods depot and in the arches beneath the approach viaduct, the LNWR’s vast depot in the City, I might have been somewhat mollified (1). Enthusiasm was restored, however, by the next time passing through Euston,

when a short diversion to the arrival platforms led to my being invited onto the footplate a Royal Scot, sat in the driver’s seat and leaning out of the cab side window while the purpose of the hinged glass side screens was explained – bliss indeed!

(1) Tatlow P, Broad Street Goods, Historical Model Railway Society Journal, Vol 23, p61-66.

LMS 4-4-0 Compound No. 1150 at almost the same spot puts on steam with an eleven-coach train from London-Euston. The Midland inspired locomotive was built by the North British Locomotive Co. in 1925. The leading coach is an ex-LNWR 42-foot elliptical roof full corridor brake van. Photo: Unattributed, Author’s Collection.

Post-1927 LMS Compound No. 1052 built at Derby in 1924 on the Up Fast with an eight-coach train, including a dining car, takes water as it completes the last 15 miles to Euston station. Note the water troughs in the ‘four-foot’ of the nearer four tracks, the remaining two electric lines and a cable route are in the far distance. Photo: F. Moore, Author’s Collection.

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Unnamed Patriot No. 5513, a product of Crewe in 1932, with an Up train of mixed stock passes under the brick arch overbridge in 1936 and from which the author watched trains seven years later. The ‘cess’, ‘wide-way’ and ‘six-foot’ beside and between the tracks are boarded over and beneath which will be a drainage system to collect the over-spill and spray from the water dispersed as the passing engines make a pick-up. The leading coach is an ex-LNWR 45-foot family saloon and is followed by an ex-LNWR 12-wheel special corridor brake composite. Photo: Author’s Collection.

Royal Scot No. 6142 Lion, later to be renamed The York & Lancaster Regiment in 1936, on the Up Fast at the commencement of the water troughs and with a further train in the distance on the Up Slow and water treatment tower on the right.

Photo: Photomatic 4339, courtesy Rail Archive Stephenson.

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Streamlined No. 6225 Duchess of Gloucester, the first of second batch emerged from Crewe Works in May 1938. It was the first to appear in crimson lake with gold stripes, as opposed to the blue and silver of the earlier batch. The 15-coach train is routine service train.

Photo: Photomatic, courtesy Rail Archive Stephenson.

Photographs of freight trains passing over the Bushey troughs seem to be relatively rare, so it is gratifying to find LMS Crab No. 13050 on the Down Slow line passing over the troughs with a through freight.

At the head of the train is an ex-LNW 6-wheel passenger brake van and three ventilated vans followed by further covered goods vans with just a few open wagons visible at the tail end.

Photo: Real Photographs, author’s collection

Rebuilt Royal Scot class No. 6147 The Northamptonshire Regiment arrived at Euston Platform 4 with an express passenger train from the north, from Holyhead if the shed plate 7C is any indication.

Alongside is No. M6138 The London Irish Regiment with a similar train on Platform 4, the prefix M to the number plate was an interim arrangement adopted on just a few engines following nationalisation.

Neither has yet to be fitted with smoke deflectors.

Photo: Unattributed, Jim Smellie collection.

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Here ex-LNWR 0-8-0 7F No. 9060 of 1897, rebuilt as a G1 in June 1927 and fitted with a Belpaire firebox, with behind LMS 8F 2-8-0 No. 8136 taking water, with a down express through freight of coal empties in 1947. Note the London bound tube train. The platelayers appear unperturbed by the possibility of being soaked by spray, perhaps because of the relatively slow speed of this train. Photo: F. R. Hebron, courtesy Rail Archive Stephenson

MIDLAND TIMES • ISSUE 4

I T B E G A N W I T H T U R B O M OT I V E

by David Cullen June 1935 • LMS Turbomotive 4-6-2 No. 6202 as originally built. Photo: © The Transport Treasury

T

he majority of steam locomotives were, and still are, of the type we know so well. Their wheels are driven by rods connected to pistons in cylinders with sliding valves emitting live steam then releasing exhaust in melodic blasts, the very voice of the machine. One alternative to this system was the steam turbine as used in shipping and power stations.

Resembling a series of multi-blade fans on a shaft, drive was created by passing steam continuously through the blades, causing the arrangement to rotate. On locomotives, this was transmitted to the driving wheels via gearing, creating very smooth motion. The London, Midland and Scottish Railway had experimented with the technology in 1928 on a single locomotive operated between London and Manchester. Using a Swedish ‘Ljungstrom’ type turbine, it had been a ‘condensing’ locomotive which turned its exhaust steam back into water for recycling to the boiler. This process gave several benefits. It maintained the greatest possible temperature range of the operational steam and obviously avoided heat and water wastage from exhaust discharging into the atmosphere. These factors produced thermal efficiency and economy both measurably superior to conventional locomotives. However, a big disadvantage was the necessary equipment being highly complex, so requiring a great deal of expensive specialist maintenance.

William Stanier, eventually becoming Sir William in recognition of his achievements, was appointed Chief Mechanical

Engineer of the L.M.S. in January 1932. Learning of a new 2-8-0 turbine-driven freight engine on the Grangesberg-Oxelosund railway in Sweden, Stanier visited the line to see this for himself.

Another ‘Ljungstrom’ powered machine, in contrast with the L.M.S. experiment it was non-condensing, discharging exhaust steam so not requiring associated complex apparatus. The turbine’s drive was through triple-reduction gears and a jackshaft.

During operational trials, trains of 1,500 tons were hauled, each including a data recording dynamometer car. Collective data showed an overall top speed of 43½ mph, accompanied by reductions in coal and water consumption of 7¼ tons and 15% respectively compared with the railway’s conventional engines.

Considering it had none of the benefits of condensing, these statistics were quite remarkable giving indication of hauling capability. Tractive Effort was calculated at 47,040 lbs.

Very impressed, on his return to the UK, Stanier set about creating his own non-condensing engine, but intending this for passenger duties rather than for freight. In 1933, construction of three prototype Princess Royal 4-6-2s began at the L.M.S. works in Crewe. One set of frames plus accessories were commandeered to form the turbine experiment’s skeleton. Two steam turbines and their transmission systems were fitted, one large for forward running, one smaller for reversing. Following negotiations with ‘Ljungstrom’, these had been designed by Dr. Henry Guy, later becoming Sir Henry, Chief Turbine Engineer of the MetropolitanVickers Company. Their construction had also been undertaken 10

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which was typically higher than for similar reciprocating locomotives. Spent steam was discharged forward through a duct, then upward into the smokebox to access the exhaust system.

at M-V under Guy’s supervision. The boiler and other regular components were designed by Derby staff in association with Guy’s team. Classified 7P, the machine created was given the running number 6202 and dubbed Turbomotive, a contraction of turbine and locomotive. However, in an era when locomotives were frequently named after royalty or national heroes, this attracted considerable disdain.

The Forward Drive The turbine powered the driving wheels via a double-helical, triple-reduction gear train. This was permanently connected with the leading coupled axle via a quill shaft, a special linkage providing operational flexibility and acting as a shock-absorber.

The assembly was set between the frames in a transmission-casing containing lubricating oil. A decade later this concept would be adopted by the Southern Railway’s C.M.E. Oliver Bulleid to accommodate the chain-driven valve gear of his new pacifics.

Turbomotive’s gear reduction was of the ratio 34 to 1; thirty-four revolutions of the turbine producing one of the driving wheels.

This would propel the locomotive a distance of 20ft. 5ins. One mile would be covered with 8,800 turbine revolutions producing 259 turns of the wheels. In service, a typical journey would result in some 1,800,000 revolutions of the turbine and 55,000 of the wheels.

TURBOMOTIVE’S OPERATIONAL HARDWARE The Forward Turbine This was set laterally in a casing on the left-hand running plate, approximately where an outside cylinder would have been.

Precision crafted, it comprised sixteen rows of blades, termed stages. The turbine’s ‘output at rail’ was calculated as follows: at 30 mph – 2,050 horsepower. At 40 mph – 2,270 hp, at both 50 and 70 mph – 2,350 hp. Optimum efficiency was achieved at 7,060 revolutions per minute, which, corresponding to 62 mph, produced maximum output of 2,400 hp. One advantage of turbine over cylinders is shown when comparing this with the maximum of 1,800 hp for a standard Princess Royal. Further, the blading was designed for high efficiency across all speeds. Steam was supplied to the turbine via an arrangement of six valves, their nozzles set in the casing. Each was independently controlled from the cab and any or all could be opened as required. Under normal operating conditions they would be brought in individually and in succession, power output and speed increasing with the number opened. These contributed greatly to thermal efficiency,

The Reverse Turbine Set laterally on the locomotive’s right side, this was also in approximately the location of a normal outside cylinder.

Comprising only four stages, it was effectively just for moving the locomotive on shed or backing onto a train. Reversing under load would not have been practical. Not simply from the degree of blading, but in moving the locomotive it needed to overcome

24th June 1949 • 46202 in steam at Edge Hill shed.

Photo: © The Transport Treasury

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the permanently connected forward gearing and turbine. Power was transmitted through a separate gear train. Not permanently connected, this avoided unnecessary load of the forward turbine.

When required, the reverse gear train would be brought in via a sliding spline-shaft and dog-clutch mechanism. Engagement was initially through a steam servo motor. This was eventually replaced by a manual control. Dr. Guy later looked into fitting an interlocking mechanism to improve operation of both turbines.

Unfortunately this did not progress beyond the planning stage due to the outbreak of World War Two. Turbine and gear equipment aside, No. 6202 was quite conventional, with coal-burning firebox, fire-tube boiler and superheating. Made feasible by the turbines working to a backpressure of 2 psi, a double blastpipe/chimney arrangement was incorporated. This and the locomotive’s non-condensing format provided ideal operational conditions for exhaust steam draughting. This was far preferable to a draughting-fan as installed on condensing locomotives. Constantly subjected to ash and soot, these tended to wear out rapidly. With the turbines powered by constant steam flow, exhaust was released correspondingly instead of in blasts. Operational trials however, revealed a tendency for the exhaust to drift downward, obscuring the crew’s forward vision. This was solved in 1939 by the fitting of smoke deflectors.

Technical specifications The leading bogies were of 36 inches diameter, the driving wheels 78 inches and the trailing bogies 45 inches. All three driving axles were fitted with efficient Timken roller bearings. The engine’s overall length was 74ft. 4¼ ins. and height from rail to chimney crown 13ft. 2ins. The boiler initially fitted was domeless. This contained one-hundred-and-twelve 2¼ inch diameter fire tubes plus thirty-two 51/8 inch superheater flues. With a 217 sq.ft. firebox this gave 2,314 sq.ft. of evaporative surface. This was enhanced by a 32-element, 653 sq.ft. superheater. The unit was later replaced by a domed boiler. 20ft. 31/16ins. in length with an outer diameter tapering forward from 6ft. 3ins. to 5ft. 85/8ins, this contained eighty-one 2¼ inch tubes and forty 51/8 inch flues. Its 40-element superheater had a slightly reduced surface area of 577 sq.ft. Later still, this superheater was replaced with an 832 sq.ft, triple-element type as fitted to the L.M.S. Duchess pacifics. Steam was produced to a maximum pressure of 250 psi and a temperature of 650 degrees F. Firebox grate area was 45 sq.ft. Smokebox length was 8ft. 5½ ins. and diameter 6ft. 1in.

A double blastpipe discharged via two 11 inch diameter exhaust pipes into twin chimney cowlings with chokes of 14¾ ins. The chimney crown sat 1ft. 1/8in. above the smokebox top.

Accommodating the inside cylinders on a regular Princess Royal, the space between the frames above the leading bogies formed an An undated shot of 46202 at Crewe Works.

Photo: Neville Stead © The Transport Treasury

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Early 1952 • A young lad poses for the camera beside the rebuilt No. 46202, now named Princess Anne, at Liverpool Lime Street.

Photo: David Anderson © The Transport Treasury

air intake for cooling the lubrication system. In full working order No. 6202 weighed 166½ tons. Tractive Effort was calculated at 40,000 lbs. Carried on three pairs of 4ft. 3in. diameter wheels, the tender held coal and water stocks of 9 tons and 4,000 gallons respectively, and was fitted with ‘scoop’ pick-up apparatus for taking on water from rail-troughs while in motion. Two liveries were borne. Pre-war, L.M.S. Maroon with black smokebox, postwar, lined black.

Turbomotive entered service in June of 1935. Powerful, and reaching maximum efficiency at 62 mph, it was ideally suited to heavy, moderate speed trains, and so allocated to the Liverpool Flyer, a London Euston-Liverpool service making daily return journeys. Giving sterling performances, despite her forte for medium speed work, for a time she made this train the fastest on the L.M.S. Efficiency aside, the turbine drive provided several major benefits. Its modus operandi gave smooth power transmission, which combined with the absence of reciprocating pistons and gear, made running very comfortable. The driving wheels were only fitted with coupling-rods, so rail stress caused by rapidly whirling components (‘hammer blow’) was effectively eliminated. Taken into account during the planning stage, these factors resulted in construction heavier than standard, with static axle-load upped from the normal 22½ ton maximum to

24 tons. The 4½ ton total increase carried over the coupled wheels gave 72 tons of adhesive weight for hauling. In service Turbomotive clocked up a grand total of 300,000 miles. Pre-World War II, the annual average had been 54,205, with the highest ever of 73,268.

Interestingly, the locomotive appears to have inspired one of Leslie Ashwell Wood’s famous ‘Cutaway’ drawings in Eagle comic. First appearing in the 1st August 1952 edition, it was also included in The Eagle Book of Cutaways in 1990. Conceived when the atom was seen as the ultimate source of energy, this item featured the artist’s visualisation of an atomic-powered locomotive of the future. At its heart was an atomic reactor generating heat from Uranium 235. This turned pressurised water into superheated steam for driving turbines. Based on the Turbomotive concept (reactor excepted), a number of aesthetic differences were included, any or all conceivably for legal reasons.

The most obvious was the 4-8-4 wheel arrangement. The turbines, gearing and exhaust system were identifiable with those of No. 6202, but the forward turbine was fitted with just four steam valves rather than six. The locomotive was tender-less, its fuel contained within the reactor and water in a reservoir above the rear bogies. The driving cab was front mounted, its design based upon aircraft technology. Finally, the locomotive carried the contrived number 109000.

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25th August 1952 • No. 46202 Princess Anne, pulls into Shrewsbury station. Photo: Neville Stead (ns203621) © The Transport Treasury

programme’s cancellation. This was rather unjust, for most failings resulted from extreme conditions then easing.

Nonetheless, after remaining unusable and idle for four years, Turbomotive was rebuilt as a conventional pacific, ironically the form in which she was initially to have started. Renamed Princess Anne and bearing the BR number 46202, the engine re-entered service in the summer of 1952 on the Euston–Glasgow route.

However, just months later on 8th October she was involved in the catastrophic collision at Harrow and Wealdstone. Removed from the wreckage, the locomotive was sent to Crewe for inspection. Deemed beyond repair, it was scrapped.

Steam turbine research died after Turbomotive’s rebuild, leaving us merely to reflect on how its simplicity and thermal efficiency might have influenced future rail traction. Although requiring much fine tuning, it had been a successful beginning which would never see a corresponding conclusion.

An immense human tragedy, the Harrow and Wealdstone incident had further caused an operational problem for BR They were a heavy passenger express locomotive short.

A replacement having a tractive effort of around 40,000lbs was needed. Motive power chief Robert Riddles had proposed such a machine several years previously, but in austere post-war Britain

Accompanying text predicted the engine was… a possibility not so far distant as many suppose. It further informed us of the locomotive’s ability to operate almost indefinitely on its stock of Uranium. Despite this, not surprisingly, the prediction has never come true due to risks involved with atomic power.

The phrase; “But for the war…” is sometimes used as an excuse for something not having succeeded. In Turbomotive’s case, this is quite valid. It might have revolutionised future motive power but for the effects of the 1939–1945 conflict. Its need for specialist maintenance then a liability, No. 6202 was laid up at Crewe works. As the war escalated however, every locomotive was needed and it inevitably returned to duty. In these desperate times maintenance of appropriate standard and regularity simply couldn’t be carried out. Excessive wear resulted, leading to major problems, including the main turbine spindle breaking at 60 mph. Compounding the situation, spare parts were virtually unobtainable, Metropolitan-Vickers being predominantly committed to the war effort. Following general decline, the main turbine failed altogether in 1947 and Turbomotive was withdrawn from service, its fate held in abeyance.

Stanier was no longer C.M.E. His successor George Ivatt was in no way enthusiastic about the machine, factors resulting in the 14

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8th October 1952 • The cranes work to recover No. 46202 from the scene of the Harrow & Wealdstone crash and below the remains of the locomotive at Crewe Works. Photos: © The Transport Treasury

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this had been deemed unaffordable. Different circumstances now prevailed, leading to its construction getting the go-ahead. This engine was the Class 8P pacific appearing in 1954, No. 71000 Duke of Gloucester. This was extensively modelled on the Britannia Pacifics. Being BR ‘Standard’ locomotives, these had just two cylinders, enabling uncomplicated maintenance. The Duke however, operated with three, essential for providing the required power, despite this flying in the face of BR policy. These were of just 18ins. diameter to conform with width restrictions, with piston stroke of 28ins. Tractive Effort was 39,080lbs. Rather than conventional valves and valve gear, ‘Caprotti’ rotary-cam poppet valve gear was incorporated, simplifying operation of the third cylinder’s valves. The system used cams on rotating shafts to operate separate inlet and exhaust valves at each end of the cylinders. Instead of sliding, these opened and closed like the valves of an internal combustion engine. The inlet and exhaust valves worked independently, providing completely free steam flow. Intrinsically efficient, they could also be set with great precision to suit running conditions. ‘Cut-off’ percentage, the point of piston stroke at which the inlet valve closed, could be infinitely varied by adjusting cam positioning. Whatever the

setting, only that percentage of the stroke was powered by inflowing steam. The valve would close, the stroke’s remainder powered by expansion of the steam then trapped in the cylinder.

On Duke of Gloucester this could be set down to a remarkably low 5%, when just one-twentieth of each stroke would be inflowpowered. Theoretically, this would lead to great economy in steam, water and coal.

Had No. 71000 been a success, it might have heralded an entire fleet of three-cylinder ‘super pacifics’. Unfortunately a number of fundamental flaws let her down, although they would never be investigated nor rectified during BR service. The Caprotti valves were incorrectly set. The blastpipe/chimney arrangement was unsuitable for handling their exhausts which were fiercer than those produced by piston valves. Wrongly dimensioned ashpan dampers were incapable of supplying the fire with sufficient air at speed. Combined, these produced erratic, unreliable steaming with coal and water consumption increased. Indeed, many journeys would end with a depleted tender and an anxious crew. The demise of steam on BR was rapidly approaching however, and remedial funding was never to be granted. The locomotive was withdrawn in 1962 after a mere

May 1956 • Class 8P 4-6-2 No. 71000 Duke of Gloucester at Euston waiting to work the Down ‘Mid-day Scot’ away from Euston.

Photo: J. Flint & J. Harbart © The Transport Treasury

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1st June 1956 • No. 71000 Duke of Gloucester receives plenty of interest after arrival at Crewe. Photo: © The Transport Treasury

eight years service. Scavenged for anything of value, including its left cylinder and Caprotti gear for exhibition at London’s Science Museum, No. 71000 was sent to Dai Woodham’s Barry scrapyard.

The yard’s main business then was breaking rolling-stock rather than locomotives, so she remained here until 1974. Then rescued

by The Duke of Gloucester Steam Locomotive Trust, a painstaking twelve-year reconstruction followed. The faults on The Duke were finally identified during this programme, with remedies incorporated in the reconstruction work. Now completely reborn, it has been fitted with a Kylala-Chapelon (Kylchap)

exhaust system perfectly suited to the fierce exhausts and a correctly proportioned ashpan, plus the valves have been accurately set by computer. The result; Duke of Gloucester is now claimed to be the most advanced steam locomotive ever to operate on British metals, and ironically more powerful than the diesels which ousted it in the 1960s. Not surprisingly, it is a serious crowd-pleaser when hauling enthusiasts’ specials.

Long may this continue.

I would like to express my grateful thanks to The 71000 (Duke of Gloucester) Steam Locomotive Trust Ltd for their assistance in the writing of this article.

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ST E A M AT P E RT H – THE FINAL DECADE Words and Photos by David Anderson

A late 1950s view of Black Five 4-6-0 No. 45452 framed within the stone overbridge backing down to Perth station from the shed to work a southbound train.

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S

ituated on the broad River Tay at the gateway to the Highlands, the city of Perth, the ancient capital of Scotland once called St. Johnstoun and also known as the ‘Fair City’ was an important centre of railway communication in the days of steam.

First reached by rail from Dundee in May 1847, its original terminus was at Barnhill on the east side of the River Tay, but by 1849 a bridge across Moncrieff Island provided a direct link for rail traffic from Dundee via Perth to the south which connected with the Scottish Central Railway which had opened to Perth in May 1848. Also in that year, the future North British Railway’s line, the Edinburgh and Northern Railway reached Hilton Junction followed by the opening of the line from Perth to Forfar.

The Perth and Dunkeld Railway, the future Highland Railway, was opened from Stanley Junction in April 1856. Finally, a line from Almond Junction towards Crieff was opened for rail traffic in January 1858.

Jointly owned and managed by the early user railway companies, Perth General station was designed by Sir William Tite and was opened on 28th May 1848 with the opening of the line from Stirling. The station was enlarged in 1884 and 1893, its long through north/south platforms accommodating the heavy trains conveying families to and from the Highlands during the shooting season whilst the city of Dundee was served by two

To Inverness

LM&SR LNER

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To Aberdeen

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Bankfoot

PERTH To Crieff

Stanley Junction

To Dundee

Bridge of Earn

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To Edinburgh and London

sharply-curved platforms on the east side of the main station. The Down main platform was 1,415 feet long and the platform on the Up side measured 1,672 feet, the longest on Scottish railways.

Scissor crossings were provided on the middle roads which enabled train portions to be worked from the same platform whilst the one centre island platform contained all of the station’s

1st September 1956 • Pickersgill Class 3P 4-4-0 No. 54489 acting as station pilot at Perth General with the coach sidings viewed to the left. The loco was built by Armstrong-Whitworth in March 1921 being withdrawn in December 1961.

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offices. A bay platform was used by trains to the south over the Glenfarg line. Jointly owned by the Caledonian, Highland and North British Railway companies, the adjoining hotel built in the Scottish baronial style was opened in 1890 and became well known in connection with Queen Victoria’s rail journeys to and from the royal residence at Balmoral.

Perth’s other station was the wooden platform Princes Street which was located a half mile from the main station on the line from Dundee until its closure in February 1966. This was the original terminus of the Scottish Central Railway from Castlecary and Stirling, but was later served only by local trains on the line to Dundee.

At Perth, each of the pre-grouping companies had its own locomotive shed, the largest of these being the former Caledonian Railway’s depot at Friarton (Perth South) which was situated about a mile to the south of the station towards Moncrieff Tunnel close to Hilton Junction where the ex-North British Railway line branches off to Fife.

In L.M.S. days, the former Highland Railway eight-road shed at Perth (North) adjoined the ticket platform to the north of the main station. This depot was closed in 1938 with engine servicing

and repair concentrated at Friarton (coded 29A and later 63A) in the British Railways era.

At the end of 1947, just prior to nationalisation, a total of 107 steam engines were allocated to Perth. These included 32 engines of Caledonian Railway origin, around 60 Stanier Class 5 4-6-0s six Class 4P ‘Compound’ 4-4-0s and seven L.M.S. Class 4F freight 0-6-0s. The former L.N.E.R. steam locomotive allocation stood at 17 engines including 12 ex-North British Railway types and two D34 ‘Glen’ 4-4-0s No. 62470 Glen Roy and No. 62484 Glen Lyon.

Sub-sheds of Perth were located at Aberfeldy, Blair Atholl and Crieff whilst during 1959, the four-road depot at Forfar (63C) was added to the list of sub-sheds. Closure of Perth shed took place in May 1967 and the adjoining sidings lifted, the site being used to build a supermarket.

Motive power in and around Perth was varied and the passing rail traffic in the days of steam remained of great interest for the enthusiast and photographer alike.

The unique Caledonian Railway ‘single wheeler’, No. 123, later to become L.M.S. No. 14010 was allocated to Perth for passengers service to and from Dundee (West) in British Railways days,

18th September 1965 • The first engine of the BR Standard Class 5MT 4-6-0s No. 73000 photographed leaving Perth about to pass under St. Leondards Road bridge at the head of an Aberdeen to Glasgow (Buchanan Street) passenger working. This engine was a rare visitor to Scotland, being based in the Midlands at this time, it may have been running-in after a visit to Cowlairs Works.

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Standard Class 5 4-6-0s Nos. 73005-09 regularly worked the ‘Saint Mungo,’ the ‘Granite City,’ the ‘Bon Accord’ and the ‘Grampian’ through Perth on services between Glasgow (Buchanan Street) and Aberdeen.

As well as the ‘West Coast Postal’ which originated at Aberdeen for its journey south, a working which was to become well-known was the daily 4.45pm fish train from Aberdeen which changed engines at Perth and provided a variety of motive power including L.M.S. pacifics whilst ‘Duchess’ and ‘Princess Royal’ 4-6-2s worked into Perth on overnight sleeping car expresses from Euston, a regular Crewe pacific turn was the 8.50pm sleeper from Perth usually loaded to thirteen coaches.

Towards the end of the steam era, latter day enthusiasm was created at Perth when the Class A4 Pacifics were transferred to St. Rollox to speed up and maintain the three-hour passenger service schedule between Glasgow and Aberdeen.

Local passenger services in the Perth area were considerably reduced from the mid-1950s. The Perth to Ladybank service was withdrawn from 19th September 1955 and from 11th June 1956 no less than 30 intermediate stations were closed between Perth and Aberdeen and on the line between Perth and Dundee (West).

10th May 1958 • A local passenger train to Stirling hauled by Stanier Black Five 4-6-0 No. 44879 (of 63A) is seen passing Perth locomotive depot. This view looks north towards Perth General station. A May 1945 product of Crewe Works the engine remained in service until April 1967.

10th May 1958 • Preserved Caledonian Railway 4-2-2 No. 123 with two C.R. coaches en-route from Perth to Dundee on a special working. As LMS No. 14010, the ‘Single Wheeler’ was in regular use on passenger workings over this route.

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Today, Perth still remains an important railway junction. The line from Stirling to Stanley Junction and northwards to Inverness survives although the former Caledonian Railway and L.M.S. lines to Forfar have been closed along with the branch from Gleneagles to Crieff. The line between Perth and Dundee is still operational.

Numerous landscape changes have affected the railway around Perth as rationalisation of the area has become inevitable.

June 1956 • One of two ‘Glens’ allocated to Perth shed, Reid ex-North British Class D34 4-4-0 No. 62484 Glen Lyon shunts coaching stock at Perth General. Behind the loco is first class sleeping card M308M of pre-grouping design but built in 1924. Note the former Caledonian Railway lower quadrant signal.

April 1956 • The West Coast Postal in the Up direction left Aberdeen at 3.30pm and reached Perth at 5.17pm. En-route to Stirling, Law Junction and Carstairs, the train is seen leaving Perth General behind Standard 5MT No. 73120 in the late afternoon with arrival at Carlisle scheduled for 8.53pm.

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9th July 1957 • A view of Perth Friarton shed (63A) with Stanier Black Five 4-6-0 No. 45472 (left) next to the home shed’s Jubilee 4-6-0 No. 45673 Keppel and another Black Five No. 44798. A second Jubilee, No. 45727 Inflexible was introduced to the depot in the late 1950s.

2nd June 1956 • A Drummond design perpetuated by McIntosh and built at St. Rollox Works in 1892 as Caledonian Railway No. 694, ‘Standard Goods’ 0-6-0 No. 57345 fitted with Westinghouse brake pauses between shunting duties in the Perth shed yard. One of two engines of the ‘Jumbo’ class to be allocated to Perth in the mid-1950s. No. 57345 was withdrawn from service at Perth in February 1962. The engine regularly worked the daily Perth–Gleneagles–Crieff pick-up goods.

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14th March 1956 • Former Caledonian Railway Drummond ‘Standard Goods’ 0-6-0 No. 57243 is pictured at Perth shed en-route to its home shed at Stirling (63B) after overhaul at Inverurie Works.

2nd May 1956 • Former Caledonian Railway Pickersgill Class 3P 4-4-0 No. 54494 on the 75 foot turntable at Perth shed. One of ten members of ‘Caley Bogies’ allocated to Perth in 1964 for local passenger duties to Dunkeld, Pitlochry and Blair Atholl plus occasional banking duties.

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29th June 1957 • Built by the North British Locomotive Company at its Hyde Park Works, Glasgow in December 1922, Pickersgill Class 3P 4-4-0 No. 54507 is pictured on shed at Perth. It was one it way back to its home shed at Dumbries (68B) after overhaul at Inverurie Works.

14th April 1956 • Pickersgill Class 3P 4-4-0 No. 54486 at Perth shed. It was the last of the St. Rollox batch of ten engines built in 1920, being withdrawn in March 1962. Note the snifting valve behind the one-piece cast chimney.

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Stanier 8F 2-8-0 No. 48343 in ex-works condition at Horwich on 13th October 1963.

48343 was built by the LMS at Horwich Works and entered service during February 1944.

At nationalisation it was allocated to the ex-LNWR shed at Swansea Paxton Street (4B), followed by Rugby (2A) and then Nuneaton (2B) where it stayed for almost 13 years before its final move in February 1967 to Stoke-on-Trent (5D) from where it was withdrawn exactly a year later. In May of the same year No. 48343 was broken up at Cashmore’s (Great Bridge, Tipton) to end just over 23 years in service.

Photo: Balham Collection © Transport Treasury

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M Y T R A I N S P OT T I N G O D Y S S E Y (PA RT 1)

A

by Geoff Courtney

s an Essex boy, my initial trainspotting days in early 1957 at the age of 13 were centred on Ilford, Stratford and Liverpool Street, but within a year I had become more confident and, importantly, my parents had become more relaxed about me widening my horizons, or letting me spend time alone on railway stations during family holidays.

The first time I took advantage of this new-found freedom was on 26th July 1958, at the Lake District West Coast Main Line station of Oxenholme, the junction for the branch line to Windermere, where we were holidaying. It was to be the first of many visits to London Midland Region stations around the country during the following three years, and some of the detailed logs I made of trains passing through them will be the subject of a short series of articles in Midland Times.

So, to start at the beginning, and to Oxenholme, the location of shed 11C and 15 miles south of Tebay and the challenging – at least for steam – 5½-mile climb to Shap Summit, 916ft above sea level. My first visit to Oxenholme via the Windermere branch line was on a busy Saturday 26th July, when I spent more than six hours noting every train and light engine movement.

For me it was an eagerly anticipated pleasure, as I looked forward to ‘copping’ many locomotives that had eluded my London-centric trainspotting to date. I recorded the very first train at exactly noon, a Down express headed by Patriot

No. 45502 Royal Naval Division. This 4-6-0 was shedded at Carlisle Upperby (12A), and the stage was set for a fruitful day.

In the first hour I logged 12 trains, including Jubilee Nos. 45733 Novelty and 45661 Vernon, the second Patriot of the day, No. 45543 Home Guard, and 1Co-Co1 diesel No. 10203, then just three years old, on the Up ‘Royal Scot.’ The highlight, however, was Princess Royal Pacific No. 46210 Lady Patricia being piloted on a heavy Down express by Class 2P 4-4-0 No. 40694, a pairing doubtless preparing itself for the climb up Shap.

The second hour began on a high note too, with Patriot itself, No. 45500, passing through on a Down semi-fast to Carlisle, followed by a second member of the class on a similar working, No. 45541 Duke of Sutherland, and soon after I logged my first Princess Coronation of the day, No. 46234 Duchess of Abercorn, on an Up express and another Princess Royal, No. 46205 Princess Victoria, also heading an Up train.

And so it went on as the afternoon gave way to early evening.

Further double-headers – a rare and fascinating sight for this GER main line trainspotter – comprised the pairings of Royal Scot No. 46106 Gordon Highlander with No. 40679, Jubilee No. 45717 Dauntless with Black Five No. 45289, a double Black Five of No. 45451 in tandem with No. 45132, and another Royal Scot, No. 46121 Highland Light Infantry, City of Glasgow Regiment, piloted by No. 40600.

Two trainspotters are fascinated, and perhaps surprised, as Class 2P No. 40694 pilots an unidentified Princess Coronation 4-6-2 on one of the centre roads at Crewe. The 1932-built former LMS 4-4-0 was logged at Oxenholme on 26th July 1958, double-heading another Pacific, Princess Royal No. 46210 Lady Patricia, on a Down express. Photo: © The Transport Treasury

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Unnamed Patriot class 4-6-0 No. 45517 of 27A (Bank Hall, Liverpool) lets off steam as it departs from Windermere with the 3.23pm train on 18th July 1959. During a family holiday almost exactly a year previously, Geoff had travelled from the station for two spells of trainspotting at Oxenholme, where the Windermere branch joins the WCML. Photo: Alec Swain © The Transport Treasury

There was more. Unnamed Patriot No. 45508 was coupled with Black Five No. 45257, No. 45468 with No. 40565, and I enjoyed the sight of two Jubilees performing a double act on an Up express, No. 45624 St. Helena with No. 45586 Mysore, one of whose nameplates sold at a GW Railwayana auction last November for £10,500. Co-Co diesels Nos. 10000 and 10001 also joined in by working the Down ‘Royal Scot’ together.

Further star sightings before my hunger, and the trepidation of facing my parents after pushing the time limits of my exeat, got the better of me, included Princess Coronation No. 46256 Sir William A. Stanier, F.R.S. on the Up ‘Mid-Day Scot,’ and classmates Nos. 46220 Coronation, 46233 Duchess of Sutherland, 46241 City of Edinburgh, and 46247 City of Liverpool, while a third Princess Royal was the now preserved No. 46201 Princess Elizabeth.

Also deserving of mention are Royal Scot No. 46147 The Northamptonshire Regiment on ‘The Lakes Express’ and ‘copping’ within 10 minutes of each other my first Scottish-based Brit, No. 70052 Firth of Tay and first Clan Pacific, No. 72004 Clan Macdonald.

I was back just two days later, on 28th July, an indication that my late return to our holiday accommodation on the previous Saturday was perhaps not as much a problem as I had anticipated.

This day too I arrived at exactly noon, and within five minutes I had logged the Down ‘Caledonian’ headed by Princess Coronation No. 46232 Duchess of Montrose, of which I had a Hornby Dublo model at home (and still have).

Within 15 minutes No. 40565 came through piloting No. 70050 Firth of Clyde, another Polmadie (66A) resident and thus my second Scottish Brit to be ‘copped’ on this holiday. These handsome Pacifics were a regular sight back home at Ilford, but being able to underline in my Ian Allan Combined Volume two from north of the border gave me great pleasure.

Patriot No. 45506 The Royal Pioneer Corps was next up on a freight rather than passenger train, and before long No. 46220 Coronation sped through on the Up ‘Royal Scot,’ while another express locomotive seen two days earlier also made a reappearance, No. 72004 Clan Macdonald. Oh, how I wished it was a different member of the 10-strong class, but Princess Coronation No. 46224 Princess Alexandra, being a Polmadie locomotive and thus a ‘cop,’ soon made up for it with the Up ‘Mid-Day Scot.’

Patriot class 4-6-0s put on a show mid-afternoon, when four members of the class – Nos. 45503 The Royal Leicestershire Regiment, 45512 Bunsen, 45519 Lady Godiva, and 45532 Illustrious – passed through within an hour of each other on a series of 29

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A lone cow is unfazed in a field beside the WCML as Jubilee class 4-6-0 No. 45599 Bechuanaland approaches Oxenholme with an Up express. The 10-mile line to Windermere branches off on the left. Photo: Milepost 92½ © The Transport Treasury

fast trains. One obvious difference between these two days of trainspotting was the freight traffic, with only three goods workings on the six hours of the first day and seven during the 5½ hours of the Monday, doubtless due to more paths being available than on the busy summer Saturday.

Another contrast was the steam double-headers, of which I logged nine on the first day but just three two days later, indicating the heavier Saturday loadings.

The final log over the two visits was the Down ‘Lakes Express’ and my notes indicate this was the train that took me back to Windermere behind Black Five No. 44902. I am sure that, as I relaxed on the 10-mile journey, I felt an inner glow from my first foray into a steam world literally miles away from the comfort of the Liverpool Street-Stratford-Ilford line.

Almost exactly a year later it was family holiday time again, these being the days when ‘holiday’ invariably meant (a) summertime in the UK, and (b) beside, or near, the sea. So, in the first weekend of August 1959, my parents and I travelled to the north Wales resort of Rhyl, and there I immediately found the Midland Region station and its locomotive depot coded 6K. I managed three visits, the first being on Saturday 1st August, and it didn’t take me long to realise that the motive power comprised mainly Jubilee, Black Five, and Standard locomotives, with the occasional Royal Scot at one end of the spectrum and Victorian 0-6-0s at the other.

During this first day I logged two named trains, the Down ‘Welshman’ behind none other than No. 46100 Royal Scot, and ‘The Welsh Chieftain’ with Jubilee No. 45669 Fisher in charge.

The latter train, which was new to me, was one of four ‘land cruise trains’ on a variety of routes in north Wales, this one being Rhyl-Bangor-Caernarvon-Portmadog-Barmouth-Corwen and back to Rhyl.

Other Jubilees logged were, on Up Manchester expresses, No. 45674 Duncan and No. 45559 British Columbia double-heading with Black Five No. 45000, while No. 45630 Swaziland was bound for Holyhead, and No. 45645 Collingwood en route to Derby.

Standard Class 4MT, 5MT and 4MT tanks also made several appearances, and there were Black Fives aplenty.

That day I also noted in the shed yard former Lancashire & Yorkshire Railway No. 52119, an 0-6-0 still in service 68 years after having been built at Horwich as No. 1079 in April 1891 (works No. 77).

The following day I ventured into the shed itself for a brief visit without a single member of staff giving me a second look, and my notes tell me three of the locomotives there were Royal Scot No. 46151 The Royal Horse Guardsman and Standard engines Class 5MT 4-6-0 No. 73131 and 2MT 2-6-0 No. 78038.

Two days later I was back on the platform, and what stands out in my log of that day was Black Five No. 45180 on an Up breakdown train, the only such working I ever recorded, or can even recall, throughout my years of trainspotting. My first Brit of this holiday also came though that day, No. 70045 Lord Rowallan on the Up ‘Irish Mail,’ and a second named express was the Down ‘Welshman’ headed by Patriot No. 45532 Illustrious.

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trains noted was headed by No. 58293, a Class 2F 0-6-0 that was well into its sixth decade. The contrast of age and power could not have been starker a few minutes later, when Class 9F 2-10-0 No. 92123 came into sight with the next goods working.

And so it was onto my third and final visit on 6th August that lasted just over four hours, my longest of our family break.

Perhaps our holiday was nearing an end and I was therefore reluctant to leave this Welsh haven of ‘cops,’ one of which was another Victorian old-timer, No. 58287, a classmate of No. 58293, on a freight heading to Chester. The day’s only double-header was a Black Five pairing of Nos. 45002 and 45088 on an Up express, a class that provided the motive power for nearly half of the trains I logged that day.

I also recorded my second Brit of the visit working the Up ‘Irish Mail,’ No. 70048 The Territorial Army 1908-1958 – a name the Pacific had carried at that time for just a year – and Royal Scot No. 46162 Queen’s Westminster Rifleman on the Down

‘Welshman’ and classmate No. 46127 Old Contemptibles heading to Llandudno.

In addition there was a repeat performance of No. 75028 on ‘The Welsh Chieftain,’ while the visit’s sole WD 2-8-0 was No. 90566 on a Down freight. The final named locomotive was Patriot No. 45548 Lytham St. Annes on an Up express, which passed through at exactly the same time as Standard 4MT 2-6-4T No. 80047 pulled in with a Down suburban working.

And that was that. The end of another family holiday that provided me with a host of underlinings in my Combined Volume and an increased determination to spread my trainspotting net as far and wide as possible. I was really up and running as a seasoned trainspotter.

Look out for part 2 in the next issue of Midland Times, Geoff’s round-up of his Midland Region diary continues with logs from a variety of stations in 1960/61, including Lichfield Trent Valley and Rugby Midland.

Above left: Black Five No. 44680 peels off from the WCML at Oxenholme onto the Windermere branch with a three-coach train. Geoff travelled the same line behind classmate No. 44902 during a family holiday in July 1958.

Photo: Neville Stead © The Transport Treasury Above Right: No. 45674 Duncan, seen here awaiting departure from Llandudno on 16th August 1952, was one of a number of Jubilees that were logged at nearby Rhyl seven years later.

Photo: Eric Sawford © The Transport Treasury Left: Princess Royal No. 46205 Princess Victoria heads a heavy express on the WCML at Shap. The 5½-mile climb to the summit 916 feet above sea level starts at Tebay, 15 miles north of Oxenholme, the latter station being where the Pacific was logged on an Up express in July 1958. Photo: © The Transport Treasury

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Top: The unmistakable station of Conway provides a distinctive backcloth to Standard Britannia No. 70048 The Territorial Army 1908-1958 on an Up express.

Geoff logged the Pacific along the coast at Rhyl on 6th August 1959, heading the Up ‘The Irish Mail.’

Photo: E. Norman Kneale © The Transport Treasury Centre: No. 58293 looks in a sad state on 2nd September 1958, in the shed yard at Rhyl (6K), where it was allocated between May 1958 and December the following year. The former Midland Railway 0-6-0 was built by Kitson & Co in January 1897 and withdrawn by BR from Barrow (12E) in January 1961. This veteran engine was logged at Rhyl on a freight train in August 1959.

Photo: Stephen Summerson © The Transport Treasury Below: Victorian old-timer Class 3F No. 52119 at rest in the yard of Rhyl shed (6K) with a tender full of coal on 31st August 1961, two years after being noted at the same location.

The 0-6-0 was built at Horwich (works No. 77) in April 1891 as Lancashire & Yorkshire Railway Class 27 No. 1079, and withdrawn by BR from Rhyl in October 1962, meaning it had served the L&Y, LMS and BR for more than 71 years.

Photo: Stephen Summerson © The Transport Treasury

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Above: Standard Class 4MT No. 75028 pulls into Ruthin en route to Rhyl in early August 1959 with ‘The Welsh Chieftain’ land cruise train. Geoff Courtney logged this 4-6-0 on the train at Rhyl when trainspotting on both 4th and 6th August the same year, and the photograph may have been taken on one of those two days.

Photo: Norris Forrest © The Transport Treasury Top Right: Royal Scot No. 46127 Old Contemptibles departs from Colwyn Bay, between Llandudno Junction and Rhyl, in an undated photograph. The 4-6-0 appears to be carrying a Holyhead (6J) shedplate, indicating the image was taken between July 1958 and April 1960, when the the 1927-built locomotive was shedded there.

Photo: Photo: E. Norman Kneale © The Transport Treasury Centre Right: Jubilee No. 45645 Collingwood is between duties at Polmadie (66A) in April 1956. The 4-6-0 carries a 10C Patricroft shedplate, so the 4-6-0, which was logged by Geoff at Rhyl in August 1959, may have been serviced at the Glasgow shed after arrival with a train from Manchester.

Photo: © The Transport Treasury Bottom Right: Standard 2-10-0 No. 92123, which was logged on a freight train at Rhyl in August 1959, heads a ballast train near Hillmorton, Rugby. The Class 9F was built at Crewe in March 1957 and withdrawn from Birkenhead (8H) in October 1967, its service life of a little over 10 years being in stark contrast to the three Victorian veterans Geoff logged during his visit to Rhyl.

Photo: © The Transport Treasury

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T H E D OW N P O STA L S P E C I A L

I

by Graham Rankin

n 1885, the first dedicated Mail Special train was introduced, although Travelling Post Offices (TPOs) had existed since 1838. The Mail Special, or North Western TPO Night Down, was for Post Office use exclusively. It ran over two railways: the London & North Western and the Caledonian Railways.

The early TPOs restricted their functionality solely to post office requirements. This was at the expense of creature comforts: initially, no toilets were provided. Reputedly, this was remedied following the accidental death of a postal worker attempting to defaecate at the rear of a TPO! The story may well be apocryphal.

Following the 1923 grouping, the North Western TPO became the Down Special TPO and was operated by the LMS. The route between London Euston and Aberdeen was 540 miles. The train left Platform 2 at Euston at 8.30pm and arrived at Aberdeen at 7.42am, the next day. Practically all the post from London and the South and West of England was conveyed North by this TPO. The attached photograph (copyrighted to Ian Allan) shows ‘The Down Postal Special’, unofficially known as ‘The West Coast Postal’, at Harrow in 1947. It is being hauled by Stanier Jubilee No. 5659 Drake.

The picture (above right) may be a publicity still. The engine is posed next to the mail bag exchange apparatus (colloquially known as a ‘gibbet’) which is loaded with a mail pouch. A large net is just visible hanging from the eighth carriage. This net

would snatch the mail pouch from the trackside equipment as it passed at speed. Simultaneously, mailbags would be deposited from trainside apparatus (the traductors) into lineside pick-up nets. These mailbags would then be collected by the postman who brought the outgoing mail. He would take the incoming mail to distribute in his own area. The two uniformed men in the photograph are, presumably, Post Office staff as the Travelling Post Offices were the responsibility of the General Post Office.

Apart from a period of suspension during World War 2, TPOs operated in the UK continuously for over 150 years until their death knell in 2004.

Website sources:

Railway Philatelic Group Railway Wonders of the World TPO and Seapost Society

A panoramic view of Black Five No. 45161 on the ‘West Coast Postal’ to London in Cumbernauld Glen on 29th April 1961.

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

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Princess Royal Class 8P No. 46200 The Princess Royal simmers away after arrival and unloading at Glasgow Central on 12th September 1955.

Photo: G. M. Staddon © The Transport Treasury

Ex-Caledonian Pickersgill ‘439’ Class 0-4-4T No. 55261 pictured shunting the TPOs off the ‘West Coast Postal’ while on station pilot duty at Carstairs on 21st July 1956.

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

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An unidentified Riddles Standard 5MT 4-6-0 storms through Carluke in July 1959.

Photo: Norris Forrest © The Transport Treasury

Black Five No. 44979 on the Up ‘Postal’ from Aberdeen crossing the River Forth at Stirling on 6th August 1955.

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

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‘Princess Royal’ Class 8P No. 46206 Princess Marie Louise on the 6.25p.m.

‘West Coast Postal’ from Glasgow Central to London Euston departs Carstairs on 17th July 1954. Photo: W. A. C. Smith © The Transport Treasury

English Electric Type 4 No. D334 on the Up Sunday diverted ‘West Coast Postal’ departing Glasgow Buchanan Street on 28th May 1961.

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

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S

STA M FO R D TOW N

tamford in Lincolnshire is a town renowned for its 17th and 18th century buildings and medieval churches.

When the railway through Stamford was built the architect Sancton Wood (1816-1886) was commissioned to design the station and the result resembled a small Tudor house, more than likely influenced by the nearby Burleigh House. Opened in 1848 it was constructed with local limestone – the walls are almost a metre wide in place – the roof covering is of Collyweston slates.

Built by the Syston & Peterborough Railway, a subsidiary of the Midland Railway, it opened in 1848. To the left of the house is the business part of the station comprising a ticket office, booking hall, waiting room, water closets, parcels office, storeroom and other facilities. At the east end there is a bell tower with its gilded weather vane bearing the initials SPR. On the platform side, the canopy on its cast-iron columns date from the 1870s or 1880s, as does the wooden waiting shelter and canopy on the opposite side. The canopy was replaced by a modern glass design in 2017. The lattice footbridge is a standard Midland Railway pattern and was strengthened in 2009.

Beyond the stationmaster’s house is the signal box, opened on 16th March 1895, it survived until 1984, closing on 15th May, its functions being transferred to Ketton. The box was moved to its current position in 1987 and saw use as a bookshop store.

Its original location was about 200 metres to the west where it controlled the rail access to the former goods yard. It is a standard Midland Railway Type 2b of 1891. The extensive goods yard was on land now occupied by the houses in Gresley Drive opposite.

Services began running to the station on 2nd October 1846, but only on the Peterborough to Stamford section, using a temporary station in Water Street, as a tunnel was waiting completion. The contract for the erection of the permanent station was obtained by Groocock and Yates of Leicester in 1847.

The permanent station opened along with through services to Leicester on 20th March 1848.

The London and North Western Railway opened their single track branch line from Rugby via Market Harborough on 2nd June 1851. This joined the Midland line at Luffenham, but trains generally worked through to Stamford and terminated in the LNWR bay, platform 3, which is now disused and filled in.

In 1863, the weekday train service comprised five each way per day on the Peterborough–Stamford–Leicester route, three each way per day on the Stamford–Market Harborough–Rugby route, and just one each way per day on the Stamford–Market Harborough–Northampton route, including through coaches to London Euston.

The LNWR Rugby line was double tracked in 1878, but in 1879 the LNWR built a new line from Seaton to Wansford on An exterior view of Stamford Town station with passengers arriving for an early morning service.

Photo: James Harrold © Transport Treasury

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Nottingham Old Dalby

Grimston

Frisby E AK

Loughborough

R

VE

RI

RE

W

Asfordby

Brooksby

Sysonby Junction Melton Mowbray (Midland)

Edmondthorpe & Wymondham

Saxby

Market Overton

RIVER EYE

Whissendine

OAKHAM CANAL

Rearsby Ashwell

RIVER SOAR

Bourne

Cottesmore Exton

Syston LEICESTERSHIRE

RUTLAND

Oakham

Rutland Water

STAMFORD TOWN

RIVER GWASH

Leicester

Peterborough RIVER CHATER

Syston & Peterborough Railway route to Stamford Town

Manton

Pilton

Morcott RIVER WELLAND

Uppingham

Midland Railway

Seaton

London & North Western Railway

Ketton & Collyweston Luffenham

Eye Brook Reservoir

Peterborough

Industrial Lines Northampton

their existing Peterborough to Northampton Nene Valley line, and from this time, Rugby to Peterborough was operated as the main line and the Stamford to Seaton section became a branch line, and was singled again in 1907.

The suffix Town was added to the station name in 1950 to differentiate it from Stamford East station. East station closed in 1957 resulting in the Stamford to Essendine services being diverted to Town station until these services ceased in 1959. In April 1966 the station name reverted to Stamford once more when the Town suffix was dropped.

Goods traffic ceased on 22nd November 1967, although the depot was partially used as a coal yard until May 1983.

Kettering

Derby-designed Standard Class 2MT No. 84007 arrives at Stamford Town with the 3.50pm service from Seaton on 11th April 1959. The bell tower and weather vane being prominent in this image.

Photo: Leslie Freeman © Transport Treasury

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Stanier Class 8F 2-8-0 No. 48692 of Saltley shed emerges from the cutting and tunnel which takes the Peterborough-Leicester line under the A1 at Stamford (pre-bypass) on 25th August 1956.

It’s working a westbound freight through Stamford Town and passes Ivatt Class 2MT 2-6-2T No. 41214 which has recently arrived with a push-and-pull working from Seaton.

Photo: A. J. Ludlam Collection © The LMS-Patriot Project

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Ex-L.T.&S. Whitlegg Class 3P 4-4-2T No. 41975 performs a shunt movement at Stamford Town on 31st May 1958.

Photo: R. C. Riley © Transport Treasury

Birmingham R.C.&W. Co. Type 2 D5393 departs Stamford Town.

Photo: Ken Coursey © Transport Treasury

Sta m

for d

Eas t

2

Stamford Town track diagram c.1960

3

1 DOWN

Ketton

UP

NOT TO SCALE

CATTLE DOCK

ENGINE SHED

A view of Stamford Town taken on 31st May 1958 with a Seaton service in platform 3.

Photo: R. C. Riley © Transport Treasury

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A view from the footbridge at Stamford Town, on the left is 3.27pm Peterborough EastLeicester London Road and on the right No. 84007 with 3.50pm ex-Seaton on 11th April 1959.

Photo: Leslie Freeman © Transport Treasury

Fowler 2P 4-4-0 No. 40543 Stamford Town departs for Leicester.

Photo: James Harrold © Transport Treasury

Ivatt Class C12 4-4-2T arrives at Stamford Town with a service from Essendine on 31st May 1958.

Photo: R. C. Riley © Transport Treasury

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Fowler Class 4F 0-6-0 No. 43937 departs from Stamford Town with a stopping service for Leicester on 9th September 1957.

Photo: A. J. Ludlam Collection © The LMS-Patriot Project

Ivatt Class 2MT 2-6-2T No. 41278 of Rugby shed arrives at Stamford Town with a local service from Seaton on 8th September 1956.

The train will pull forward to the water column at the east end of the station before reversing across both Down and Up lines to gain the Seaton departure bay on the Up platform. Photo: A. J. Ludlam Collection © The LMS-Patriot Project

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Fowler Class 4F 0-6-0 No. 44316 of Burton shed runs into Stamford Town with a mid-afternoon Peterborough to Leicester train, stopping at all intermediate stations on the 55-mile route on 26th July 1956. Photo: A. J. Ludlam Collection © The LMS-Patriot Project

Standard Class 4MT No. 75061 of Leicester Midland (15C) departs Stamford Town with the midday stopping train for Leicester on 28th September 1963, passing the Midland Railway Type 2b signal box.

Photo: A. J. Ludlam Collection © The LMS-Patriot Project

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ON BOARD ‘THE GRANITE CITY’

by Ian Lamb

The southern portal of the Buchanan Street Caledonian Railway tunnel, closed in October 1973.

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

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J

Pinkston Power Station

TO COWLAIRS AND EDINBURGH

al

an

eC

TO STIRLING AND CARLISLE

d ly

h rt Fo

Port Dundas

&C

St. Rollox Mineral Depot

Townhead (Glebe St.)

P O RT

.

ST

C

A

N

A

L

D

DUN

S L

E

B I E

ROA

S

D L A N

I

A

M

E

O

A

D

E

L

R

E T

R

T

R

P A

N

S

O

BUCHANAN STREET STATION, GLASGOW

G L E B E

B

Y

.

N . WA L L A C E S T.

O

DAS

K

T

St. Rollox Basin

T

ust another abandoned tunnel… or is it? No, this is the southern portal of a tunnel leading to a long-lost railway station site now mainly under the tarmac of Buchanan Bus station, and holding up the University of Strathclyde! Structurally it is not only a large piece of masonry, but an incredible civil engineering creation. Even now, that darkened bore holds many memories of times long past.

The stone arch supporting the retaining wall ensured that no additional weight was imposed on the Queen Street tunnel immediately below. Above the portal once flowed the Forth & Clyde Canal, nowadays it supports a major motorway bypassing the centre of Glasgow.

This Caledonian Railway location constructed in 1849 was always seen as a rather drab place second best to the Central station complex, yet had ‘crack’ express trains northwards between Buchanan Street and Aberdeen, which even the better known Edinburgh/Aberdeen route never had! Great titles like ‘The Bon Accord,’ ‘The Grampian,’ ‘The Granite City’ and ‘The Saint Mungo’ (patron saint of Glasgow) were given to the respective trains.

Rivalry between the then Caledonian and North British Railways for the Dundee and Aberdeen traffic, resulted in some magnificent 12-wheeled ‘Grampian Corridor’ stock being introduced by the Caledonian for its principal services, formed into set trains. These services continued – except for acceleration and the substitution of modern LMS rolling stock – until the beginning of World War 2.

The ‘Bon Accord’ left Buchanan Street at 2.05pm, due into Aberdeen at 5.40pm, with stops at Stirling, Gleneagles, Perth, Coupar Angus, Alyth Junction and Forfar. In these days the trains travelled via Cumbernauld to Larbert, and Perth to Kinnaber Junction along the former Strathmore line, compared with the current route from Queen Street to Larbert, and Perth to Kinnaber via Dundee.

Sadly, naming trains is not currently in vogue, and the means of propulsion are entirely different. The other major difference is the Glasgow starting point at Queen Street station, and the route

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beyond Perth to Kinnaber Junction. Today the route is followed through Dundee. Cecil J. Allen suggests that “names in such a uniform service are superfluous and tradition has not been strong enough to save this colourful quartet from oblivion”. I disagree because I believe passionately in the value of named trains which generally have great publicity attraction.

It is approximately 152 miles between Glasgow and Aberdeen.

Engine crews were normally changed at Perth. The route’s topographical features are only touched on, yet it was far from easy. In steam days there was a formidable 2½ mile climb out of Buchanan Street at 1 in 79/98; a five-mile descent from Cumbernauld to Larbert going north at 1 in 98/128. Common to both trains was a 6½ mile climb from Stirling to Kinbuck at 1 in 75/100 with a corresponding seven mile descent from Gleneagles going north. These timings had to be maintained over a route with long and arduous gradients throughout its length, save only for the racing stretch between Perth and Forfar, no longer available since 4th September 1967 when the Strathmore line was closed from Stanley to Kinnaber.

The concept of a three-hour journey between the two cities began in 1937 by the LMS, and rostered for haulage by Stanier’s ‘Jubilees’. Eight coaches (including restaurant car) were regularly scheduled for the northbound ‘Bon Accord’ which had to run the difficult stretch of 63.2 miles non-stop to Perth in 77 minutes.

After a five-minute halt in the ‘Fair City’ it was allowed 76

The train information board on the concourse of Glasgow Buchanan Street station.

Photo: Norris Forrest © Transport Treasury

minutes for the 73.7 miles to Stonehaven. The final scenic stretch of 16.1 miles around the rugged cliffs was covered in 21 minutes.

From 1962 to 1967 was the period of the famous ‘3-hour’ trains between the two cities; but even more recalled as the ‘swan song’ of eleven Gresley A4 Pacifics before they were withdrawn, still performing main line express passenger services for which they were originally designed.

By the end of 1963, most of the surviving Gresley A4s were concentrated in Scotland, and at the instigation of General Manager J. Ness, were allocated to run the three To Elgin hours Glasgow-Aberdeen expresses. Despite N ABERDEEN some resistance from St. Rollox crew, these To Ballater locomotives were masters of their work.

0 20 30 10 Stonehaven Scale Miles According to my 1964/65 timetable only ‘The Laurencekirk Grampian’ and ‘The Saint Mungo’ trains were Craigo Kinnaber Junction scheduled for such feats, the others were nearer Bridge of Dun To Inverness Montrose Forfar four hours due to more stops en route.

Coupar Guthrie Angus Part of the interest surrounding the 3-hour Arbroath Dundee Stanley Junction trains was that theoretically time had to be kept Errol without exceeding the 75mph limit then in Perth existence, (but not always heeded, especially Gleneagles when running late). One of the fast runs on Dunblane To Edinburgh Stirling record involved a BR Standard ‘Caprotti’ 5 4-6-0 Firth of Forth running at just under 90mph between Perth Larbert Gartcosh and Forfar.

Cumbernauld Robroyston During the winter of 1965 the A4 ‘Pacifics’ Gartcosh Junction GLASGOW had surrendered the three hours GlasgowBUCHANAN Ex-Caledonian Glasgow–Aberdeen route STREET Aberdeen trains to diesel traction. However To Coatbridge Present route Other lines steam was still rostered to working the 8.26am 48

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Standard Class 5MT 4-6-0 No. 73005 at the head of ‘The Granite City’ at Glasgow Buchanan Street on 16th June 1952.

Photo: Jim Flint/Jim Harbart © Transport Treasury

MIDLAND TIMES • ISSUE 4

from Glasgow and 5.15pm return for the duration of the summer timetable 1966. During the last week in June 1966 all three serviceable A4s – Nos 60019, 60024 and 60034 – were active.

Nevertheless, their four years reign became one of the splendours of the Scottish railway scene during the run down of steam. In my anxiety to ensure that I did not miss out on travelling the line, I chose to head behind steam to Glasgow on Wednesday 13th July 1960. On that day I undertook a circular trip to Aberdeen from my native city of Edinburgh (via Dundee), but particularly to travel on ‘The Granite City’ express between Aberdeen and Glasgow (Buchanan Street).

Aberdeen’s slogan is ‘Bon Accord’, which means, “Good agreement”, or better known as “Happy to meet. Sorry to part.

Happy to meet again.” If that’s not a true welcome to the ‘Granite City’, then I don’t know what is.

Once more back to the hustle and bustle of an inter-city express; this time ‘The Granite City’; headed by Standard 5 4-6-0 No. 73006. This train comprised a 2nd Brake Composite, a full 2nd Composite, a full 1st Composite, the Restaurant Car, a full 2nd Open, two full 2nd Composites and a 2nd Brake Composite. There was an extensive shunting operation going on in Guild Street Goods Yard as this named ensemble pulled out of Aberdeen – once more in pouring rain! The River Dee was swollen now at Ferryhill due to the high tide.

dull sky. Nearing Cove Bay was a small ‘tramp steamer’ heading for the safety of Aberdeen’s harbour, but for the moment this little ship was being tossed like matchwood by the merciless waves, wind and rain.

A steady 70mph was kept up from Portlethen to Stonehaven, arriving there at 6.39pm. Dunnottar Castle’s gloomy outline was very apt under the current weather conditions as the train hurried on its way south, eventually rushing through Kinnaber Junction at 6.58pm. Scheduled time was held to Forfar where the train stood for a good five minutes, mainly to replenish the engine’s water tank.

The Sidlaw Hills at the lower reaches of the Grampian mountains edge the vast Strathmore. Alyth Junction was passed at 7.38pm; two minutes late on the run from Glamis to Coupar Angus. Only once on the journey is the River Tay crossed, and that was at Cargill quite near to Stanley Junction where the one time Highland Railway main line sweeps around for the running rights into Perth General station, arriving there at 7.58pm. For some reason the train was held up on approach to the platform, resulting in a ten-minute delay before passengers were eventually able to leave the train.

Only four minutes were required for crew change before thundering towards Moncrieff Tunnel and the sprawling Strathearn. Nevertheless, time wise, the train left Perth five minutes late, so it would be interesting to see if this could be made up before reaching Glasgow. One minute had been gained

by Gleneagles, and speed steadily built up for the downward run to Stirling.

Soon the Allan Water came into view near the trackside at Greenloaning, touching on 75mph at Kinbuck, and between Dunblane and Causewayhead beneath the towering Wallace Monument standing sentinel over the surrounding countryside.

Even the rush of air to the brakes gave a false sense of speed across the dual Forth lattice girder bridges as the train quickly decelerated under the shadow of Stirling Castle to crawl into the main platform at 8.55pm, having made up on two minutes time, resulting in a three-minute late arrival.

Quick business about the station, and off for Glasgow on time! No unnecessary delay at Larbert, so the train made a clean pair of heals over the Falkirk-Glasgow loops at Carmuirs West Junction.

The line then runs in close proximity to the main Edinburgh (Waverley)-Glasgow (Queen Street) route for some miles before dipping beneath the former North British metals to gouge its way into Cumbernauld Glen. A delay of a few minutes was

‘THE GRANITE CITY’ – STANDARD 5MT 4-6-0 No. 73006 Aberdeen (depart)

18.05

Stonehaven

18.29

Kinnaber Junction

18.58

Forfar

19.20

Alyth Junction

19.38

Stanley Junction

19.50

Perth (arrive/depart)

19.58/20.12

Gleneagles

20.33

Stirling

20.54

Larbert

21.11

Glasgow Buchanan Street

21.44

The train screeched round sharp curves towards the coast at Girdle Ness. Heavy rain drenched the landscape, yet the Girdle Ness Lighthouse stood out above the howling sea and a distant 50

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4th July 1964 • Black Five No. 44998, allocated to Perth Shed, passing Robroyston with ‘The Bon Accord’, the nine coach 12.15pm (SO) Glasgow (Buchanan Street) to Aberdeen express passenger train. 44998 was withdrawn from 63A Perth shed in April 1967.

Photo: Sid Rickard © J & J Collection

10th September 1955 • Fairburn Class 4MT 2-6-4T No. 42198 leaves Larbert on the 6.49pm to Edinburgh Princes Street. Photo: W. A. C. Smith © Transport Treasury

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Sulzer Type 2 No. D5115 entering Forfar station with a southbound freight. Clear road ahead in both directions.

Photo: Norris Forrest © Transport Treasury 8th January 1955 • Black Five No. 45245 and Jubilee 45673 Keppel double-head the 1.15pm Aberdeen to Glasgow Buchanan Street express at Coupar Angus station. The 2.55pm Blairgowrie to Dundee local service waits at the adjacent platform. Photo: W. A. C. Smith © Transport Treasury

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imposed at Greenhill which added to their restrictions causing an eventual arrival in Buchanan Street station at 9.44pm, seven minutes late.

After a sweating, mad dash down Buchanan Street and across to Queen Street, there was just time to catch the 10pm train to Edinburgh. Too tired to note any particular aspect on this last leg of the day’s itinerary, other than arrival on time at Haymarket.

Gresley A4s rejuvenated the Strathmore line with ‘3-hour’ expresses between Aberdeen and Glasgow, but not enough to save Buchanan Street station, or the Stanley Junction to Kinnaber main line. L. T. C. Rolt well-stated, “A future generation, denied

the spectacle of a steam locomotive in full cry, will suffer a loss as great as we have suffered who have never seen a full-rigged ship with all her canvas set.”

Kenneth Westcott Jones supported this point of view, “The sight of a Gresley Pacific hurtling past at more than 60mph beats the beauty of the more static ship. There is sound to add to the spectacle, especially if the steam whistle is in full blast. And at night, where the sailing ship is a ghostly shape, the steam engine is outlined in a fiery glow with the steam lit up in reflection from the furnace. The true railway enthusiast seeks motion and steam above all else.”

April 1965 • Riddles Standard Class 5MT No. 73156 probably working a Dundee to Glasgow Buchanan Street train pictured near Dunblane. Photo: W.A.C. Smith © Transport Treasury

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11th June 1962 • Princess Royal Class 8P No. 46201 Princess Elizabeth pictured at Forteviot, Perth and Kinross at the head of a mixed train of passenger, parcel and milk vehicles. Photo: © Transport Treasury

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1964 • Stanier Black Five No. 45295 pictured entering Dunblane station.

Photo: © Transport Treasury

MIDLAND TIMES • ISSUE 4

THE LEEDS NEW LINE

T

by Philip Hellawell

he London North Western Railway (LNWR) was formed on 16th July 1846 by the amalgamation of the Grand Junction Railway, London and Birmingham Railway and the Manchester and Birmingham Railway. With headquarters at Euston and entitling itself as The Premier Line, it was one of the largest joint stock companies in Britain at the start of the 20th Century and had a vast network of routes in England and into Wales, including what is now called the West Coast main line.

By 1890 the company was transporting ever more traffic across the Pennines and needed to expand its track capacity between Huddersfield and Leeds. Whilst part of this route was capable of being quadrupled, this did not apply at Dewsbury and Batley where it was hemmed in by other lines and buildings nor at Morley, where the 3,369 yard tunnel, undermined by coal workings, was a major obstacle.

Originally, it was envisaged to run from Heaton Lodge via Heckmondwike and Batley to converge with the existing line to the west of Morley tunnel but the aforementioned mining

subsidence proved a strong deterrent to that idea. A meeting to explore embracing more of the Spen Valley was arranged on 5th August 1890 at the Heckmondwike station of the Lancashire & Yorkshire Railway (LYR). In attendance were civic and business leaders from the area plus a deputation from the LNWR including famed locomotive superintendent Francis W. Webb.

This more viable option to build extra capacity by-passing the bottlenecks was promoted under the name of the Heaton Lodge & Wortley Railway, more commonly referred to as the Leeds New Line. Residents in the Spen Valley had long complained about the service on the LYR line, opened 1848, so were delighted when approval was granted by Parliament in June 1894.

Moreover, the route from Heaton Lodge to Thornhill Junction was LYR owned, requiring the LNWR to pay a minimum, toll of £4,000 p.a., increasing in ratio to usage. In 1892 the total paid was some £13,000, so significant savings could be made by re-routing all those trains not required to stop at Dewsbury line stations.

The LNWR constructed a “dive-under” of the LYR Calder Valley line at Heaton Lodge by means of two segmented brick Sowerby Bridge-based Fairburn Class 4MT 2-6-4T 42094 about to pass Heaton Lodge signal box on 6th June 1959.

Photo: Neville Stead © Transport Treasury

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ECCLESHILL

KIRKSTALL

WELLINGTON STREET CENTRAL WELLINGTON

BRAMLEY

BRADFORD

FORSTER SQUARE EXCHANGE

LEEDS

NEW PUDSEY

OSMONDTHORPE

Farnley & Wortley

HUNSLET

Holbeck Loco Shed

Farnley Loco Shed

BEESTON

Stourton Loco Shed STOURTON

Low Moor Loco Shed

LOW MOOR

Gildersome

Birstall Town

MORLEY TOP

Gomersal Cleckheaton Spen

HIPPERHOLME

Ardsley Loco Shed

BIRSTALL LOWER

STANLEY

ARDSLEY

Liversedge Spen

BATLEY (L.N.W.)

BATLEY (G.N.)

Heckmondwike Spen

ELLAND

DEWSBURY CENTRAL

DEWSBURY

Battyeford

BRIGHOUSE

Northorpe

OSSETT

Heckmondwike Junction BRADLEY

MIRFIELD

Heaton Lodge Loco Shed

WAKEFIELD

DEWSBURY MARKET PLACE

WESTGATE KIRKGATE

HORBURY JUNCTION

MIDDLESTOWN

HUDDERSFIELD

LEEDS NEW LINE SELECTED LINES AND LOCATIONS

arches. It then headed north from Spen Valley Junction across the river Calder and up the eastern side of the Spen Valley where it rejoined the 1848 LNWR Leeds, Dewsbury & Manchester line at Farnley & Wortley Junction. Operationally, this gave the LNWR quadruple tracks from Stalybridge through to Leeds. In essence, it was a 13½ mile loop line taking in the towns of Heckmondwike, Liversedge, Cleckheaton and Birstall, amongst others.

The enabling Act for the construction of the line was the LNWR (Heaton Lodge and Wortley) Act of 27th June 1892, estimated cost £893,903. 15s 7d. A further Act in 1896 extended the completion date by three years. In practice, whilst the section as far as Northorpe was opened for goods on 8th September 1899 and, Gildersome tunnel finished, the large amount of rock encountered between Heckmondwike and Birstall meant that through goods traffic did not begin until 9th July 1900.

There have been several accidents over the years where the lines met at Heaton Lodge, but one of the most spectacular was on 9th September 1918 when Claughton No. 2046 Charles N. Lawrence hauling the down TPO train missed adverse signals in thick fog and completely bisected a LYR goods train travelling towards Brighouse. By contrast, the New Line itself enjoyed relative freedom from accidents, the only one of note occurring on 29th June 1900, before the line was opened, when a train conveying workmen between Cleckheaton and Gomersal collided head-on with a ballast train, causing injury to twelve workmen.

The New Line was predominantly Staffordshire blue brickbuilt, except at Heckmondwike and Birstall where unexpected reserves of stone were discovered and used for the bridges and viaducts in those locations. The first station on the line was 57

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The remains of Battyeford viaduct catches the afternoon sun on 10th November 2023. Photo: Philip Hellawell

Heckmondwicke Cutting with its impressive array of overbridges as seen on 10th November 2023. Photo: Philip Hellawell

Battyeford, brick-built with stone flag paving and timber buildings, it was situated immediately north of the A644 Brighouse to Dewsbury Road. Its platforms extended southwards over the road on to the 193-yard blue brick viaduct, ten arches of which still incongruously stand in isolation on the south side of the road. There is even a theory that it was so well built, the BR demolition contractors were unwilling to complete the job.

Next came Northorpe station to the north of Shillbank Lane bridge which, like most of the others on the line, had platforms and buildings of timber construction. A grass fire nearby started by a passing steam engine in 1921 quickly spread to the station which was completely destroyed. Having been closed during the 1st World War, Gildersome station had reopened on 5th May 1919. However, passenger revenue, always low, did not improve so, on 11th July 1921, that station was closed permanently, dismantled, and re-erected lock, stock, and barrel at Northorpe

to replace the ruined one, only this time on the south side of Shillbank Lane.

Heckmondwike was the most splendid station on the line and, unlike Liversedge and Cleckheaton was conveniently situated close to the town centre, being accessed from High Street. Clearly seen as an important location, it had brick-built platforms paved with stone flags and was unique in having a bay platform which faced Leeds. The site is now occupied by a modern housing development, appropriately called Old Station Court.

When the line was built, it was proposed to tunnel under Heckmondwike town centre, with the station in a cutting in the middle. This plan was unacceptable to the Local Board of Health (forerunner of Heckmondwike UDC, established 1894) so, the line passed through a deep cutting, spanned by two short tunnels and nine bridges (all still in place) within a mile of the station.

Four of the bridges can be captured in one striking photograph,

Little going on at the moment at the ‘star’ station on the line, Heckmondwike Spen… Photo: Author’s Collection

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all built of stone with blue brick-lined arches. Urban growth in the later 19th Century had meant that it was challenging to build through Heckmondwike at all, space constraints leading to Heckmondwike goods yard being built ¾ mile away from the passenger station at Walkley Lane. Also, 126 houses stood in the way and had to be bought, all displaced residents being required to be rehoused within one mile. Consequently, the LNWR had what became known as ‘The Eighty Houses’ built to a high standard in six blocks for displaced families at the top of Church Street and a further twelve at Battyeford.

Another affected property was the 17th Century Heckmondwike Old Hall which, whilst forfeiting most of its land, survived intact apart from the demolition of a portion of its south wing. Notably, this was the childhood home of Joseph Priestley, the discoverer of oxygen, so thankfully it still survives today – as a successful and charismatic pub and restaurant. North of Liversedge, a house called The Royds was dismantled and rebuilt in Whitechapel Road, Scholes near Cleckheaton where, ironically, it later had to lose part of its garden when the M62 was constructed.

Stanier Black Five No. 45182 on the 2.50pm Leeds-Manchester west of Gildersome Tunnel on 6th August 1960.

Photo: Mike Mitchell © Transport Treasury

A 1935 LMS Evening Excursion handbill for a trip to Manchester or Liverpool. Photo: Author’s Collection

The height gained on the line from both directions to the summit at Birstall at up to 1 in 80 totalled 290 feet and, as the railway held to the east of the Spen Valley and headed towards Leeds, the stations became located further away from the towns they served. By the time the line got to Cleckheaton the station was built well out of town on a one-sided embankment levelled out for the railway.

The station approach road includes a 150-yard long 39ft 6in wide cobbled stone viaduct over the valley of Spen Beck, accessed from Bradford Road in Cleckheaton. Supported by twelve lattice iron piers on brick plinths, this remarkable construction, now Grade ll listed, has been restored and reopened, and is well worth a visit. The goods yard here comprised a warehouse, tipping dock, cattle pen and two signal boxes. Cleckheaton Spen’s main claim to fame is that then Prime Minister Winston Churchill slept in a carriage in the station siding during the 1952 General Election campaign.

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Three weeks before closure of all the intermediate stations on 5th October 1953, Huddersfield’s Fowler Class 4MT 2-6-4T No. 42310 calls at Battyeford with a Leeds-Huddersfield local. The platforms at this station extended out onto the 193-yard Battyeford viaduct.

Photo: Neville Stead © Transport Treasury

Liverpool Edge Hill’s Stanier 8F 2-8-0 No. 48513 passes through Battyeford station with a morning Copley Hill to Edge Hill class H freight train on 12th September 1953. Photo: Neville Stead © Transport Treasury

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An LNWR boundary marker on the approach to the original Northorpe station. Photo: Philip Hellawell

By contrast, the LYR’s Cleckheaton station was smack in the centre of town, so the New Line station was poorly patronised except at Spen Valley holiday week, with use of the goods station also disappointing. Heading east from Cleckheaton, the stone façade to the brick built Gomersal tunnel still proudly boasts its construction date of 1899. At the far end was Gomersal goods yard and its timber-built station, the site now hosting a residential cul-de-sac called Summerbridge Crescent.

After leaving Gomersal, the line deviated to travel around the estate of the Grade 1 listed Elizabethan Manor House known as Oakwell Hall. Charlotte Brontë had visited Oakwell many times and the house is said to be the inspiration for ‘Fieldhead’, home of the heroine in her novel Shirley.

The major engineering work on the line was the 2,339-yard long Gildersome tunnel. The station itself at Gildersome was inconveniently sited, being over a mile from the village, and generated little patronage, the last train stopping there on Saturday 9th July 1921. From Gildersome the line continued on a high embankment to rejoin the existing LNWR line by a flying junction at Farnley.

Entry into Leeds New (later City) from both lines was by the 1882-built blue brick 1,230-yard Farnley viaduct. Straight for 775 yards, the structure then involves tight S-shape curves to reach Leeds station at Canal Junction.

The line’s first passenger service of twelve weekday trains each way were all Leeds-Huddersfield stoppers, the very first being the 06.35 Down from Huddersfield on 1st October 1900. Arriving at Heckmondwike twenty-two minutes later, the crowds were so large its departure was delayed by eight minutes. Liversedge and Cleckheaton were similarly busy and brisk business was done elsewhere. The first Up train was the 07.35 from Leeds carrying a VIP party from Euston, all rolling stock used being brand new.

Other VIPs to have travelled on the line include King George V and Queen Mary travelling from Heckmondwike to Marsden on 30th May 1918 as part of a morale-boosting war time tour of west Yorkshire.

The transport of textiles from the local wool towns in the area had been important in the early days, but passenger traffic was rather less than anticipated. Whereas the LYR route connected with Bradford, this line did not and it was a slower and less direct journey from Huddersfield to Leeds compared with the main line through Dewsbury and Batley.

Following Grouping in 1923, the LMS inherited four stations in the Spen Valley area with matching names. It therefore renamed the LNWR’s Northorpe as Northorpe Higher (the LYR station in Northorpe became Northorpe North Road).

Heckmondwike, Liversedge and Cleckheaton all had the word ‘Spen’ added to their names whilst the ex-LYR stations gained 61

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Dunlop and Ranken steel on rail wagons at Liversedge Spen Goods Yard. Dunlop and Ranken were Leeds-based iron and steel stock holders. Photo: © Transport Treasury

A view of Cleckheaton Spen station.

Photo: Author’s Collection

Cleckheaton road viaduct, an unusual station approach road built to link the station with the town centre. It is a Grade Ii listed steel-legged viaduct. Photo: Philip Hellawell

Swindon-built 2,500 h.p. Class 46 ‘Peak’ No. D184 (later 46047) heads a Newcastle-Liverpool express between Gildersome Tunnel and Birstall on 26th July 1963. Photo: Mike Mitchell © Transport Treasury

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So tough were the gradients on the New Line for locos and crew that, by 1960, BR decreed that steam-hauled trains should all use the easier route through Batley. No such problems existed for the handsome BR-designed Class 124 Trans-Pennine six-car DMUs which had four power cars, each with twin 230 h.p. Leyland Albion engines, making a total 1,840 h.p. Here we see the 12.10pm Hull-Liverpool Trans-Pennine between Gildersome Tunnel and Birstall on 16th July 1963. Photo: Mike Mitchell © Transport Treasury

the appropriate suffix of ‘Central’. After the 2nd World War, the number of local passengers using the line was disappointing and Birstall was closed on 1st August 1951, Cleckheaton on 5th January 1953 and all the remaining passenger stations on 3rd October 1953.

However, through express services such as Liverpool-Newcastle continued for another ten years when not timetabled for a Dewsbury stop. Indeed, the handsome new Class 124 TransPennine six-car diesel sets designed by BR began running over this line upon their introduction in January 1961, but only until the end of summer 1964.

Haulage on stopping passenger trains had included Ivatt’s compact 2-6-2Ts from Farnley Junction plus 4MT tanks, Black 5s, Jubilees, and the odd Royal Scot on through trains. Patriots were also often in evidence Giggleswick and E. C. Trench are mentioned in Roy Waring’s Oakwood Press publication about this line.

My first ever solo spotting trip was to Huddersfield on 2nd January 1959 when 45527 Southport was hauling both Up and Down trains on the day. Whilst I would like to think it took the New Line route, I have no way of knowing for sure.

The line was still getting plenty of use for freight workings in the 1950s and early 1960s – motive power included 7F 0-8-0s such as the ex-LNWR’s G1 and G2 Classes, Stanier 2-8-0s and the

ubiquitous WD Austerities. Later years saw Classes 40, 45/46, and 47 diesels on both passenger and freight trains.

The Leeds New Line between Spen Valley Junction and Farnley Junction was closed to passenger traffic from 7th September 1964 except the 15.00 Liverpool-Newcastle (parliamentary). Its useful life had not entirely expired though, as June 1965 saw passenger trains running through once again, necessitated by bridge repairs at Dewsbury.

Finally on 31st July 1965, D395 hauled the last through passenger service to use the Leeds New Line hauling the Liverpool–Newcastle express leaving Huddersfield at 16.33.

Closure, stated to enable savings of £40,000 p.a., allowed BR to start track lifting in August 1965 between Liversedge and Gomersal, demolishing underbridges in the process, thus making sure there was no chance of reopening.

However, Charrington Hargreaves had earlier opened a railsupplied oil depot at Liversedge Spen goods yard in 1963. The last return train to there from Heaton Lodge, headed by 9F No. 92113, was on 27th November 1964 so, to fulfil contracts and maintain access, BR had to construct a short chord at Smithies Lane to switch oil trains from the ex-LYR line. This subsequently enabled one of those occasional enthusiasts’ specials to call on a tour of 63

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Black Five No. 45075 stands over a pit Farnley Junction shed on 13th May 1956.

Photo: Eric Sawford © Transport Treasury

An undated shed view at Farnley Junction with several engines having full tenders after being prepared for their day’s work.

Photo: Neville Stead © Transport Treasury

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freight-only lines from Preston to Cleethorpes on 16th May 1981 reaching as far as Liversedge, pulled by 40 094.

When the Liversedge oil depot closed in 1986 the track was taken up and replaced by housing at Thornleigh Drive. The last remnants of the line were finally lifted around 1995, leaving the Calder Valley line underpass built by the LNWR in 1896 to access Spen Valley Junction the only part still in use today, and now known as Heaton Lodge South Junction. This whole area is currently being considerably remodelled as part of the TransPennine route upgrade and electrification scheme.

At Leeds, 18th November 1966 saw the Farnley viaduct’s final day of use for Huddersfield-line trains as a new connection to the East Coast Main Line at Gelderd Road Junction allowed it to become the principal gateway for trains to/from London, commencing on 1st May 1967. Later, the tight S-shaped curves rendered the viaduct unsuitable for overhead electrification and the last scheduled train over the viaduct was on 11th October 1987. It still, though, stands there proudly, south of the line, as trains enter Leeds station from the west, an impressive 83-arch monument to Victorian engineering.

The Leeds New Line was a characterful route of demanding gradients and sweeping curves, with impressive bridges, viaducts,

and tunnels. Built at a cost of £1.05m. it may not have fully justified its existence, but it did provide a local passenger service for 53 years and an alternative for through passenger trains and for taking slow-moving freight off the main line through Dewsbury for a further 12 years.

The ex-LYR line from Low Moor to Ravensthorpe is now the popular Spen Valley Greenway. The LNWR line section from Royds Park, Cleckheaton to the station site at Heckmondwike is also part of a right of way called the Spen Ringway but the planned ½ mile connections north to Cleckheaton Spen station site and south from Heckmondwike to meet up with the Greenway thereby completing the ring have, sadly, not yet come to pass. However, the section still represents a very pleasant 2 mile largely rural walk with some nice railway atmosphere.

The author would like to thank Anna from Battyeford, John Brooke and Francis Hellawell for their help in compiling this article.

Bibliography The Leeds New Line (1989). Roy Waring. The Oakwood Press The Yorkshire Lines of the LNWR (2019). Neil Fraser. The Oakwood Press Lost Railways of South & West Yorkshire (2007). Gordon Suggitt.

Countryside Books

Newton Heath’s long-time resident Jubilee 6P5F No. 45661 Vernon stands by the coaling tower at Farnley Junction depot.

Photo: Neville Stead © Transport Treasury

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An unidentified Riddles-designed BR Standard 2-10-0 Class 9F at Farnley in the 1960s.

Photo: Geoff Burton © Transport Treasury

Leeds Holbeck-based, Crewe-built Stanier Black 5 4-6-0 No. 44854 at Farnley in the 1960s.

Photo: Geoff Burton © Transport Treasury

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WD 2-8-0 Class 8F No. 90726 storms past the signal gantry at Heaton Lodge with a train consisting mainly of box vans on 6th June 1959.

Photo: Neville Stead © Transport Treasury

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Farnley Junction’s Jubilee No. 45695 Minotaur awaits right away from Leeds City station with the 4.00pm Hull-Liverpool on 2nd August 1960.

Photo: Mike Mitchell © Transport Treasury

Type 3 and Type 4 diesels stand patiently whilst a Riddles 9F 2-10-0 has steam to spare waiting for the road westwards with a rake of oil tankers.

Photo: Robert Anderson © Transport Treasury

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A panoramic view of the western throat of Leeds City station. Trains heading for the ex-LNW Farnley viaduct would have swung sharply left beyond the dark buildings in the middle distance. Photo: Robert Anderson © Transport Treasury

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O D D CO R N E RS O F T H E M I D L A N D

M

Words and Photos by Alan Postlethwaite

y acquaintance with the Midland Railway was piecemeal. In 1960, I rode from St. Pancras to Liverpool Central on my way to photograph the railways of the Isle of Man. In 1961, I enjoyed lunch in a twelve-wheel LMS restaurant car out of St. Pancras on a business trip to Buxton. We encountered a blizzard in the Peak District and had to trudge through snow at Millers Dale to board the local DMU to Buxton. Finally, in 1963, I accompanied a friend to photograph the railways in and around Peterborough. My overall impression was that, like the LBSCR, the Midland infrastructure was built to last a thousand years.

The Midland Railway reached Liverpool Central via the Cheshire Lines, a railway company that didn’t own trains. Here, Black Five No. 45333 is reversing over the ash pit onto the turntable. This corner of the station was clearly hacked out of rock and had evidence of a former bridge carrying a steep road. I love its compactness, a corner that might fit beautifully on a model railway. These days, Liverpool Central is a through station, burrowing under the city centre to connect with the Lancashire & Yorkshire system to Southport, Wigan and Preston.

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Above: At Derby in 1960, preserved Midland Compound No. 1000.

Left: On the Midland main line at Millers Dale in 1961, the Buxton DMU departs in a blizzard.

Below: At Nuneaton in 1962, my only ever night-time photo. The 45 degree fence slatting was a characteristic of the Midland Railway.

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Passing the closed Stamford East (Great Northern) station is class 4MT tank No. 42103 on a service to Peterborough.

The substantial goods sidings at Stamford Town with class 4F No. 44130.

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Departing Stamford Town, this east-bound mixed goods is hauled by class 4F No. 44130.

The mixed architecture of Stamford Town station. The roof line and station house (right) are Tudor but the windows and arches of the single-storey offices are Gothic.

Uffington signal box, a Midland Type 3a, overlooks an empty goods yard.

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Approaching Uffington, a local passenger service from Peterborough is headed by Standard class 4 No. 75060.

Level crossings were commonplace on the Fens.

Passing through Ketton and Collyweston, this mineral train is hauled by class 8F No. 48696. The styling of the main building is Tudor, incorporating a bay window and a bell tower. The wooden central section is clearly an afterthought. The wooden signal post (left) is Midland Railway and the steel tubular post is LMS.

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Left: Since the early days of railways, milk churns were carried on both passenger and goods trains. Then glass-lined tankers were invented, collected from local yards to central marshalling yards to make up dedicated milk trains to the cities. Road tankers subsequently took over most of the milk traffic. Here at Nuneaton Abbey Street in 1962, is a late anomaly of milk churns being loaded into a six-car DMU from Birmingham..

Below: An underslung signal at Stamford Town on a smokestained wooden gantry. Passing with just a brake van in tow is Black Five No. 49752.

Black Five No. 44811 hauls a mixed goods near Ketton & Collyweston.

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T H E F I N A L ‘D U N STA B L E D A S H E R’ Photos by Doug Nicholls

Organised by the South Bedfordshire Locomotive Club, there were around 300 passengers on the last train to Leighton Buzzard but, alas, it was not normally so busy. Towards the end of its days, the ‘Dasher’ was usually only filled on Saturdays when football fans used it to reach Luton Town matches.

The Leighton Buzzard to Dunstable railway opened in June 1848, with the line to Luton being built ten years later (see route map on page 78). After the end of passenger services to Leighton Buzzard, Dunstable North railway station continued to serve people who wanted to travel to Luton, but this closed on 26th April 1965 and goods traffic ended on 9th October 1967.

30th June 1962: The passenger train known affectionately as the Dunstable Dasher made its final journey to Leighton Buzzard station, the train being in the capable hands of a very clean Ivatt 2MT 2-6-2T, No. 41222.

It pulled out of Dunstable North railway station at 6.10pm on 30th June, 1962 for its final short journey through Sewell and Stanbridgeford to Leighton Buzzard, crossing Billington Road not far from what is now the Leighton Buzzard narrow gauge railway at Page’s Park.

The railway continued across Dunstable to Dunstable Town station in Church Street and then on to Luton Bute Street.

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No. 41222 at Leighton Buzzard on The Last Dasher.

The main image shows the very last working which garnered great interest with a large crowd there to witness the event. The other image on this page and the two overleaf show workings from earlier in the day; note the different wreaths hanging underneath the tail lamp.

With thanks to Roger Geach for supplying the photos.

Dunstable Dasher route Midland Railway

Bedford

London & North Western Railway Great Northern Railway Huntingdon

Harlington

Bletchley

Hitchin

LEIGHTON BUZZARD

Stevenage

Leagrave

DUNSTABLE NORTH DUNSTABLE TOWN L E I C E S T E R S H I R E STANBRIDGEFORD

RUTLAND

Luton Midland Road

LUTON BUTE STREET

Knebworth

Cheddington

LUTON HOO

AYOT WHEATHAMPSTEAD

Tring Hemel Hempstead

St. Albans

Welwyn Garden City Hatfield

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No. 41222 waits for passengers to board before departure with The Last Dasher to Dunstable North.

No. 41222 is about to propel The Last Dasher pull-push set away from Stanbridgeford.

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T H E P L AT FO R M E N D Picture: Biggar station looking west on the closed Symington-Peebles branch on 22nd August 1955.

In future issues our aim is to bring you many differing articles about the LMS, its constituent companies and the London Midland Region of British Railways. We hope to have gone some way to achieving that in this issue.

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

We want to use these final pages as your platform for comment and discussion, so please feel free to send your comments to: midlandtimes1884@gmail.com or write to: Midland Times, Transport Treasury Publishing Ltd., 16 Highworth Close, High Wycombe HP13 7PJ.

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L E I C E ST E R S H E D (15C) – T H E RO U N D H O U S E Ivatt 2mt 2-6-2t No. 41228 is turned at Leicester Midland shed on 11th January 1964.

Photo: Horace Gamble © Transport Treasury

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MI D L AND TI MES

English Electric Type 4 No. D318 pictured at Stafford in 1962.

MIDLAND • TIMES •

Photo: Michael Mensing © The Transport Treasury

I S S U E 4 • M A R C H 20 24

The new history periodical for students of the Published by Transport Treasury Publishing Ltd.

£12.95

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BR(M), LMS and pre-grouping constituents Issue no. 4 • March 2024

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