The Railways of Salop

The Railways of Salop Including the 5.30pm to Bridgnorth Compiled by Leslie Price

The Railways of Salop Including the 5.30pm to Bridgnorth

Compiled by Leslie Price

© Images and design: Leslie Price / The Transport Treasury 2021. Text Leslie Price ISBN 978-1-913893-06-4 First Published in 2021 by Transport Treasury Publishing Ltd. 16 Highworth Close, High Wycombe, HP13 7PJ Totem Publishing, an imprint of Transport Treasury Publishing.

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‘The Railways of Salop’ is one of a series of books on specialist transport subjects published in strictly limited numbers and produced under the Totem Publishing imprint using material only available at The Transport Treasury.

Front Cover: (1) Woofferton Junction. The driver of an ex-GWR railcar leans down from his cab to take the single line token for Tenbury Wells from the outstretched arm of the Woofferton Junction signalman. In the final years of the Wyre Forest branch line service, there were two return through workings operated by one of these railcars; a late morning and mid evening service. From the shadow on the buttress against the signal box wall it would appear this is the morning train which had arrived from Bewdley at 11.58am and was now forming the 12.10pm return service from Woofferton. The meandering twenty mile journey took three-quarters of an hour.

Frontispiece: (2) Taken from a similar position to the picture on the front cover a Class 6 (partly fitted express freight) hastens north through Woofferton.

All connections with the Shrewsbury and Hereford main line had been removed at Woofferton by 12 November 1961 so the photograph pre-dates this. The train is headed by an ex Great Western 2-8-0 No. 3821. Up until this time it had spent most of its life at Stourbridge Junction shed (84F) which gives no clue as to where the service originated but it would likely be bound for re-sorting at Shrewsbury. 21026.

Rear cover: (101) The winter of steam. Under leaden skies ex-Great Western ‘Castle Class’ No. 5095 Barbury Castle awaits its final journey. Throughout the long harsh winter of 1962/3 she had stood cold and sprinkled with snow at Harlescott Sidings, to the north of Shrewsbury. Just prior to being reallocated to Shrewsbury (84G) in September 1960 she had been given a three-month long Heavy General Repair at Swindon Works. Two years later, in August 1962, she was withdrawn from service and spent the winter at Harlescott before returning to Swindon where she was scrapped in March 1963. 27 December 1962.

CNV00001.

Introduction

H

istorically, ‘Salop’, has been the sobriquet for the County of Shropshire and the town of Shrewsbury. It is thought to come from the Anglo-French ‘Salopesberia’.The term ‘Salopian’, derived from ‘Salop’, still being used to mean ‘from Shropshire’.

In historical records dating back to the Norman period, Shropshire is described as ‘the County of Salop’ and Shrewsbury as ‘the Town of Salop’. To locals it is a term still fondly used for both town and county, from which the term ‘A Proud Salopian’ is derived.

As such may I have the privilege of conducting the reader on a tour around the County as it was in the late 1950’s and early-mid 1960’s. Some of the pictures were taken much earlier but are included to demonstrate the variety of motive power to be seen in the County over a more expanded period. Indeed to look back is always a very emotive and evocative experience.

Salop still remains a largely rural County and many of the railways that traversed it served sparsely populated areas. In consequence a number of these lines never survived and the County is now served by only five routes, all of which converge on Shrewsbury. Hence for me, it is an absolute delight to assemble a collection of photographs to illustrate the diversity of railways which formerly served the County.

Whilst every book may be considered a journey, without doubt, this is a journey back into my past. Although the pictures included vary in time from 1933 to the end of steam, the majority go back to my youth and childhood.

It was the Great Western Railway which emblazoned the name ‘Salop’ on the front buffer beams of its engines based at Shrewsbury. They also bestowed the name County of Salop to one of Frederick Hawksworth’s ‘County Class’ 4-6-0 Mixed Traffic locomotives in January 1947. For a number of years this particular locomotive was employed on the Shrewsbury to

Newton Abbot leg of one of the principal North and West expresses. However, the county was also the frontier between the GWR and the LMS, in this area, the latter formerly the LNWR. Our journey begins by entering the County from the south on that North and West main line. This was at Woofferton, the junction for the Wyre Forest branch line to Bewdley. After a visit to this branch we travel north to Craven Arms and just beyond to Marsh Farm Junction before taking a journey to Much Wenlock and ultimately Wellington. Midway along, time is taken out at Buildwas Junction for a trip Up the Severn Valley line to Bridgnorth. This is covered by the writer recounting a journey he undertook with his father in August 1963; just a month before that line’s closure.

Returning to Buildwas we continue our original journey to Wellington, probably the second largest rail hub In the County.

From Wellington, lines radiated to all points of the compass, but the one we follow is that north to Market Drayton; a secondary double-track, but nevertheless important, route to Nantwich Junction and Crewe. At Market Drayton we have to leave the rails and skip twelve miles north-west to Whitchurch, probably the County’s third most important rail hub.

Whitchurch was the writer’s parent’s ancestral home, as one of the portraits illustrates. From here we travel south-west to Ellesmere and Oswestry. Time is taken for the short run to Gobowen and back. Oswestry was always a revelation with the ancient locomotives, almost museum pieces, it kept employed.

We then travel further south to Llanymynech, where England meets Wales. Then following the old Shropshire and Montgomeryshire Railway through Kinnerley and Shrawardine back to Shrewsbury, we join the Welshpool to Shrewsbury line outside the town at Hookagate. At the southern end of

Shrewsbury Station Severn Bridge Junction Signal Box is featured; at the time of writing, the largest remaining mechanical Signal Box in the world. The penultimate series of photographs look at Shrewsbury around 1960, whilst the final series witness the last months of steam operation in Salop.

To enable the reader to follow the journey, a copy of the 1926 Great Western Railway map of the County appears alongside. Where known, the date each photograph was taken is shown.

Les Price (A Proud Salopian, Inkpen, November 2020)

ACKNOWLEDGEMENTS My grateful thanks are due to Kevin Robertson whose germ of an original idea transformed itself into the production of this album. It is also he who was responsible for the design and layout. Additionally it gave me an opportunity to include some of my own photographs taken almost sixty years ago. Without his aid and encouragement this book could not have been produced, also to Peter Causer for his local knowledge and help. Thanks are similarly due to Transport Treasury who took on the responsibility of publishing my efforts.

DEDICATION This book is dedicated to my three daughters, Louise, Emma, Ka�e and grand-daughters, Isabella, O�lie and Clemen�ne.

May it provide a glimpse into one part of their heritage.

Opposite: The approximate area covered by the illustrations in this volume. The map is an extract from a 1926 official publication detailing the origins of the various routes; company/ building/ absorption date etc. The circled numbers relate to the information in the original GWR volume.

(3) Wooferton. Twice a day the through services to Bewdley and beyond on the Wyre Forest Branch were regularly worked by these Railcars dating back to GWR days. Here one such vehicle has just arrived at Woofferton with what is likely to have been the principal train of the day, the 11.10am from Bewdley which had a connection from Worcester. The date is probably about 1960. One family is trying to make sense of the timetable displayed on one of the notice boards whilst two other ladies, with handbags clasped behind their backs, may be expecting arrivals. The porter’s barrow appears to be heaving with mail.

David Horne 5111.

(4) On a fine spring morning in April 1960 we have travelled with this train to Cleobury Mortimer on the western flank of the Wyre Forest. Running in we meet, the down branch pick-up goods waiting for us to pass. It is headed by Pannier tank No. 4629 which at the time was based at Kidderminster (85D); the starting point of the train. Into 1960 goods traffic on the branch remained healthy; this train handling up to a dozen wagons, no doubt some of which were either to or from the Ditton Priors Railway. It wasn’t to last; that line closed later the same year. NF032.

(5) Here is the railcar arriving at this very commodious station. Alas it was almost three miles distant to the small town it purported to serve. Note the large GWR Signal Box in the background. This 65 lever frame box was built in 1908 to facilitate the opening of the Cleobury Mortimer and Ditton Priors Light Railway (CMDP) mentioned in the previous picture. Absorbed by the GWR in 1922, its fragile existence lasted until September 1938 when it lost its passenger services. However on the outbreak of WW2 the line was commandeered by the Royal Navy to serve an armaments depot at Ditton Priors.

NFO88-17.

(6) Cleobury Mortimer. The CMDP developed something of a fascination for railway enthusiasts; hidden away in Ditton Priors at the back of Brown Clee Hill the depot was used for the storage of naval mines. On 21 May 1955 the Stephenson Locomotive Society ran their ‘West Midlands Rail Tour’ from Birmingham (Snow Hill), via Handsworth Junction, Oldbury & Langley Green to eventually reach Cleobury Mortimer. For this part of the route Dean Goods 0-6-0 No. 2516, built at Swindon in 1897 was in charge. At Cleobury Mortimer Pannier Tank No. 2144 took the train along the actual CMDP rails. When photographed No. 2516 had already given 58 years service but its days were numbered as it was withdrawn and scrapped a year later. As a commemoration of old times, the original GWR method of locomotive identification; painted numerals on the buffer beam have been restored with the replacement BR smokebox numberplate painted out. The train is drawn up on the CM&DP platform at the rear of the signal box. Horne 1050.

(7) At the other end of the train 2101 class 0-6-0PT No. 2144 has backed up to take the special on to Cleobury North Sidings, by then the limit of the line. Very few locomotives were regularly fitted with ‘spark arrestors’, the large embellishment around the chimney, but due to the dangerous nature of their regular cargoes this was a necessity for engines working on the CMDP railway. Another William Dean designed locomotive, No. 2144 was originally built in 1904 as a saddle tank but was rebuilt with pannier tanks in 1930. This and a sister engine were later the mainstay of the line. No. 2144 was withdrawn just after this train ran. Horne 1053.

Top: (8) The Great Western Railway had a programme of using specifically designated Brake Vans on particular lines. This ‘Toad’ brake van, recorded at Cleobury Mortimer in the early 1950’s was allocated to the Ditton Priors Light Railway. Through time its grey livery had also become decidedly weather beaten. The marking on the side of the van was pure Great Western; the R.U. stood for ‘Restricted Use’, meaning only to be used on the lines designated. The Guard on the van would have been very familiar with it and probably considered it as his second home. Horne 593.

Bottom: (9) Tenbury Wells. On returning towards Woofferton we arrive at the only intermediate station, Tenbury Wells; and encounter a bucolic scene where an ‘Up’ Woofferton – Tenbury Wells auto-train has just arrived. The evidence of the shadows indicate it is the 5.25pm from Woofferton. On depositing its passengers it would move to the opposite platform to form the 5.40pm back to Woofferton. Some ‘Shropshire Lads’ have had a day out at Tenbury and may be returning on this train to Ludlow. The small market town lies on the south bank of the River Teme in Worcestershire, whereas the station stood on the north bank thereby qualifying for inclusion in a book of ‘Salopian Railways’. 21172.

Opposite: (10) Back at Wofferton we have a view of Castle No. Class 4-6-0 5059 Earl St Aldwyn cruising south through the station at the head of train ‘V93’. With the introduction of the Summer Timetable in 1960 a fully revised Train Reporting Number system was implemented. ‘V93’ was the number assigned to the 9.05am weekday Liverpool (Lime Street)-Plymouth express. Earl St. Aldwyn, a Shrewsbury (84G) engine from June 1959 to June 1962, would work the service through to Newton Abbot before lodging overnight. This was a ‘double home’ turn for the crew who then returned on a reciprocal duty the following day. Titterstone Clee Hill dominates the background. Note the beautifully presented station gardens. 21031.

(11) At Ludlow we catch up again with the Tenbury Wells single coach auto train standing in the Up platform awaiting departure. Collett 0-4-2T No. 1445 was one of two such engines based at Leominster, a sub-shed of Hereford (85C). It worked two daily triangular circuit diagrams from Leominster starting with the 6.45am to Ludlow. Leaving Ludlow at 7.22am it reversed direction at Woofferton to arrive at Tenbury Wells at 7.45am. The service was an essential link for secondary school children between Tenbury Wells and Ludlow arriving back at Ludlow at 8.20am. The afternoon service, probably this train, left Ludlow for Tenbury Wells at 4.15pm. 21050.

(12) Craven Arms. The afternoon circuit for the auto train began at Leominster as the 3.50pm to Ludlow where there was a six minute turnaround whilst chattering schoolchildren joined the 4.15pm to Tenbury Wells. The return service from Tenbury at 5.40pm ran through to Craven Arms. Here, and after what appears to have been a fruitless journey No. 1445 is seen arriving. This train could well be the one illustrated in the previous picture. Its final trip of the day was to form the 6.28pm from Craven Arms back to its home depot at Leominster. 21185.

(13) Craven Arms shed; an industrial scene in a rural setting. Craven Arms was the junction between the joint GWR Shrewsbury and Hereford main line and the former LNWR Central Wales line; therefore a very significant point. It was also a sub-shed of Shrewsbury (84G) providing locomotives that principally operated on that line to Swansea (Victoria). In this scene, with the driver looking back, Fowler Class ’ 2-6-4T No. 42305 appears to be coming on to the shed and interestingly displaying express headlamps. This was a long time Swansea based locomotive. The Stanier 8F beyond would have worked the daily local freight up from Llandovery. LRF6112.

(14) Craven Arms. The classic 1930’s scene when the railways were in their heyday. A spruce Churchward designed Star Class 4-6-0 4046 Princess Mary effortlessly sweeps south through Craven Arms with a North-West express; which may well be a forerunner to the train previously seen at Woofferton. Outshopped from Swindon in May 1914, the engine probably spent much of her life on this route being withdrawn from service at Shrewsbury in November 1951. Note the LNWR Junction signal showing a clear road to Hereford for the train; the lower arm of the bracket for trains on the Central Wales line. On the left is a GWR ‘cash-register’ signal, any one of a number of destinations appearing in the frame to signify the routes that might be taken. ICA GW203.

(15) Longville. Five miles north of Craven Arms was Marsh Farm Junction where the erstwhile Wellington to Craven Arms railway forged a line north-east below the slopes of Wenlock Edge. Unfortunately the hoped for trunk hauls between South Wales and Coalbrookdale via this route failed to materialise. The remotest part between Craven Arms and Much Wenlock closed to passengers at the end of 1951, but the freight service between Wenlock and Longville soldiered on although as can be seen from this photograph it was meagre pickings. Seen here, Wellington based 57xx 0-6-0PT No. 9639 arrives at Longville with just a Toad Brake Van in tow, 24 July 1960. NF043-28.

(16) Longville. Photographed on the same day; the train stands in the long grass which is almost hiding the tracks. The passenger service had been withdrawn at the end of 1951 and we may wonder what conversation was taking place between the Guard and the Porter on the platform. It is difficult to believe this regular freight train continued to run from Wellington, serving Presthope and Longville two or three days a week, for a further sixteen months beyond the closure of the passenger service between Much Wenlock and Wellington in July 1962. Clearly the only goods being handled on this day were also capable of being stowed in the van. The service was finally withdrawn on 2 December 1963.

(17) Much Wenlock; viewed sometime during the early 1960’s. The train from Wellington terminating here would formerly have been the preserve of an exGW tank engine, either a 51xx Prairie or 57xx Pannier. Around 1960 these locomotives were gradually being displaced at Wellington shed (84H) by ex-LMS Ivatt Class 2MT 2-6-2 tanks, which became the regulars on the branch. Here though we have an extraordinary view of a Stanier Class 4 2-6-4T, No. 42645 in charge. This particular engine had been Lancashire based until June 1960 when it moved south, thus unusually appearing on this working. The passenger service here was withdrawn on 23 July 1962. JH1299.

(18) Farley Halt. From Much Wenlock the line followed the course of Farley Dingle, a hidden valley which carried a stream running down to the River Severn at Buildwas. Midway along in 1934, the GWR built a Halt to serve the sparsely populated local community. Here we see a lady with bicycle meeting the train.

Is she going shopping or has she been visiting? We shall never know, but nevertheless it is a fine illustration of how life was still being led in Shropshire even into the 1960’s. The train is in the charge of an Ivatt Class 2. 21100.

(19) Buildwas Junction. The descent through the dingle was quite steep, as can be seen in this image of 57xx 0-6-0PT No. 3732 running down the grade and approaching the Junction. An excellent view is also afforded of Buildwas ‘A’ power station whose six tall chimneys then dominated the valley. This installation opened in 1932, was decommissioned in 1981. The section between Madeley Junction and Buildwas via Lightmoor carried heavy coal trains feeding the power station and the usage was considerable; witness the number of wagons in the yard. The eagle eyed may also just spot an ex-GWR Railcar forming a Severn Valley service standing in the station. 21288.

(20) Buildwas Junction. A view taken from the front coach of a Much Wenlock bound train shows a Wellington service entering Buildwas. Here the station had an extended platform for the Wenlock branch, capable of holding two trains, with connecting points from the loop midway along the platform. The Wenlock train is in the hands of one of Wellington’s Ivatt 2-6-2 tank engines. Meanwhile the Up train enters the loop behind one of the ubiquitous 57xx class 0-6-0PT’s, No. 3744. This particular engine spent a decade at Wellington (84H), from March 1954 to August 1964. 21095.

(21) Rush hour at Buildwas, at least for the trains if not the passengers. Note too the difference in height between the respective platforms. That to the left and occupied by a Wellington bound service headed by a Prairie tank engine, is the Much Wenlock branch platform. The Down Severn Valley line platform holds the 6.3pm to Shrewsbury whilst that on the right, behind another Prairie is the 5.30pm Shrewsbury to Bridgnorth. The time is about 6pm, the only time three such trains stood at Buildwas together. We shall next travel with the 5.30pm from Shrewsbury but some four or five years later and just before the line closed. 21130.

The 5.30pm to Bridgnorth

I

n 1963 my father was a Passenger Guard based at Shrewsbury. During the first week in August he was rostered to work the 5.30pm Severn Valley service to Bridgnorth and back with the 7.27pm. The line between Shrewsbury and Bewdley was closing to passengers a month later on 9 September.

So on a Tuesday early evening I approached the two coach train standing in Platform 1 Bay. Alongside in 2 Bay stood Stanier ‘Black Five’ No. 45298, a long term Shrewsbury engine, waiting with the 6pm Central Wales train to Swansea (Victoria). The south end of the station was busy.

I joined Dad in his van sorting a small number of parcels, one of which, I noticed, was a consignment of day-old chicks chirruping away. Together we walked to the front of the very lightly loaded train to find the engine in charge was BR Standard Class 4 2-6-4T 80102, a very powerful locomotive for such a light train.

I was able to persuade Fireman Norman Forrester and Driver Charlie Coughy to join Guard Tom Price for a photograph in front of the locomotive.

At 5.30pm we were away; first stop Berrington. The station was silent and the only activity was exchanging the ‘Staff’ with the Signalman, Mark Bedding. At Cressage a couple of parcels were deposited and then came Buildwas. As we drifted into the loop we passed Ivatt Class 2MT 2-6-2 No. 41209 standing at the ‘Down’ platform with the 4.23pm from Kidderminster to Shrewsbury.

(22) Fireman Norman Forrester and Driver Charlie Coughy with Guard Tom Price - note the highly polished boots and recently issued summer jacket at Shrewsbury alongside No. 80102. Set 6 2.

Top: (23) Buildwas. The train crew patiently indulge the photographer despite the fruitless call. Buildwas stood at the crossroads of two Shropshire branch lines and had formerly been a very important interchange station; the dying days of which are illustrated in Picture 21. Until 1923 Buildwas Junction had been controlled by two signal boxes, the Station Signal Box and the Junction Signal Box, which controlled the junction between the Severn Valley line and the double track line that crossed the Albert Edward Bridge towards Wellington. The GWR replaced these with a single box approximately midway between its predecessors in 1923. This was subsequently enlarged to accommodate a frame containing 113 levers in 1931 and in consequence of the building of Buildwas ‘A’ Power Station which opened in 1932. Set 6 5.

Bottom: (24) Ironbridge and Broseley. Hidden by steam Tom unloads one of the few items of revenue earning traffic from the service – the consignment of day old chicks. Formerly much perishable traffic had been carried by passenger train including milk although by the early 1960s road transport was capturing the market. Even so, as late as 1963 it was still possible to load a consignment such as this on to a passenger train at Craven Arms at 4.10pm and by a connecting service at Shrewsbury at 5.30pm have it available for collection at Ironbridge by 6.10pm, a mere two hours later. Just one month later, this kind of customer service had gone forever. Set 6 6.

Again without any business to conduct we were on our way and soon arrived beside the famous Ironbridge in Ironbridge and Broseley station. Here there were passengers on the platform and the day-old chicks, most likely from ‘Chuckie’ Woods (Poultry) Ltd. at Craven Arms, were unloaded.

So on we breezed alongside the river fruitlessly calling at Jackfield, Coalport and Linley where, from the train, the occupants of the station house could be seen through their bay window having their evening supper.

Arrival at Bridgnorth was prompt at 6.33pm and the handful of passengers alighted and one or two headed for the footbridge.

In the opposite platform a single-car Diesel Railcar formed the connecting service, the 6.44pm to Bewdley where there was another onward connection to Birmingham (Snow Hill). By now Norman was replenishing the engine’s side tanks from the column at the platform end. We had twenty four minutes to kill before another railcar forming the 6.22pm from Hartlebury was due at 7.8pm.

Top: (25) As was the case on many single lines, trains crossed at various points; on the Severn Valley Bridgnorth was one of the most important.

Perhaps running trains to a midway point on the branch was more economical, but it certainly seemed an increasing policy during the later years; a policy which may even have developed through traffic flows - or conversely discouraged the passenger due to necessary changes of train and perhaps even deliberately timetabled delays?

At the time the line closed there was talk of running coal into Buildwas Power Station from the northern end of the line via Shrewsbury rather than from Madeley Junction at Shifnal down through Coalbrookdale. Had that have been the case who knows where the current Severn Valley Heritage Railway may now be running? Set 6 7.

Bottom: (26) Prior to their demise, Collett’s ‘5100 Class’ 2-6-2 large Prairie tanks had been the staple motive power on the Severn Valley for a number of years. In this busy scene No. 4129 shunts the yard with a pick-up goods whist No. 4175 takes water before heading further south. Out of sight at the head of the down passenger is small Prairie, No. 5555 that was based at Shrewsbury between July and October 1961. From this evidence and with the shadowing; together with the timetable for the period, it may be deduced the picture was taken in late summer/early autumn 1961. It would be about 5.20pm when the 4.20pm from Shrewsbury crossed with the 4.22pm from Kidderminster at Bridgnorth. NF088-33.

(27) Here we see a westbound ex-GWR Railcar running in to Bridgnorth and passing a BR Class 3 2-6-2T No. 82032, the steam engine replenishing its tanks for the onward journey whilst it waits for the road. This Riddles’ designed, Swindon built locomotive had only been introduced into service in 1955 and here in 1961 was currently based at Shrewsbury (89A). The picture depicts a contrast between the old and the new. The other interesting feature is the rake of cattle wagons in the background. In former years they would have been ready to convey beasts bought at the local market to their destination but, with changing times, now appear to be stored ready to be called upon as required. The Severn Valley Railway has since gone on to become a great success as a heritage line. 21114.

Top: (28) When the platform was clear we ran around the train and as seen here, awaited departure north from Bridgnorth. Set 7 4.

Bottom: (29) Prairie tanks greet each other at Alveley Colliery about five miles south of Bridgnorth near Highley, just short of the County boundary with Worcestershire. The engine of the passenger train, from which the photograph was taken, is No. 4175 and that collecting the coal train is No. 5151 Both were examples of the GWR 51xx class and at the time, around 1960/1, both were Kidderminster based engines. The coal is almost certainly bound for the West Midlands.

Alveley Colliery closed on 31 January 1969 and with it the freight service on the remaining part of the line. 21247.

There was nothing to do but wait and thus four thirsty souls headed for the door of Elias Thorpe’s privately owned Refreshment Room. These were the days before Health & Safety concerns and it was quite common for rail staff, during down time, to refresh themselves with a pint. After closure of the station Elias kept the room going as a pub subsequently earning itself the wonderful description of ‘a rather eccentric and not entirely reputable establishment’; that is until the arrival of the Severn Valley Railway Preservation Society, which really improved his income. He retired in 1972.

Returning to 1963, time passed quickly and soon a twotone horn was heard from the direction of Oldbury Viaduct as the Railcar approached. Traditionally this service, like a number of others on the Severn Valley, would have been the preserve of an ex GWR Railcar, affectionately called ‘Flying Bananas’ because of their shape and colour.

However during the late 1950’s they were replaced by these units later designated British Rail Class 122. Built by the Gloucester Railway Carriage and Wagon Company they were introduced from 1958. After platform duties had been carried out the two trains switched so that they were in the respective platforms for their homeward journey.

(30) A panoramic view across Bridgnorth from the hill above the tunnel; as the 7.32pm ex-Bridgnorth to Shrewsbury is about to burrow into it, on its homeward journey, circa 1960/1. The train had come ‘up’ from Shrewsbury, running tender first, as the 5.30pm working to Bridgnorth and is now returning up the river valley to Shrewsbury. This is where railway terminology became very confusing; ‘Up’ in railway terms meaning ‘Up’ to London, Down was away from London even if the train was heading up country!. The Collett designed GWR 2251 class 0-6-0 No. 2214, heading the two coach train, was based at Shrewsbury (84G) from December 1960 to August 1963. A tender engine was very unusual motive power for this train. 21243.

Although we waited fully until 7.30pm before departure no late-comers appeared and a walk along the train revealed just three passengers huddled together in one compartment. They and I were the only four, and together with two bags of GPO mail in the Guards Van it was the only revenue the train would earn. At Linley supper was finished and the table cleared. At Coalport and all the other stations at which the train called there was no business conducted.

At Jackfield our other three passengers alighted and waved us goodbye as they walked along the wooden platform. From here to Shrewsbury all the train carried were two bags of mail.

The sun was sinking fast as we approached Sutton Bridge Junction where Norman hooked the last single line token over the outstretched arm of the fixed post; and so back to Platform 1 Bay at Shrewsbury.

As we waited for postal staff to take charge of the mail bags there was one more highlight to end the day. In the twilight Coronation Pacific No. 46243 City of Lancaster on an ex-works running-in turn approached and manoeuvred herself into the cripple sidings to collect two TPO vans for attaching to the Swansea to York mail which she would later work forward as far as Crewe.

As routine as it was of its time, nevertheless an unforgettable journey; a similar story which could have been recounted along numerous branch lines up and down the country. The same routine had been carried on for a past age but was soon to disappear for ever. Dr. Beeching saw to that.

Opposite: (31) A view from the train as the 7.32 pm return service approaches Bridgnorth Tunnel, about four hundred yards north of the station. At 550 yards long, this tunnel with a double curve left and right, burrowed itself beneath Bridgnorth’s Hightown before emerging alongside the River Severn and running parallel to Linley Halt and beyond. The tunnel, designed by John Fowler, the eminent engineer of his day, took three years to construct between 1858 and 1861. After closure of the railway the tunnel was offered to the Severn Valley Railway but Hollybush Road Bridge across which the train is travelling had already been demolished. The tunnel is still extant and now in the guardianship of Highways England. 21122.

Bottom (32) Approaching Ironbridge and Broseley, we had a wonderful lineside view of the Iron Bridge itself. Designed by Thomas Farnolls Pritchard and built by Abraham Darby III it opened on New Year’s Day 1781. Spanning the river, it carried the road connecting Coalbrookdale with Broseley, a small market town, which developed greatly during the Industrial Revolution. The road crossed the railway by means of a level crossing at the western end of the station. This view, taken from the goods yard, depicts a Bridgnorth bound train headed by No. 5555 just leaving the station. Posted to Shrewsbury (89A) from Machynlleth (89C) in July 1961 and moving on again to Exeter (83C) three months later, dates this picture to the late summer of that year. 21268.

(33) On our way back into Buildwas we see a pick-up freight from Wellington waiting for us to pass before entering the yard to carry out its duties. The driver of No. 9741 is draped over his cab side, ‘having a fag’ whilst he waits. The train consists of a mixture of 12 ton vans usually used for fruit and veg, plus that staple of the steam railway, coal wagons and a few general merchandise open trucks. It all indicates there was still a good variety of traffic being conveyed by rail at the beginning of the 1960’s. No. 9741 was a Wellington (84H) engine between December 1960 and August 1962 at which date it was withdrawn but before this was probably a regular on this kind of duty. 21255.

(34) Arriving back at Buildwas we have a view full of interest. In the foreground the car was typical of the period - any colour you like as long as it was black. The space after ‘Much Wenlock’ on the station running in board would formerly have said ‘Craven Arms’. Behind that in the yard, the pick-up goods has arrived and another pannier tank No. 9636 is busy shunting. The building in the middle distance is the office block for the Power Station. In front of it may be seen the ramp on to which coal wagons would be shunted to empty their load into the transfer mechanism so feeding the conveyor belt into the plant furnaces. Another 1961/62 picture. 21097.

From Buildwas our journey continues to Wellington....

Top: (35) We now join the route of that pick-up freight onward to Wellington. Perhaps one of the more interesting stations on this section was Ketley. This photograph demonstrates the technique employed to exchange single line tokens with a train on the move.

The signalman raises his left arm to accept the token from Ketley Junction off the outstretched left arm of the fireman of the Wellington to Much Wenlock train and simultaneously delivers up the token for the Ketley to Lightmoor Junction section with his lowered left arm. It was easy to drop one or other in the process.

Note the youthful signalman’s newish looking BSA Bantam motorcycle on the platform 21077.

Bottom: (36) This is the same train approaching Ketley from Wellington, which first had to pass over the level crossing immediately before the station. In charge is Ivatt 2-6-2T No. 41231. Who would have thought that such a seemingly insignificant level crossing carried the A5 trunk road? Of course, by 1960, the crossing was causing controversy due to delays on the road.

This would explain why the signalman in the previous picture, under pressure, exchanged the token on the platform as the train ran in and received the tip ‘train complete’ from the guard, rather than when it came to a stand at the platform end . He could then quickly get back to his box to open the gates for road traffic, minimising delay. Ketley was home to a number of ironworks, the town having been at the heart of eighteenth century industrial Shropshire. 21076.

Opposite: (37) Arrivals at Wellington. Traditionally the two downside bays, platforms 5 and 6, were used for locals to Much Wenlock and Stafford. Here, Prairie No. 4158 has just arrived from Much Wenlock and stands alongside LMS Fowler class 4 2-6-4T No. 42327 with an arrival from Stafford. From August 1960 to June 1962 the Fowler was based at Stafford at the same time as No. 4158 was at Wellington. The timetable of the period shows the 1.6pm from Stafford arriving at 1.44pm and the 1pm from Much Wenlock at 1.47pm; the only time of day the two could meet. 21134.

(38) In its day Wellington shed was a busy depot servicing locomotives arriving from all points of the compass. In this picture Ivatt Class 2T No. 41231 is being coaled. Outside the shed, facing it, is sister engine No. 41204, waiting between duties, alongside is 57xx No. 9774, also resting. The photograph dates to between spring and autumn 1961 when all three were allocated at Wellington. Their work would include passenger and freight on the Much Wenlock branch and similarly on the secondary lines to Crewe and Stafford. With the end of services on these routes the shed followed, closing on 10 August 1964.

21072.

(39) A classic view of a Birkenhead to Paddington express; drawn up alongside Platform 3, the ‘Up’ main. The locomotive at its head is Castle 4-6-0 No. 7019 Fowey Castle. From November 1961 until her withdrawal in February 1965 she was a Wolverhampton based locomotive, first at Stafford Road (84A) and then Oxley (84B) – (latterly 2B). Steam escaping from her cylinder indicates she is not now being so well maintained as she may previously have been. It is likely that she would have brought the train through from Chester – the return leg of an outward journey from Wolverhampton. 21070.

Left: (40) Much to the joy of short-trousered youngsters the doyen of the GW Manor class, 4-6-0 No. 7800 Torquay Manor accelerates up the through road at Wellington with an unfitted through freight. From February 1963 until she was withdrawn in August 1964 she was allocated to Shrewsbury (6D). This would suggest she is in charge of a Coton Hill (Shrewsbury) to Oxley mixed freight although another possibility is from Crewe via the Market Drayton route. Wellington saw a great deal of such traffic; being on the trunk route for through freight between Crewe and Wolverhampton. RCR14544.

Top: (41) Unusually using the main up platform, rather than the island around the back and so basking in the afternoon sunshine, large Prairie No. 4110 has just arrived with the 12.52pm all stations local from Crewe. This train was due at Wellington at about 2.10pm. By the indication of its shed code plate it was a Wellington (84H) based engine and consequently the duty meant it had likely earlier travelled north with the 10.8am Wellington to Crewe before returning with this train. Even as late as 14 July 1959, the Western Region retained its own depot at Crewe; Gresty Lane. This was a sub shed of Wellington and although no locomotives were based there it continued to provide servicing facilities. LRF4134.

Bottom: (42) An ex-GWR Large Prairie No. 4148 with what appears to be a permanent way train standing on the Up line from Crewe at Market Drayton Junction, Wellington. It is waiting for the passage of the Birkenhead - Paddington express, from which it was photographed, before continuing its journey. All the signal boxes at Wellington were identified numerically in the style of the LNWR, rather than separately named in Great Western style; this junction being controlled by Wellington No. 4 Box. The engine minus its cab side number plate looks rather woebegone.

When pictured, in June, 1965, it was based at Oxley, Wolverhampton (by then 2B); perhaps a clue as to where its train was headed. It was condemned just three months later. Set 29 25A.

(43) The Great Western line to Nantwich Junction and then Crewe branched north at Wellington No. 4 Signal Box. The historical reason why signal boxes at Wellington were numbered in this fashion is because the original line through the town was built by the Shropshire Union Railway a former constituent of the LNWR. The first station north was Crudgington where we see Wellington’s Class 2 2-6-2T No. 41232 easing the 9.30am from Crewe into the station on a warm summer day, 27 August 1963. The section between here and Hodnet was used by the GWR as an experiment to test double line occupation key working, whereby the ganger could, upon possession of a unique key occupy the line safely for maintenance purposes. The key was obtained with the cooperation of the signalmen at either end of the section and could also be replaced at any one of several intermediate key boxes en-route to restore the line to ordinary traffic. Although a similar system worked well and was extensively used on single line branches, double-line occupation key working was not perpetuated although it is believed it remained in situ here until the line closed. Set 12 5A.

Top: (44) GWR 43xx No. 6349, displaying a Class 7 headlamp code (express unfitted freight), drifts through Tern Hill with a long rake of coal wagons. Being on this route it is likely an Oxley to Crewe freight of empties from the West Midlands and probably destined for the Lancashire coalfield. The somewhat weary looking engine was at that time officially allocated to Llanelly (87F), so very far from home. Note the young boy by the footbridge steps who has brought his little sister to the station to watch the trains go by, 23 August 1963.

Set 11 8.

Bottom: (45) Turning the camera around on the same day, we see another Pannier tank, 57xx type No. 9774 ambling into a deserted station with the two coach 3.50pm shuttle service from Market Drayton to Wellington. There was a former RAF station here; a wartime base for ‘Spitfires’ and ‘Hurricanes’. Both during and for some years after WW2 the station would have been very busy but by now with the site reduced to an RAF Communications Depot, passenger traffic at the railway station had dwindled. Unsurprising that the passenger service along the line was withdrawn just a fortnight later on the 9 September 1963. Set 11 3.

(46) Meanwhile on the same day but further down the line at Market Drayton, 57xx No. 9639 had stopped at the end of the up platform in order to take on water. The engine had arrived on the 12.50pm local shuttle from Wellington and would later return with the up pick-up goods train, which as the name implies, would pause at all stations as necessary to collect any wagons for onward transmission. Unfortunately the fireman had lost control of the process and the tanks were overflowing. No. 9639 was built in 1946 to a Charles Collett design first introduced in 1929; 863 of these locomotives were eventually produced. No. 9639 spent almost its entire life at Wellington, and was still there when the shed closed. Set 11 5.

Top: (47) Market Drayton Goods Yard in August 1963. A portrait of ex-LMS Ivatt designed Class 4MT 2-6-0 No. 43034 shunting the goods yard, in the course of working a down Wellington – Crewe pick-up freight. Being based at Crewe South (5B) from November 1962 until withdrawal in June 1967, it is now obviously heading back to Crewe tender first. To the best of my recollection there was never a turntable at Wellington which would support this belief. In the background is another ‘Toad’ brake van; a throwback to former Western Region responsibility for this line. The locomotive bears no headlamps on its front buffer beam therefore indicating that they must already be in place on the tender. Set 11 4.

Bottom: (48) A period scene at Market Drayton; a cluster of schoolboys looking admiringly towards the cab of No. 9774 each hoping to get an invitation on to the footplate before its departure at 3.50pm with the local stopper to Wellington. Having arrived here at 3.08pm with the 2.30pm (Wed. & Sat. exc.) from Wellington, it had a short turn-round before returning with this service, (also Wed. & Sat. exc.). The boys aside, the train appears to be attracting very little attention. This engine, another of the ubiquitous 57xx type, was based at Wellington for almost nine years from 1955 to 1964. Photographed on 23 August 1963. Set 11 7..

Top: (49) We now take a twelve miles north-west leap across the County to Whitchurch; after Wellington probably the third most important junction in the County. Here the former Cambrian Railway main line joined the North and West route south of the station; Cambrian Junction Signal Box is in the background. A resplendent ‘Manor’ No. 7827 Lydham Manor arrives with the 12.35pm through train from Aberystwyth. In earlier years, summer trains such as this would have continued through to Crewe. No. 7827 had been one of the five members of the class especially prepared for a Royal Train working over the Cambrian lines four days earlier, this explains its smart turnout. 13 August 1963. Set 9 2.

Bottom: (50) From the footbridge at Whitchurch (now a Grade 2 listed structure), we see Stanier ’Black 5’ No. 44917 on the 1.55pm Crewe to Shrewsbury local, standing in for a failed DMU; this service having been dieselised some six years earlier. The expansive goods yard will also be noted. There were two reasons for this; the opening of the Chester branch gave the LNWR a direct route to Merseyside for lucrative coal traffic from South Wales, and the Cambrian (later GWR) had interchange facilities with the LMS for their northbound freight traffic. During the 1930’s, indeed according to RCH records no less than 29,000 wagons were exchanged annually. Chester Junction Signal Box can be seen in the distance. 8 November 1966. Set 2V2 23.

Opposite left: (51) This snapshot was taken at Whitchurch during the second half of the 1920s and depicts three platform staff of varying grades. In January 1922 the LNWR had amalgamated with other railways to become the LMS. The youthful Junior Porter on the left is Tom Price who joined the new company on or around his fifteenth birthday in June 1924. The other two are not known but the man in the middle, with ‘fag’ in hand, is likely to be a Foreman whilst the other, given his appearance, looks like an Inspector. At that time the railway at Whitchurch was a very busy place which would warrant an inspector running the passenger station operation. In overall command of over one hundred personnel including motive power depot, goods yard, three signal boxes, permanent way and clerical staff was the Station Master of the time, Mr. Charles Harding. Tom related an incident when, very shortly after he had started work, ‘Charlie’ as he referred to him, came into the Porter’s Room where he found Tom and said, “What are you doin’ in here lad; haven’t yer got anythin’ to do? Come with me I’ll find yer something”! Such was the discipline of the day.

Pages from the family album...

Middle: (52) Taken in the early 1920s just prior to the Grouping, a picture of Whitchurch platform staff in LNWR uniform. The slightly older man (top left and un-named) with a different peaked cap could be a Foreman. Next to him stands Walter Price, born 1897, then in his mid twenties. Seated to front left is Joseph Clive (he was my uncle by marriage) born earlier, in 1895. Walter was Tom Price’s older brother, Joe was my uncle by marriage to Tom’s sister. Both had signed up and served in the First World War, upon their return they continued their railway service at Whitchurch; Joe becoming one of the last Guards, retiring in 1960 and Walter, the last Goods Yard Foreman, in 1962. The man seated bottom right is also not identified.

Right: ( 53) Tom subsequently became a full Porter and moved to Wem. He continued to live at home just outside Whitchurch. When no train service was available to suit his shifts he would cycle the ten miles each way to and from work. According to the 1931 Census, the population of this small town midway between Whitchurch and Shrewsbury was 1,938. A group photograph taken on the forecourt shows most of the Station staff at that time. From left to right they are Bob Sherwood (Booking Clerk), Tom Price (Porter), Albert Scott (Junior Porter), Mr. A.W.Bell (Stationmaster), George Deakin (Goods/ Passenger Clerk), Bill Jones (Porter) and Harry Stevens (Chief Goods Clerk). This indicates Wem was a busy station for such a small town. Albert Isherwood, Timber Merchants, was the largest employer in the town at this time importing Baltic timber and manufacturing butcher’s blocks and other items. They had their own two sidings in the goods yard. The traffic they generated probably accounts for why there was a Chief Goods Clerk as well as the two other Clerks. Tom and Albert remained friends throughout their railway careers. Albert, I believe, ending his as the Goods Yard Foreman at Wellington.

Top: (54) On a cold frosty morning. 12 December 1964, Ivatt Class 4 2-6-0 No. 43151 passes Whitchurch Goods Yard signal box, whilst in the process of shunting across from the down yard to the up. This was in the course of working the Crewe to Shrewsbury pick-up freight. From October 1964 until withdrawal from service in December, 1967 this locomotive was based at Crewe (South) (5B). In 1897, with the development of the Yard, the LNWR built this substantial raised signal box containing a 55-lever tumbler frame, and illustrating the size the yard had grown to. Set 22 5A. Left: (55) The signalman’s view; taken from Chester Junction signal box at Whitchurch on 2 March 1967. A Shrewsbury to Crewe pick-up freight is pulling gingerly out of the goods yard heading north behind a Stanier 8F No. 48045. Chester Junction signal box also contained an LNWR lever frame but this time containing 45 levers and with tappet locking. It was brought into use in 1872 in conjunction with the opening of the Chester branch; just seen curving away to the right. The passenger service to Chester had been withdrawn as from 16 September 1967 although freight, both through and local, continued until 16 November 1963 when the Chester branch closed completely. Set 4V2 16.

(56) At the south end of the station Ivatt Class 2 2-6-0 No. 46509 moves the 1.30pm stopping train out of Whitchurch across the Ash Road bridge to ‘Cambrian Junction’ (the signal box is just out of sight behind the houses) and so on towards Oswestry and Welshpool. The Guard is also taking one of his duties seriously as he looks out to check the train is due to take its correct route at the junction. This picture was taken in December 1964, one month before the withdrawal of passenger services on 18 January 1965. Goods traffic, essentially milk from Ellesmere, survived to 27 March 1965. Set 22 11.

(57) Bottom: A wonderfully panoramic shot looking north from the footbridge at Ellesmere; the principal station between Whitchurch and Oswestry, and which had formerly been a junction for Wrexham. It is a busy scene with one of the excellent workhorses, 2251 type 0-6-0 No. 2237 arriving with a Whitchurch to Oswestry and probably Welshpool stopper. In the sidings, displaying a Class 9 ‘branch line freight’ headlamp code, an Oswestry based ‘Pannier Tank’, is occupied shunting the yard. For many years there had been a Milk Factory situated here; two milk tanks can just be seen on the right of the picture. Milk traffic produced much revenue for the railway.

The fireman of No. 2237 may also be seen leaning out to collect the token for the next section of line. This was a task that was performed at literally hundreds of locations countless times during the day (and night) and whilst there was a supposed maximum speed (usually 15mph) stipulated for such changes, it must be said it was not always honoured. At night too, the only illumination available for both the set-down post - seen further back - and the pick-up point came from an oil lamp with bulls-eye lens shining towards the equipment. That said drivers (and fireman) were supposed to know exactly where they were at all times and indeed most did, hence dropped tokens were rare. But if such a thing did happen it was on with the brakes, quick, and a dash back to collect the dropped item. AEB4226.

(58) And so to Oswestry; the former headquarters of the Cambrian Railways. This photograph clearly illustrates the importance this station once commanded; broad platforms and an expansive layout. On the left was that used by the shuttle service to Gobowen. On the right Manor No. 7801 Anthony Manor arrives in the down main platform with a Whitchurch-Welshpool working. Meanwhile in the centre, standing on the up main, an Ivatt Class 2 tender engine stops to take on water beneath the signal gantry spanning the tracks. The footbridge beyond, dating to 1866, links the town to the former Cambrian Works and is now Grade II listed. KN761.

(59) Seen awaiting departure in the bay platform of the previous photograph with the push and pull service to Gobowen, is 54xx 0-6-0PT, No. 5421. This locomotive, out-shopped from Swindon in November 1935, was one of seventeen of the type built, being specifically designed for ‘auto’ and light passenger work. It was transferred from Gloucester in November 1960 but by September 1962 had reached the end of its working life. The line of goods wagons to the right stand in what was formerly the separate GWR passenger terminus which closed in July 1924; services then operating from the main station. 21143.

(60) At the other end of the short branch to Gobowen, a 64xx 0-6-0PT No. 6419 propels the 3pm auto train out of the station for Oswestry. In the 1961 timetable 21 of these shuttles ran each weekday in either direction between Oswestry and Gobowen. This class of pannier tank was another designed by Charles Collett in 1932 for light passenger work and was similarly auto-fitted. The line to the left of the picture is the main line from Chester running fairly straight and mildly undulating from here to Shrewsbury so encouraging some very fast running, 30 May 1961. H2341.

(61) A view looking north from the footbridge in 1963, as one of Charles Collett’s diminutive (48xx) later 14xx 0-4-2’s, No. 1432 arrives back at Oswestry with the Gobowen auto train. In the background, situated between the Gobowen and Whitchurch lines, was the engine shed. After losing its prestigious 89A coding in 1961 to Shrewsbury, it became 89D and then on being transferred to the London Midland Region on 1 January 1963 was further reduced to become 6E; also a precursor to the demise of all the former ex-GWR engines in the area. No. 1432 was officially withdrawn from service on 23 July 1963, therefore this picture would have been taken during the first half of that year. Part of the expansive Oswestry Railway Works are on the right. AG174-5.

(62) As the former headquarters of the Cambrian Railways and subsequently the Central Wales Division of the GWR and Western Region, Oswestry became a significant railway centre.

The Cambrian Works was established here for building and maintaining locomotives, and whilst construction had ceased many years before, repairs continued until 1966. Perhaps this was the reason why Oswestry seemed to become a haunt for old locomotives. Posing in front of the coaling tower just before the outbreak of war in 1939 was this 2-4-0 side tank originally built for the Cambrian system by Messrs. Sharp Stewart at Springburn, Glasgow in May 1866. Still looking sprightly and now sporting the identification of her then owners, the GWR, she was photographed on 26 August 1939. No. 1197 as she was then, lasted until 1948, by then almost 82 years old. 26839.

(63) Inside those Works was a wonderful selection of ancient locomotives; if one wanted to see such, Oswestry was the place to go. Pictured here is an 0-6-0 side tank locomotive; seemingly recovered from a Stone Quarry near Oswestry (presumably Nantmawr) after final withdrawal. It was one of three locomotives designed by Peter Drummond and designated ‘Class 5’ by the Glasgow and South Western Railway in 1917, for work on sharp curves and steep gradients. This engine, No. 9, was then sold in 1934 to Llay Main Colliery, Wrexham; presumably later being sold on to Nantmawr Quarry. It is now the last surviving G&SWR locomotive and since 1963 has been on display at the Glasgow Museum of Transport. KN485.

(64) Back at Oswestry station in 1946; we see ‘Earl’ class 4-4-0 No. 3200 at the northern end of the up main platform with ‘the bag in’. Also known as ‘Dukedogs’, a reference to the two types of engine from which the class was rebuilt (‘Dukes’ and ‘Bulldogs’); during 1946 the engine was renumbered to become No. 9000. Originally intended to be Earl of Mount Edgcombe, the name was never carried because of complaints from aristocratic GWR directors objecting to the class’ antiquated appearance. With an express headlamp code this train may have been a through express to Crewe or Manchester.

RCR1226.

(65) Another old-timer, this example a ‘Standard Peckett 0-6-0 saddle tank. Dating from 1886 and identified as GWR No. 860 together with the GWR ‘shirt button’ emblem on its saddle, it is shown shunting at Oswestry in 1939. Originally built for the Alexandra Docks & Railway Co. Newport, it was absorbed into GWR stock at the Grouping in 1923. It survived until 1948. The sheeted wagon behind would be likely to have originated from Builth Wells on the MidWales line where local quarries produced cement products, 26 August 1939. PP276.

(66) Another old-timer captured on the same day, in steam, outside Oswestry shed. This time it is former Cambrian Railways ’Class 89’ 0-6-0 No. 855 built by Beyer Peacock at Manchester in 1919 to the design of Herbert Jones. Jones was the Cambrian Locomotive Superintendent from 1899 to 1918, and responsible for introducing this class in 1903. Perhaps not surprisingly they became known as the ‘Jones Goods’ (not to be confused with a similarly named locomotive class in Scotland) and were widely used throughout the Cambrian system. Three survived, including this example, until 1954 when they were withdrawn. Would a fireman scrambling out of the inspection pit from beneath a live engine meet today’s standards of health and safety? 26839.

Above: (67) The last time we saw Manor class No. 7800 Torquay Manor was at Wellington, earlier in the book. But from September 1958 until February 1963, when she was reallocated to Shrewsbury, she had been an Oswestry engine. Here she is seen during those years waiting at Oswestry, in charge of the 4.10pm Whitchurch to Welshpool stopping train. Behind the passenger carraiges are two milk tanks. In the timetable this train was shown an extra five minutes at Ellesmere to collect this traffic, possibly bound for the West Midlands or beyond via Welshpool, 28 September, 1959. WS335.

Opposite: (68) Travelling further south, possibly on the same day, we arrive at the village of Llanymynech whose main street sits astride the border between Shropshire (England) and Montgomeryshire (Wales). The station is on the Shropshire side. Ivatt 2-6-0 No. 46516 runs in with the 3.20pm Oswestry to Llanfyllin local. This engine was delivered new to Oswestry from Swindon Works in January 1953 and spent all its life on the Cambrian section until forced to move north on closure. The station was the junction for the Shropshire and Montgomeryshire Railway; fondly remembered as ‘The Potts’, a reference to its former name, the ‘Potteries, Shrewsbury and North Wales Railway’. WS893.

(69) The Potts had a very chequered existence; from grandiose ideas in 1866 to connect the Potteries with the Welsh Coast at Porthmadog. it soon ran into financial difficulties. After the passing of the Light Railways Act in 1896 it became one of Colonel Stephen’s railways in 1911. It staggered on, essentially carrying stone from Criggion Quarries but a revival came when the War Department took control in 1940 building extensive armament stores west of Shrawardine. The S & M platform was the other face of that shown in the previous picture. In this shot Austerity 0-6-0 saddle tank No. WD 188 awaits departure with a special working organised by the Midlands area of the Stephenson Locomotive Society, 21 September 1958. AEB4262.

Top: (70) Kinnerley Junction was the hub of the Shropshire and Montgomeryshire Railway. Not only was the motive power depot here but the Criggion branch also diverged south; this is the line on the extreme left of the picture. The track next to it is the Criggion loop whilst that straight ahead is the carriage and wagon repair road. To enable a sustainable water supply, the War Department built this tall water tower around 1942 for the MPD and station. On the right No. WD 155 is being serviced in connection with the same SLS Special. AEB4250.

Bottom: (71) Further down the Criggion branch line the railtour visited Melverley. By 1940 the bridge over the River Severn at Melverley had become unsafe but was repaired at Government expense.

The participants of the tour were taken for a trip down the branch on a pair of Drewry railcars; seen here at the disused Melverley station with car No. WD 9104 in the foreground. The unusual feature is the Seven Arch bridge none of the arches being of the same dimensions. Carrying a small country lane it was demolished when the line finally closed in 1960. AEB4253.

Left: (72) Under War Department’s requirements, the S&M joined the Welshpool line at Hookagate, south-west of Shrewsbury. Here they built extensive exchange sidings in 1941 and on the 14 January 1942 the GWR opened a new signal box to deal with the interchange of traffic. Slightly more than two decades later in the declining months of steam, a woebegone Standard Class 4 4-6-0 No. 75053, a Shrewsbury based engine, has just collected the single line token for the section to Westbury. The train is the down ‘Cambrian Coast Express’ with the junction to the S&M route on the right. By this time the site of the former exchange sidings had become a BR rail-welding depot, 2 February 1966. Set 37 3.

Bottom: (73) A little further east we have a view of the same train in August 1963, the ‘Indian Summer’ of the ‘Cambrian Coast Express’ , as many people would wish to remember it. These were changing times on the railways; low staff morale and diminishing pride, and yet in this atmosphere, Aberystwyth shed shone out, as a beacon, keeping its ‘Manors’ in a condition befitting the principal train of the day. Here we see No. 7819 Hinton Manor heading home, climbing out of Shrewsbury through Meole Brace. Complete with headboard, she has just passed the Hookagate fixed distant signal. This would probably be the last season the headboard was carried. Set 12 7A.

Right: (74) From Hookagate the Potts ran parallel to the BR line for a mile before diverging. Mid-way along this stretch the Potts had opened a station at Meole Brace, on the outskirts of Shrewsbury on 13 August 1866. It closed just four months later on 21 December.

Reopened in December 1868 it closed once again on 22 June 1880 but had a renewed lease of life in April 1911 under Colonel Stevens control. It closed finally in November 1933.

Has any other railway station ever suffered such ignominy? This picture was taken from an ex-Welshpool train descending into Shrewsbury on the adjacent main line, probably about twenty-five years after the station’s final closure. LRF6098.

Above: (75) Pictured in the late 1950s, this very informative weight restriction sign graced the parapet of a bridge on Thomas Telford’s Holyhead Road as it dropped down into Shrewsbury approaching Abbey Foregate. The bridge spanned a cutting which once carried the abandoned 1865 spur which connected the Shrewsbury and Potteries Junction Railway to the Shrewsbury to Wellington line a few hundred yards further north, at Potteries Junction, where exchange Sidings were established. After an impecunious history the ‘Potts’, as it was affectionately known, became defunct. The line was resurrected by Colonel Stephens in 1909 as the Shropshire and Montgomeryshire Light Railway and it is the S & M Railway’s name which is on this sign. AEB4238.

Above: (76) On a very cold and damp New Year’s Eve 1963, the down ‘Cambrian Coast Express’ is headed by a gleaming Manor 4-6-0 No. 7803 Barcote Manor, recorded climbing out of Shrewsbury past Belle View.

Four months after image 73, the ‘Cambrian Coast Express’ has lost its headboard but immense pride was still being shown by the cleaners at Aberystwyth shed (by then 6F) under the direction of shed master Danny Rowlands. The locomotive worked out and home from Aberystwyth. Alas it was not to last; the shed closed just over fifteen months later on 12 April 1965. Set 14 17.

Left: (77) Following the ’Cambrian Coast Express’ we now move to the eastern side of Shrewsbury; Belvedere to be precise. Even at the time of this picture in June 1965, the summer Saturday ‘up’ ‘Cambrian Coast Express’ still avoided entering Shrewsbury station by using the Abbey Foregate curve behind the Severn Bridge Signal Box. It was probably the only passenger train that did; therefore it ran from Welshpool to Wolverhampton (Low Level) without stopping. Here we see a bedraggled Manor No. 7802 Bradley Manor minus nameplates, in charge of a healthy looking eight coach rake of carriages on 19 June, that year. By this time the Shrewsbury (6D) based engine for the duty went down to Aberystwyth with the overnight mail and came back with this train.

The engine was finally withdrawn in November 1965.

Despite her appearance Bradley Manor would survive into preservation. Set 29 19A.

(78) On the same line but nearer the station, at Abbey Foregate a very woebegone ‘Modified Hall’ No. 6973 (formerly Bricklehampton Hall), minus name and smokebox plates, emerges from beneath Monkmoor Road Bridge at the head of the 12.16pm (SO) Shrewsbury to Paddington express. With the ‘Cambrian Coast Express’ not having called at Shrewsbury on a Saturday this train picked up the passenger traffic from here that the ‘CCE’ would have normally dealt with during weekdays. In effect it followed as a ‘Relief’ train to deal with any excess passengers at the intermediate stations to Paddington. Being a Saturday Only working this would undoubtedly have been a ‘filling-in’ turn, i.e. a shed using an on-hand locomotive to work an additional train. No. 6973 would probably have taken it only as far as Wolverhampton (Low Level) where a more durable locomotive would have replaced it. Hopefully, by then, the train wouldn’t have been running too late!

According to records, at the time of the photograph (19 June 1965) No. 6973 was nominally a Bristol (Barrow Road) (82E) locomotive but evidenced by its appearance little wonder it was condemned two months later. Set 29 19A. (79) Back to our original journey, from Belle Vue we arrive at Sutton Bridge Junction. It is here we see the driver of this ex GWR railcar, forming a Severn Valley working, taking the single line token (note a token carrier was rarely used for exchanges when a railcar was used) to Berrington from the signalman. The latter’s form of transport is a pedal cycle propped up against the signal box next to the board crossing. Beyond in Coleham Yard a southbound through general freight, probably for Hereford, waits for the road behind No. 7025 Sudeley Castle. Her days as an Old Oak Common (81A) express engine were behind now and after being transferred to Shrewsbury (84G) in 1960 duties became much more menial. On the skyline can be seen the tower of the Abbey Church and to the left the chimneys of Shrewsbury Prison. 21203.

(80) Turning the camera around from the previous view we see a different Railcar; this time with a fruit van in tow. The setting is Burnt Mill Sidings just south of the engine shed and home to a Permanent Way Depot. What gives this picture added interest is the fruit van. It was a regular feature attached to the 1.45pm working from Shrewsbury to Bridgnorth. In the ‘Shrewsbury Station Table of Arrival and Departure of Trains’ for summer 1960, it is shown as an ‘Evesham circuit van off Didcot Parcels’. Presumably this train was a convenient service on which to return the van on its journey back towards Evesham via Hartlebury and Worcester. 21204.

(81) From that same bridge we have a view of No. 7813 Freshford Manor, displaying a Shrewsbury (84G) shed code plate, breezing past the signal box but this time on the Shrewsbury and Hereford main line. The bracket signal in the background indicates the train is taking the westbound curve at Sutton Bridge Junction and has a clear road for Welshpool. Coupled to that, the headlamp code shows she is heading a stopping train. Most of the carriage windows are open which suggests the picture was taken on a summer day. Although the engine displays an 84G shed plate, known records do not show Freshford Manor ever being allocated to Shrewsbury. All the intermediate stations to Welshpool were closed as from 12 September 1960 so we may surmise this picture was taken during the summer of that year although this is by no means a given. Certainly, in the background, the engine shed is full of active steam engines.

21202.

(82) To the right of Sutton Bridge signal box was the turntable of Shrewsbury shed and we see a line up of locomotives using it. On the table itself, is ‘Royal Scot’ No. 46125, 3rd Carabinier, her nameplate almost inconspicuous. As her shed plate code indicates, she was at the time a Crewe North (5A) based engine. No doubt she had worked a North and West express ‘Up’ to Shrewsbury and after servicing (she has a full tender of coal) was being turned prior to her return journey. Others in the queue, from the left include an ex- Great Western 4-6-0, an ex LMS ‘Black Five’ and immediately behind the ‘Scot’ a Fowler designed Class 4 2-6-4T. The latter were regularly used on both Stafford and Central Wales line duties. 21206.

(83) Viewed from a train approaching Shrewsbury station, we see the throat into the engine shed. Probably taken in the very early 1960’s it clearly shows it was still a shed of two halves. On the left is the ex GWR side and divided from it by the coaling stage is the ex-LMS portion. The Western is represented by a Hawksworth County 4-6-0 No. 1017 County of Hereford. Behind is what looks suspiciously like No. 7018 Drysllwyn Castle, with a pannier tank lurking in the background. The LMS is represented by a Stanier ‘Black Five’, steamed up and raring to go. 21213.

Above: (84) On the approach into the station we have this July 1965 view of the down ‘Cambrian Coast Express’ threading its way out across Severn Bridge Junction and heading for the Welsh Mountains. By then Aberystwyth shed had closed and a Shrewsbury (now 6D) based ‘Manor’ No. 7802 (formerly Bradley Manor) was in charge. All pride had by now been completely extinguished. By this time No. 7802 had become a regular on the train (see image 77) and the locomotive was deteriorating quickly. After Shrewsbury shed had been transferred to the London Midland Region in 1963, becoming ‘6D’, the policy was to dispose of all former Great Western type engines. The summer of 1965 became the final fling for the ‘Manors’. Bradley Manor was withdrawn in the November of that year. But despite her appearance she survived into preservation. Together with Hinton Manor, (seen previously in image 73) it operates on the Severn Valley Railway. At the time of writing she is currently out of action, having suffered a broken piston whilst on loan to the West Somerset Railway in July 2019. Meanwhile, Hinton Manor continues to work on the SVR. Set 33 6A. Opposite (85) Shrewsbury (south end). Running into the station from the south, we see BR Britannia class 4-6-0 No. 70016 Ariel approaching at the head of train M72. In the summer of 1960 this was the reporting number allocated to the 11.50am (Weekday) or 11.15am (Saturdays only) Swansea to Manchester (London Road). During her existence Ariel rather did the rounds from Leeds via Stratford to Plymouth and finally to Carlisle. In between, from December 1956 to September 1961, she was based at Cardiff Canton (86C) finding work on the North and West route, as well as to London. The towering signal box in the background is Severn Bridge Junction. LRF6100.

(86) Another view at the south end of the station sees this Stanier designed ‘Jubilee’ 4-6-0 No. 45678 De Robeck curving into Platform 4 from the Wellington direction, beneath the shadow of the same signal box. From the indication of its headlamp code it is in charge of a stopping passenger train which in this case indicates a local from Stafford.

A number of the class were named after the foremost naval personnel of their day. One of these was Admiral John de Robeck who commanded the allied naval force in the Dardanelles during the First World War and which led him to become a national hero. Alas by the time of this photograph the locomotive named after him had fallen upon less auspicious times. She was now engaged on a circular diagram from Liverpool (allocated to ‘8A’ Edge Hill from September 1959 to June 1961) which would take her back to her home shed via a very circuitous route

Left: (87 and 88) To this day Severn Bridge Junction signal box still performs the same task, and although now much reduced, it holds the distinction of being the largest operational mechanical signal box in the world. Each of the two sections of the frame operated by its own signalman. Such was the enormous responsibility placed on the men in former years, they were overseen by a Signalling Inspector who had overall charge; in effect becoming the traffic regulator. Until his retirement in 1956 this man was John Pryce Probert, the grandfather of a family friend. His photograph was probably taken sometime in the early 1950’s when he first took up his post. Born in Yockleton (Shropshire) in 1891, Jack, as he was known, was a career railwayman and ‘Proud Salopian’. Photo. courtesy Mrs. Sandra Newland.

Main view: (89) In another view at the south end of the station, No. 7012 Barry Castle, bearing a Wolverhampton (Stafford Road) 84A shed code, drifts in with a Paddington –Birkenhead express. From June 1961 this engine was based at Stafford Road, which closed in September 1963 so we may accurately say this picture was taken between those dates. The dominating structure overlooking the scene is again Severn Bridge Junction signal box. Built in 1903 and now Grade II listed, the operating floor houses a 180 lever interlocked frame, divided into two sections: Abbey Foregate to Sutton Bridge; and Shrewsbury station to Crewe Junction. 21212.

(90) Approaching the station from the shed we now see a Hughes ‘Crab’ 2-6-0 No. 42723, based at Agecroft (26B), displaying a Train Reporting code ‘1960’ which suggests this was a special working; probably an excursion train. Where the excursion had been bound is not known but clearly it was now working home.

Although Shrewsbury was renowned for the variety of locomotive types which could be seen there, it was quite rare to see a ‘Crab’.

Throughout its BR life from 1948 until its withdrawal in August 1963 this engine had been a long term resident at Agecroft (26B). Agecroft is a suburban area of Pendlebury, part of the City of Salford. Historically it was in East Lancashire but is now part of Greater Manchester. ‘26B’ was the traditional home of quite a number of ‘Crabs’. These engines were designed by George Hughes, CME of the LMS in 1926; this particular engine being built at Horwich works in Manchester in 1927.

The only time I recall ever travelling behind a ‘Crab was in the mid 1950’s when my parents took my brother and I to Blackpool to see the illuminations. That was between Preston, where we had changed trains, and Blackpool; it was a very ponderous journey..

LRF4189.

(91) Shrewsbury Platform 7. One of the train movements Jack would have been engaged in is illustrated here. LMS ‘Patriot’ 4-6-0 No. 45547 (one of the members of the class that was not named) displays an Edge Hill (8A) shed code, and was intermittently based either there or on loan to Crewe North (5A) from November 1950 to January 1955. From that we may deduce, it has just left the stock of a North to West express in Platform 7, to be relieved by a Western Region locomotive and is now in the course of running light engine to the shed for ‘turning’. The shadows suggest this may be the 9.5am Liverpool to Plymouth; stopping at Shrewsbury between 11.11am and 11.19 am. 21263.

(92) A panoramic view looking east from Laura’s Tower at Shrewsbury Castle; the Wrekin dominates the background. A 43xx 2-6-0 is standing on the Up through line awaiting the road from the original LNWR bracket signal. In the middle distance is Abbey Foregate carriage sidings, and where at its throat the station pilot is engaged in a shunt move. Against the buffers in the middle road is a TPO Sorting Van and at the extreme end of the inner siding are two milk tanks in transit to or from Dorrington Milk Factory. The main line to Wolverhampton and Birmingham stretches into the distance, 25 August 1965. Set 32 33.

(93) A view from a similar position looking north; just beyond the battlements are the four slender towers of the main railway station building. Immediately to their left is the original engine shed of the Shrewsbury & Chester Railway dating from December 1848. Centre, one of Shrewsbury’s GWR pannier tanks takes the Crewe line at Crewe Junction with a transfer freight probably bound for Crewe Bank Sidings. In the middle distance is the former GW Goods Depot. Straight ahead beyond the Greenfields Road Bridge lies Coton Hill yard with the main line stretching away to Hencote and beyond, and ultimately to Chester. 25 August 1965. Set 32 34.

Left: (94) Bracket signal, Shrewsbury station. A somewhat historic picture taken in July 1960 just before the station was about to undergo a dramatic change. The overall roof would be swept away and the dog-leg in platform 3, immediately behind the passenger, removed. This bracket of LNWR signals, managed from Central Signal Box, controlled the scissor crossover in the middle of the station; on the left into Platform 3, the middle on to the down through road and the right to the north end of platform 4. The subsidiary arms below were ‘calling on’ signals and allowed shunting movements, i.e. vehicles to be attached to the rear of a standing train or an engine to run into a platform occupied by coaches ready to be attached to them. NF044-2.

Right: (95) At the north end of Platform 4 is another member of the Patriot class, this time a named example No. 45543 Home Guard. It also carries a Liverpool Edge Hill (8A) shedcode, being based there from December 1960 to May 1962. The headlamp code - one lamp under the smokebox indicates that it is working back with a local train to Crewe. The fact that the fireman is filling the tender with water may indicate it had not been fully serviced here and perhaps simply have turned on the triangle at Severn Bridge Junction. There were three, middle of the day locals to Crewe; at 12.15pm, 2.18pm and 4.25pm and this could have been any one of the three. JH2282.

Opposite: (96) Following the Chester route north out of the town a train is faced almost immediately with the two miles climb of Hencote bank, having a ruling gradient of 1 in 100. With only four months remaining before these services were withdrawn, Black Five’ No. 44695 makes a vigorous attack on the bank with the 12.10pm Paddington to Birkenhead, which it had just taken over at Shrewsbury. By this time this class of engine had become the staple power on the section between Shrewsbury and Chester, displacing the the GWR express types of previous years. 9 November 1966. Set 2V2 34.

Above: (97) On Hencote Bank a dishevelled BR 9F No. 92079 eases it way down with a heavy block oil train; the headcode indicating it is not a fully-fitted working. The fireman nonchalantly leans out of the cab, possibly contemplating his future as there were not always the vacancies for second-men on the replacement diesels. At the time No. 92079 was allocated to Birkenhead Mollington Street (8H) and its train would be from the Stanlow Refinery (Ellesmere Port) to one of the oil terminals in the West Midlands. The three arch bridge spanning the cutting carries a simple farm track, much traversed on my bycycle in my youth. 9 November 1966. Set 2V2 32.

(98) In a perfect pastoral setting and with steam feathering from its safety valves a Black 5 No. 45292 begins the descent of Hencote Bank into Shrewsbury, at the head of the 11.45am Birkenhead to Paddington.

During the period of this photograph the eighteen miles stretch between Gobowen and Shrewsbury became one of the last race tracks for steam engines. The schedule for such trains was nineteen minutes but engines of this class on these trains were known to regularly run the distance averaging over a mile a minute. According to records No. 45292 had just been allocated to Stoke (5D) and was not officially posted to Birkenhead until after steam had ceased on this route. 9 November 1966. Set 2V2 26.

(99) A very forlorn sight; BR Standard Class 4 4-6-0 No. 75021 and bereft of its smokebox identification, wheezes around the bend from Sutton Bridge Junction and heads for Wales with the down ‘Cambrian Coast Express’, this was in the last week of the train’s existence. By this stage the engine was supplied by Shrewsbury (now 6D) although No. 75021 was officially allocated to Croes Newydd (6C). It is an illustration of how run down steam locomotives had become; in marked contrast to the pride taken in the turnout of the engine for the train less than four years previously. 1 March 1967. Set 4V2 5.

(100) But three days later a final effort had been made for No. 75021 and by the weekend it looked quite spruced up. Here it spiritedly climbs out of Shrewsbury past Belle Vue at the head of the last down ‘Cambrian Coast Express’. At this time this locomotive had been in service for only thirteen years.

In addition by December 1966 Machynlleth and Aberystwyth sheds which previously provided the motive power had both been closed. Nevertheless, for the occasion, Shrewsbury depot had painted its smoke box door; on which a wreath had also been placed. The front buffer beam was adorned with a small plaque announcing it was the ‘Last Cambrian Coast Express’. It marked the end of an era for steam in Salop, 4 March 1967. Set 4V2 28.

Salopian railways encompassed everything from main line urban sprawl to cross country and picturesque branch lines and in consequence also witnessed a variety of engines and trains. Adding to the variety the county also bordered the industrial Midlands on one side and rural Wales on the other, all adding to the charm of train travel in past years. In this very personal and at times anecdotal account, Leslie Price, some of whose ancestors worked on those lines, takes us on a journey of nostalgia around the county.

ISBN 978-1-913893-06-4

£12.50