THE RAILWAYS OF
NORTH & EAST LINCOLNSHIRE
DAYS OF DIESELS PASSED
PAUL KING
THE RAILWAYS OF NORTH AND EAST LINCOLNSHIRE
DAYS OF DIESELS PASSED
1) The Derby Heavyweight 2-car diesel multiple units, later known as Class 114, were the first vehicles delivered under the ‘Modernisation Plan’ and entered service towards the end of 1956. They will be forever associated with Lincolnshire, spending most of their lives based at Lincoln. Careful examination will show that there are 5 coaches in this formation, made up of two 2-car sets with a single unit sandwiched in the middle. This was not uncommon in the early days; a single power car would be added to a formation whilst its partner was in store This formation is seen rounding the curves alongside No.2 Fish Dock in the late 1950’s the fish vans on the right are waiting the next day’s fish market. Note the trawlers in No.2 Fish Dock in the distance. (John McCulloch)
Compiled and Written by PAUL KING
5
Part One – Setting The Scene
1 The Precursors p. 7
2A The New Dawn (Steams Final Fling) p. 23
2b The New Dawn (The Modernisation Plan) p. 35
Part Two – Lincolnshire in the Diesel Era
3 A Revolution In Green (Diesel Multiple Units) p. 43
4 A Brave New World (Diesel Shunters) p. 53
5 Fait Accompli (The Diesels Take Over)(1960-1974) p. 71
6 A Rhapsody In Blue?(1975-1999) p.103 Appendix p.143
5) Imported iron ore from Immingham to Scunthorpe has been a familiar sight for many years. Prior to the advent of the Class 60’s, the task was entrusted to pairs of Class 37’s. Such a pairing, 37516 and 37515 are seen approaching the A18 road bridge at Melton Ross on the 20th May 1992 with a train of empty wagons returning to Immingham. (Paul King Collection)
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17) Arguably this loco could be described as the template for the later 350hp diesel shunters, built as one of the trial locos for the LMSR Taken into stock in 1936, it later became BR 12002 and spent its working life based at Crewe South. Withdrawn in June 1956, it was moved to Derby Works where it was broken up later that year. It is seen at Derby on the 16th June 1956. (BoulterHancock, Paul King Collection)
18) The additional connecting rod for the jackshaft transmission is evident in this view, as is the uneven spacing of the axles. 12031, the penultimate member of the class is seen at Northwich on the 15th March 1959. Officially on Crewe South’s allocation at the time, the loco was never allocated to this former CLC shed, so may have been on loan. 12031 went into traffic at the end of May 1942 It was withdrawn from Springs Branch during December 1967. (Boulter-Hancock, Paul King Collection)
19) Each company developed its own style, as can be seen in the accompanying photographs This is one of the Southern Railway, Ashford built locomotives, the two above coming from Hawthorn Leslie and Derby Works and the one below also from Hawthorn Leslie 15202 went into service at Norwood Junction in late 1937, to where it returned after wartime service at Dover. It ended its working life at Ashford in 1964 and was scrapped in South Wales two years later. (Paul King Collection)
24) As noted above, the GWR had the most steam railmotors. They had 93 constructed between 1903 and 1908. The outline was not dissimilar to the later Sentinel steam railcars. Concurrent with these, the GWR also built a batch of autocoaches for operation with a small tank engine. There were eventually 256 of these, many of the later ones being rebuilt from the steam railmotors. Autocoach 12, a 70ft long example built in 1905 is seen here behind a Class 517 0-4-2T. (Paul King Collection)
25) Undoubtedly, one of the greatest finds of the preservation era was the body of the NER petrol electric autocar 3170, built in 1903. Withdrawn in 1931, after a creditable 28 years’ service, it was sold The body was used as a holiday home for 70 years at Kirkbymoorside before being purchased and renovated. It is seen at Quorn & Woodhouse on the Great Central Railway on the 25th January 2020. (Paul King)
26) The LNER took to the Sentinel and Clayton steam railcars. They acquired 85 Sentinels in total, 80 built for the LNER, a further 4 supplied to the Cheshire Lines Committee, plus one taken over in 1933 from the Axholme Joint Railway There were 11 of the Clayton variety. Many carried names associated with horse drawn mail and stage coaches. The one featured below 12E never carried a name It was the first to enter service in May 1925 at Norwich. Transferred to Annesley and later Colwick, it was withdrawn in April 1940. It is seen here renumbered 43306, in Doncaster Works on the 22nd September 1938. (Boulter-Hancock, Paul King Collection)
The 1600hp diesels for the Southern Region were very box like in construction The subtle curves added by Oliver Bullied accentuated their outline, giving them a handsome rather than austere profile. Although there were driving cabs at either end, the profile differed, with one end having a flat front and the other a corridor gangway.
42) Normally seen in its closed position, 10201 is seen at Derby Works on the 19th October 1958, with the gangway door open. Note the new English Electric Type 1 behind the loco. (BoulterHancock, Paul King Collection)
43) Also at Derby Works, two years earlier, on the 18th November 1956, is the second of the trio, 10202. Viewed from the opposite end, the smooth front can be compared with the view of 10201, above. (Boulter-Hancock, Paul King Collection)
44) There is little doubt that the outline of this locomotive makes it a cross between the 350hp diesel shunters and the English Electric Type 1’s Fitted with a 500hp engine it also sits within the Type 1 classification. Had it been successful, it could well have become the diesel loco of choice for branch line and light goods work. However, it was not to be and 11001 had a somewhat nomadic life of ten years Broken up at Ashford t is seen here on 6th September 1953, at Derby. (BoulterHancock, Paul King Collection)
45) I have described 11001 as a potential choice for lighter work The introduction of an 800hp locomotive with a Bo-Bo wheel arrangement was a far better proposition, and so it proved, q.v. Ordered by the LMSR, 10800 was delivered by the North British Locomotive Co. in 1950. Once more, it wasn’t overly successful, nevertheless, it was the template for later developments. Whilst researching this loco, I read that on the Southern Region, they knew it as the wonder engine. Apparently because when the driver got in the cab, he would wonder whether it would go! 10800 is seen at Derby Works open day on the 27th August 1960. The Health & Safety Inspectorate would be apoplectic today, not only about the youngsters climbing all over the loco, but the two workmen precariously perching on ladders and pipework on the side of the workshop. (Boulter-Hancock, Paul King Collection)
46) Never a photogenic animal from any angle, the Fell locomotive was a strange looking beast. It was the most powerful of the prestandard main line diesels, however, with an output of 2,000hp. Like many prototypes, it was beset with problems and spent a year out of service when its geartrain was damaged. A fire in its steam heating boiler whilst at Manchester Central in October 1958 signalled the end and it retreated to Derby Works where it was scrapped in 1960. Described as a 4-8-4-wheel arrangement, the two separate sets of connecting rods would seem to indicate a 4-4-4-4 type. 10100 is seen at Derby waiting its fate on the 15th February 1959. (BoulterHancock, Paul King Collection)
This concludes the review of the internal combustion locomotives ordered by the four pre-nationalisation companies. It is a review, not a comprehensive history. There were other diesel locomotives purchased for departmental or experimental use which aren’t covered. On the 1st January 1948, British Railways was born. To quote Nina Simone ‘It’s a new dawn. It’s a new day. It’s a new life’………
51) The Castle Class 4-6-0’s were at the forefront of Great Western express services from their introduction in 1923. Their success was such that the final members were not built until 1950. The Torbay Express is waiting departure time at Kingswear on the 12th June 1952. Responsibility for haulage has fallen to Newton Abbot based 5041 Tiverton Castle. Into service in July 1935, it was withdrawn at the end of 1963. (Boulter-Hancock)
52) The next but one member of the class entered service in March 1936 as Barbury Castle, it was renamed Earl of Mount Edgcumbe in 1937 Also withdrawn in December 1963, it was more fortunate than 5041 in that it was sold to Woodham Bros. at Barry, eventually finding its way into preservation. 5043 is seen along with Hall 4-6-0 4965 Rood Ashton Hall, classmate 5029 Nunney Castle, and Hall, 4936 Kinlet Hall, at Tyseley Works Open Day on the 26th June 2011 All 4 locos created a smokescreen as they thundered up and down the demonstration line. (Paul King)
53) O.S. Bullied was certainly not afraid to innovate. The revolutionary air smoothed Merchant Navy class commenced delivery in 1941 and introduced a new numbering system commencing 21C, this stood for 2 leading axles, 1 trailing axle and C for six driving wheels. 21C11 was built in December 1944 and named General Steam Navigation. There were several innovations including chain driven valve gear, These innovations proved troublesome and the whole class was rebuilt without the air smoothed casing and the valve gear replaced by Walschaerts gear. Rebuilt in July 1959 and withdrawn in February 1966, it found its way to Woodham Bros and into preservation. It is currently being rebuilt to original condition. (Newall-Hancock)
54) The removal of the air smoothed casing produced a traditional looking steam locomotive, apart from the prefabricated driving wheels (see above). Built in September 1941, rebuilt in August 1959, 35003 Royal Mail survived until the end of Southern steam in July 1967. Unfortunately, it was sold to J. Cashmore at Newport and was scrapped. It should have deserved a better fate, as it was once recorded at 105.88mph, the fastest in the class. It is seen on the 1st March 1964 at Spondon with the Home Counties Railtour from St. Pancras to Derby. (Newall-Hancock)
The LMSR were also completing the last of the Coronation class express passenger locomotives. For secondary express work they were well stocked with 51 Patriots, 191 Jubilees and 71 Royal Scot 4-6-0’s. There was also a rebuild programme in place for the Royal Scots and Patriots, which fitted them with modern taper boilers instead of the Fowler type they originally carried, becoming virtually new locomotives. All the Royal Scots and eighteen of the Patriots were thus rebuilt. The rebuilding started with the Jubilees in 1942, only two of this class were so treated. For freight work they had the Class 8 2-8-0, the last of these being built in 1946. No steam shunting locomotives had been built since the last of the 3F 0-6-0T’s in 1931, however, as noted earlier, the company were constructing diesel shunters for this type of work
59) A total of 842 Black 5’s were built based on Stanier’s 1934 design. They handled mixed traffic duties right through to the end of steam in 1968. 44804, seen here leaving Dore & Totley with a southbound semi-fast, entered service towards the end of June 1944 at Bristol (Barrow Road). It was withdrawn from Trafford Park in March 1968. (Newall-Hancock, Paul King Collection)
61) The Black 5’s were nicknamed Mickeys. The Class 2 2-6-0’s were known as Mickey Mouses, presumably due to being smaller. One of the earliest members of the class, 46404, is on the coal stage ramp at Burton shed on the 6th September 1953. Initially allocated to Kettering, it stayed in the East Midlands until 1964 Moving to Aintree, it was withdrawn in May 1965 (BoulterHancock, Paul King Collection)
63) Charles Fairburn’s variant of the standard LMSR 2-6-4T was introduced in 1945 and continued in build until 1951. 2226, later 42226, is seen here at Derby on the 11th May 1946, with 2227 on an adjacent road On test prior to entering service at Plaistow on the former LTSR lines out of Fenchurch Street. Transferred away when the LTSR was electrified it ended its days at Stoke in June 1964. (H.C. Casserley, Paul King Collection)
60) Several were fitted with steel fireboxes or Timken roller bearings Those with discernible differences were, four with double chimneys, one with Stephenson link motion and twenty two with Caprotti valve gear. Caprotti fitted 44743 is seen on Sheffield Millhouses shed on the 1st August 1953. New to Leeds Holbeck in June 1948, it was withdrawn from Speke Junction in January 1966. (Boulter-Hancock, Paul King Collection)
62) The tank equivalent to the Class 2 2-6-0 was the Class 2 2-6-2T. Of the 130 built only ten were in service at nationalisation. 41289 entered service at Crewe North in December 1950 and lasted just twelve years It was withdrawn from Bletchley in January 1963. It is seen alongside the coal stage at a former shed, Sutton Oak, after a prolific spate of priming. (Paul King Collection)
67) The LNER equivalent to the GWR Halls and LMSR Black 5’s was the B1. 410 were built between 1942 and 1952, although only 409 were in service by the time the last one was built, due to an accident. These locos ousted many pre-grouping classes and became a mainstay for secondary duties in all areas of the former LNER. 61202 came new to Immingham in June 1947, where it is seen alongside the coal stage in 1949 Transferring to Lincoln during 1953 it fell victim to the great cull of September 1962. (Paul King Collection)
69) As with other railway companies, the LNER preferred tank engines for their suburban passenger services Thompson designed the L1 2-6-4T for this work. Only one entered service before nationalisation the remainder followed between May 1948 and September 1950. They were particularly hard-riding and some crews nicknamed them concrete mixers. 67709 went into service at Stratford in May 1948 and is seen at Shenfield when just a month old on 26th June. After spending nine years roaming East Anglia, it returned to Stratford in January 1959 and was withdrawn in December 1960. (H.C. Casserley, Paul King Collection)
68) Of lighter construction and with smaller driving wheels, the tractive effort of the K1 2-6-0’s was higher than that of the B1’s. Seventy were built and delivered in ten months between May 1949 and March 1950. They were mostly allocated to the Eastern and North Eastern regions, although five spent some years working on the West Highland line. Late in their careers some of the ER examples found a home at Frodingham where 62020 is seen on the 24th July 1964. It was withdrawn six months later. (Paul King Collection)
70) Rather than design a completely new freight loco, Thompson revitalised the ageing ex GCR Class O4 2-8-0’s. The process had started under Gresley with the fitting of his O2 type boiler. Thompson used his 100A (B1) type boiler, it was eventually fitted to ninety nine of the class. Fifty eight others had a much more extensive rebuild, being fitted with these boilers and Walschaerts valve gear. Classified O1, they looked like new locos but retained their original frames. Originally built for the ROD, this loco entered LNER service in 1925 as 6374. Rebuilt to Class O1 in September 1945, it became 63646 on nationalisation. It is seen here entering Gainsborough Central late in its career with empty coal wagons returning to the East Midlands coalfield. It was one of the final members of the class when withdrawn in July 1965. (Paul King Collection)
71) At the end of World War II, the LNER had an ageing fleet of shunting locomotives and needed to supplement them quickly. The Ministry of Supply had a fleet of 0-6-0ST’s looking for a home. The LNER purchased seventy five of these in 1946. Their short wheelbase made them ideal for working around the tight curves found in dock areas Twenty five of them initially came to Immingham, though some only stayed for a few months. 68033 is seen outside the maintenance shop, minus its forward driving wheels in 1949. New to the shed in July 1946 it remained there for almost twelve years before moving on. It ended its working life at Colwick after a short stay at Hornsey and even managed to get on the books at Kings Cross for a few days in February 1959. Withdrawn in February 1960, it was cut up later that year at Darlington. (Paul King Collection)
81/82) The family resemblance between the Standard Class 4 2-6-0 and its Ivatt predecessor, see photograph 63, is easily discernible due to both having a high running plate, the front plate under the smokebox defining the difference. Earlier batches delivered to the SR had the low sided tender, the final batch, 76053-79, receiving the higher sided variant like the SR’s Class 4 4-6-0’s. This was to provide a larger water capacity, there were no water troughs on the SR. One of this batch, 76061, is seen at Bournemouth Central. New to Redhill it was withdrawn from Eastleigh in January 1967. Based at Dumfries for all of its working life, October 1956 to October 1964, 76072 is heading north at Auldgirth, on the GSWR Glasgow-Carlisle main line. The loco is an example of the class with the low sided tender. (both Paul King Collection)
83) It is difficult to choose, but I think this small batch of Class 3 2-6-0’s were my favourite Standard class. I recall seeing them at Paragon station when visiting my Great Aunt and Uncle in Hull. By process of elimination, as it would have been around 1960, they would have been
77000/01/10. There were ten on the NER and ten in Scotland. Surprisingly, 77014, ended its days on the SR. 77001 is seen entering Goole station with a local from Hull on the 10th June 1957. New to Darlington in February 1954 it was withdrawn whilst based at Goole in January 1966. (H.C. Casserley, Paul King Collection)
84) My thoughts about the Class 3 locomotives are similar to those of the Clans. Were they really needed? The Class 2’s and 4’s could easily handle the workload. Regardless, they were built and were handsome looking locos like the rest of the Standard classes There were forty five 2-6-2T’s in the Class 3 power range. Most were allocated to the Southern and Western Regions. Four were initially allocated to the NER for working over Stainmore Summit to Penrith. 82027 was one of these, it is seen at Kirkby Stephen when relatively new After a spell at Scarborough, where I recall seeing them in the station, these four were transferred to the SR. Towards the end, a few also found their way onto the LMR at Patricroft. Some of the WR examples were painted in lined out BR green. 82027 entered service in November 1954 and was withdrawn January 1966. (Newall-Hancock, Paul King Collection)
94) When I started researching this book, I discovered that the Class 04 Drewry shunters had three wheel diameters, 3ft 3in, 3ft 6in and 3ft 7in. There were subtle tweaks in the profile the later members of the class having a softer outline, rather than the austere look of the first batch. From the first batch is 11106, D2205 from January 1959. Spending much of its career working in the Hartlepool area, it is seen in the roundhouse at West Hartlepool on the 16th September 1956. Transferring to Thornaby n 1967, it was withdrawn in July 1969. It was purchased by the Middlesborough & Hartlepool Dock Authority. Passing into preservation in 1983, at the time of writing, it is based at Peak Rail, Rowsley. (BoulterHancock, Paul King Collection)
95) The Park Royal/AEC railcars built in 1952, earned the nickname ‘Flying Bricks ’ This view of M79748 shows why. This was one of the final three built in 1957, and is seen at Southall prior to delivery. Note the broken windows at the left-hand end of the unit. (Boulter-Hancock, Paul King Collection)
96) The Derby Lightweight design, first introduced in mid-1954, set the style for the majority of the first generation DMU’s. The set, seen here leaving Bettws Y Coed on the 4th July 1956, M79147 and M79667, was officially based at Monument Lane (Birmingham) for local services. North Wales became its home later in life. (Boulter-Hancock, Paul King Collection)
108) English Electric was arguably the most successful supplier of locomotives and power units to BR It seemed at one point that they could do no wrong. Unfortunately, one design let them down, the ten Type 2’s produced in 1959. All had been withdrawn by 1968. D5906 is seen at Doncaster Works about to re-enter service on the 17th October 1964 The Type 3 it is coupled to, D6847, one of EEs most successful designs, is little more than a year old, but has also been in works for attention. (Newall-Hancock, Paul King Collection)
109) Another of the unsuccessful Type 2’s were the twenty Metropolitan Vickers locos of Class 28. D5712 is seen at Grange over Sands on a passenger train in the mid 1960’s. Entering service at Derby in 1959, it was withdrawn nine years later whilst working from Carnforth. (Boulter-Hancock, Paul King Collection)
110) The seventy four Western Class 52 diesel hydraulics were the most successful of the type on the WR. Their lives were short compared to some of the diesel electrics. D1069 Western Vanguard was one of the final members of the class to enter service, in October 1963. It is seen here when new, waiting to enter service. It was withdrawn in October 1975 and scrapped eighteen months later. (Newall-Hancock, Paul King Collection)
This concludes my summary of the rise of diesel and electric traction through to the end of steam in August 1968. New designs introduced after 1968 replaced unsuccessful and life expired locomotives.
114) This photograph is dated May 1955. It shows the final unit from the Derby Lightweight batch allocated to Lincoln. DTCL E79625 is leading with DMBS E79033 at the rear. It is standing in the bay at Louth, possibly on driver familiarisation around the Mablethorpe loop. Note the driver is taking his seat in the cab whilst two other train crew look on. (Bill Woolhouse courtesy Lincolnshire Coast Light Railway)
115) The only negative I own of a Derby Lightweight in Lincolnshire is this one. One of the sets is waiting in Platform 3 at Firsby, possibly with an evening service to Skegness on the 30th August 1956. Unfortunately, the photographer didn’t record which unit it was. (R.M. Casserley, Paul King Collection)
116) Three Birmingham area 2-car sets, from a later batch, were transferred to Lincoln, as larger units were delivered to cover suburban services. haven’t been able to discover exactly which sets they were possibly E79121-23 and E79642-44. By 1960 they were back on the LMR working in the Manchester area. E79122 and E79643 are seen Cleethorpes bound at Barnetby, with what appears to be a parcels van at the rear. (R.E. Vincent, Transport Treasury)
132) With just six months to go before closure, a Derby Heavyweight has arrived at Louth on the 4th April 1970, with a service from Grimsby to Skegness. The leading vehicle is a DTCL from the E560xx series. Note the parcels and pigeon basket on the platform, either just unloaded or about to be loaded into the guard’s compartment which, from memory, were quite large on these vehicles. (Paul King Collection)
134) Another 3-car set of Derby Heavyweights. This time they are at Barnetby with a service to Lincoln Central, from Cleethorpes. The date is Wednesday 29th May 1957 and the units were only a few months old At this time, they were still fitted with the low powered Leyland engines (J.H. Price)
131) I have no recollection of seeing the Derby Heavyweights as 3-car sets Photographic evidence in this book shows that I must have done. A 3-car set headed by DTCL E56012 with DMBS E50012 trailing and a second DMBS to the rear is passing under Deansgate Bridge as it approaches Grimsby Town station with a train for Cleethorpes. The 3-car sets were intended for the Skegness-Grantham and Lincoln-Boston services. As can be seen by the photographs in this section, they were not uncommon on services in the north of the county (Ray Manning, courtesy P. Clarke)
133) Passenger services to Cleethorpes were terminated at Grimsby Town during the 1965 Christmas period. This was the scene on Boxing Day, after a snowfall, with several units in the sidings and Platform 3. A reduced service operated using Platforms 1 and 2. (C.J. Paine)
164) When the BR built Class 03 shunters arrived at Immingham in May 1958, they were ideal for placement at the outstations attached to the depot. Although they would have moved around, D2020 spent much of its early career at New Holland, although there are photographs of it on station pilot duty at Grimsby Town. It is seen here amongst the remains of New Holland shed on the 11th April 1959. (N.E. Stead, Transport Treasury)
165) Louth also received one of the batch to cover the limited duties remaining after the closure of the Bardney branch and the northern section of the Mablethorpe loop. The maltings alongside the station and the nearby goods shed would see most of the work. D2022 was the one chosen, but again I emphasise that this would change from time to time. It is seen here adjacent to the goods shed with shunters Ken Bane on the left and a Mr. Riggall on the right. In the centre is driver Ron Dane, whose photographic work appears several times in this series of books. (R. Dane)
166) At the end of 1965, Colwick transferred six Class 03’s to Immingham, giving the latter depot an allocation of ten, D2018-27. Three moved away the following year the remainder in 1968 and 1969. The last to leave was D2025 in September. It was stored for some time in the yard to the west of the depot with D2026, visible on the left. Although D2025 was relatively intact, D2026 looked as if it was being cannibalised. Both survived, moving on to a further life at Lincoln through to withdrawal in 1977 and 1983 respectively. (Paul King Collection)
167) D2027 is in the bay platform at Lincoln Central on the 26th November 1969 covering station pilot duty, along with the faithful match truck. D2027 is one of six members of the D2018-27 batch that have survived into preservation. It is currently in the care of the Heritage Shunters Trust at Peak Rail, Rowsley. (Paul King Collection)
172/173) The locomotive chosen to represent the Class 08’s is not one of the pre-TOPS arrivals. Arriving at Immingham in March 1979, 08102, the former D3167, began an association with the area which has lasted through to the present day. Starting life at Saltley in August 1955, it moved to Doncaster twenty years later before arriving at Immingham. From Immingham it moved to Lincoln in September 1980, where it stayed until transfer to Doncaster in January 1987, the date from which Doncaster took responsibility for the Lincoln allocation. It was withdrawn in March 1988. After withdrawal the loco was stored at Boston In July 1988 it was purchased by Lincoln City Council, being displayed alongside High Street signal box, repainted green and numbered, once more, D3167. In 1994, it was transferred to Ludborough, home of the Lincolnshire Wolds Railway, where it remains as a vital part of the operational fleet. It is seen above, as 08102, adjacent to the Transit Quay on Immingham Dock in 1979. (Paul King Collection). Below it is captured in the sidings at Ludborough, on the 5th April 2015. Note that its number follows on from the Blackstone’s allocated to Immingham. (Paul King)
181) An internal view of Lincoln diesel depot on the 8th July 1979. A Class 114 is on the centre road undergoing maintenance. On the right is a classmate, in the overall blue livery. On the left are two Class 08’s, including 08101 and a Class 03. Outside the depot is a Brush 2, Class 31. (Paul King Collection)
182) The diesel depot at Frodingham seen from Dawes Lane on the 13th May 1990. The three road depot was capable of light maintenance and was an ideal base for the diesel shunters, Type 1’s and 4’s, the most common types operating from the depot. The line of Class 08’s includes, from the left, 08397, 08632 and 08508, the fourth cannot be identified. 08397 had moved to Frodingham from Doncaster in January 1972, remaining on its books until a transfer to Immingham in January 1987. This was the date when Frodingham closed as a depot and became a sub-depot of Immingham. 08397 would remain at Frodingham until 1991, when it moved to Allerton. It was scrapped in 2010. (Paul King Collection)
183) Standing outside Frodingham depot on the 3rd January 1993, is one of the Class 08’s seen in the previous photograph, 08632 Note the doors are closed to keep out the cold of a January day. 08632 transferred from Thornaby in November 1983 and was one of the paper transfers to Immingham on closure in January 1987. It eventually moved to Immingham, where it was noted in use as the depot pilot in 2000. The 65 year old loco is currently reported as being on hire to GBRf at Peterborough (Paul King Collection)
At Immingham, the facilities were far more extensive. As the home base for locomotives operating throughout north and west Lincolnshire the new depot was to be much larger than those elsewhere in the county. Partial demolition of the steam shed, the eight roads to the south, provided space for a new diesel servicing depot slightly to the east of the steam shed. The remaining four roads of the steam shed and the maintenance shops were designated for carriage and wagon repairs. Double ended, the new depot would provide a three-road servicing facility at the east end and a four-road maintenance depot at the west end. In between, were stores and workshops. The new office block, built a few years previously would become the amenity block.
205) It only takes a few minutes for trains leaving Cleethorpes to cross into Grimsby. D5688 has reached Cleethorpe Road level crossing. Of note is the headcode, the Z has been replaced by a blank. Also of interest is the Triumph Herald convertible waiting at the crossing, RFE 800 was virtually new, having been registered in Lincoln earlier that year. In June 1961, Darnall began to receive its second batch of Brush 2’s. D5804 was the first to be delivered and the Sheffield depot would receive all of the remaining members of the class to be built, with the exception of D5853-56, which went new to Stratford and March. (J. Trevitt)
206) Although steam operations were banned south of Peterborough from April 1963, services north from there were still steam hauled in the main, but not exclusively. The East Lincs line saw a mix of traction, the Kings Cross trains having been turned over to diesel haulage in November 1962. One of the services often entrusted to a diesel was the afternoon Grimsby-Peterborough parcels. It is seen here approaching Burgh Le Marsh in 1966 hauled by D5574, shortly after its transfer to Immingham. (P. Loftis)
a substantial part of
D5574 spent
its career at Immingham and was there when it received its TOPS number, 31156, in February 1974. Its final years were spent operating from the depot, being withdrawn from there in February 1992. It was scrapped in September 1995.
225) Suggitts Lane signal box, on the left was only used during the summer season have no memory of seeing it without its windows boarded over An excursion from Sheffield is being propelled into Suggitts Lane sidings, after spending the day in New Clee sidings, in preparation for being called into the station for loading. The train engine is D6754 and the date, 17th May 1964. (C.J. Paine)
This loco moved to East Anglia during 1967 being renumbered 37054 in February 1974, before a short spell in the North East. Soon back in East Anglia, it was resident there for the next 13½ years, before a move to Immingham and Thornaby. Allocated to the WR between 1991 and early 1994, it ended its days at Stratford in December 1999.
226) The stock from a Sheffield-Cleethorpes service train, is being reversed towards New Clee sidings c.1964 by D6743. Of note, on the horizon, are the line of trawlers waiting to land their catch of fish the next day at Grimsby. On leaving the Sheffield area, it had fifteen years in East Anglia, where it became 37043, before moves to Scotland, Wales and the Midlands. On receiving new bogies it was renumbered 37354, resuming its original TOPS number in 1992. It was withdrawn in 2000 from Motherwell. (D. Hewins Collection)
227) Mixed livery stock is visible in this view of D6720 in Platform 5 at Cleethorpes A summer 1968 view it is about to propel the stock out of the station. Starting life at Stratford, D6720 had short spells at Tinsley, March and Immingham, where it became 37020 in March 1974. In 1986 it moved to Cardiff Canton, after several nomadic years. As Class 37/7 37702 it was itted with regeared bogies and ballast weights in December 1986. One of the Class 37’s which were used on construction work in Spain from 2001 it was scrapped in 2007. (R. Manning courtesy P. Clarke)
228) The low lying land around the River Trent is spread across the skyline as an unidentified EE Type 3 hauls its excursion up Gunhouse Bank, on the approach to Scunthorpe in the mid 1960’s. (B. Longbone)
243) D1568 gets to grips with the 5.13 Ashton Moss fish train in June 1964. The Dock Offices can just be seen on the left, with the Railway Hotel on the right. The first few wagons are crossing Cleethorpe Road, with the loco entering Grimsby Docks station. D1568, as with the remainder of the first allocation, only spent short periods at Immingham. Shortly after this photograph was taken, it left for Finsbury Park, only to return six months later, for a further four months. Its final stay at Immingham was from October 1971 to July 1973. Renumbered 47451 in November 1973. Withdrawn from Tinsley in June 1991 it was scrapped three years later. (C.J. Paine)
244) The final loco of the first batch of Brush 4’s, D1569, is approaching Great Coates Sidings No.2 signal box, on the line from Marsh Junction to the Alexandra Dock, Grimsby in 1965. Note its train of empty tank wagons. This was before the refineries at Killingholme were built, it would be heading for the tank farm on the east side of Immingham Dock. Excluding a short spell at Finsbury Park, in the latter half of 1964, D1569 spent the longest period of this batch at Immingham Arriving in April 1964 it ended in June 1973. As 47452 under the TOPS scheme, it remained in service until August 1991 being scrapped six years later. (R. Barnard)
245) Although undated, there can be little doubt that D1504 is almost new. I would suggest it was being trialled on the London fish trains during the summer of 1963, as it was based at Finsbury Park at the time. It is standing on New Ground, the sidings between Fish Dock Road, in the background, and the Royal Dock, to the left This was one of the marshalling points for the fish trains, the other being at New Clee. D1504 was a more familiar sight on the ECML, spending almost all its career at Finsbury Park and Gateshead t had a two year spell at Immingham too, in the late 1960’s. Renumbered 47405 in February 1974, it was withdrawn in 1986 and scrapped two years later. (R. Barnard)
262) In charge of an excursion from West Yorkshire, is Healey Mills based D246. It is seen in July 1967 in Suggitts Lane sidings. By this time, the majority of excursions were being stabled here, rather than further out at New Clee.
During a twenty three year career, ending in February 1983, it was never allocated south of Manchester Its time was spent more or less, equally between North East and North West depots. (J. Willerton)
263) At first glance thought this was the excursion in the above photograph on its return journey passing through Great Coates station. A closer inspection of the unidentified loco reveals that it is working a train with the same headcode, but the spacing on the train identification label is not the same. Additionally, the electricity flashes are at a higher level (C.J. Paine)
264) The blue livery and the two-way arrow logo became increasingly common during the early 1970’s, as did the elimination of the D prefix on the fleet numbers. Running into Platform 5, now Platform 3, at Lincoln Central with a train for the south, on the 24th April 1973 is York based 271.
281) The 10.59 Kings CrossSkegness is seen nearing journey’s end at Seacroft on the 18th August 1984. Seacroft, originally named Cowbank, after a nearby drain, lost its passenger services in 1953 and closed to goods traffic in 1964. The Class 47 in charge is 47455, formerly D1575. Based at Crewe, it was withdrawn six years later, in March 1990 but not scrapped until June 1995. (Paul King Collection)
282) Passing Havenhouse and heading for home is Class 40 40093 on the 21st July 1979. Based at Springs Branch at the time, it is on the return Saturdays only service from Manchester. 40093 was withdrawn from Longsight in December 1983 and scrapped the following year. (Paul King Collection)
40071 in February 1974 it spent its entire twenty years of service at either York or other North East depots Withdrawn in September 1980, it was broken up in October of the following year. (Paul King Collection)
283) A pair of Class 20’s on a Skegness working. The potential of seeing a pair of these working to the resort brought the photographers out en masse in the 1980’s. One such pairing, 20183 and 20187 are seen passing Wainfleet as they near their destination on the 9th July 1983 with the 8.38 from Leicester. Both spent most of their lives based at Toton. 20183 was withdrawn from there in January 1990. 20187 survived much longer ending its days, renumbered 20308, working for DRS at the end of 2016. (R. Manning, courtesy P. Clarke)
Renumbered
287) The view looking west towards the East Lincs line, which ran along the fence in the middle background. The Derby Class 116 dmu’s were built as high density units without gangways and toilets, both later remedied. DMBS 53071 leads TS 59760 (from a Class 115 set) and DMS 53880 and a similar combination around the curve at Firsby on the 29th June 1991. (Paul King Collection)
288) Also on the curve from the erstwhile East Lincs line, hauling the 8.48 Manchester-Skegness, on the 2nd July 1983, is Class 37 37078. Officially based at Thornaby at the time, this ideally shows how allocations bore little resemblance to the areas the loco worked. It was withdrawn in September 1998 but not scrapped until early 2004. (R. Manning, courtesy P. Clarke)
289) The return working of the Saturdays only Derby-Skegness train is seen crossing Maud Foster drain on the approach to Boston. The loco is Class 45 45017, the former D23. Transferred to departmental service in October 1985, it was renumbered ADB968024. It was scrapped in June 1993 (Paul King Collection)
301) The original bridge over the River Trent at Keadby was to the right of this picture The current bridge replaced it in 1916. This involved a realignment of the railway and a new station at Althorpe, on the west bank of the river. The trailing unit of this three car Class 101 set is DMBS 53314, Chester based at the time. It is seen leaving Althorpe station and is about to cross the Scherzer rolling lift bridge across the Trent on the 26th May 1987.
(Paul King Collection)
290) If the blind on Class 114 DMBS E53005 is to be believed, then this set is heading for Doncaster, if so, one presumes it would be via Sleaford and Lincoln. It is seen waiting time in Boston station in 1984. Although still the dominant units for Lincolnshire services, it will be noted that other classes were beginning to take over some of their duties. (Paul King Collection)
302) An empty coal train for the South Yorkshire coalfield, hauled by Class 47 47376, is passing through Scunthorpe station, on the 14th July 1981. The third station built to serve the town the predecessors closing each time a new one was built, it was known as Scunthorpe and Frodingham until about 1970. Another of the Class 47’s that spent much of its life allocated east of the Pennines, it was withdrawn in June 2001. On withdrawal it passed into preservation it is currently based at the Gloucestershire Warwickshire Railway. (Paul King Collection)
303) Considered by many to be the best looking dmus built, it is a shame that none have passed into preservation. Spending much of their early life working between Hull and Liverpool, the Class 124 Trans Pennine units were matched with spare Class 123 Inter City units, both were built by BR at Swindon, to form four car hybrid sets which worked Trans Pennine services over several routes.
DMC E51956 is at the head of the 12.46 Manchester Piccadilly-Cleethorpes train on the 1st July 1982. It is about to depart from Scunthorpe station. (Paul King Collection)
311) Class 47 47180 has a train of empty coal wagons under its control as it passes Barnetby East signal box and enters the station on the 15th July 1977.
The photograph was taken during one of 47180’s spells at Immingham. In December 1980 it was ETH fitted and renumbered 47584. It was withdrawn twenty years later and scrapped in 2002. (Paul King Collection)
Barton on Humber and New Holland to Great Coates
333) Taken from a similar angle to photograph 121, this view, taken n July 1977 shows how the station area at Barton on Humber has changed. The station buildings have been demolished and the platform is no more than an unstaffed halt. Class 114 DTCL E56028 has brought the set from New Holland Pier and will soon be heading back there, with the DMBS, whose number is not recorded, in the lead. (Paul King Collection)
312) An unidentified Class 114 pairing is passing Barnetby East and an anonymous Class 37 is approaching in this view taken on the 26th March 1986. Note how, in all three pictures, Barnetby East signal box appears to be leaning. It is still there, almost ten years after closure, and it still leans. After much discussion, it is thought that the Class 37 may be working empty tanks for loading at Welton, near Lincoln. (Paul King Collection)
313) Steel was exported to the continent and then returned, in the form of steel coil. For a number of years the port of entry was Grimsby. A train of empty wagons, for this service, are being worked away from Barnetby towards Grimsby in this undated view worked by a pair of Class 20’s. These were the usual locos for this work. Only the leading loco has been identified, it is 20076. It was withdrawn and scrapped in 1988. (Paul King Collection)
334) For a number of years in the 1970’s and early 1980’s there was a considerable flow of chemical traffic between the Albright & Wilson Factory at Barton and a similar plant in the North West. On cessation of this flow, the tank wagons were stored at Barnetby and remained there for many years, gradually being overtaken by vegetation. They have since been scrapped.
A Class 37 is seen coming off the factory siding with one of these trains. (Paul King Collection)
335) There was a certain degree of effort put into trying to brighten up the dmu fleet. The first move was to paint the window areas a light grey, similar to the coaching stock, see 2nd vehicle. The next move was to paint them all over white with a narrow blue band, as per the other three vehicles. I suppose my tastes are conservative as I find the more sedate, grey window surrounds preferable to the gaudy white and blue.
On the 10th April 1981, three months before closure, New Holland Pier is looking decidedly run down, the station being no more than a headshunt from New Holland Town. The front pair of Class 114’s, headed by DTCL E56023, is waiting to depart for Cleethorpes The rear pair are working the Barton branch service. (Paul King Collection)
Both of these locos were rebuilt in 1987 with regeared bogies and ballast weights, being renumbered 37899 and 37890. They were withdrawn in April 2002, and January 2005.
340) Taken on the 28th June 1983, a lot has happened since the previous photograph, four years earlier. The road bridge still provides a platform for the photographer, but in the background things have changed. There is now an embankment with a bridge crossing the line to Habrough, as the A180 road nears completion.
In the foreground, Class 40 40157 is rounding the curve from Brocklesby Junction on the final leg of its journey with empty tanks from Preston, for the refineries at Killingholme. 40157 was entering its final few weeks of service and was withdrawn the following month. By the end of October 1983 it was no more than a memory. (Paul King Collection)
341) In recent years, the junction for the Barton branch has been moved further west, away from the station at Habrough. In this view, taken on the 25th August 1979 it is visible just beyond the platform end. With DTCL E56015 leading, a DoncasterCleethorpes train is entering the station. Attached at the rear is a Class 123/124 hybrid set, presumably being worked as empty stock to Cleethorpes. (Paul King Collection)
342) The footbridge at Habrough, now long gone, provided a good vantage point for photography. Class 37’s 37161 and 37168 have been captured heading towards Grimsby with empty wagons for loading with steel coil on the 30th June 1983. This scene is barely recognisable today, not only has the footbridge gone but the station building and signal box too. (Paul King Collection)
349) Deltic 55002 The King’s Own Yorkshire Light Infantry became something of a celebrity loco when it was painted in a retro green livery. It has just passed Littlefield Lane as it leaves Grimsby with the lunch time Cleethorpes-Kings Cross express on the 3rd June 1981, four months before the last Deltic hauled service.
55002 is part of the national collection and is on static display at the National Railway Museum. (S. Mickleburgh)
350) Unfortunately the Class 47 is unidentified. It represents the Kings Cross service after the Deltics and before the High Speed Trains (HST) took over.
A Class 47 is crossing Flottergate, even though the signal box declares itself to be Friargate Crossing, and approaching Deansgate Bridge with a train from Kings Cross. Littlefield Lane signal box is just to the rear of the train, behind the trees. (Paul King Collection)
351) Coal, for the coal merchants still based at Holles Street in the East Marsh of Grimsby at the time, is seen at the same point, note the 15mph speed restriction sign in both photographs. Class 08 08397, recently transferred from Frodingham to Immingham, is the loco in charge of the train. (Paul King Collection)
362) In the spring of 1985, work was under way to single the line to Cleethorpes. This involved the closure of the line from Grimsby Town to the resort. The stock, normally stabled at Cleethorpes was stored in the sidings at East Marsh during this time. The coal sidings at Holles Street and the remaining sidings at East Marsh Goods, alongside Grimsby Docks station played host to dmus and coaching stock as well as the HST for the London service. In this view, taken on the 31st March 1985, from Newmarket Street bridge, Holles Street has, amongst others, Class 101’s 54385 and 53217 and Class 114’s 53046, 54030, 53018, 54003, 53004 and 53028. The early Mark II coaches for the Newark and Manchester trains are alongside. On the far right is the HST set for the Kings Cross service, the power cars were 43064 and 43109. (Paul King)
363) Grimsby Docks station is on the right and the Dock Offices and Dock Tower are centre rear in this view of Class 47 47221 in East Marsh sidings during the period described above.
Although not continuously, 47221 was an Immingham resident for many years and was withdrawn from there in January 1999. (C.J. Paine)
364) To avoid confusion with diesel locomotives, in 1983 the dmus commencing 50xxx and 56xxx were changed, the 50xxx’s becoming 53xxx and the 56xxx being renumbered 54xxx.
Prior to being renumbered Class 114 DMBS E50036 is leading a two car set past East Marsh sidings with a train from Cleethorpes to Doncaster. This unit would become 53036 under the revised system. (Paul King Collection)
372) In the previous photograph, the line to Cleethorpes is curving to the right in the far distance. Class 55 55005 The Prince of Wales’s Own Regiment of Yorkshire has rounded that curve and is passing under Fuller Street footbridge as it approaches Cleethorpes with the lunchtime arrival from Kings Cross in September 1979. Note the head shunt, by then out of use, this was formerly the relief line to New Clee sidings.
Withdrawn in February 1981, 55005 was cut up at Doncaster two years later. (Paul King Collection)
373) The popularity of railtours brought combinations of locos not normally seen at some destinations. A pair of Class 37’s was unusual at Cleethorpes. Such a pair are seen here waiting departure with the return leg of the South Yorkshireman Railtour from Cardiff to Cleethorpes on the 15th July 1984. 37248 and 37249 took the tour over at Sheffield returning it there, after which a Class 58 took it onwards. Since this photograph, the locos have followed different paths. 37249 was withdrawn at the end of 1998 as 37903, renumbered due to trials with an alternate engine. 37248, on the other hand, is currently operational on the Gloucestershire Warwickshire Railway. (Paul King Collection)
374) The Brush Refiner Railtour, from Swindon to Cleethorpes, on the 26th October 1991 was hauled by pioneer Brush 4 D1500, officially 47401 under TOPS It hauled it as far as Pasture Road level crossing, Barton on Humber where a pair of Class 37’s took over for the next leg to Cleethorpes. 47401 was an Immingham loco at the time, as was the second built, 47402. The opportunity was taken to run these together on the return journey, as far as Tapton Junction. 47401 took it on alone from there. The pairing are seen waiting to leave Cleethorpes at the start of the return leg.
The later history of 47401 is well documented. It is currently in preservation at the Midland Railway Centre. (T. Bradley)
The closure of the East Lincs line in 1970 realistically rules it out of this section. However, there were still the occasional freight and railtours to Louth until final closure on the 20th December 1980.
382) On the 11th March 1978, a railtour visited branch lines in the area. It is seen in the bay platform at Louth. It used Class 101 two car set E50155 and E56394 and Class 108 four car set E50643, E59246, E59387 and E50632. (Paul King Collection)
383) Class 31 31180 is seen at the maltings at Louth, in 1974, carrying headcode 9T93, the code for the branch goods service. The train usually consisted of grain vans as there was little other traffic at the time.
31180 had recently been renumbered from D5601, under the TOPS scheme, and was at the start of a three year spell allocated to Immingham. It had a creditable 36-year service life, being withdrawn in September 1996. (Paul King Collection)
384) The closure of the line as a through route also saw the closure of the signal boxes between Grimsby and Louth. This meant that all trains had to stop at each crossing whilst the gates were opened and closed manually, a long and tedious task. Class 31 31238 is seen at Holton le Clay on the 18th March 1976, performing this manoeuvre.
31238 was an Immingham regular at the time and had nine years at the depot before a move away in 1983. It returned in 1986 for a further five years. It was withdrawn in 1998. (P Loftis)
398) Their duties over north of the border, some of the ETH fitted Inter City liveried Class 37/4’s found their way to Immingham. 37431, on the right, arrived in September 1991, returning north during 1993. 37407 Loch Long arrived in August 1992 it left for Crewe at the same time as 37431. 37407 is seen here in the sidings to the west of the depot at Immingham, with the coaling tower in the background.
37431 was scrapped in 2000. 37407, on the other hand, is still active based at Leicester, as part of the Europhoenix fleet. (Paul King Collection)
399) The leakage from the tops of the tanks makes it appear that there are two separate tanks on each wagon. Petroleum sector liveried Class 37 37891 is passing the lime works at Melton Ross, on the 15th April 1992. The train is made up of 50 tonne tanks and is bound for Leeds. Transferred to the SR at Stewarts Lane in January 1994, 37891 was sent to France on construction work in August 1999. Returned to the UK in October 2000, it was promptly withdrawn, albeit it was then stored for 11 years before being broken up. (Paul King Collection)
400) To represent the sector for Railfreight Distribution, two red diamonds on a yellow background were used. Class 47 47114 is carrying this livery as it crosses Moody Lane and exits the Tioxide UK factory after depositing the open container wagons seen in the background on the 24th September 1993.
47114, as D1702, went into traffic in November 1965, as one of five members of the class, D1702-06, fitted with a different type of Sulzer engine. They were rebuilt to standard design pre TOPS. This loco was withdrawn in late 2001. (Paul King Collection)