Tag Archives: GWR

Turning back the clock

When the future’s uncertain, there’s always the past. Mourning for what has gone, disparaging its replacement. It was better then, it’s dreadful now. Nowt wrong wi canals, why would thi want to be rushin around at 30 miles an hour, I don’t know how they manage to breathe at that speed – it’s all a matter of perspective.

2017 saw numerous galas and events, at quite a few of the major heritage lines, commemorating the end of Southern steam, in 1967. 2017 was also 70 years since the Big Four, LNER / LMS / SR / GWR, were Nationalised but, I don’t recall any major gala commemorating their demise. And to date, I haven’t spotted any events to mark the creation of British Railways, in theory at least, a more important event than the end of Southern steam, in so far as it was an Act of Parliament, rather than simply an operational objective in the modernisation of the railway network.  What we remember and what is commemorated or celebrated, from the past, are two very different things.

There’s even a certain degree of irony here too because, despite the rhetoric, the re-privatisation of the railways, which was sold on ‘nostalgic images and iconography’ drawn from the days of the Big Four, has been a far cry from what was promised in the sell off prospectus. And there is now, in 2018, a high level of public support for the re-Nationalisation of the railway network and the slim, but growing, possibility it might happen.

Cycling Lion anyone?

The photo is of 8F No.48624, with a train of mineral empties, passing Quorn & Woodhouse signal box, on the Great Central Railway.

If you have enjoyed my blogs – I have written a book about my 60 years involvement with railways, from trainspotter, via steam age footplateman, to railway author and photographer, this is a link to it:

http://www.amazon.co.uk/Gricing-Real-story-Railway-Children/dp/1514885751

 

 

 

 

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2017 A personal review

A year of firsts and farewells, though for me 2017 was the year of the ‘End of Southern Steam’; an event celebrated, if that’s the right word, at quite a few heritage lines; and I very much enjoyed seeing Nos. 34081 92 Squadron and 34053 Sir Keith Park, at the Great Central Railway’s offering.  There was even a brief glimpse of No.73156 running as No.73084 Tintagel, like Nos. 34081 and 34053, another engine I’d worked on back in the 60s.

No.73156 / 73084 was one of the firsts too, as she was making her debut appearance after being rescued from Dai Woodhams yard in Barry and restored to operational condition at Loughborough. Sadly, teething problems with the brakes curtailed her official workings, to just one passenger turn on the first day of the gala.

Earlier, in February, there was a bold experiment on the Settle & Carlisle line with No.60163 Tornado hauling regular service trains, for a 3 day spell, between Skipton and Appleby. There were two runs each day and I managed to photograph the first return working, at Selside, on Valentine’s Day. No.60163 also set a first, being given a trial run at 100mph on the ECML, a thrill for all concerned, I’m sure. The data being gathered was intended to support the case for raising the speed limit for steam, on the main line, from 75mph to 90mph.

Sticking with the main line theme, 2017 saw the S&C officially re-opened, after major repairs, with a run behind No.60103 Flying Scotsman, to Carlisle and the S&C also saw main line stalwart, No.46115 Scots Guardsman, bow out when her boiler ticket expired in August – she is pictured at the top of the article, at Kirkby Stephen station , on her last run over the S&C.

No.60103 Flying Scotsman, crossing Lunds viaduct, on the S&C.

Being a Leeds lad I’m rather fond of the Scots which, for many years, were the principal express engines on the former LMS / MR /LNWR routes in and out of the City. In line to replace her, out on the main line, is another engine steaming for the first time since being saved from the scrap yard, No.35018 British India Line, and again one of the engines I have fired on passenger services, out of Waterloo, in the 60s.

Continuing the Southern theme, I never worked on the Schools, though there were several in store at 70A when I started there. 2017 saw Schools Class, No.926 Repton, return to traffic on the North Yorkshire Moors Railway, following her ten year overhaul. She is pictured above, slogging up the last half mile of the steep climb from Grosmont to Goathland during the NYMR gala.

On a personal note, I made my first ever visit to the narrow gauge system at Threlkeld Quarry, a little gem in the midst of some wonderful scenery. The locomotive in the photograph is, Sir Tom, a Bagnall 0-4-0ST of 1926 vintage. Sir Tom was employed at BICC in Kent until 1968 and moved to Threlkeld in 2001. Sir Tom was overhauled and rebuilt at Threlkeld and re-entered traffic in 2010.

As the year drew to a close it was farewell to Black 5 No.44806 at the NYMR and No.7812 Erlestoke Manor at the Severn Valley. No.61994 The Great Marquess, and shortly No.60009 Union of South Africa, are to become museum exhibits, no longer gracing the main lines and flying a flag for the LNER, which is sad, especially as the locomotives, of constituents of the LNER, are few in number when compared with the other members of the Big Four.

Not to end on sour note No.7812 Erlestoke Manor, pictured above approaching Bewdley tunnel with a Bridgnorth – Kidderminster service, is to have a fast track overhaul and is expected back by 2020. Good progress is being made with the new build No.82045, a project of which I’m a keen supporter. The 82xxxs were great fun to work on and the ideal engine for a heritage railway operation. I’m very much looking forward to seeing and photographing the finished item.

All of you, I’m sure, have your own highlights from 2017 and I could have added a few more of my own, seeing the Steam Elephant in operation at Beamish was a treat, as was having the Tanfield Railway just 15 minutes drive away, and I leave you with one of my favourite shots from Tanfield in 2017.

Keighley Gasworks No.2, with Bobgins cabin in the background, is heading for Andrews House with a train from East Tanfield.

If you have enjoyed my blogs – I have written a book about my 60 years involvement with railways, from trainspotter, via steam age footplateman, to railway author and photographer, this is a link to it:

http://www.amazon.co.uk/Gricing-Real-story-Railway-Children/dp/1514885751

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A brief review of my 2017 in words and pictures.

A year of firsts and farewells, though for me 2017 was the year of the ‘End of Southern Steam’; an event celebrated, if that’s the right word, at quite a few heritage lines; and I very much enjoyed seeing Nos. 34081 92 Squadron and 34053 Sir Keith Park, at the Great Central Railway’s offering.  There was even a brief glimpse of No.73156 running as No.73084 Tintagel, like Nos. 34081 and 34053, another engine I’d worked on back in the 60s.

No.73156 / 73084 was one of the firsts too, as she was making her debut appearance after being rescued from Dai Woodhams yard in Barry and restored to operational condition at Loughborough. Sadly, teething problems with the brakes curtailed her official workings, to just one passenger turn on the first day of the gala.

Earlier, in February, there was a bold experiment on the Settle & Carlisle line with No.60163 Tornado hauling regular service trains, for a 3 day spell, between Skipton and Appleby. There were two runs each day and I managed to photograph the first return working, at Selside, on Valentine’s Day. No.60163 also set a first, being given a trial run at 100mph on the ECML, a thrill for all concerned, I’m sure. The data being gathered was intended to support the case for raising the speed limit for steam, on the main line, from 75mph to 90mph.

Sticking with the main line theme, 2017 saw the S&C officially re-opened, after major repairs, with a run behind No.60103 Flying Scotsman, to Carlisle and the S&C also saw main line stalwart, No.46115 Scots Guardsman, bow out when her boiler ticket expired in August – she is pictured at the top of the article, at Kirkby Stephen station , on her last run over the S&C.

No.60103 Flying Scotsman, crossing Lunds viaduct, on the S&C.

Being a Leeds lad I’m rather fond of the Scots which, for many years, were the principal express engines on the former LMS / MR /LNWR routes in and out of the City. In line to replace her, out on the main line, is another engine steaming for the first time since being saved from the scrap yard, No.35018 British India Line, and again one of the engines I have fired on passenger services, out of Waterloo, in the 60s.

Continuing the Southern theme, I never worked on the Schools, though there were several in store at 70A when I started there. 2017 saw Schools Class, No.926 Repton, return to traffic on the North Yorkshire Moors Railway, following her ten year overhaul. She is pictured above, slogging up the last half mile of the steep climb from Grosmont to Goathland during the NYMR gala.

On a personal note, I made my first ever visit to the narrow gauge system at Threlkeld Quarry, a little gem in the midst of some wonderful scenery. The locomotive in the photograph is, Sir Tom, a Bagnall 0-4-0ST of 1926 vintage. Sir Tom was employed at BICC in Kent until 1968 and moved to Threlkeld in 2001. Sir Tom was overhauled and rebuilt at Threlkeld and re-entered traffic in 2010.

As the year drew to a close it was farewell to Black 5 No.44806 at the NYMR and No.7812 Erlestoke Manor at the Severn Valley. No.61994 The Great Marquess, and shortly No.60009 Union of South Africa, are to become museum exhibits, no longer gracing the main lines and flying a flag for the LNER, which is sad, especially as the locomotives, of constituents of the LNER, are few in number when compared with the other members of the Big Four.

Not to end on sour note No.7812 Erlestoke Manor, pictured above approaching Bewdley tunnel with a Bridgnorth – Kidderminster service, is to have a fast track overhaul and is expected back by 2020. Good progress is being made with the new build No.82045, a project of which I’m a keen supporter. The 82xxxs were great fun to work on and the ideal engine for a heritage railway operation. I’m very much looking forward to seeing and photographing the finished item.

All of you, I’m sure, have your own highlights from 2017 and I could have added a few more of my own, seeing the Steam Elephant in operation at Beamish was a treat, as was having the Tanfield Railway just 15 minutes drive away, and I leave you with one of my favourite shots from Tanfield in 2017.

Keighley Gasworks No.2, with Bobgins cabin in the background, is heading for Andrews House with a train from East Tanfield.

If you have enjoyed my blogs – I have written a book about my 60 years involvement with railways, from trainspotter, via steam age footplateman, to railway author and photographer, this is a link to it:

http://www.amazon.co.uk/Gricing-Real-story-Railway-Children/dp/1514885751

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Old rivals

In the West country there was a great deal of rivalry between the London & South Western and the GWR, especially over the Atlantic traffic and in 1906 an accident at Salisbury, to a non-stop Plymouth – Waterloo Atlantic liner service, in which 28 people were kiled, led the London & South Western, subsequently, to stop all London bound trains at Salisbury. There was a stop for an engine change at Templecombe, but not for passengers, prior to this.

A couple of years earlier, in 1904, it was on one of the GWR’s Trans-Atlantic services that the did she didn’t she reach 100mph saga with No.3440 City of Truro began. After 1906 and the opening of the Reading – Taunton route the GWR had the advantage of a more direct route than the one via Bristol; and there have been some suggestions that the driver of the LSWR express, in 1906, had been trying to prove that they could still compete. However, there is little direct evidence to support this.

In my own time on the Southern, during the 1960s, I worked an LCGB rail tour from Waterloo to Exeter and back which was booked to run non-stop Waterloo to Yeovil and Yeovil to Waterloo. We did run through Salisbury on the down run but, on the return we were checked by signals as we approached. The non-stop running was a ‘special dispensation’ and we had a footplate inspector, Arthur Jupp, along with us all the way there and back.  The driver was ‘Spot’ King and our engine was No.35022 Holland-America Line.

The photograph shows B-o-B Class 4-6-2 No.34053 Sir Keith Park at Kinchley Lane, during the Great Central Railway’s ‘Southern Gala’ earlier this year.

If you have enjoyed my blogs – I have written a book about my 60 years involvement with railways, from trainspotter, via steam age footplateman, to railway author and photographer, this is a link to it:

http://www.amazon.co.uk/Gricing-Real-story-Railway-Children/dp/1514885751

Until New Year the eBook edition of Gricing is on offer at just £3:95, that’s a whole book for less than a monthly mag.

 

 

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And we wish you ……

Well here we are again, steaming into yo, ho, ho, and for some lucky folk, this week, sun, steam, and yo, ho, snow. We are also rapidly approaching the 70th anniversary of the birth of British Railways, on 01/01/1948. How different things were back then, very few had tv, computers were the size of a house and there were, probably, no more than a handful in the entire country; most people didn’t have a phone, and a mobile phone was pure science fiction.

The first objective for BR was to complete the repairs to the war ravaged network and catch up on the regular maintenance programme which had been almost abadonded during the war. Life expired and war damaged rolling stock and locomotives needed replacing; on top of these practical considerations was the need to bring together the management and operations of the four, nominally, competing companies into one publicly owned corporation.

When the newly Nationalised railway opened for business R A Riddles was sitting in what was, in effect, the CME’s chair, assisted by E S Cox and R Bond, this trio were responsible for the creation of British Railways ‘Standard’ classes. Riddles railway life began at Crewe, in the days of the LNWR, he rose to become principal assistant to Stanier at the  LMS, and in 1943, on secondement to the Ministry of Supply, he designed his 2-8-0 and 2-10-0 ‘Austerities’ – the forerunner to the 9Fs, one of which, No.92214, is pictured above departing from Loughborough.

Despite being ‘standard’ the 9Fs had their share of modifications, some were fitted with Franco-Crosti boilers, and then they weren’t, some were fitted with mechanical stokers, several more had air pumps fitted for working the Tyne Dock – Consett iron ore hoppers and No.92250, the last in the class, was fitted with a Giesel ejector. The 9Fs were built between 1954 and 1960, by  July 1964 Nos. 92169,70,71,75,76,77, which, in 1960 were all allocated to 36A Doncaster, had all been withdrawn.  In 1960 No.92214 was a Banbury engine and, in all probability, worked trains on this very line when she was – ironic really when you think she has spent more time in service on heritage railways than she did on British Railways.

If you have enjoyed my blogs – I have written a book about my 60 years involvement with railways, from trainspotter, via steam age footplateman, to railway author and photographer, this is a link to it:

http://www.amazon.co.uk/Gricing-Real-story-Railway-Children/dp/1514885751

Until New Year the eBook edition of Gricing is on offer at just £3:95, that’s a whole book for less than a monthly mag.

 

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Is that snow on t’ hills Arkwright?

On a cold and frosty morning, No.49395, masquerading as No.49442, slips a little as she eases her train into the head shunt at Keighley, where she was a Gala guest engine. I’ve seen these antique 0-8-0s hauling huge trains of wagons, on the WCML, through Rugby, back in the 1950s. First introduced, in 1912, by the LNWR, the G1 class was a development of an earlier non-superheated design. No.49395 was a further  modification, the G2 class, with higher boiler pressure and, in some cases, like No.49395, the fitting of Belpaire fireboxes.

In my 1955 shed book some of these engines are in far flung corners with numbers allocated to Abergavenny, from where the LNWR had a line down to Merthyr, with several  branches running down the Welsh valleys, one, to a junction with the GWR at Nine Mile Point, had a sub-shed to Abergavenny, at Tredegar.  Swansea Victoria, also had a handful still on the books in 1955, but they’d all gone by the 1960 edition. When she entered BR stock, in 1948, No.49395 was allocated at 2C Northampton, in 1955 she was at 8C Speke Junction. No,49442 was at 10B Preston in 1948 and in 1955 she was at 2D Coventry. In the 1960 Shed Book neither engine is listed, my 64 Combined shows just 5 G2 / G2a remain in service.

No.49395, being the first of the G2 class, was saved to become part of the National collection, No.49442, along with all her chums, met the grim cutter, and was transformed, in showers of sparks, to cars fridges, and ten million razor blades.

If you have enjoyed my blogs – I have written a book about my 60 years involvement with railways, from trainspotter, via steam age footplateman, to railway author and photographer, this is a link to it:

http://www.amazon.co.uk/Gricing-Real-story-Railway-Children/dp/1514885751

 

 

 

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Christmas Special

From Friday 1st of December, until New Years Day, the e-book version of Gricing is at the Special Offer Price of £3:95

“Gricing” – 60 years involvement with railways, from trainspotter, via steam age footplateman, to railway author and photographer, this is a link to it:  http://www.amazon.co.uk/Gricing-Real-story-Railway-Children/dp/1514885751

These are some totally unsolicited comments from people who have already read  Gricing: Amazon Customer on 6 Jan. 2016 Format: Paperback Verified Purchase:  “Brilliant and interesting book”

By Amazon Customer on 17 Mar. 2016

Format: Paperback Verified Purchase

“Not a murder mystery, but one that I found hard to put down. One of the best additions to my collection of books about railways.”

‘treated myself to a copy of “Gricing” for Christmas, excellent reading.’

‘I’m enjoying your book. It’s a real page-turner, thought provoking and great photos, to boot’

‘I bought and enjoyed “Gricing” etc and would heartily recommend it to readers’. 

‘I was given what I believe to be your book called “Gricing” the other night.  Very much enjoyed the book if it is yours!

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1948 and all that

No. 76079 is now in her 60th year, built at Horwich, she entered service, in February 1957, at Sutton Oak, she was withdrawn, from Springs Branch, a little over 10 years later.  Nearly all of the locomotives, built under the auspices of British Railways, had equally short working lives and many see this as a criminal waste of men, money, and materials.

One school of thought was that building new types of steam locomotives was wasteful, they added to the number of spares depots had to carry, and would, inevitably, have teething troubles. In this view instead of adding new types, more engines of already succesful classes should have been built. British Railways did, to some extent, do this and Black 5s, B1s , even ancient designs, such as the J72s, continued to be built after the formation of BR, as did quite a few other classes such as the Bulleid and Peppercorn Pacifics and Brighton Works built Fairburn tanks.

This leaves us with a couple of questions, why were the Standard classes built and why did they have such short working lives? There are no short answers to either question and issues ranging from keeping employment high to worries over the security of oil supplies played their parts in the decision to keep building more steam locomotives, though not necessesarily new designs.

The decision to build new classes of locomotives, rather than more of the existing ones, does seem to be influenced by Riddles’ desire to be the ‘last steam giant’, in the mould of Stanier or Bulleid. Given the history of competition between the pre-Grouping companies, and, in turn,  the Big Four, trying to bring them together under one banner must have been akin to dealing with a sack of ferrets, and then there was the GWR – for whom the only way was Swindon’s. They painted some of their ‘Standards’ green! One came to Nine Elms, No.73029, and I worked on her quite a few times on stoppers to Basingstoke and on boat trains to Southampton docks.

If you have enjoyed my blogs – I have written a book about my 60 years involvement with railways, from trainspotter, via steam age footplateman, to railway author and photographer, this is a link to it:

http://www.amazon.co.uk/Gricing-Real-story-Railway-Children/dp/1514885751

 

 

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Not a soul in sight

Those of us who worked the last main line steam turns are OAPs now. The youngest firemen in 68, were 16, that makes them circa 66, drivers will be at least 73, and most likely more than that. Some heritage crews have more years on the footplate than some of these men, me included. However, a heritage crew might do 80 to 100 turns a year, a regular footplateman would do 100 or more turns in 4 months. There are many other factors which make comparison difficult, if not impossible, speeds, loads, and distances travelled, hobby versus paid employment, even the condition of the locomotives themselves.

The rules and regulations for the safe operation of the railway are, if anything, more stringent and rigidly applied today than they were in the 60s. If we take just one aspect – tresspass, a way of life, almost, for many who later became the ‘preservationists’, bunking sheds and works, the luckier ones getting footplate trips. Today, increasingly, lineside access is via a permit, or, in some cases, prohibited altogether and as for ‘bunking’ the sheds – I don’t think so. The lineside permits are themselves being made more restrictive, by insisting that holders have undertaken a personal track safety course, at the line – PTS certificates at one line not being valid on another.

All of which begs the question, how did it get this way and why? One answer I’ve been given is insurance,  which, as one manager told me, was a major item in his railway’s budget, outweighing the cost of coal. Can this be the only reason, do some insurers demand that to have track access a PTS is essential and others don’t?  Maybe it’s simply that many people who now visit and enjoy the heritage railways don’t know how to conduct themseleves on or near the lines, thus creating a danger to themselves and others. I don’t know the answers but, I do believe that those whose hobby and enjoyment of the heritage railway is photography deserve something better than the current ad hoc, different system at almost every railway. Is there a case for something being organised through the HRA?

In the photograph, double-headed Manors No.7820 Dinmore Manor and No.7822 Foxcote Manor are hauling an ECS working through a deserted Berwyn Station on the Llangollen Railway.

If you have enjoyed my blogs – I have written a book about my 60 years involvement with railways, from trainspotter, via steam age footplateman, to railway author and photographer, this is a link to it:

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Favourites

60 years ago, in the summer of 1957, I spent two weeks of school summer holiday, sat alongside the WCML, in and around Rugby; at Midland Station, at the girder bridge, where the GCR crossed the WCML, and at Hillmorton, near to where my aunt and uncle lived, at night I would fall asleep to the sound of freights rolling by.

I remember seeing No.10000 and 10001, they caused quite a stir but, I doubt that many of us, sat beside the tracks, at the time, fully appreciated just what they represented and what we were about to loose. New steam locomotives were still being built and they lasted for decades, so we imagined. How wrong we were, some of these newly built engines had barely one decade of service before becoming washing machines, fridges, and Ford Escorts.

We travelled to Rugby by taking the bus to Bradford and catching the ‘South Yorkshireman’, it saved changing trains, and stations in some instances, if you went via the Midland from Leeds City Station. Once we arrived in Rugby there was a very busy railway scene  providing a huge number of different classes, LNER & GWR types on the Great Central, whilst on the Midland there was everything from the proto-type diesels to ancient Ex-LNWR, Bowen-Cooke 0-8-0s, hauling huge numbers of wagons.

Without doubt, however, the star attraction was the WCML and, in the summer of 57, this was a main line still almost exclusively steam. All the famous names, the Caledonian, the Mid-Day Scot, The Red Rose, The Royal Scot, The Irish Mail, The Emerald Isle, were all on the menu. And each day was a seemingly endless procession of Stanier Pacifics, Scots, Patriots, and Jubilees. The Scots, Pates and Jubes, all came to Leeds, but not the ‘Lizzies’ and the ‘Semis’ – seeing them hurtle by was definitely the highlight.

I made this trip to Rugby for each of the next four years, though not always on the South Yorkshireman. And if I have one favourite  memory of these trips it’s the sound of the single chimney Lizzies, working hard, on ‘up’ trains, as they climbed away from Rugby heading towards Kilsby Tunnel.

In the photograph, sounding wonderful, No.6201 Princess Elizabeth, is close to the summit of Aisgill with a Cumbrian Mountain Express working.

If you have enjoyed my blogs – I have written a book about my 60 years involvement with railways, from trainspotter, via steam age footplateman, to railway author and photographer, this is a link to it:

http://www.amazon.co.uk/Gricing-Real-story-Railway-Children/dp/1514885751

 

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