Tag Archives: K&WVR

Passing time?

It started in the classroom as some boring old fart droned on about the square on the hypothenuse, or how many pecks to the bushel, (Google that one). Now I’m the boring old fart musing  about the passing of time.  I have to admit I quite like the passing shot too and sometimes the results turn out better than the shot you lined up for.

Passing time has its own railway connections, of course, and many a railway photographer is grateful for knowing them – it cuts down the time standing in a field, expectantly. It must be said that passing times aren’t published for the benefit of railway photographers, even if many of us believe that is exactly why they are!!

I passed a fair bit of time on the footplate of this engine, in 1963 and 64, before her premature withdrawal in 1964, though not in this super shiney condition, nor on the Settle – Carlisle line. My own passage over the Pennines was via Copy Pit or Diggle with Dub Dees and usually with rafts of coal.

If you’ve more time to pass, check out the archive, there are over 500 articles to choose from on all manner of time wasting topics but, no algebra.

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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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When I’m cleaning smokeboxes

George Formby used to do one of his dirty ditties about ‘The Wigan Boat Express’, not that Metropolitan No.1 ever went anywhere near Wigan with an express boat train. And to the best of my knowledge there never was a Wigan Boat Express either. It’s more that cleaning smokeboxes is a dirty little duty, a chore with the wrong kind of char. On a prepare and dispose turn you’d get 3 or 4 of them to shovel out, sometimes more. Emptying the smokebox was only one part of the disposal process, for the fireman, there was cleaning the fire and raking out the ash pans too. The whole ritual seemed designed to create sufficient sweat that every stray partical of ash and coal dust ended up sticking to you.

Not all smokeboxes are equal – I’ve opened the smokebox door on many a West Country Class, 34101 Hartland included, with char up to the dart, still glowing hot at the bottom. Those Bulleid smokeboxes  go a long way back too. You did sometimes wonder if the fireman who disposed her last had actually bothered to clean the smokebox.

And some are not so very big at all, like this one on the Burrows Well Tank ‘Willy’ which  barely holds enough char to fill a wheel barrow.

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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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When the last fires dropped

50 years ago I stepped off one of these work horses for the last time, collected my final pay packet – redundancy beckoned. No more baked onion, cooked on the manifold, or cheese toasties done on the shovel. No more signing on at 04.00 for, a freezing cold, tender first run down the Dearne valley line either. The last six months of terminal decline did little for moral.

In my all to brief footplate career, I count myself lucky to have been able to experience a whole range of different workings from a humble branch line goods to the Royal Wessex. I fired for young drivers only a few years older than me and for others who had begun their railway service in World War I. At Wakefield, my final depot, even the link system was scrapped, because so many turns were now single-manned diesel jobs. All the firemen were put in one long link covering the remaining steam jobs and diesel turns requiring a second man. A situation which could see you working with a different driver every day you were on duty.

More and more duties were signing on and off at Healy Mills and I was spending quite a bit of time on English Electric Class 3s, not what I signed on for. Once I knew that I hadn’t got the vacancy I applied for at Blyth, it was all over. No fairy tale ending, no big send off, just mount the bike jump on the kick-start and go home. I didn’t even take a souvenir, though I do now have a 55C shed plate – the place where it all began. Amazingly railway preservation and operation has now been going for longer than British Railways was in existence and some of the preserved locomotives have spent more time at work, in private hands, than they did during their BR service.

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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Standard Stopper

At the beginning of 1963, when I first arrived at Nine Elms, I spent a short time in Link 4 with driver Fred Walker and these BR class 4s were amongst the first engines I worked on, No.75078 was one of them. A regular duty for the 75xxxs was the Waterloo – Basingstoke stoppers, calling Woking then all stations to Basingstoke. The key to keeping time on these services was starting quickly and braking late – and the 75xxxs were very nippy, ideally suited to this task.

When stopping at the intermediate stations, once the train had been brought to a stand, Fred would blow the brakes off and hold the train on the engine’s steam brake while waiting for the tip. Starting in full forward gear he would ease away from the platform steadily opening the regulator before reeling in the cut-off, first to around 50% before giving her  full regulator and then notching up to around 25 – 30%, by which time speed would be nudging 50. A mile or two at 60 ish and then time to shut-off for the next stop and a repeat of the process.

On my side of the footplate it was keep a good fire under the door, thinning to the front and top it up each time we stopped. Between Woking and Farnborough there was a bit more to do because of the climb up to MP31 but, once over the hump that was it; apart, that is, from the top ups at the stops.

The train engine No.34092 City of Wells was one of the dozen or so Bulleid ‘light’ Pacifics I never worked on during my days at Nine Elms but, on the plus side, the preserved 34007 Wadebridge was the very first of the original Bulleids I fired. The photograph shows the pair departing Keighley with the 11:55 for Oxenhope on 26 June, during the 50th anniversary celebrations.

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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Party poopers

I remember visting Keighley in 1965, whilst I was still a BR fireman at Nine Elms, and seeing No.69523, a little later she became No.4744, later still No.1744, as she is now, sat in the yard at Haworth along with No.51218. One of my chums lived in Ingrow, so I got all the local gossip too. I don’t think any of us, at the time, ever imagined the line would become the attraction it has – I doubt any of us imagined being fifty, let alone seeing the railway it all became – 50 years on.

Not a picture from 50 years ago but, another of the very earliest arrivals and a personal favourite, sadly not in action at the party.

No.78022 when she was fitted wih the Giesl ejector, a short lived experiment. No.78022 is soon to be returned to traffic, minus the Giesl.

No. 957 aka No.52044 and ‘The Green Dragon’ of Railway Children fame, another very early arrival – 1965.

Scanned from a slide, the train engine is old stalwart, the 8F No.48431, which arrived in 1972 and first ran in 1975.

And here’s the real 5775 piloting No.48431, a scan from an old black and white print.

Sir Berkeley was another of the 1965 arrivals – I do have pics of her at Haworth but not scanned. This shot shows her at East Tanfield some years ago.

The Ex-Haydock Foundry loco – ‘Bellerophon’ was an early arrival, in 1966, though she didn’t return to steam until late in 1985.

Last, but by no means least is another old favourite which didn’t make it to the party, Jinty No.47279 – a class of engine I made my first ever footplate ride on; age 14, and a trip along the leeds Fireclay branch from Farnley Junction.

This is not an exhaustive list of the engines which have over the years been a part of the K&WVR line, rather a little snapshot of some of the old favourites which didn’t make the 50th Birthday Bash.

All that remains is to say top marks to all the volunteeers and everyone else who, over the last 50 years have, through thick and thin, made the K&WVR what it is today. And, for the splendid 50th Birthday Celebrations of the last 8 days.

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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Summer Special

July only – enjoy Gricing for less. From July 1st to 31st the Ebook version of Gricing is on special offer at just £3.99

Here’s the link: https://www.amazon.co.uk/Gricing-Real-story-Railway-Children-ebook/dp/B011D1WBWY/ref=tmm_kin_swatch_0?_encoding=UTF8&qid=&sr=

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Hot Scot

Today’s visit to the K&WVR 50th Celebrations, provided a little addition to the usual drama of steam locomotives hard at work, there was a trackside fire at Oxenhope. Not a huge affair but, large enough to warrant the attention of the local fire brigade – with a substantial delay to services until it was all dampend down. Not quite what you want with crowds of people, in gala mood, in baking hot conditions stuck, on the train.

With nothing happening at Oxenhope we took the opportunity to move down to Ingrow, which is where we see No.46100 Royal Scot.  Now, you could be forgiven for thinking that she is hurtling through the station on her non-stop run to Oxenhope but, you’d be wrong. No.46100 Royal Scot is moving, and the lamps would indicate an express, however, in this photo she’s the tail of the top and tail working and, so far as I recall, the lamp(s) should be a single one, bottom middle, and red during the hours of darkness, in fog, or falling snow.

Moving on – the Thames Clyde Express was a regular duty, for many years, for the Royal Scots and would have been a regular sight for railway enthusiasts in and around Keighley during the 50s and early 60s, before the A3s stole some of their thunder. However, for 3 days No.46100 Royal Scot is the star attraction – and no more line side fires – please.

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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The last batch

On the Western Section of British Railways Southern Region the discs, being carried by 75078, indicated a West of England service to Salisbury and Exeter. And these engines were a common sight on stopping trains out of Waterloo over this route, during my own time working on this line, in the mid-1960s. In fact, No.75078, was an engine I worked on quite a number of times on stopping passenger duties and on freight jobs, like the ‘banana trains’ from Southampton to Nine Elms Goods.

The last batch to be built, No.75065 – 75079 were allocated to the Southern, from new. They were  all eventually fitted with a double-chimney and all of them were coupled to the large BRIB tenders with a 4,725 gallon water capacity, because of the Southern’s lack  of troughs. Initially shared between Dover on the Eastern section and Exmouth Junction on the Western, many of them ended their days at Eastleigh. My 1961 Shed Book shows 2 on the books at Stewarts Lane, and 3 at Bath Green Park, which was, by then, under the Western Region of BR. On the right of the picture is Ex-S&DJR 2-8-0 7F No.53808, also of Bath Green Park, unfortunately the 75xxxs allocated to Bath, in 1961, were Nos. 75071 /2 /3, not No.75078 which was a Guildford engine and she is still carrying the 70D Guildford shed plate.

And you know that old chestnut – ‘there’s always one’ well No.75071 was withdrawn, in 1967, from Stoke. Nos.75072 & 3 were the only others from this batch not to end their days at Eastleigh; probably as a result of their posting, earlier, at Bath Green Park, both being withdrawn from Yeovil in December 1965. Amazingly 3 of this final batch survived into preservation, No.75069 is nearing the end of a major overhaul at the Severn Valley Railway, No.75079 is also under overhaul at the Mid-Hants Railway and as can be seen No.75078 is working well on the K&WVR.

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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Express Freight

At the beginning of the 19thCentury the turnpikes were a mess, the canals were slow, and moving large consignments of goods was fraught, time consuming, and possibly ruinous. The movement of large quantities of coal and other minerals was similarly problematic – the solution, as we all know, was the railway. Was it inevitable, that like the turnpike and the canal, the railway would have its day? Would some newer and more radical solution, to the mass movement of goods and people, be forthcoming. Thus far the answer would seem to be a resounding no.

Railway networks are still expanding, closed routes are being re-opened and newer and faster forms of propulsion are being used on them. In the case of the Maglev they no longer run on wheels but levitate above the track on a powerful magnetic field, which is also part of the means of propulsion. If this seems an awful long way from Stephenson’s Rocket, you’re right it is.  When Stephenson was building engines the properties of electromagnetism were still waiting for Michael Faraday to uncover them.  And it wasn’t until 1838, 180 years ago, this year, that Messers. Cooke and Wheatstone put these newfangled forces to work in their telegraph system, first installed on the GWR, in 1838, between Paddington and West Drayton.

The electric telegraph and the block system became the backbone of the safe movement of trains on the railway, and in one guise or another it still is. If you thought it was a long way from ‘Rocket’ to Maglev it’s an even longer one from the Bobby controlling the movement of trains, with his watch and his flag, standing by the tracks, to today’s Train Protection Warning System and computer controlled signals operated from Regional Operating Centres – not lineside signal boxes.

The photo shows Ex-LMS 4-6-0 Class 5MT No.44871, approaching Ingrow, with a recreation freight working during the K&WVR’s Spring Gala.

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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Bits of the old L&Y

Incorporated in 1847, one hundred years before I was born, the L&YR was, for many years,  being persued, in predatory fashion, by the much larger London North Western Railway, ‘the Euston Confederacy’ as it was sometimes referred to. The L&Y’s resistance only ended on 01/01/1922 and a year later the LNWR too became part of a bigger whole, the London Midland & Scottish Railway.

The L&Y itself, grew by acquisiton and grew out of amalgamation and absorbtion – some of its constituents were, oddly, owned jointly with the rival LNWR. Not content with running railways they also had their own fleet of ships and sailed to Europe and Ireland, from Goole, Hull, Fleetwood and Liverpool. They were also the first British railway company to introduce electric trains; with a service from Liverpool to Southport in 1904.

Before the opening of Horwich Works, the L&Y’s principal workshops were at Miles Platting, just up the bank from Manchester Exchange/Victoria. Railway workshops are never going to be situated in the ‘nice’ parts of town but, they must have been a dodgy lot around Miles Platting in the 1850s as an entire locomotive boiler was stolen, ‘spirited away in the middle of the night’, from the Works. Quite how this was achieved is a bit of a mystery, especially as  road transport was still at the horse and cart stage.

The coach behind the engine is Club car 47, a classic example of British snobbery in action. A bunch of Fylde coast ‘business men’ persuaded the L&Y, for a fee, naturally, to provide them with what was essentially a ‘private coach’ between Blackpool and Manchester, just so they didn’t have to travel alongside the ‘great unwashed’.

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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