Tag Archives: LNWR

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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Tanks and teaks

Winter still seems to be hanging on here, at Goathland, more dead leaves than fresh shoots. Unusually, No.80136 is engine facing Grosmont and not quite what I was expecting but, hey ho.  These engines worked the line in the months before closure and probably hauling the odd Gresley coach or two.  My own memories of them is working the ‘Kenny Belle’ between Clapham Junction and Kennsington Olympia.

For those of you who are unfamiliar with the ‘Kenny Belle’, it was a special, untimetabled, service for postal workers, at the giant mail sorting centre at Kennsington. It ran every morning and evening during the week and was reserved for postal workers only. During my brief spell at Stewarts Lane I worked beyond Kennsington and up to North Pole Junction, over the GWR /LNWR West London Joint line, with inter-regional freights which we worked to or from Norwood. Sadly almost all these workings were with the 53xx Cromptons, not quite my cup of tea. I made less than a handful of trips with steam, N or U class moguls. The only other turn I worked over this route, was after moving to 70A, it was known on the roster as the Vauxhall Milk. A real snip of a job we  worked the train forward from Kennsington, with one of the BR 82xxx class 3 2-6-2Ts, to Vauxhall station. Once there we spent the next few hours, ‘kipping’, whilst the tanks were emptied – a fine night’s work!!

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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Ancient and Modern

On the right is 1888 vintage Webb ‘Coal Tank’ No.1054 and on the left, 1951 vintage Riddles Britannia Class Pacific No.70013 Oliver Cromwell. Several years ago now, I wrote an article, for Heritage Railway magazine, about the Britannias, ‘The Last Pacifics’. On test, on the S&C, they proved capable of hauling prodigious loads and producing steam at phenomenal rates, using two firemen and top grade hard coal. I remember a quote from some footplate wag, when talking about building bigger engines, along the lines of, ‘they don’t build bigger men to fire them though.’

Unfortunately I never had the opportunity to fire a ‘Brit’ but, I did fire on all the Merchant Navies, a very high percentage of the WC / B-o-Bs, and even did a round trip Waterloo – Exeter, with an enthusiast special, so I know what it takes to keep a beast like this steaming, over long periods of time. However, we all started like the young lad leaning from the cab of No.1054, firing on a little tank engine; and at some rural depots or sub-sheds you might never work on anything bigger. The trade off was that these guys went home to their own beds, whilst the crews on the big Pacifics would be spending half a week sleeping in the railway lodging houses, and not just the crews on the Pacifics, long distance freight workings could also be lodging turns.

The lodging houses themselves varied enormously, for best part of a year I lived in the one at Old Oak Common, 24 hour canteen, snooker tables, nice little rooms, room cleaning service, all mod cons. Others were little better than a camp bed in a cubicle, and living in them would have been a prison sentence. When lodging turns were re-introduced in the 1990s, the crew were booked into hotel accomodation. A slightly more modern approach than a wooden cubicle with a curtain across the entrance and a camp type bed to sleep on.

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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On the branch

Through social media I have made the aquaintance of a Russian railwayman and railway enthusiast. He doesn’t speak English and I can neither read nor speak Russian so ‘autotranslate’ get’s us through, sort of.  Today he said, ‘we are the keepers of the railway’s history, you and I’. What I understood by that is that TOCs and the rest have come and gone, blown like confetti on the wind. Yet here, and before your very eyes, is an engine from what was once, by and large, the biggest company on the planet, the London & North Western Railway, it is over 100 years old and still in active service, this is the very essence of his remark.

The locomotive, FW Webb’s ‘coal tank’, 0-6-2T No.1054 is hauling coaches which belonged to the Lancashire & Yorkshire Railway and they are all travelling along, what is today, the Keighley & Worth Valley Railway, a line originally built by the Midland Railway. These companies, the Midland, L&YR, and LNWR, in the fullness of time became the London Midland and Scottish Railway and eventually a part of the nationalised British Railways.  This history though, isn’t simply one of dates rolling stock and locomotive it involves the lives of millions, of our parents, grand parents and their grand parents too.  From the poorest navvy camped in a ‘sod hut’ on Shap to the ‘finest’ in their wing collared shirts at Euston – it is their history we keep alive.

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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‘whatsa name’

Someone, on social media, asked the question ‘what famous name / hero would you like to see on an engine?’. There were all the ‘usual suspects’ and the odd surprise, as you might imagine. There is, however, a much more interesting question – why do we name locomotives?  When each engine was a one off, like Wylam Dilly, Salamanca, or Sans Pareil, hand built right down to making the nuts and bolts, a work of art(isan), it isn’t difficult to see a name being given. It becomes much less obvious when it’s a mass produced object, one of a hundred or more, identical, and interchangeable.

Within preservation naming engines, which were previously un-named, is something of a hot topic. Naming locomotives or units on the privatised railways is more a matter of money, and possibly decorum. Though having said that, one of the NBR,  ‘Scott Class’ 4-4-0s was called Wandering Willie. Personally I quite like the idea of a Notorious Class; with names like Rasputin, Jack the Ripper, Bloefeld,  Dr. Moriarty, Cruella De Ville, Davros, or even Caligula. None of which would be as odd as some of the names which have been bestowed; a GWR Bulldog was ‘One and All’, an LNWR 6′ Precursor was named ‘Glowworm’ others oddities include, ‘Autocrat’, ‘The Auditor’  and ‘Problem’.

The photograph shows Black 5 No.45231, now named ‘Sherwood Forester’, approaching Dalgety Bay station with one of the Scottish Railway Preservation Society ‘ Fife Circle’ rail tours.

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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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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