Beware the Slides of March by TransportTreasuryPublishing

Beware the Slides of March

The images were all taken in the 1980s showing the beginning of the rapid run down of this once important and now largely forgotten Railway Town. ISBN 978-1-913893-46-0

Compiled by Graham Revell

This album is a snapshot of the Railway operations in the vicinity of the market town of March in Cambridgeshire.

£17.50

Beware the Slides of March

Compiled by Graham Revell

Beware the Slides of March

Compiled by Graham Revell

© Images and design: Transport Treasury 2024 Text: Graham Revell ISBN 978-1-913893-46-0 First published in 2024 by Transport Treasury Publishing Limited. 16 Highworth Close, High Wycombe, HP13 7PJ. Totem Publishing an imprint of Transport Treasury Publishing. The copyright holders hereby give notice that all rights to this work are reserved. Aside from brief passages for the purpose of review, no part of this work may be reproduced, copied by electronic or other means, or otherwise stored in any information storage and retrieval system without written permission from the Publisher. This includes the illustrations herein which shall remain the copyright of the copyright holder. www.ttpublishing.co.uk Printed in Tarxien, Malta by Gutenberg Press Ltd. ‘Beware the Slides of March’ is one of many books on specialist transport subjects published in strictly limited numbers and produced under the Totem Publishing imprint using material only available at The Transport Treasury. Front Cover: A Class 31/4 hauled Norwich to Birmingham train on the 7th August 1986. The train is crossing Elm Road and passing March East Junction signal box. To the right of the shot, you can see the original station building from 1847 with its low platform. The two tracks to the left were at this time still used for traffic to the depot and the remains of the once large Whitemoor yards. Frontispiece: A pair of Class 20s head light engine towards Ely. The locos have passed through the then platform 1. Platforms 1 and 2 were at this time (12th March 1982) still open to passenger trains. The situation was due to change by the end of that year when only freight into and out of Whitemoor yard would pass through. Working in one of the offices on Platform 2, I could always hear Class 20s and Class 40s approaching by their distinctive whistling. Rear Cover: The sidings at the back of March depot taken on the 30th July 1982. Locos 37109, 37173, 25178 and 31179 are stabled. Class 37s and 31s have always been associated with 31B/MR since their introduction. The Class 25 has worked its way to Whitemoor from the East Midlands. Loco 37109 has now been preserved. In the summer of 1982, March’s allocation consisted of 2 x 03s, 18 x 08s, 43 x 31s and 25 x 37s.

Introduction

his volume of photographs taken in the March area fulfils a long-term ambition of mine to help raise the profile of this oft-forgotten railway town. As a record of the 1980s, it’s a snapshot in time that portrays March/ Whitemoor at the end of its heyday, far from its busiest era. This book is based in March, the location order starting at March South Junction and moving towards the passenger station via the South Yard and March East Junction. The shots in the station lead to March North and West junctions, following on to Norwood Road Bridge and Whitemoor Junction. March Traction Depot comes next with some portraits of locomotives and then shots in and around the remains of the Whitemoor yards including Grassmoor Junction. The final photographs are at Twenty Foot River, the northern extremity of the March/Whitemoor area. I worked in the rail industry from leaving school at 16 in 1974 until early retirement in my 50s. My Grandfather joined the Great Eastern Railway in 1917 and was a footplate man all his life. My father (as was my uncle) was also on the footplate at Cambridge Loco in the ‘Age of Steam’. I inherited a love of the railways from my family.

the S&T Supervisor with his paperwork. The secondment to March was always on a Friday and being a Friday, by lunchtime, I would find myself alone in the office. I took the opportunity to don my HV vest and ‘wander’ the vast expanse of railway land. Other pictures were taken on official visits to signal boxes, installations, etc, on S&T duties. The Depot was still busy with a variety of traction from the Blue Diesel era; visiting, refuelling, stabling and some repairs being carried out. Whilst looking through my photographs, it was apparent I was drawn to locos that were rarely seen in my home and normal work location of Cambridge. Classes 20, 25, 40 and 45s being preferred over the home traction of Class 31s and 37s. The station, by the end of the 1980s, had only two operational platforms as opposed to seven when built. The three bay platforms numbered 3, 4 and 7 had been disused for a while and the platforms on the lines towards Whitemoor and the North had become unnecessary with the closure of the Spalding line and its passenger service. With the closure of the GN/GE Joint Line, platforms 5 and 6 had become platforms 1 and 2. The only passenger services then were heading in the West direction to Peterborough and South East towards Ely.

At the time of these pictures, I was working for the Signal and Telecommunications Department based at In the 1980s, it was still possible to envisage Whitemoor Cambridge and would be sent to March station to assist working in its prime with freight trains still leaving to all

four points of the compass. Historically, Whitemoor Yard ensured that incoming and outgoing traffic was moved on as quickly as possible. HM Prison Whitemoor, that replaced most of the yard, tries to ensure that nobody leaves! I finish this introduction with a quote from Paul McCartney from his recent photographic exhibition at the Royal Portrait Gallery which seems apt. “I’m not setting out to be seen as a master photographer, more an occasional photographer who happened to be in the right place at the right time”. Graham Revell In Memory of John and Benjamin Revell, ‘Steam Men’

On the 20th August 1981, 31321 crosses Badgeney Road Level Crossing. The train is heading to Norwich. The shot was taken from the site where the line diverted off to the GN/GE Joint line to St. Ives and Cambridge. Above the 4th carriage, the bracket signal which once carried the arms for the junction can be seen near to the crossing house.

March South Junction signal box taken on the 20th August 1981. The junction designation appertains to the GN/GE Joint line branching off near to this location. This junction was controlled from March South. The line to St. Ives and Cambridge had been very useful in the days of never-ending coal trains heading to London. The joint line was closed completely in 1967. March South Junction signal box had been opened in 1927 and installed with a 51- lever frame.

Taken the same day as the previous two photos on an official visit to March South junction. A Cambridge to Doncaster two-car Derby DMU approaches the signal box. The unit is painted in two separate versions of the blue and white livery. From March station, this train will travel through the centre of Whitemoor yards via the GN/GE Joint line to Spalding.

March South and loco 31233 heads a Birmingham bound train passing withdrawn EMUs in the South yard. March South Junction signal box can be seen on the left of the train. The Class 31, 31233, is still in existence having been acquired by the Mangapps Railway Museum. The 31 had been employed by Network Rail during its final years of main line service.

Again in August 1981, 03017 runs light engine past March South yard heading for the depot. The little diesel has made its way from being out-stationed at King’s Lynn. It is returning to its home depot for planned maintenance. Class 03s were diesel mechanical and not diesel electric as all the other classes were. The 03 has with it the mandatory shunter-runner to ensure it triggers the track circuits.

A Class 47, 47096, passes the condemned Class 306 EMUs waiting in the South yard. The Class 47 has arrived via the GN/GE Joint line. The 306s are on their way for scrap, no longer needed on the Liverpool Street suburban services. The Class 306s were introduced in 1949 for DC working on the Liverpool Street to Shenfield services. They were rebuilt in 1960 for AC working.

On 24th September 1989, March East Junction signal box and crossing taken from the station footbridge. By this time, the Joint line had been abandoned and the South yard is weed grown and deserted. A fine selection of semaphore signals can still be seen in use.

This view, taken from March East Junction signal box, was on an official visit on 30th July 1982. The joint line platforms 1 and 2 are still open and the goods avoiding line is still intact. March East Junction signal box had been built with a 61-lever frame.

Also taken on the same day as the previous picture, this shot was taken from the signal box steps. It shows 31408 on a Birmingham train about to call at platform 6; five or six passengers can be seen waiting. Elm Road crossing had previously been supplied with a footbridge so pedestrians would not be delayed.

Class 40 loco 40127 heads past March East Junction signal box in August 1981 on its way to Whitemoor yard. The shot shows 40127 with split headcode boxes. The old station building is visible in front of the Class 40. The Class 40 will work its way back up North from the yard.

On the 8th December 1984, loco 45013 is stabled opposite March East Junction signal box. In the background is shown the Goods Shed in the down yard. This shed has since been adapted for use by GB Railfreight. Class 45s were mostly associated with the Midland Line out of St. Pancras. In 1974, a Class 45 was trialled on Liverpool Street to Norwich Express trains but they were never adopted.

On 21st December 1981, March South yard is reminiscent of the Liverpool Street area in the 1960s. Carriage heating unit ADB 968000 accompanies withdrawn Class 306 EMUs. ADB 968000 was converted from BTH Class 15 D8243. When introduced in 1957, nine of these new diesels were allocated to March 31B.

In this picture (same day as previous shot), ADB968000 (ex-D8243) is in March South yard. This carriage heating unit was one of 4 converted from the fleet of 44 Class 15s. The last of the 44 built was D8243. When steam working ceased at Stratford in September 1962, a Class 15 became Station Pilot at Liverpool Street and was always kept in spotless condition. One Class 15, D8233, has been preserved. Although D8243 seems to be awaiting its fate with the Class 306 EMUs, it survived for another 10 years.

A view of the approach and front of March station on 24th September 1989. This building was completed by the Great Eastern Railway in 1885. The new station comprised seven platforms. March was, by this time, a junction for lines to Spalding, St. Ives and Watlington via Wisbech, all off the Ely to Peterborough route. Outside on the deserted approach is my treasured Triumph Triple adding to the scene.

A view of the original station of 1847 taken on 11th November 1984. This station was opened on 14th January 1847. The Wisbech, St. Ives & Cambridge Junction Railway had built this facility. This Company became part of the Eastern Counties Railway which in turn became the Great Eastern Railway. With the opening of the new station in 1886, this original building was used as a Parcels Depot for a short time.

A Class 31 hauled Birmingham train enters Platform 6, whilst a Derby-built DMU waits in Platform 2 heading towards Spalding. The view was taken with the goods avoiding line in the foreground. This part of the footbridge was no longer needed when the GN/GE Joint line closed. The picture was taken on 14th August 1981.

A Craven-built DMU from Cambridge depot arrives on the 12.06 to Doncaster. The DMU is crossing over to the joint line platform 2. March East Junction signal box and its level crossing are in the background. The date is 12th March 1982 and is in the throes of the last few months of the GN/GE Joint line service.

The same location as the previous picture. A Metro Cammell DMU arrives on a Cambridge to Peterborough working. The GN/GE Joint line is long closed as this is August 1986. The lines through the old joint line platforms and into Whitemoor yard are still well used but the goods avoiding line is no longer needed.

This shot was taken on 18th December 1981 and shows a snowy countdown to Christmas. A Class 31 leaves on grain hoppers, passing the original station building which can be seen on the right. The up starter signal guarding what is, at this time, still Platform 5 can be seen.

On 12th March 1982, I took this picture showing a Cravens DMU waiting in Platform 2. The train is the 12.06 to Doncaster which originated from Cambridge. The kiosk/shop, on Platforms 2/5 at the time, carried a good selection of railway books as well as the usual fare. I purchased my first decimal goods at this kiosk, a bar of chocolate for 2.5p on changeover day in 1971.

It is now April 1985 and Platform 5 is now Platform 2, re-numbered when the joint line closed in 1982. March Station had, at one time, seven platforms but by this date only two were needed. The view taken from the footbridge shows loco 31407 on the 13.00 to Norwich. The Class 31/4 is electric train heating fitted to suit the coaching stock.

Two Class 31/4s pass on up and down Norwich/Birmingham workings. The picture was taken on 7th August 1986 and shows the Peterborough end of the station. Class 31s worked most of the Midlands to East Anglia trains for many years until second generation DMUs replaced them. The approaching Class 31/4 is one of the class built without headcode boxes.

A Metro Cammell DMU stands in Platform 2 with the 12.06 to Doncaster (again). Taken on 12th February 1982, the last year of the GN/GE Joint line workings via Spalding. The offices on Platform 2 were where I worked on a Friday at that time. The distance is partly obscured by the exhaust from the two DMUs.

A Class 37, 37263, passes through the old Platform 1 with a Speedlink service out of Whitemoor. The date is 16th April 1985. One wagon would appear to carry coal, a reminder of the lengthy coal trains from the past. The elaborate brickwork and canopy bracket can be appreciated. Loco 37263 (built as D6963) has survived and is privately preserved.

Two Class 47s, 47577 and 47579, leave the depot and head to Platform 1 for a naming ceremony. The Class 47s were to be named to honour the two railway heroes who prevented the whole town of Soham being wiped off the map during WWII. The date is 28th September 1981.

The spruced-up 47s for the ceremony stand proudly in Platform 1 with a US Air Force Honour Guard. Loco 47577 was named Benjamin Gimbert GC and loco 47579 was named James Nightall GC. The two men were honoured in recognition of their bravery in unhitching a blazing bomb-laden truck and moving it away from the rest of the train and town. The truck exploded killing Mr Nightall (aged 22) and critically injuring Mr Gimbert (aged 41). But for their bravery, the town of Soham would have been razed to the ground. Loco 47579 has survived into preservation.

A frosty 10th December 1981 and 40047 waits in Platform 1. The train will go forward to Harwich (Parkeston Quay). The cold weather has highlighted the exhaust from the disc headcode fitted Class 40. Although the March/Whitemoor area was predominantly a semaphore signal location, some colour light signals could be found.

A clean split headcode Class 37 makes it way around the upgoods avoiding line. The train is held at the signal before proceeding. In the Engineer siding, a truck has been delivered with items for the permanent way staff. The shot was taken from the footbridge on the 25th July 1980.

On the same day as the previous picture, Class 37 37214 bypasses the station platforms on the up goods avoiding line. The Class 37 is skirting the car park with a fine selection of cars of the day on view. Loco 37214 is one of quite a large collection of 37’s that have survived into preservation.

On 13th February 1981, Loco 40033 leaves the avoiding line to access the up line towards Ely. March East Junction signal box and the Goods Shed in the down yard can be seen in the background. Loco 40033 had previously been named Empress of England as D233. The picture was taken from the station footbridge.

March breakdown train is standing on the Engineers’ siding off the up goods avoiding line. The crane is being used to load a new relay room for March West Junction signal box onto a Low Mac. The rust on the avoiding line shows it has seen very little use at this time on 20th November 1981.

On 12th February 1982, Loco 47008 is shown at the Peterborough end of March station. The Class 47 is heading to Whitemoor with mixed stock. The shot shows the avoiding line in the foreground as it runs behind Platform 1 wall.

Class 37, 37049 runs through Platform 2 with a container train. It is the 15th December 1981 and things look promising for a white Christmas. To the right of the picture we see the disused platforms which were numbered 3 & 4. Loco 37049 had been a long-term presence in East Anglia being allocated to March and Stratford depots.

This shot would seem to show a Class 45 hauled passenger train heading towards Spalding. It is actually Loco 45069 on empty coaching stock, some condemned, waiting for the road into Whitemoor. This 14th January 1982 image clearly shows March North Junction signal box and Bay Platform 3 & 4 which all have been disused for some time.

March North Junction signal box stands derelict on 12th August 1981. The signal box stands in the triangle of the approach to Whitemoor. Above the signal box can be seen a Jet Fighter plane from one of the nearby airbases. Whitemoor Yards were, for many years, used as target practice. Nothing was fired!

Inside the derelict March North Junction signal box (taken same day as previous shot) some of the original levers are shown. The view from the East end window shows the station and on the far right it can be seen what was, at one time, Bay Platform 7 of March station.

March West Junction signal box is shown on 11th October 1987 taken from the adjacent footbridge. March West Junction had a 27 lever frame. In its heyday, the triangle into Whitemoor required March West Junction, March North Junction and Whitemoor Junction to handle the amount of traffic. March West Junction was closed on the 29th November 1987.

March West Junction in October 1987 where work is being carried out on the footbridge. The footbridge would outlast the signal box. March West Junction signal box was closed that year. The condition of the box would not indicate its imminent closure.

Class 25, Loco 25265 and the March breakdown train position the new relay room for March West Junction on 20th November 1981. The Class 25 must have been available and convenient at the depot for this duty. In front of the signal box can be seen the two roads into Whitemoor. Loco 25265 has survived into preservation.

Taken from Norwood Road Bridge, with March West Junction and footbridge in the background, Class 47, Loco 47102 leaves Whitemoor heading light engine to Peterborough on the 2nd February 1982. The line into Whitemoor was singled shortly after this shot.

Class 31, 31313, on a train from Birmingham passes March West Junction on 12th August 1981. The lines in the foreground lead under Norwood Road Bridge and into Whitemoor Yard. The loco previously numbered, D5847 had been a long-term resident of March depot.

Taken from March North Junction signal box steps, a Cambridge to Doncaster DMU (2 car Gloucester plus 2 car Cravens) heads under Norwood Road Bridge on the 5th June 1981. The Up Goods Avoiding Line can be seen on the right. The official walking route to March depot can be seen on the left.

On the 8th May 1981, Loco 45019 stands light engine under Norwood Road Bridge. The Class 45 has left its train in Whitemoor Yard and is crossing over to enter the depot. The bridge arch on the left, where the Avoiding Line ran, was filled in the following year. The line was no longer used and this enabled the bridge to be strengthened.

Looking the opposite way to the previous shot, a Class 31 has passed under Norwood Road Bridge. The loco is blocking the view of Whitemoor Junction signal box on the 12th August 1981. The line to Wisbech can be seen in the distance. The Wisbech line closed to all traffic in 2000 after the Purina pet food traffic was withdrawn.

Whitemoor Junction signal box on the 3rd December 1982. The view was taken through the grass from the walking route to the depot. Whitemoor Junction had a 147 lever-frame when built and was the largest signal box on the Eastern Region. At this time, the GN/GE joint line was closed and a large part of Whitemoor Yard was derelict making this signal box a lot less busy than before.

A two car Cravens DMU passes Whitemoor Junction. The DMU is working a Doncaster to Cambridge train and is about to pass under Norwood Road Bridge. In the distance, two Class 08’s are engaged on shunting duties. Taken on 3rd July 1981 and there is still some traffic using the yards. Cravens DMU’s were long-term residents of Cambridge Coldham’s Lane Depot.

On 28th September 1981 Class 40, 40074 leaves Whitemoor Yard heading for Harwich Parkstone Quay with a short tanker train. The shot was taken from Whitemoor Junction signal box steps on an official visit. At the time, my boss had informed the signal man that we would be inspecting on the track. We were told it was ‘busy that day’ and he didn’t advise it. My boss told the ‘Bobby’ (signalman) that he had worked there in the 1950’s when it was really busy.

On 16th April 1985, Class 37’s, 37019 and 37038 leave Whitemoor Yard and head light engine to Peterborough. The 37’s had left their rail train in the yard. The line to the depot can be seen above the second Class 37. Another Class 37 can be glimpsed in the yard in the far distance.

A view of the Diesel Depot from the approach road. March Depot coded 31B and after 1973 MR had officially opened as a Diesel Depot in November 1963, after closing to Steam in March of that year. Two of the allocated Class 08’s can be seen at the rear of the shed. This view was taken on 26th August 1984. In the 1980’s, Classes 03, 08, 20, 25, 31, 37, 40, 45 and 47’s were all regular visitors to March Depot.

On 1st February 1982, the back of the shed is host to Classes 08, 20 and 31. Class 08, 08427 is in the foreground with two 31’s close by. The two Class 20’s in the distance, had worked in from Nottinghamshire in multiple as normal. Class 20’s were regular visitors at this time but none had ever been allocated to March Depot. On the withdrawal of BTH Class 15’s in 1971, a Class 20 had been used as Liverpool Street Station pilot but was soon replaced by the usual Class 08.

March maintenance shed with two Class 31’s and a Class 40 receiving attention. The raised walkways for access can be seen. As with the Class 20’s, Class 40’s had never been allocated to March but were regular visitors from the North. Of the first ten Class 40’s built in 1958, 6 were sent to Stratford to accelerate the Liverpool Street to Norwich workings. This view was taken on 8th May 1981.

Snow lays on the track on the 15th December 1981 and Class 47, 47129 and Class 45, 45015 huddle around the washing plant. Class 47’s at this time were rarer visitors than Class 45’s as Class 47’s were mainly used on passenger working. The washing plant was not in regular use as far as I could ascertain. Class 45, 45015 has also survived into preservation.

Class 31, 31239 waits under the refuelling point canopy at the front of the shed taken on the 28th August 1981 on a hazy summer’s day. Although some diesel has been spilt on the refuelling lines, the track is comparatively clean.

A bright winter’s day on 8th December 1984 and Class 31, 31298 and Class 45, 45137 The Bedfordshire & Hertfordshire Regiment (T. A.) are stabled at the back of the depot. A large number of Loco’s could, at times, be found stabled on these roads easily seen from the approach road to the depot.

The North side of the depot showing a good variety of traction; Class 08’s, 37’s, 31’s and 45’s can be seen. An interesting selection for this date, April 1986 as the GN/GE Joint line and most of the yard’s had been closed by then. In the foreground can be seen a pile of used brake blocks which will go away for scrap.

An arty shot of a Class 37, 37040 amongst the frosty vegetation on a very chilly 14th January 1982. The cold weather made re-starting large diesel engines with ‘thick fuel’ very difficult. It was not unusual for locos to be left ticking over (idling) for days at a time.

Two Class 03’s stand stabled with a larger brother. The Class 03’s allocated to March depot would be outstationed at Kings Lynn unless requiring maintenance/servicing. It can be seen that Class 03, 03154 has a stove-pipe exhaust and the earlier 03017, a conical exhaust. The shot was taken on the 1st February 1982. The Class 03’s, being less powerful than the Class 08’s, were not involved in Whitemoor Yard shunting.

It is 13th April 1986 and two Class 08’s stand near the depot. The Loco’s 08558 and 08438 had both been withdrawn from service. It would appear that the fate of these useful locos was to be cannibalised; both the Class 08’s have all or part of their side rods removed. March shed had been allocated similar LNER built diesel shunters as early as the 1940’s.

A later view of the depot on the 24th September 1989. Two Class 47’s and two Class 20’s stand stabled. The Class 47’s were now more common on freight workings and consequently more regularly seen at the depot. Passenger duties of the Class 47’s have been taken over by HST’s and second generation DMU’s. Class 20’s were very rarely seen on passenger trains.

A snowy 15th December 1981 and a local Class 37 shelters in the shed with a Birmingham RC&W built DMU. The visiting Class 40 on the left has been left out in the cold. It was very unusual to find DMU’s on March Depot. It is believed that the unit had failed in the area and was there for repair.

On the 20th November 1981, Class 25, 25294 stands near the shed in company with Class 37, 37009. The Class 37 has since been preserved. Class 25’s were never common in East Anglia but would occasionally find their way to the coast on summer Saturday passenger trains. The Class could also be seen on parcels workings to Cambridge, as well as freights to Whitemoor yard from the East Midlands, sometimes double-headed.

Class 37, 37043 stands outside the shed in full Scottish regalia. The Class 37 had been fitted with spotlights and small snow ploughs. The Scotty Dog emblem and name Loch Lomond also gave away its previous Glasgow duties. Class 37, 37043 as D6743 had been a March-based loco most of the 1960’s and 70’s. A further Class 37, 45 and 08 can be seen close by. The photo was taken on the 13th April 1986.

Class 31, 31206 leads a pack of classmates comprising of 31243, 31253 and 31314 stabled at the back of the depot. The Class 31’s (Class 30’s re-engined between 1965-69) were always connected to March. Many Class 30’s were allocated to March from new and were the main stay of East Midland to East Anglia passenger trains for many years. Only 31206 of this pack (the original D5630) has survived into preservation.

The Class 40, 40058 has had its nose connection doors plated over and appears very plain in the July 1982 view. The Class 40’s were built firstly with connecting doors to be used when working in multiple but this was found unnecessary. The Class 40’s came in 3 different fronts: discs, split headcode and bar headcode. The Class was never allocated to East Anglia but was seen in early days working from Stratford. Nevertheless, they found their way regularly to the ports on the East coast.

Class 45, 45046 Royal Fusilier has a wheel skate fitted. The skate under the middle wheel set will enable the Class 45 to be dragged back to Toton depot for repair. The photo was taken on the 5th June 1981 and one of March’s supervisors is keeping an eye on proceedings.

As opposed to the previous picture, these Class 45’s will never be repaired again. Class 45’s, 45137 and 45127 stand at the back of the depot waiting to be taken away for scrap on 24th September 1989. In the late 1980’s, many Class 45’s were stored at March awaiting their fate. Class 45’s had once had the monopoly of passenger trains out of St. Pancras to Nottingham and Sheffield. Loco 45137 has had its name plate removed and its shed code painted out.

On the 3rd December 1982 a medical coach stands in the depot. The old ‘Gresley Bowender’ had spent many years in the coal fields near Cambridge station. The coach was used for employment checks and age-related medicals including eye sight tests.

Class 45, 45019 passes the disused entrance to the down yard in Whitemoor on 8th May 1981. The yards at Whitemoor had been built between 1927 and 1933. By this time, track lifting was under way in many unused areas. The down yard had been out of use for many years. Whitemoor yards had, at one time, been the largest marshalling yard in Europe.

Norwood yard on the 4th June 1982. The yard was now deserted. The memorial signs on the hump hut portray the feelings of the local railwaymen who had left work and the oil tail lamps had been used for the last time. Grassmoor Junction signal box and its signals can be seen in the distance.

Another view of the deserted Norwood yard with the warning sign and shunters hut. The view was taken on the same day as the previous picture. Norwood yard was a separate yard accessed from the approach to Whitemoor down reception sidings and hump.

Class 45, 45003 passes the down hump tower. Both up and down towers and the hydraulic equipment associated with them, was now unused. The towers and equipment had been installed in the 1930’s based on German practise. The Class 45 is on the engine road heading for the depot on the 19th August 1981.

A view taken near Grassmoor Junction signal box on the 19th August 1981. The down control tower can be seen on the right. Withdrawn DMU’s are stored on the left with the depot visible in the distance. The line to Spalding is still open at this time but has only a year left.

A view this time of the up tower and its associated deserted sidings. The tall building on the left is the hydraulic power house. This enabled the operation of the 4 retarders. The retarder controlled the speed of wagons travelling down the hump into the vast number of sorting sidings. It is 19th August 1981 and the yard is no longer in use for hump shunting.

The view of the down tower left in the sea of wasteland. The sidings being cut short and lifted. A withdrawn EMU can be seen stored in the distance. The engine line to the depot still looks well used. The towers at this time, were used as mess rooms for local railway staff taken on August 1981. In Spring 1983, the remains of Whitemoor was designated a minor marshalling yard for flat shunting of residual wagon load traffic and the assembly and segregation of Speedlink train sections.

Grassmoor Junction signal box on the 19th August 1981. Polybulk wagons can be seen in the adjacent departure sidings. Grassmoor Junction signal box was placed centrally in Whitemoor yards and rarely visited.

Class 37, 37075 passes Grassmoor Junction on an upfreight. The train consists of a large number of mineral wagons at the rear. The date is 19th August 1981. The train is signalled off the main line into the up yard. Class 37, 37075 has survived the cutters torch and is privately preserved.

A Cambridge to Doncaster DMU approaches Grassmoor Junction signal box taken on the same day as the previous picture. The DMU is using the GN/GE Joint line which will be closed the following year. A water tower from the age of steam can be seen in the background.

On the 12th August 1981, A Doncaster to Cambridge DMU makes its way through the Whitemoor complex. A Class 08 can be spotted in the up yard. Guard’s brake vans complete with oil tail lamps, can be seen waiting on their trains on the left.

Class 47’s, 47114 and 47006 head light engine towards Spalding. The Class 47’s have just passed Twenty Foot River signal box and will cross over the road. Twenty Foot River signal box controlled the Northern entrance and exit from Whitemoor yard. The signal box, being near a river, was plagued by rats; ‘rats as big as cats’ (as they always are in such tales). They were known to feed on the insulation materials on the wiring under the signal box. The rats were clever enough to stop before the wires were exposed so as not to be electrocuted. I took this picture in August 1981.

It is 1984 and Twenty Foot River signal box is now boarded up and the name sign has gone. Although signal arms are still apparent, the track work is fully overgrown with weeds and rusted. The end of wagon load good services has been the death-knell for the once frantic Whitemoor yard. This signal box had replaced a previous Twenty Feet Sidings signal box in 1974. It was replaced as it was slowly sinking into the Fen.

An up coal train approaches Twenty Foot River on the 19th August 1981. Class 20’s, 20143 and 20044 working as usual in multiple pass through typical Fenland landscape. The goods shed signal box and signals to the entrance to Whitemoor yards can be seen in the distance. The coal train harks back to the days when such traffic was continuous. The Class 20’s left their train in the up yard and returned light engine to Toton Yard shortly after.

Beware the Slides of March

The images were all taken in the 1980s showing the beginning of the rapid run down of this once important and now largely forgotten Railway Town. ISBN 978-1-913893-46-0

Compiled by Graham Revell

This album is a snapshot of the Railway operations in the vicinity of the market town of March in Cambridgeshire.

£17.50

Beware the Slides of March

Compiled by Graham Revell