LNER Steam in Scotland in the 1930s by TransportTreasuryPublishing

LNER Steam in Scotland in the 1`930s

The Scottish area of the LNER consisted of the former NBR and GNoSR territories, the NBR the larger owning approximately 1,370 miles of permanent way and over 1,000 locomotives. At the other end of the scale the GNoSR was the smaller with approximately 330 miles of track and about 120 locomotives with the added disadvantage of being isolated from the rest of the LNER system by 38 miles of running powers over LM&SR track from Aberdeen to Kinnaber Junction.

ISBN 978-1-913893-35-4

In addition to its substantial passenger traffic, the NBR brought to the LNER the revenue from their monopoly over the coal traffic in the Kingdom of Fife, whereas the GNoSR saw a steady revenue from its fish traffic out of the northern ports and the movement of large amounts of material connected with the Whisky industry.

£13.50

LNER Steam in Scotland in the 1930s

Brian J Dickson with additional caption information by Ian Lamb

LNER Steam in Scotland in the 1930s

Images from the Paul Hocquard collection Compiled by Brian J Dickson with additional captionby information by Ian Lamb at The Transport Treasury compiled Kevin Robertson 1

© Images and design: The Transport Treasury 2023. Text Brian J Dickson and Ian Lamb ISBN 978-1-913893-35-4 First Published in 2024 by Transport Treasury Publishing Ltd. 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 Taxien, Malta by Gutenberg Press Ltd. Front cover: This photograph has been identified as having been captured at Stonehaven station and is undated - but can be placed between April 1935 when ex-NBR ‘Scott’ Class 4-4-0 No 9899 Jeannie Deans, standing in the rear of the ‘Atlantic’ had her Westinghouse equipment removed and August 1935 when former NBR Class C11 4-4-2 No 9872 Auld Reekie would be withdrawn from service. Rear cover - Monday 18 September 1933. At Carlisle Canal shed former NBR Class B (LNER Class J37) 0-6-0 No 9459 is in very clean condition. The product of the NBL in 1918 she would later be numbered 4579 with the LNER and become No 64579 with British Railways and be withdrawn from service in 1963. Carlisle was very much an LMS stronghold with sheds at Durran Hill (Midland), Kingmoor (Caledonian) and Upperby (LNWR), but the NBR outpost located in a one-time canal did well servicing the southern requirements of the ‘Waverley’ route, plus that to Silloth, and – of course – the cross-country line to Newcastle. Frontispiece: Saturday 7 June 1930. Seen at the former NBR shed at Perth fitted with an indicator shelter is LNER Class D49/2 three-cylinder 4-4-0 No 336 Buckinghamshire. Constructed at Darlington Works during 1929 this photograph clearly shows the Lentz rotary cam operated poppet valve gear fitted to this part of the Class. At this time she was on loan from Kings Cross shed in London to Eastfield shed in Glasgow, returning to Kings Cross early in 1931. She would be renamed The Quorn during 1932 and later be numbered 2727 with the LNER. Becoming 62727 with British Railways she would be withdrawn from service in 1961.

Introduction

n Scotland during the 1930’s the LNER relied heavily on its stock of former North British Railway 0-6-0 classes to work the huge amounts of goods and mineral traffic it handled. With numbers totalling almost three-hundred and fifty examples in the classes J35, J36 and J37, these were spread primarily throughout the sheds in the central belt of Scotland and the Kingdom of Fife where they had a monopoly on traffic. These locomotives were the backbone and could be seen handling everything from fast inter-city goods to the hard slog involved with the coal traffic.

the express passenger traffic out of Edinburgh heading south was being handled by the Nigel Gresley designed Class A3 ‘Pacifics’ many of which had entered service from Doncaster Works during 1930 and 1934. Also seen in increasing numbers on this traffic were the streamlined A4’s which were being constructed and entering service between 1935 and 1938. Passenger traffic on the GNoS section of the LNER was firmly in the hands of the former Great North of Scotland Railway stock of 4-4-0’s until the LNER found it necessary to send north the more powerful but lightly axle loading examples of its Class B12 4-6-0’s which commenced allocation to Keith and Kittybrewester sheds from 1930. A total of twenty-five class members found their way north between 1930 and 1940 finding much work hauling both passenger and goods traffic widely over this section.

Many of these locomotives dated from the late 1880’s particularly in the case of the Matthew Holmes Class ‘C’ design which became the J36’s. The powerful William Reid designs of NBR Classes ‘B’ and ‘S’ which became J35 and J37, were so successful that their rate of construction was almost non-stop between 1906 and 1921 with examples coming from both Cowlairs Works and all three of the North British Locomotive Co premises, Atlas Works, Queen’s Park Works and Hyde Park Works.

Suburban passenger traffic around the two main cities of Glasgow and Edinburgh were in the hands of the very able Class C15 and C16 ‘Atlantic’tanks, which as they became replaced in the early 1930’s by the LNER’s own Class V1 three-cylinder 2-6-2 tanks, would filter down to handle branch line work.

In the former NBR section, passenger traffic remained largely in the hands of a range of 4-4-0 classes ranging from the Matthew Holmes designed Class D31’s which were introduced in the late 1890’s to the powerful William Reid designed ‘Glen’ Class D34. The former would see withdrawal during the later 1930’s and early 1940’s whereas the ‘Glens’ remained in traffic until the 1960’s.

A decade earlier the LNER had introduced their Class D11 4-4-0’s to Scotland, becoming known as the ‘Scottish Directors’ and constructed to conform the NBR loading gauge, they adorned them with suitable names taken from the characters featuring in the works of Sir Walter Scott. They had also during the same period introduced the Nigel Gresley designed Class D49 4-4-0’s, the ‘Shires’ and an increasing number of his Class K2 2-6-0’s were also allocated to Scottish sheds with many seeing service on the West Highland line during which they acquired suitable ‘Loch’ names.

Passenger traffic between Edinburgh, Dundee and Aberdeen remained firmly in the hands of the William Reid designed ‘Atlantics’ which had entered service in 1906 and would work this road until withdrawn between 1933 and 1939 to be replaced by the six members of the Gresley designed massive Class P2 2-8-2’s. The Reid ‘Atlantics’ were also to be seen at work on the ‘Waverley Route’ handling the passenger traffic to and from the Midland Railway connection at Carlisle. A large amount of

Brian J Dickson

Tuesday 19 August 1930. Also seen at the former NBR shed at Perth are the graceful lines of the Matthew Holmes design of Express Passenger Class M (LNER Class D31) 4-4-0 No 9214. Constructed at Cowlairs Works in 1895 she would be withdrawn during 1939. This class comprised of a total of forty-eight examples all coming out of Cowlairs Works between 1884 and 1899 and would be utilised on express passenger traffic throughout the NBR territory. A fine array of lower quadrant signals in the background. With the opening of the Forth Bridge during 1890 these locomotives were used on the traffic to Dundee and Aberdeen and several members of the class achieved excellent times during the races to Aberdeen which took place in 1895.

Saturday 2 May 1931. Still air at Craigentinny Carriage sidings in Edinburgh, plus a forced draught from the chimney of former NBR Class M (LNER Class D31) 4-4-0 No 9637 show that she is about to depart with a train of Empty Coaching Stock to Waverley station. Constructed at Cowlairs Works in 1890 she would be withdrawn from service during 1936.

Saturday 2 May 1931. Seen at Craigentinny is ex-NBR Class B (LNER Class J37) 0-6-0 No 9462 bearing its number and owners identity on her tender. Constructed during 1918 by the NBL she would later become No 4582 with the LNER and finally No 64582 with British Railways being withdrawn in 1963.

Wednesday 15 July 1931. Sitting on the turntable at Kittybrewster shed in Aberdeen is ex-GNoSR Class R (LNER Class G10) 0-4-4 tank No 6889. Designed by James Johnson and constructed by Neilson & Co during 1893, this class, comprising nine locomotives were primarily used on the suburban workings around Aberdeen. Known as ‘the Subbies’ in local Aberdeen parlance, these trains served eight stations in the 6¼ miles between Joint station and Dyce, and eleven stations in the 16¾ miles to Banchory on the Deeside Line. Becoming redundant due to the expansion of the Aberdeen Corporation Tramways, this example of the class was the last to be withdrawn in 1940 Saturday 5 September 1931. The premier member of the former NBR Class B (LNER Class J35) 0-6-0 is seen here at Kipps shed, to the east of Glasgow. No 9848 is in exceptionally clean condition and had been constructed by the NBL during 1906, and rebuilt with a superheating boiler in 1925. Later becoming No 4460 with the LNER and eventually withdrawn in 1959 numbered 64460 in British Railways days.

Saturday 6 August 1932. In Thornton shed yard is seen an early example of the former NBR Class C (LNER Class J36) 0-6-0 No 9612 Ypres. The product of Cowlairs Works in 1892 she would be rebuilt in the form seen here during 1914. As NBR No 612 she would be requisitioned by the War Department in 1917 to serve with the R.O.D in France and be returned to the NBR during 1919. Named after the town in Belgium that had suffered badly during the war she would later become No 5269 with the LNER and be withdrawn from service in 1947. Thornton Junction was a massive complex, including many tracks crossing each other at differing levels, much of it due to mining subsidence as shown here.

Saturday 6 August 1932. Also seen at Thornton is classmate No 9650 Haig waiting to depart at the head of a goods train. A product of Cowlairs Works during 1891 and rebuilt in the form seen here in 1915, she would also serve in France during the First World War between 1917 and 1919. Later to be numbered 5226 with the LNER she would be withdrawn from service in 1951. The name she carries was to honour the First Earl Haig, Field Marshall Douglas Haig who commanded the British Expeditionary Force during that conflict. Monday 8 August 1932. At Craigentinny is seen former NBR Class B (LNER Class J37) 0-6-0 No 9089. Constructed by the NBL during 1918 she would later become No 4557 with the LNER and be withdrawn in 1963 numbered 64557 with British Railways. The J37s were very much the goods workhorses of the LNER in Scotland.

Friday 2 June 1933. Seen at Eastfield shed is one of the earliest constructed members of the Matthew Holmes Class M for the NBR, No 9578 had been the product of Cowlairs Works during 1884 along with five other members of this class of express passenger locomotives. Classified D31 by the LNER this example was destined to be withdrawn during the month after this photograph was taken, July 1933. Eastfield shed was the principal motive power depot for the NBR’s central Glasgow conurbation, particularly serving Queen Street station.

Friday 21 July 1933 at Craigentinny Carriage sidings in Edinburgh is seen the beautifully balanced design of ex-NBR Class L (LNER Class C16) 4-4-2 tank No 9449. This class were the superheated boilered version of William Reid’s earlier unsuperheated Class M (LNER Class C15) tanks which were utilised on the suburban services around Edinburgh and Glasgow. A total of twenty-one were constructed by the NBL in two batches, fifteen during 1915 and 1916 and a further six in 1921. No 9449 was of the 1916 production which would later be numbered 7493 with the LNER becoming 67493 with British Railways and be withdrawn during 1956.

Wednesday 26 July 1933. Seen on the turntable at Kittybrewester shed in Aberdeen is former NBR Class M (LNER Class D31) 4-4-0 No 9738 looking in a rather grimy state. The product of Cowlairs Works during 1898 she had been transferred to the GNoS section in 1927 and would be withdrawn during 1939. I wonder how long the carriage roof in the background would stay that colour?

Tuesday 8 August 1933. At Stirling shed is seen ex-NBR Class M (LNER Class G9) 0-4-4 tank No 9474. This class of only twelve examples were constructed by the NBL during 1909 and were allocated to Dundee, Stirling, St Margarets in Edinburgh and Parkhead and Kipps sheds in Glasgow to handle branch line work. No 9474 would only give thirty years of service before being withdrawn in 1939.

Saturday 12 August 1933. Standing on the turntable at Dunfermline shed is ex-NBR Class M (LNER Class D31) 4-4-0 No 9640. The product of Cowlairs Works during 1890 she would be withdrawn from service in 1936. As can be seen here with the long coaling plant in the background, Dunfermline shed was located in a very cramped position.

Saturday 26 August 1933. Seen on the turntable at Dundee Tay Bridge shed is ex-NBR Class M (LNER Class G9) 0-4-4 tank No 9351. Constructed by the NBL during 1909 as one example of only twelve members of the class, she would be withdrawn after only thirty years of service in 1939. Based at Dundee for the bulk of her working life to operate the services to Arbroath on the former Dundee and Arbroath Joint line and also services to St Andrews. It’s not every day that you saw two engines on one turntable!

Saturday 7 October 1933. Standing adjacent to the sea wall at Bo’ness to a backcloth of a misty Firth of Forth is ex-NBR Class M (LNER Class G9) 0-4-4 tank No 9349 seen in original condition as constructed by the NBL in 1909 with her safety valves still sited on the dome. She would remain in this form until withdrawn during 1936.

Sunday 25 February 1934. A classis engine shed shot at Dundee Tay Bridge shed where ex-NBR Class L (LNER Class C16) 4-4-2 tank No 9440 is ready for duty. Constructed by the NBL during 1915 she would later be numbered 7484 by the LNER becoming No 67484 with British Railways. Initially allocated to sheds in the Glasgow area she would be based at Dundee from the early 1930’s and be withdrawn during 1960.

Above: Monday 16 April 1934. The powerful bulk of former NBR Class B (LNER Class J37) 0-6-0 No 9044 is clearly evident here. Standing amongst the ash piles at Eastfield shed she is showing signs of sustained hard work with scorch marks on her smoke box door. Constructed at Cowlairs Works in 1914 she would later be numbered 4538 with the LNER and become No 64538 with British Railways being withdrawn from service in 1959. Note the oil drums and the Glasgow tenement housing in the background. Opposite top: Saturday 16 June 1934. Class mates in tandem rest quietly for the photographer! Seen at Craigentinny is former NBR Class B (LNER Class J37) 0-6-0 No 9157 coupled to classmate No 9472. The latter locomotive is from the NBR Class S variation, the only difference between the two classes is the boiler pressure on Class B being 165psi and that on Class S being 175psi. Both locomotives were the product of the NBL with No 9157 entering service during 1918 and No 9472 in 1919. The former would be withdrawn in 1964 and the latter during 1962. Opposite bottom: Saturday 21 July 1934. At Eastfield shed in Glasgow is seen a very clean ex-NBR Class B (LNER Class J37) 0-6-0 No 9437. Constructed at Cowlairs Works during 1916 she would later be numbered 4555 with the LNER and become No 64555 with British Railways and be withdrawn during 1964.

Friday 24 August 1934. Having entered service during the month prior to this photograph and seen at Haymarket shed, is an example of the last batch of Class A3 4-6-2’s constructed at Doncaster Works during 1934, the final engine actually entering service early in 1935. No 2502 Hyperion had been named after the racehorse that had won the 1933 Derby and St Leger races. Allocated new to Haymarket she would spend the majority of her working life based there and be fitted with a double chimney during 1958 and trough style smoke deflectors in 1962. Later to be numbered 37 with the LNER she would become No 60037 with British Railways and be withdrawn from service in 1963.

Monday 31 December 1934. At Haymarket shed in Edinburgh the powerful presence of ex-NBR Class H (LNER Class C11) 4-4-2 No 9875 Midlothian is clearly evident. Constructed by the NBL during 1906 she would be rebuilt with a superheating boiler in 1920 and be withdrawn from service in 1937 but be re-instated during 1938 and finally withdrawn in November 1939. In his autobiography ‘Enginemen Elite’ Norman McKillop, a former Haymarket fireman and driver describes in detail the rough riding experienced during his firing turn on classmate No 876 Waverley on an ‘out and back’ working from Edinburgh to Dundee.

Above: 1935. Predominantly tenders first. Parked in the yard at Eastfield shed is ex-NBR Class K (LNER Class D34) ‘Glen’ 4-4-0 No 9153 Glen Fruin standing buffered up to classmate No 9242 Glen Mamie. No 9153 had entered service from Cowlairs Works during 1917 whilst No 9242 had been constructed two years later in 1919. Numbered 62480 by British Railways Glen Fruin would be withdrawn in 1959 whilst Glen Mamie would be withdrawn a year later, 1960 numbered 62482. The large concrete coaling plant towers above the engine shed, whilst the typical Glasgow tenement buildings hug the skyline. Opposite: 1935. What a scene this must have been as a beautiful apple green locomotive hauling a train of ochre and cream Pullman cars roars through Polmont station with the ‘Queen of Scots’ express to London. The Nigel Gresley designed three-cylinder Class D49 4-4-0’s for the LNER were constructed utilising three differing valve types. Part 1 were fitted with conventional piston valves using Walschaerts gear, Part 2 with Lentz rotary cam operated poppet valves and Part 3 with Lentz oscillating cam operated poppet valves. No 2760 Westmorland seen here was the last of the 1929 constructed examples from Darlington Works classified D49/1.

Above: 1935. Certainly one for the collector! Purchased by the GNoSR specifically to work the lines owned by the Aberdeen Harbour Trust, the four 0-4-2 tanks comprising Class Y (LNER Class Z5) and Class X (LNER Class Z4) were delivered from Manning Wardle & Co during 1915, the only differences in their design being the smaller driving wheels and reduced weight off the two Z4’s. Seen here at Kittybrewester shed in beautifully clean condition is Class Z4 No 6844, becoming No 68191 with British Railways before being withdrawn during 1959. A typical GNoSR 4-4-0 No. 6915 is being loaded beneath the massive coaling tower. Opposite: 1935. To the people in Buchan, this locomotive was a stranger in paradise! At Kittybrewester shed the engine cleaner is seen removing char from the front of ex-GER Class S69 (LNER Class B12) 4-6-0 No 8500. The premier member of the class entering service from Stratford Works at the end of 1911 she was followed by a further eighty examples of the class between 1912 and 1928. Fitted with ACFI feed water equipment in 1931, the pumps are clearly seen on the running board, she would be allocated to Keith shed early in 1932 and remain based there until being withdrawn from service in 1948 numbered 1500 by the LNER.

Above: 1935. In bright sunshine, a rather grimy looking LNER Class V1 2-6-2 tank No 2906 is carrying out empty coaching stock duties at the east end of Edinburgh Waverley station. Constructed at Doncaster Works during 1930 and allocated to St Margarets shed in Edinburgh, she would be based there for her entire working life. Rebuilt as a Class V3 locomotive during 1952 she would be withdrawn in 1962 numbered 67606 by British Railways. Opposite top: 1935. Waiting to depart from the east end of Waverley station in Edinburgh is ex-NBR Class K (LNER Class D34) ‘Glen’ 4-4-0 No 9504 Glen Aladale. The product of Cowlairs Works in 1920 she would give forty years of service being withdrawn during 1960 numbered 62488 by British Railways.

Bottom: 1935.At Ferryhill shed in Aberdeen are seen two former NBR classes of 4-4-0 express passenger locomotives that utilised 6‘ 6“ driving wheels. William Reid designed Class J (LNER Class D29) ‘Scott’ No 9340 Lady of Avenel is coupled to Matthew Holmes designed Class M (LNER Class D31) No 9733. Introduced during 1884 the Class M locomotives initially worked between Edinburgh and Glasgow but also found much use on the ‘Waverley Route’. Finally dispersed to many sheds in the east of Scotland for secondary work, No 9733 had been constructed at Cowlairs Works in 1898, would be transferred to the GNoS section during 1926 and would be withdrawn from service during 1948. No 9340 was also the product of Cowlairs Works but during 1911, she would be rebuilt with a superheating boiler in 1925 and be withdrawn from service in 1952. Her name was from a character in the Walter Scott 1820 published work ‘The Monastery’.

Opposite: 1935. With the battlements of the old Calton Gaol as the background, former NBR Class D (LNER Class J83) 0-6-0 tank No 9830 is resting between duties at the east end of Waverley station in Edinburgh. An example of the twenty members of the class constructed by Sharp, Stewart & Co during 1901 she would be rebuilt in the form seen here in 1924 and later be numbered 8477 with the LNER. Becoming No 68477 with British Railways she would be withdrawn from service in 1962. Above: 1935. Slightly later and against the same spectacular backdrop - before the left-hand battlements had been converted into St Andrew’s House Government Offices - the east end of Waverley station in Edinburgh sees a pause in activity with station pilot Class J83 0-6-0 tank No 9830 simmering in the head shunt. In the background Class G9 0-4-4 tank No 9334 has probably come off a local branch working and is waiting to proceed to St Margarets shed and the first of the Class A3 No 2500 Windsor Lad is waiting to take up a passenger working to the south.

19 May 1935. What a period piece at Ladybank station. Ex-NBR Class M (LNER Class D31) 4-4-0 No 9211 is at the head of a short ‘up’ train consisting of a coach and two vans. Constructed at Cowlairs Works in 1895 she would be withdrawn from service during 1937. Standing on the adjacent track is a Sentinel steam railcar which would either be No 314 Queen of Beauty or No 310 Prince Regent which were both used on the services from Ladybank over the ‘Devon Valley Line’ to Alloa. Dr Ian Allan

May 1935. Seen entering Ladybank station at the head of an ‘up’ train, as indicated by the headboard displaying Glasgow. The locomotive is former NBR Class J (LNER Class D30) ‘Superheated Scott’ 4-4-0 No 9427 Lord Glenvarloch. Constructed by Cowlairs Works during 1915 and named after a character in the 1822 published work of Walter Scott ‘The Fortunes of Nigel‘. The Westinghouse brake equipment would be removed at the end of 1935 and the engine becoming numbered 2436 by the LNER, then 62436 with British Railways before being withdrawn in 1959. The impressive bracket signal in the background controls the lines to Perth (left); the engine shed (straight ahead) and the main line to Dundee (right). Dr Ian Allan

Opposite: May 1935. On beautifully manicured track across the Howe of Fife landscape near Ladybank working a short local goods train is ex-NBR Class B (LNER Class J35) 0-6-0 No 9376. Constructed by the NBL in 1910 she would be rebuilt with a superheating boiler during 1936 and later become No 4506 with the LNER. She would be withdrawn in 1959 numbered 64506. Dr Ian Allan Above: May 1935. Approaching Ladybank across wide-open countryside with a class 5 goods train is former NBR Class B (LNER Class J37) 0-6-0 No 9110. A product of the NBL during 1920 she would later become No 4620 with the LNER and be withdrawn in 1967 numbered 64620. Dr Ian Allan

Monday 6 May 1935. A magnificent picture of a Reid Atlantic engine in full pressure. Being coaled at Dundee Tay Bridge shed is ex-NBR Class H (LNER Class C11) 4-4-2 No 9877 Liddesdale. Named after the valley of the Liddel Water through which the ‘Waverley Route’ runs, she was constructed by the NBL in 1906 and would be rebuilt with a superheating boiler during 1921, withdrawal would come in 1936. The former NBR ‘Atlantics’ numbered twenty-two in total with the first fourteen arriving from the NBL during 1906, a further six coming from Robert Stephenson & Co in 1911 and a final pair, again for the NBL in 1921. By the time of this photograph their days were numbered with four already scrapped and the remainder being withdrawn during 1936 and 1937. One example Midlothian was not finally withdrawn until November 1939.

Monday 6 May 1935. Seen on the turntable at Dundee Tay Bridge shed is ex-NBR Class M (LNER Class D31) 4-4-0 No 9769. Constructed at Cowlairs Works during 1899 as the penultimate member of the class she would later become No 2073 with the LNER and be transferred to the GNoS section in 1944 being withdrawn in 1947. Quite an array of NB lower quadrant signals in the background.

Monday 20 May 1935. Seen here again, at the former NBR shed at Perth is ex-NBR Class M (LNER Class D31) 4-4-0 No 9211. Designed by Matthew Holmes and introduced during 1884. Construction continued until 1899 by which time forty-eight examples had been built all coming from Cowlairs Works. Designed for express passenger work they were to be seen working between Edinburgh and Glasgow, the Aberdeen ‘road‘, Edinburgh to Berwick and on the ‘Waverley Route’. No 9211 would spend some time working on the GNoS section of the LNER being transferred there in 1925 and returning in 1934.

Monday 20 May 1935. Never mind the water, that period signal gantry is quite something! With Perth General station in the background, ex-NBR Class C (LNER Class J36) 0-6-0 No 9711 is seen standing adjacent to the former NBR shed whilst the crew oversee the filling of the tender with water. Constructed at Cowlairs Works during 1896 and numbered 711 with the NBR she would be rebuilt in the form seen here in 1922 and become 9711 and later 5282 with the LNER. Giving seventy years of service this engine would be withdrawn in 1966 numbered 65282 with British Railways.

Summer 1935. Seen at the head of an ‘up’ express arriving at Dalmeny station is LNER Class D49/1 4-4-0 No 270 Argyllshire. A product of Darlington Works in 1928 she would later be numbered 2707 and finally 62707 with British Railways being withdrawn during 1959. As if to emphasise its presence, one of the main Forth Bridge cantilever towers rises high above the end of the train.

Summer 1935. All set for the road ahead above a very still sea Loch Linnhe. Departing from the old Fort William station at the head of a passenger working to Glasgow and double heading with a ‘Glen’ is ex-GNR Class H3 (LNER Class K2) 2-6-0 No 4682 Loch Lochy. Constructed by Kitson & Co in 1921 and transferred to the Scottish area during 1931/2 and based at Eastfield shed she would acquire her name in May 1933. Later numbered 1772 with the LNER she would become No 61772 with British Railways and be withdrawn during 1959.

Above: Wednesday 21 August 1935. Standing in the shed yard at Hawick is former NBR Class C (LNER Class J36) 0-6-0 No 9759. Constructed at Cowlairs Works in 1899 she would be rebuilt in the form seen here during 1921. Later to be numbered 5317 with the LNER she would be withdrawn in 1960 numbered 65317 with British Railways. This essential motive power depot was situated roughly halfway on the ‘Waverley’ route between Edinburgh and Carlisle. Opposite top: Saturday 24 August 1935. The locomotive seen here at Bathgate shed turned out to be one of the shortest serving members of the class. Former NBR Class C (LNER Class J36) 0-6-0 No 9630 had been constructed at Cowlairs Works during 1890 and rebuilt in the form seen here in 1914. She would be withdrawn in March 1936, seven months after this photograph was taken having given only forty-six years of service. Bathgate MPD was very much a goods locomotive shed, primarily serving West Lothian’s predominantly mineral sources, especially coal. Opposite bottom: Saturday 31 August 1935. Standing in Thornton shed yard with the newly constructed coaling stage in the background, is former NBR Class C (LNER Class J36) 0-6-0 No 9682 Joffre. The product of Sharp, Stewart & Co in 1892 she would be rebuilt in the form seen here during 1915. Requisitioned by the War Department in 1917 to serve in France she was returned to the NBR in 1919. Later numbered 5253 with the LNER she would become No 65253 with British Railways and be withdrawn after seventy-one years of service during 1963. Named in honour of General Joseph Joffre who commanded the French forces during the early part of the First World war, he would be made the first ‘Marshall of France’ in 1926.

Saturday 25 April 1936. With the fireman trimming the coal in the bunker and in sparkling condition at Polmont shed, LNER Class G9 0-4-4 tank No 9350 is still carrying her NBR classification plate ‘M’. Constructed by the NBL during 1909 she would be based at Polmont for the bulk of her working life to handle the services on the branches to Grangemouth and Bo’ness and be withdrawn after thirty years of service in 1939.

Saturday 25 April 1936. Also seen at Polmont shed is a very clean ex-NBR Class B (LNER Class J35) 0-6-0 No 9372. A product of the NBL during 1909 she would be rebuilt in 1934 with a superheating boiler and later be numbered 4502 with the LNER. Becoming 64502 with British Railways she would be withdrawn in 1960. The depot ‘mess’ coach protrudes in the left background.

Above: Saturday 6 June 1936. All set and somewhere to go. At Eastfield shed in Glasgow LNER Class D49/1 4-4-0 No 265 Lanarkshire is manoeuvring slowly in the yard. Constructed at Darlington Works in 1927 she would become No 2705 with the LNER and later No 62705 with British Railways and be withdrawn after thirty-two years of service during 1959. The depot’s clock tower is well seen anywhere within the immediate yard. Opposite top: Saturday 18 July 1936. Standing in the shed at Haymarket in Edinburgh is an example of a batch of eight Class A3 4-6-2’s constructed at Doncaster Works during 1930. No 2797 Cicero would be allocated new to Haymarket and spend the bulk of her working life based there. Later being numbered 101 with the LNER she had been named after the racehorse that had won the 1905 Derby. Fitted with a double chimney in 1959 she would be withdrawn from service by British Railways in 1963 numbered 60101. Opposite bottom: Saturday 24 April 1937. At Polmont shed is seen another early example of the former NBR Class C (LNER Class J36) 0-6-0 No 9611 Allenby. Constructed at Cowlairs Works during 1892 and numbered 611 by the NBR, she would be rebuilt in the form seen here in 1914. Requisitioned by the War Department as one of the twenty-five examples of the class shipped to France, she served there from 1917 until her return in 1919 and would be named after the Field Marshall, First Viscount Allenby, who commanded the British Forces in Palestine against the Ottoman Empire. She would be withdrawn during 1962 numbered 65268 by British Railways.

Above: Monday 24 May 1937. Always a hive of activity at Craigentinny Carriage sidings, LNER Class D49/1 three-cylinder 4-4-0 No 2753 Cheshire is waiting to join its train and carrying a Glasgow headboard. Constructed at Darlington Works in 1929 and later numbered 2728 with the LNER she would become No 62728 with British Railways and be withdrawn during 1959. Opposite: Saturday 10 July 1937. Entering Ardlui station from the north on the West Highland Line, is former NBR Class B (LNER Class J37) 0-6-0 No 9297 at the head of an ‘up’ goods train. The product of Cowlairs Works during 1918 she would be withdrawn from service in 1966 numbered 64569 by British Railways. Most WHR stations had basic sidings such as that shown here, but all trains had to negotiate mountainous terrain such as that leading towards Ben Dubhchraig (978m) above the tall lower quadrant signal.

Summer 1937. The LNER proposal to operate an express passenger service between London and Edinburgh in six hours came to fruition on 5 July 1937 with the inaugural run of the ‘Coronation’. Introduced to celebrate the coronation of King George VI which took place on 12 May that year, the LNER constructed five new members of the Nigel Gresley designed Class A4 locomotives to operate the service. Numbers 4488 to 4492 entered service from Doncaster Works during the earlier months of 1937 and were allocated to both Haymarket in Edinburgh and Kings Cross in London to handle these trains. Seen here at Edinburgh Waverley are two photographs showing above:- with the scaffolding for the new St. Andrews House Government Buildings well under way above the locomotive, the lower quadrant ‘starter’ is in the ‘off ’ position, whilst a crowd of spectators have gathered at the end of platform nine to admire the lines of No 4489 Dominion of Canada at the head of the ‘Coronation’ prior to departure at 4.30pm. Opposite:- Waiting for the ‘right away’. George C Bett

“The spires o’ the toon in full view we could see.” At the head of an ‘up’ express, LNER Class A4 4-6-2 No 4483 Kingfisher is seen accelerating away from Dundee Tay Bridge station as it passes Esplanade station on the approach to the Tay Bridge. Entering service from Doncaster Works late in 1936 sporting a green livery she would undergo several livery changes becoming LNER blue in 1938, black in 1943, blue again in 1946, BR purple in 1948 and numbered 60024, followed by blue again in 1950 and finally Brunswick Green in 1952. She would be allocated new to Ferryhill in Aberdeen and after several re-allocations – mainly Edinburgh Haymarket - end her days based in ‘the Granite City’, being withdrawn during 1966, a stalwart of the Aberdeen- Glasgow ‘3-hour expresses’. George C Bett

August 1937. A strong ‘haar’ and wind offland is blowing the smoke away from the named Class K2 2-6-0 in the background towards the Sound of Sleat as the locomotive rests by the single-road engine shed at Mallaig terminus. Taking the limelight is ex-NBR Class B (LNER Class J37) 0-6-0 No 9044. One of the earlier members of the class to be constructed she entered service from Cowlairs Works during 1914 numbered 44 by the NBR. Becoming 9044 and later 4538 with the LNER she would be renumbered 64538 with British Railways and be withdrawn in 1957. Note the differing states of cleanliness between this locomotive and the Class K2 in the background. {Milepost 40563)

Above: August 1937. Arguably based in England at Tweedmouth shed, resident LNER Class D32 4-4-0 No 9882 is coaled up and ready for its next duty. She was the first member of William Reid designed ‘Intermediate’ Class K fitted with saturated steam boilers, entering service during 1906 and would be rebuilt in 1924 with a superheating boiler. Later becoming number 2443 with the LNER she would be withdrawn in 1948. (Milepost 40586) Opposite top: Sunday 1 August 1937. The suburban location of Dunfermline shed is obvious in this scene. Parked in the yard at Dunfermline shed is ex-NBR Class C (LNER Class J36) 0-6-0 No 9771. Fitted with both the vacuum and Westinghouse brake she had been the product of Cowlairs Works during 1900. Rebuilt in the form seen here in 1921 she would later become No 5323 with the LNER and No 65323 with British Railways being withdrawn in 1963. (Milepost 40560) Opposite bottom: Sunday 1 August 1937. Also seen in Dunfermline shed yard is former NBR Class B (LNER Class J35) 0-6-0 No 9855. Constructed by the NBL during 1906 and fitted with the Westinghouse brake she would later become No 4467 with the LNER and be withdrawn after only thirtysix years of service during 1947. (Milepost 40561)

Sunday 1 August 1937. This close-up taken at Bathgate shed shows the driver side and cab interior of ex-NBR Class C (LNER Class J36) 0-6-0 No 9659 Gough. The product of Cowlairs Works during 1891 she was rebuilt in the form seen here in 1915 and would be requisitioned by the War Department in 1917. Serving in France until 1919 she would be named on her return after Lieutenant General Sir Hubert Gough who commanded the British Fifth Army from 1916 to 1918. Bearing the NBR cab-side class plate ‘C’ above her number, she would later be numbered 5235 with the LNER and would become No 65235 with British Railways, being withdrawn from Haymarket after seventy years of service in 1961. (Milepost 40562)

Sunday 1 August 1937. What an inspiration for railway modelers! Introduced during 1904 the William Reid design of 0-6-0 Class F tank designed with an 11’ wheelbase for dock shunting consisted of thirty-five examples with the last appearing in 1919. Becoming Class J88 with the LNER No 9279, seen here at St Margarets ‘old’ shed in Edinburgh was one of the last to enter service from Cowlairs Works in 1919. Later becoming No 8352 with the LNER she would be withdrawn during 1960 numbered 68352 with British Railways. Apart from having the largest allocation of engines in any depot in Scotland, St Margarets ‘shed’ also had the unique location of being split in two by the East Coast Main Line. The ‘old’ site was originally where the NBR constructed their locomotives, before establishing Cowlairs in Glasgow. (Milepost 40566)

Sunday 1 August 1937. In the ‘old’ St Margaret’s shed is classmate No 9841 bearing the former NBR cab-side class plate ‘F’, she is parked behind the former round house on the ‘up’ side of the site. The product of Cowlairs Works during 1905 she would become No 68325 with British Railways and be withdrawn in 1961. A railway writer of the day said that St. Margarets always reminded him of that old lady who had so many children she didn’t know what to do. At the weekend when some of her brood came home the house was full; literally crammed from end to end with engines of all shapes and sizes; (Milepost 40568)

Sunday 1 August 1937. Though cramped, this scene shows how well located Dunfermline shed was to the town centre. With 6’ 6” driving wheels the former NBR Class M (LNER Class D31) 4-4-0’s were designed by Matthew Holmes for use on express passenger work between the main cities in the NBR system. No 9262 seen here in Dunfermline shed yard, had been constructed at Cowlairs Works during 1894 and would be withdrawn from service during the month that this photograph was taken. This locomotive had participated in the races to Aberdeen during 1895 producing outstanding timings between Dundee and Aberdeen. Parked behind No 9262 is former GCR Class 8K 2-8-0 No 6548 which had been constructed by Robert Stephenson & Co in 1917 and worked with the R.O.D. being numbered 1664 by them. Later becoming No 3682 with the LNER and finally No 63682 with British Railways she would be withdrawn from service in 1959. (Milepost 40592)

Monday 2 August 1937. The aesthetically impressive lines of this engine at Dundee Tay Bridge shed really stand out in this picture. Ex-NBR Class L (LNER Class C16) 4-4-2 tank No 9445 is seen standing in the yard. A product of the NBL during 1916 she would initially be allocated to Glasgow sheds to handle the suburban traffic around that city and be re-allocated to Dundee in the early 1930’s. Later numbered 7489 with the LNER she would become No 67489 with British Railways and be withdrawn in 1961. These William Reid designed locomotives were the superheated boiler versions of his earlier saturated boilered Class M (LNER Class C15). (Milepost 40607)

Tuesday 3 August 1937. A rather grimy looking ex-GNoSR Class T (LNER Class D41) 4-4-0 No 6905 is waiting to depart ‘light engine’ from Aberdeen station, probably to Kittybrewster for servicing. The product of Neilson & Co during 1897 she would later become No 2249 with the LNER and be withdrawn in 1950 numbered 62249 with British Railways. (Milepost 40929)

Tuesday 3 August 1937. The Great North of Scotland Railway may have been a small company, but their locomotives were greatly admired throughout the land. In sparkling condition ex-GNoSR Class T (LNER Class D41) 4-4-0 No 6824 is seen at Keith showing off its beautifully proportioned graceful design. The product of Neilson & Co in 1896 she would later be numbered 2236 with the LNER and be withdrawn from service during 1947. Keith Junction was where the GNoSR and the Highland Railways met for inward journey to the ‘Granite City’ of Aberdeen. (Milepost 40933)

Tuesday 3 August 1937. Also seen in Keith shed yard is former GNoSR Class V (LNER Class D40) 4-4-0 No 6913. Constructed by Neilson & Co during 1899 as part of a batch of five locomotives of this saturated boilered class delivered to the GNoSR that year. A further eight examples were constructed by the GNoSR themselves at Inverurie Works between 1909 and 1915. No 6913 would later become No 2262 with the LNER and be withdrawn by British Railways in 1955 numbered 62262. (Milepost 40939)

Friday 6 August 1937. What a curious use of five lower quadrant ‘Stop’ signal arms near the entrance to Perth General station.? At the former NBR

shed in Perth and seen carrying a Perth headboard is ex-NBR Class J (LNER Class D30) ‘Superheated Scott’ No 9417 Cuddie Headrigg. Constructed at Cowlairs Works in 1914 she would later be numbered 2426 with the LNER becoming 62426 with British Railways and be withdrawn during 1960. She was named after a character appearing in the Walter Scott 1816 published work ‘Old Mortality’. (Milepost 40593)

Friday 6 August 1937. They may have been heavy brutes, but there was something magical and powerful looking about the NBR ‘Atlantic’ locomotives. Seen here again, this time resting in a slight breeze at the former NBR shed in Perth is ex-NBR ‘Atlantic’ No 9875 Midlothian. She was destined to be the last example of the class to be withdrawn from service during November 1939, and should have been preserved to show the magnificence of this class. (Milepost 40597)

Saturday 7 August 1937. The classic ‘pug’ 0-4-0 saddle tank is seen here in the form of ex-NBR Class G (LNER Class Y9) No 9017 at Polmont shed. Based on a design supplied by Neilson & Co during 1882, the NBR went on to construct a total of thirty-six examples over a period of twelve years from 1887 until 1899 all coming from Cowlairs Works. No 9017 was from a batch of six that entered service in 1890, she would be rebuilt in the form seen here during 1917 and have the cab-side sheets added in 1933. Destined to give sixty-nine years of service she would be withdrawn in 1959 numbered 68108 by British Railways. (Milepost 40538)

Saturday 7 August 1937. Also seen at Polmont shed, standing adjacent to the coal pile is ex-NBR Class B (LNER Class J35) 0-6-0 No 9372. Constructed by the NBL during 1909 with a saturated steam boiler and equipped, as seen here, with the Westinghouse brake, she had been rebuilt in 1934 with a superheating boiler. Later being numbered 4502 with the LNER she would become No 64502 with British Railways and be withdrawn during 1960. (Milepost 40546)

Saturday 7 August 1937. Another photograph taken at Polmont shed shows ex-NBR Class F (LNER Class J88) 0-6-0 tank No 9087 standing in the yard. Looking in particularly clean condition she had been constructed at Cowlairs Works during 1919 and would later become No 8350 with the LNER. She would be withdrawn from service in 1962 numbered 68350 by British Railways. (Milepost 40571)

Tuesday 10 August 1937. Former NBR Class M (LNER Class C15) 4-4-2 tank No 9135 is seen in the yard at Carlisle Canal shed. Constructed by the Yorkshire Engine Co during 1912 she would later become No 7460 with the LNER and 67460 with British Railways. Transferred to Eastfield shed in Glasgow she would be fitted with ‘push pull’ equipment in 1940 and finished her days working the Craigendoran to Arrocher services being withdrawn in 1960. (Milepost 40608)

Saturday 4 September 1937. At Polmont shed ex-NBR Class B (LNER Class J37) 0-6-0 No 9456 is being prepared for duty as is evidenced by the oil distribution cans and rags on the running board. A product of the NBL during 1918 she would later become No 4576 with the LNER and finally No 64576 with British Railways and be withdrawn in 1967. In the background is the signal box controlling the main line between Edinburgh Waverley and Glasgow Queen Street stations, with that of the route to Stirling.

Saturday 18 September 1937. Also at Polmont shed former NBR Class C (LNER Class J36) 0-6-0 No 9777 is seen in good external condition. Constructed at Cowlairs Works in 1900 she would be numbered 777 by the NBR later becoming 5329 with the LNER. Rebuilt in the form seen here during 1918 she would become No 65329 with British Railways and be withdrawn in 1963. Polmont shed primarily housed goods engines to service many of the collieries in this area.

Above: 1938. The expanse of the principal passenger shed in Edinburgh is obvious in this scene. Sitting on the turntable at Haymarket shed in Edinburgh is LNER Class A4 4-6-2 No 4486 Merlin. Allocated new to Haymarket from Doncaster Works during 1937 she would remain based there until 1962 when she was transferred to St Rollox in Glasgow to be one of the engines rostered for the ‘three-hour’ expresses between Buchanan Street and Aberdeen via the former Strathmore route. By 1964 she was back in Edinburgh at St Margarets being withdrawn the following year. Opposite: 1938. This wonderful vista with the Forth Bridge in the background shows LNER Class V1 2-6-2 tank No 2917 arriving at North Queensferry with ‘twelve on’ and carrying express passenger headlamps. A total of eighty-two members of the only class of 2-6-2 tank to be designed and constructed by the LNER all came from Doncaster Works be-tween 1930 and 1939. A further ten examples were constructed in 1939 as the V3 version of the class. No 2917 was allocated new to St Margarets in Edinburgh in 1931 and she would later be numbered 7617 with the LNER and become No 67617 with British Railways. She would be rebuilt during 1957 as a Class V3 locomotive and be withdrawn in 1962.

1938. Seen about to pass Dalmeny Junction at the head of an Aberdeen to Edinburgh express is LNER Class A4 4-6-2 No 4485 Kestrel. Constructed at Doncaster Works during 1937 she would later be numbered 26 by the LNER becoming No 60026 with British Railways. In 1947 she would undergo a change of name to that of the Chief Legal Advisor to the LNER, Miles Beevor, and in 1957 be equipped with a double chimney. Something of a wanderer throughout her working life she would be allocated to all the major sheds on the East Coast Main Line ending her days working out of Ferryhill in Aberdeen and be withdrawn in 1965.

Monday 11 April 1938. Seen at Eastfield shed in Glasgow is former NBR Class B (LNER Class J37) 0-6-0 No 9101. Built at Cowlairs during 1921 she would later be numbered 4632 with the LNER and become No 64632 with British Railways and be withdrawn during 1965. Eastfield shed, being so close to Cowlairs Works, was used for ‘running-in’ purposes after engine construction or overhaul, but mainly identified for providing locomotive support for the ‘West Highland’ line to Fort William.

1939. The pastoral beauty of the ‘Scottish Borders’ is seen to the full in this view. Standing in Langholm station yard is Carlisle Canal shed’s ex-NBR Class C (LNER Class J36) 0-6-0 No 9763. The product of Cowlairs Works in 1899 she would be rebuilt in the form seen here during 1922. Being later numbered 5321 with the LNER she would be withdrawn during 1962 numbered 65321 with British Railways.

Sunday 16 April 1939. At Carlisle Canal shed is seen ex-NBR Class B (LNER Class J35) 0-6-0 No 9347. Constructed at Cowlairs Works during 1910 she would later become No 4524 with the LNER and finally No 64524 with British Railways being withdrawn in 1961. In the background is what looks like a Gresley designed Class J39.

Saturday 3 June 1939. Passing through Eastfield in Glasgow ex-GER Class S69 (LNER Class B12) 4-6-0 No 8560 is seen double heading with ex-NBR Class L (LNER Class D36) 4-4-0 No 9695. Newly arrived from the south and making her way north to the GNoS section to be based at Kittybrewester shed in Aberdeen, she would spend the rest of her working life based there. Constructed by William Beardmore & Co in Glasgow as the last of a batch of twenty examples, she would be equipped, as seen here, with ACFI feed water heating equipment in 1932. Renumbered 1560 with the LNER and becoming 61560 with British Railways she would be withdrawn during 1952.

Saturday 3 June 1939. Effectively the second member of the class to enter service, former NBR Class B (LNER Class J37) 0-6-0 No 9013 had been constructed at Cowlairs Works during 1914 and is seen here at Eastfield shed. Later renumbered 4537 by the LNER she would become 64537 with British Railways and be withdrawn in 1964. This class of primarily goods engines were the mainstay of the NBR’s freight programme, yet at the end of their life some of them were allocated to ‘special train duty’ such as journeying over branch lines about to be closed.

Saturday 1 July 1939. The crew of LNER Class D49/1 three-cylinder 4-4-0 No 329 Inverness-shire appear happy to pose for the photographer whilst managing the locomotive being turned at Eastfield shed. Constructed at Darlington Works during 1928 as a Part 3 member of the class fitted with Lentz oscillating cam operated poppet valves, she was rebuilt as a Part 1 member of the class in 1938. Numbered 62725 with British Railways she would be withdrawn from service in 1958.

Sunday 2 July 1939. Standing on the coal road at St Margarets main running shed in Edinburgh is former NBR Class B (LNER Class J37) 0-6-0 No 9171. Constructed by the NBL in 1921 she would be withdrawn during 1962. Charles Meacher spent 27 years at St Margarets, eventually emerging as the person in charge there. In his book ‘LNER Footplate Memories *’ he sums up the atmosphere so well, “We were no less enthusiastic about the steam locomotive than the addicts of today, although our enthusiasm was born of the need to earn a living rather than any desire to satisfy the spirit”. He went on to say that “Steam engine driving was 99 per cent drudgery and 1 per cent glamour”. (* D Bradford Barton, 1978.)

Also available in the Totem series from Transport Treasury Publishing (limited stocks only available)

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LNER Steam in Scotland in the 1`930s

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LNER Steam in Scotland in the 1930s

Brian J Dickson with additional caption information by Ian Lamb