LNER Steam in Scotland in the 1930s - Preview

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 at The Transport Treasury compiled by Kevin Robertson

Compiled by Brian J Dickson with additional caption information by Ian Lamb

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 Constructed at Cowlairs Works in 1890 she would be withdrawn from service during 1936.

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 Becoming No 68477 with British Railways she would be withdrawn from service in 1962.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.

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at the end of 1935 and the engine becoming numbered 2436 by the LNER, then 62436 with British Railways before being withdrawn in 1959.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

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.

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)

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.

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.

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.