Portrait of the Southern Q1 class
Compiled by Hector Maxwell
© Images and design: The Transport Treasury 2022. Text Hector Maxwell ISBN 978-1-913893-18-7 First Published in 2022 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 Tarxien, Malta by Gutenberg Press Ltd. ‘Portrait of the Southern Q1s’ is one of a series of 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: (1) No 33013 was one of the batch built at Brighton in 1942. During its life it had four different boilers but remained with the same tender throughout. It is seen here with the Guildford breakdown crane paused at Barnes on 28 April 1962 although the reason for the crane is not reported. Frontispiece: (2) No 33008 at Guildford on 8 February 1958. For more than 20 years the class were to be regularly seen at Guildford, both allocated engines, and as here, visiting from Feltham. Two engines from a previous era and both to the design of William Adams may be seen in the background. Rear cover: (94) St Leonards plays host to No 33031 on an unreported date. This engine was built at Ashford and received its replacement BR number on 9 July 1949; ironically just 18 years to the day when steam would finish on the Southern. That said No 33031 would not live to see that date as it had been withdrawn almost four years previous in September 1963.
With the exception of images Nos 3 to 11 inclusive which were originally Southern Railway press images, copies of the views used in this work may be obtained from The Transport Treasury. Please quote ‘Portrait of the Southern Q1 class’, the image number and the engine number. With the exception of those referred to, the views used in this work are mainly sourced from the unlisted section of the Transport Treasury archive hence individual photographs are not reported.
Introduction
I
t is hard to summarise the Q1 class of engines on a single page. Functional, practical, easy to work on / unnecessarily austere, old-fashioned, difficult to work on; all would be the varying opinions of drivers, firemen, fitters, and lay individuals concerning what was the last new class of 0-6-0 tender engine to be built in the country. The Q1 design owes it origins to the genius of the Southern Railway Chief Mechanical Engineer O V S Bulleid, and whilst criticism may have been heaped upon this same man for some of his other work, so far as the need for a functional and powerful steam engine intended for freight work in WW2 was concerned, he was ahead of the game. It was back in 1940 that Bulleid had foreseen the need for additional freight power on the Southern and whilst the easiest and quickest solution would have been to copy an existing design Bulleid believed a more powerful machine was possible whilst keeping to a maximum design weight of 52 tons. The Southern Board were in agreement but due to material shortages in WW2 new construction had to be sanctioned by the Ministry of Transport and consequently it was not until March 1942 that the first engine was completed at Brighton. A further 39 followed, all completed by the end of the year with construction split equally between Brighton and Ashford. Mechanically the class was a straightforward inside-cylinder 0-6-0 and unlike Bulleid’s other designs, everything was fully accessible. Indeed aesthetically it might even be said to have been visually too accessible, for the lack of a running plate created some unwelcome comments from crews unused to seeing the coupling rods rotating at speed before their eyes so creating fear of injury should one sheer. This was quickly dealt with by explaining that the provision of a thin sheet to render the rods out of sight would have little practical benefits. After that, dissent melted away.
The class were built with the greatest capacity firebox and boiler that were feasible but this meant weight had to be saved in other areas. In the end the weight in working order was below estimate at just 51¾ tons with an additional 38 tons for the tender so meaning the type had route availability over 93% of Southern lines. If the design had a weakness it was that whilst they could certainly pull they might not always be able to stop; certainly with an unfitted train. This was especially so on the long 1-250 descent from Basingstoke towards Eastleigh where the sighting of an adverse signal could have caused real difficulties on the footplate. The Q1s were built to take punishment. Big-end and cylinder trouble was almost unknown, only seven sets of new cylinders required for the whole of the class during their lifetime. The type were to be seen on all three sections of the Southern Railway / Region even venturing west beyond Exeter with one working. Generally though they were less common west of Salisbury. Major repairs and overhauls were principally at Ashford and with a few at Eastleigh. It was quickly discovered the class were equal performers on passenger work and whilst their small wheels and lack of a leading bogie meant they were certainly unsuitable for express working they were to be found on excursion and branch line duties throughout the year as they were fitted with steam heating. Withdrawals commenced with No 33028 in February 1963 and the last, Nos 33020 and 33027 went in January 1966. One survives, No 33001, as part of the National Collection. Hector Maxwell, 2022.
The anatomy of an Engine
Images 3 to 6. Stages in the construction of it is believed the original No C1 at Brighton in 1941/2. Whilst the finished design might have been seen here to be ‘undressed’ to some eyes, it would also be fair to say all is revealed as we see the engine from varying angles and with various parts exposed. Commencing left, the view is of the open smokebox; the chain may be noted which will later attach to the smokebox door and prevent this latter item from swinging back too far. The original design showed a single blastpipe and a small diameter stovepipe chimney but this was altered to a five nozzle Lemaitre orifice with the associated large diameter chimney. Later under BR, plans were drawn up for a conventional blast pipe to be substituted on at least one member of the class but the work was never carried out. Also visible on the right is the main steam pipe coming off the superheater header leading down to the relevant piston valve on that side. The boiler contained 209 small diameter and 21 large diameter tubes; the latter may just be discerned at the top of the header. The large diameter tubes also contained the superheater tubes. Combined, the total heating surface was 1,690 sq ft which was fed from a firebox having a grate area of 27 sq ft. Allied to a boiler pressed to 230psi and the result was a powerful engine, a considerable step up form the similar sounding, but totally different design, Maunsell Q class. Right: As can also be seen, the position of the valves allowed for the covers to both these as well as the pistons to be easily removed as and when necessary. The position of the rivets indicating their inclination between the frames. Both pistons drove the centre axle, as was common practice on most 0-6-0 types. Around the smokebox the clamps that will hold the door are already in position. In practice clamps may have meant slightly more work when opening and closing the smokebox but assuming all were secured correctly, there was less chance of drawing air. It was also less weight than a conventional dart type fixing.
Two views of the first engine on wheels and well on the way to completion. The wagon sheets draped on the wall behind are probably to create a permanent blackout and so allow construction and maintenance to continue around the clock. The wheels were typical Bullied-Firth-Brown design but sufficiently different to prevent royalties needing to be paid elsewhere. At 5ft 1in diameter they were the same size as would be used later for the ‘Leader class, but here any similarity ended as the latter engine did not employ crank-pins on the wheels. Plans for the original design had envisaged a two-cylinder 2-6-0 but this was rejected on the grounds of weight, adhesion and additional use of materials. Visible on the side of the frames are the sandboxes. These were easy to access for filling but crews would later complain of their limited capacity meaning in practice sand was used sparingly. In these views, the coupling rod is seen on the floor ready to be added; note also the joint just behind the centre bearing, necessary to allow flexibility and for each axle to be able to move in the vertical axis independently within the horn guides. Lagging, a form of fibreglass has already been added to the boiler and firebox whilst the clack valves (through which water is injected into the boiler from the injectors and their associated delivery pipes) are visible behind the smokebox. The blower was cleverly located within the exhaust cavity and which if opened at the same time as the regulator being shut prevented smokebox grit and ash being drawn into the valves. All in all it was a well thought-out design.
Top (7): Almost complete but for the present at least lacking the casing on the boiler section. The connection between the back of the cab and the top of the tender will later have rubber bellows fitted. This served two purposes; to prevent draughts and provide some degree of weather protection, there was an added benefit to prevent the glow of the firebox being seen by an aircraft overhead. Bottom (8): No C1 complete at Brighton. Bulleid decided to adopt the continental style of loco numbering where ‘C’ indicted three sets of coupled wheels and the digit the loco number. Here the identification is carried on small metal sheets on both cabsides and also on the front buffer beam. Note too the wording ‘Southern’ placed high on the tender. Conventional transfer and ownership detail more centrally on the tender were substituted before entering service. Opposite (9): Livery was plain black, a colour ‘scheme’ (?) which remanded constant throughout the life of the class. This was relieved only by conventional red buffer beams and as seen here ‘Sunshine’ lettering.
Opposite (10): Seen from above and ready for service. No C1 was inspected by the Southern Railway directors at Charing Cross on on 6 May 1942 and later worked empty stock to and from Cannon Street. Evidently all was not well though as it was stopped at Hither Green the following morning and two days later observed being towed to Ashford. Note in both views the handrails have yet to be added to the sides and top of the smokebox front. Above (11): Brighton again and this time we are able to see that sanding was available to the centre wheels for both forward and reverse running. As with the BFB wheels on the locomotive, the tender wheels followed a similar design. The tender was unusual in that there were water fillers positioned within the cab - one may be seen on the tender, level with the bottom of the cab window. Whilst a good idea in theory, in practice should the tender overflow whilst being filled, water would erupt out of these fillers to flood the footplate. Complaint was also made that the coal hole in the tender was unnecessarily small and could easily become blocked with a large obstructive lump.
Southern Railway Days
Left (12): We might well wonder the reaction of father and son to this most unlikely looking of all steam engines. No C3 passing through what then simply Farnborough (nowadays referred to as ‘Farnborough main’) with a down freight bound for Eastleigh or Southampton. Note too that already there are scorch marks at the base of the chimney. Above (13): No C17 at Eastleigh; the location identified, just, by the glass above the shed doors although the latter was replaced in BR days. By 1948 Eastleigh had 12 of the class allocated, in a block from Nos 33014 to 33025. Without a date it is difficult to precisely say when this view was taken but it could even be in BR days as the engine was not renumbered until 30 December 1949. To note is that the crank pin on the front nearside driving wheel has yet to modified to provide the take-off for the mechanical lubricator. Not all engines were subsequently so fitted.
(14): Another Eastleigh view, this time No C18 on one of the disposal / coaling rads at Eastleigh with the giant office block and water tower behind. Engines arriving here would have the fire dropped and smokebox cleaned - on the Southern this was a job for the fireman, before turning the engine over to a shed driver who would be responsible for coaling, watering and then placing the engine, facing the correct way, ready for its next duty. Of note on No C18 is the shorter vertical handrails either side of the smokebox door. Did any others have this original fitment? They were altered to conventional type later. On the water tower the signal used for eyesight testing has also to eb added.
(15): Adjacent (behind) to a steam engine from another era - that of Mr Adams, No C24 stands in the shed yard at Bournemouth Central. Six lamp brackets as per standard Southern practice, vacuum and steam heat hoses and the coupling correctly stowed on the hook immediately underneath the buffer beam. The ease of access from the front end to the valves and cylinders will be noted. This engine swapped tenders as early as 1944, exchanging No 3164 for No 3166 then keeping the latter for the remainder of its life. The disc code may well indicate a recent working from Weymouth. Steam sanding was provided on the engine whilst gravity sanding was supplied to the front wheels of the tender.
(16): Leading into the individual locomotive section of this book a cab view in BR days. The controls are those of a typical steam engine with two gauge glasses and it will be noted also AWS has been fitted. Several former crews have described the regulator handle as little more than ‘…a piece cut off a scaffold pole.’ Bulleid was conscious of crew comforts, as best as possible that is on a steam engine, and comfortable seats were provided for both men. The driving position was on the left and consequently injector and water controls were grouped on the fireman’s side. A massive drawbar connected the engine and tender.
Nos 33001 - 33040
(17): No 33001 shunting on the Windsor side of Clapham Junction, 9 June 1962. At the time this was a Feltham engine and it will be noted has also received an overhead electrification warning plate on the front nearside sandbox; possibly the only steam engine type to have this warning in such a position.
(18): Ashford shed plays host to No 33002 on 20 April 1960. Look carefully and the driver may be seen standing on the rod oiling the inside motion. No obvious sign of ownership on the tender. Four months later this engine was subject to a General Overhaul at Ashford. Its final two years of service were spent at Feltham shed from where it was withdrawn on 7 July 1963.
(19) Passenger working for No 33003. This was always more common on the Central and Eastern sections but by no means unique to them. The fireman appears distracted by something elsewhere note the water filler by his right hand. Goodly mound of coal on the tender although much appears to be smalls and dust. Being made of thin sheet, the tender sides displayed a tendency to leak. Criticism was raised of Bullied for using too thin a metal but it may equally have been all he was able to source at the time.
(20): Carriage duty for No 33003 at Clapham Junction. No date but later BR tender crest and undoubtedly taken after the engine was re-allocated to Feltham from February 1961. Bulleid design coaching stock also prevalent - nowadays these same sidings at Clapham are still used for stock storage but it is all EMUs and consequently all are electrified. Better coal too!
Opposite (21): Through working for No 33004 passing Falmer with the Birkenhead to Hastings service - hence the LMS stock. It may well be the Southern were short of motive power on what was the 29 August 1959 as a Q1 would not normally be associated with this type of service. Seen from some angles it was said the outline resembled that of a coffeepot, hence this was also the name used by some enthusiasts in the 1960s. To those of an earlier generation the derivative ‘Charlies’ was used and taken from the original ‘C’ prefix to the number. Above (22): No 33004 paused in its duties at Havant in 1949. Interestingly this engine received its BR number at the end of October 1948 and yet it still retains the word ‘Southern’ on the tender. This was one of the later survivors and was in service (on paper at least) until 3 January 1965.
Opposite (23): Guildford in August 1962 and where the goings on of the steam depot could be easily viewed from several public vantage points. No 33005 appears to have steam to spare and is prepared and ready for its next duty. Just underneath the bottom of the central section of casing may be seen the steam reverser. Behind is another stalwart of Guildford for many years, a Mogul. Above (24): Also at Guildford but this time undated. Southern men learnt from a very early time never to step on any rail but always to walk over them - the reason - the existence of the ‘juice’ rail of course.
Opposite (25): Being serviced and with what appears to be a somewhat bend fire-iron partly on the ground, No 33006 is clearly in steam but also displaying the usual workaday grime associated with the class. No date or location given but later in BR days as per the crest just visible on the tender. Above (26): Empty coaching stock duty. The knotted handkerchief was the preferred headgear for many Nine Elms firemen.
Above (27): Coming off the connection from Staines and heading west on to the down main line at Byfleet Junction in August 1954. Opposite (28): Unmistakably Nine Elms, No 33006 awaiting its next turn. The view is undated and could even be right at the end of its life as the engine was based here for five months between June and November 1965.
This page (29): Two other locations that are similarly instantly recognisable. This is the same engine outside the rear of Eastleigh, the modern brick building on the left left over from the days of oil burning in the late 1940s and was originally intended to be the pump house for the installation. Note the change in the cladding of the shed compared with image No 13. Opposite (30): This time it is the outside of Feltham in company with an ‘0395’ No 30573 and further back an S15; all three types associated with the depot for many years. As officially the last of the class in service, No 33006 and her late surviving sisters were much in demand for special workings in their final months. Actuallity and formal records also contradict right at the end as there were some workings after official withdrawal dates. No 33006 was officially condemned from Guildford as the last of the class on 9 January 1966.
This page (31): Working the kind of duty for which the class were intended. No 33007 on an up goods at Farningham Road on 28 February 1953. This engine survived until 26 January 1964. Opposite (32): Reading South next to an identified Mogul, well illuminated in the daylight and perhaps having had some attention from a cleaning gang, certainly at the front end. Good view of the reverser, no additional mechanical lubricator fitted.
Opposite (33): No doubt raising the dust through Feltham, at least one waiting passenger appears disinterested, probably he has seen it all before. Usual grime which did little to enhance the reputation of British Railways to the public and the media; but would it have been any better under private ownership? Probably not, the issue primarily shortage of labour and hard manual work that was not well paid compared with what the same generation could earn elsewhere. No 33008 succumbed on 25 August 1963. This page (34): No 33009 in July 1952. As yet no symbol is shown under the number indicating water treatment has been fitted. The tender blinds are seen, as usual, open, indeed it appears they were never closed in BR days; except perhaps in truly inclement weather when contemporary photography would have been impossible anyway.
Above (35): Eastleigh again, seemingly serviced and ready for its next duty. This engine was never allocated to Eastleigh whilst considering its clean condition might it even have been following General Overhaul between 26 January and 2 March 1963? If so it is likely the depot here will utilise it on a running in turn before it is returned to its then home shed of Guildford. No 33009 is shown as having received two such major repairs in its life which was also not untypical for the class. It was also the last reported repair for the engine which was withdrawn from Nine Elms on 26 September 1965. Opposite (36): No doubts about this location, No 33010 at Reading South; the rear bulk of the WR Reading East Main signal box behind. As No C10 this engine was built at Brighton and entered service in July 1942. No telegraph pole route is worthy of a second glance. No Q1 was ever named nor vestige of name suggested, apart that is from the nicknames already mentioned.
Above (37): No 33010 entering the yard at Wimbledon from the west; straight ahead the lines continue to Wimbledon and to the left to Mitcham Junction. The train appears to consist primarily open wagons with the fireman looking down perhaps checking on the injector overflow. No 33010 was a 1964 casualty being withdrawn on 5 January from Feltham. Opposite (38): On the negative packet it refers to Ashford but to the present compiler it looks far more like Guildford. No date is given.
Above (39): Another Byfleet Junction view and this time with an engine earning its keep. The date is 1 June 1953 and again the train is bound for the south coast. Opposite (40): Unusual Western Section working with the route code for the West of England line. The location is again the Byfleet curve heading west. Considering the stock is non-SR this again is a through working and may well be a troop train bound for Salisbury Plain. No 33011 recorded only six works visits in its entire 21 year career being withdrawn from Feltham on 25 August 1963.
Above (39): Opposite (39):
Opposite (41): Cross London freight. Most engines are impressive from a low angle, the Q1 type perhaps especially so due to their stark appearance. Utilitarian necessity involved Mr Bulleid not including electric lights; strange then how this had been considered an essential on his wartime Merchant Navy class. The train is seen at Cricklewood, such transfer trips to the Southern yards at Feltham and Hither Green often occupying many hours of the working day. Above (42: Unreported freight duty. Compared with No 33011, No 33012 had no less than 19 works visits but lasted slightly longer in service, until 23 November 1964. Was there such a thing as a ‘Friday afternoon’ build? In theory of course no, but it is true to say different engines of the same class could perform very differently indeed.
Above (43): A pair of Q1’s at Shalford. Double heading was not common and consequently the reason for this pairing is interesting but unfortunately not reported. Left (44): Again No 33013 at Barnes in April 1962. The chalk inscription reads ‘Please leave room for tubes to come out’. The tubes were 10ft 6ins long and at least this amount of space would be needed ahead of the smokebox to effect removal. The record card for this engine shows that all 209 small tubes were replaced at Eastleigh between 30 November and 5 January 1963. Perhaps the message referred to an inspection to assess the condition of some sample tubes and which then led to the later workshop visit. No 33013 was withdrawn from Guildford on 22 November 1964. Right: The complete breakdown train reported as now in the process of returning to Guildford. Cranes were used not just for re-railing purposes but also on behalf of the Chief Engineer for building and civil engineering reasons. The large concrete derricks in the foreground were used the Civil Engineer and sunk between the rails as necessary on curves. By then measuring from the top of a derrick to one of the rails any amount of rail creep that might occur over time could be gauged.
(45):
This page (46): With Falmer station in the background, No 33014 is on the homeward stretch of its journey working the 1.10pm Tonbridge to Brighton service, 29 August 1959. The coaching stock is mainly to Maunsell design although the second coach is ex SECR. Opposite (47): Perhaps even a similar return working, as the same engine is seen at Brighton having been turned; part of the locomotive works in the background. This engine had five boilers and three tenders over its lifetime, the latter built as light as possible but with the result the sides would flex leading to leaks. In addition tender first running could result in apparent unstable riding. When this was brought to the attention of the designer he deliberately rode on the footplate of No C21 between Maidstone East and Ashford when speeds of up to 65 mph were obtained. The tender held the rails and the complaints faded away. Later however a layer of concrete was added to the inside of the base of the tank to aid stability. No 33014 was a January 1964 casualty.
This page (48): Perhaps pending attention, No 33015 alongside Hither Green shed on 25 April 1953. The engine was based here for three years between 1951 and 1954. Mechanical lubricator fitted and a clear view of a Southern bulls-eye headlamp. Opposite (49): Back in service at Guildford. The handrail on the left was to assist when placing a lamp on the centre bracket. The water filler on the rear appears to have been left open and note too the sliding shutter on the side of the tender. A discarded firing shovel is also in the ‘six foot’. No 33015 was withdrawn from Guildford on 15 November 1964.
This page (50): No 33016 leaving Guildford towards Woking on 19 July 1960. The driver has the engine working hard and yet has time to pause and look at the ballast; his fireman meanwhile we can be certain is not so idle. Rarely do we see any Q1 views showing steam leaking from valves and pistons, that is not to say it did not happen of course but the design and packing used meant the steam generated was used for its intended purpose and not unnecessarily blown to atmosphere, Opposite (51): When part of an engine was clean it showed up in vivid contrast to the remainder. This was certainly the case with No 33016 close to Stewarts Lane in what we know is an R C Riley image. No 33016 did the rounds so to speak being based at sheds on all three sections of the Southern during its life. Its final depot was Three Bridges from where it ceased work on 25 August 1963, one of no less 12 engines withdrawn that year.
Opposite (52): Passenger working for No 33017 at Hildenborough on 6 August 1951. We have mentioned the design of chimney previously but it does show up well in this image. Note the coupling is not on the front hook this time. This engine had its mechanical lubricator for the axleboxes fitted back in 1948 and was also fitted with spark arrestor gear in 1961. After that date no repairs are noted until withdrawal from Three Bridges in January 1964. Top (53): No 33018 at Eastleigh in July 1965, probably very recently withdrawn as this took place on 4th of that month. Possible evidence of burning at the base of the smokebox. Whilst externally it appears intact and as if it might work again we do now know the condition of the boiler, firebox and other items. What does not seem to have happened is that any members were cannibalised to keep others in service but then this was in the last years of steam and sometimes engines were being withdrawn as a paper exercise as much as due to condition and / or lack of suitable work. Bottom (54): Happier times at Feltham in December 1959. No 33018 had no less five different allocations in 1953; Ramsgate, Guildford, Stewarts Lane, back to Guildford and finally Hither Green, By comparison it subsequently spent eight years at Feltham from 1954 to 1962, its final depot being Nine Elms.
This page (55): Passenger duty at Reading South alongside T9 No 30337 and from the identical headcodes, with a similar working. Again the WR station is in the background at the higher level. The date is 3 November 1956. Opposite top (56): And speaking of the WR, here is the same engine three years earlier bowling along the down main line past Tilehurst on its way to Didcot to collect a freight bound for the Southern. We might have expected a light engine, especially of the goods type, to be routed on the relief line so perhaps this was a ‘hurry-up’ job. One criticism of the type which could not have been foreseen during the design stages was that the enclosed cab was very noisy often acting as a sounding board. Opposite bottom (57): No 33019 back at its birthplace, Ashford Works on 14 May 1955. This engine received a General Overhaul here commencing the following month so it was possible it had already arrived and was stored pending work starting. No 33019 was destined to be another 1963 casualty.
(58): No 33020 at Nine Elms masquerading as per its original number C20. It was apparently in this condition for some time. No 33020 spent its final years working from Western section sheds and as such was seen on a regular basis on the Bournemouth line. Typical running shed detritus and trip hazards abound; loco and shed men became adept at knowing the fixed position of hydrants etc especially at night and essential during the blackout. No 33020 was destined to be the one of the final three in service officially withdrawn in January 1966. However according to RCTS records, No 33020 and 33006 were still busy on goods and engineering trains the following month. No 33006 not finally giving way until some weeks later.
Inset (59): Water treatment triangle under the cabside number. (60): The Locomotive Club of Great Britain ‘Vectis Farewell’ (farewell to isle of Wight steam) tour of 3 October 1965 (the Q1 did not cross to the Island of course). Two Q1s were used on tour, No 33020 and 33027. The special is seen here on the single line from Lavant, the truncated terminus of the former branch to Midhurst, on the way back to Chichester, From Chichester the train went to Portsmouth Harbour where the participants disembarked for the ferry to the Isle of Wight and a journey over the two remaining lines there; Ryde Ventnor, and Ryde Cowes. The final leg was a return from Portsmouth to the original starting point at Waterloo.
Top (61): Eastleigh mid 1950s, No 33021 and a ‘King Arthur’ both in good external condition so possibly ex-works. This was the decade before the end of so many Southern classes and their replacement by Standard types; a few years hence and it would be Bulleid and Standard types and nothing else. Bottom (62): The same comment applies in this view as well, taken outside the rear of the shed. No 33021 was an Eastleigh based engine from just prior to nationalisation until the end of its working life on 18 August 1963. Despite this it is interesting to note that it received several repairs of both major and minor type at Ashford rather than locally. Opposite (63): Most certainly ex-works following an Ashford visit. It also makes for an interesting comparison so far as external condition is concerned with the view on the next page.
This page (64): Hiding alongside the rickety looking coal stage at Guildford; sights such as this did little to endear the steam railway to the 1960s generation. No 33022 had its last major repairs at Ashford in 1961 and after an active life of just over 21 years was withdrawn from Guildford on 5 January 1964. Opposite (65): Another engine where the emphasis was on the final two digits of the number was No 33023 seen here on the coal stage road at Eastleigh. Again fire iron, in this case the clinker shovel, may be seen. The restricted length of the cab on a Q1 made the use of this implement a none too easy proposition. As is often the case with Eastleigh shed views, the rear of the houses in Campbell Road are visible.
This page (66): Three Bridges plays host to No 33024 on 7 October 1962. Official records indicate this engine was allocated here two weeks later on 22 October which of course begs the question was the photographers date accurate and similarly is the official data correct? Whatever, this was destined to be the final home for the engine from where it would work for a further 10 months being taken out of service in August 1963. Opposite (67): A favourite with the present writer is this image of No 33025 at Guildford on 9 July 1955 (exactly twelve years to the day when steam would finish on the Southern). The crew seem to be occupied somewhat in the normally simple task of handling a route code disc whilst it is would appear from the tail lamp at the front - the engine has already been serviced and so may well be designed to head south or south east from Guildford; the passenger station is in the background. Alongside is the Guildford shed pilot, always a small engine due to the restricted space at the depot and at the time B4 No 30086. No 33025 spent almost 11 years working from here from 1954 until the end of its life in July 1963.
(68): Another duo, this time No 33026 and O2 No 30132 at Nine Elms on 17 July 1955. Despite the O2 already being over 50 years old it was destined to have a further seven years on the books. No 33026 was another Feltham machine at the time of the photograph both seemingly recorded at what appears to be a quiet time at the London depot - with not a Bulleid to be seen.
(69 ): Sugar beat work for No 33027 0n 3 October 1965 immediately after performing on the LCGB special seen previously. Here it is shunting a train of sugar beet which it will take to Chichester for onward movement. Trainloads of sugar beet were dispatched from the south usually destined for a factory near Kidderminster. A full load was also a heavy working for a Q1. The Southern Region were intend on getting the most use out of its remaining steam engines and we may wonder about its condition with only three months of active life remaining. Note the plate under the buffer beam protecting the AWS contact show from the front coupling.
(70): ‘Not my best side’ but was there ever a best side for a Q1? William Stanier of the LMS when shown a picture of a Q1 is purported to have asked where does the key go to wind it up? Jest of course but it does go to prove just how radical Bulleid’s external design was even to his peers. A tunnel was provided on the left hand side of the tender in which to store the fire irons. Provided it did not become blocked with coal etc, this tunnel also afforded a reasonable view for the driver when running in reverse although it could also result in draughts. The disadvantage was that when running tender first the driver was now on the wrong side to sight signals. Experiments were tried with one engine so as to duplicate the driving controls on the right hand side of the footplate; the regulator of course was easy, but the results were not totally satisfactory. Photographed at Eastleigh.
Top (71: This time we are on the Guildford turntable - hard to believe but this turntable could even accommodate the length of a Bulleid ‘Light Pacific’. It was also vacuum operated so the role of the crew in turning an engine was simplified. Bottom (72): Passenger duty on the Western section. No 33028 has charge of a stopping Poole to Southampton Terminus (via Wimborne) train seen leaving Poole, 22 August 1962. Also on the South coast the class might be seen in the summer months working the through trains from Waterloo to Lymington on the last leg of their journey from Brockenhurst. No 33028 was withdrawn from Three Bridges five months later.
Opposite (73): Light engine at Three Bridges, 8 September 1963. This engine had its last major overhaul in 1959 followed by a non-classified repair and then a final Light / Heavy intermediate in 1961. It was probably the need for additional works attention that saw it taken out of service on 5 January 1964. Above (74): Tonbridge in 1958. Clean condition and some decent lumps of coal; but are they secure we might ask? A can of some description rests on the inside tender water filler whilst the injector overflow blows hot water.
(75): Ashford, August 1957. ‘5FA’ power designation above the cab number; the rubber bellows between cab and tender tops also show up well. In steam and seemingly ready for service.
Top (76): Working a Tonbridge to Brighton passenger, No 33032 has just left its starting point. Maunsell coaching set No 216 is in tow and note also the difference between the types of rail on the up and down lines. February 1960. Bottom (77): Not quite as it seems as this is the empty stock for a relief hop-picker’s special at Paddock Wood in the autumn of 1959, No 33032 in charge. Modern concrete troughing is piled ready for use on the nearside.
Top (78): An interesting consist; a Hastings line freight at Tonbridge on 5 July 1961. From the vehicles possibly more of an engineers type consist rather than revenue earning. Bottom (79): ‘Just don’t try and stop too quickly’. Even with a load of perhaps 200-300 tons behind the tender care would be needed to ensure all speed restrictions and signals were complied with. Fortunately the signalmen were equally as aware as the drivers as to how much distance an unfitted freight train needed to stop but in reality it meant slow speeds for much of the time and consequent sidetracking to allow faster traffic to pass. Opposite (80): Through freight at the place of its construction, Ashford. No 33034 emerged from the Kent works on 23 November 1942 but was back inside again for two days just five days later. It worked from just three sheds throughout its 21 year life; Feltham, Tonbridge and Guildford. On this occasion the driver seemingly well aware his train was being recorded for posterity.
Opposite (81): South Eastern freight again with mineral empties - Kent coal field working perhaps. This page (82): Piston valve covers and valves withdrawn for examination. Valve and piston examination was a regular feature of steam locomotive maintenance and was carried out to a predetermined schedule according to the class type and mileage covered. (Locomotive mileages were not as per a car recorded on an odometer, instead the mileage was calculated using pre-determined figures for each duty undertaken.) The code on the smokebox 74D indicates Tonbridge and so it is likely this is where this image was taken as such examination would normally be undertaken at a parent depot. Five spare boilers were available for the class the provision of which helped reduce works down time.
Above (83): Clapham Junction with an inter-regional working destined for Feltham. From the vans immediately behind the tender this may well be a partly-fitted train with additional braking power thus available to the driver. The engine is a very grimy No 33035 photographed in 1962.. Opposite (84): Earlier on its life when it based on the Eastern section, the same engines passes the yards at Ashford. From the inscription on the brake van we can just make out that this is a weed killing train.
Opposite (85): Western Region location, probably Tilehurst, No 33036 this time travelling on the Up Relief with a mixed freight. Being South Eastern / Central based for most of its life, the train will probably take the connection on to the former SE lines at Reading. The white dots painted on the smokebox door are random rather in a symmetrical pattern. Years before from September 1945 through to May 1946 this engine had been paired with the tender of a West Country class engine especially painted black. The cab was also fitted with a modified driving position, the idea being to see if tender first running and visibility might be improved. Little of advantage was found. Top (86): At least three members of the class, Nos 33036, 33040 and 33029 on view and resting between duties in the typical detritus of a steam shed. Again notice the protecting plate for the AWS contact shoe. When sheds did have available cleaners the priority was always the passenger classes, freight engines somewhat down the list especially if a trestle or ladder would be needed to affect any sort of meaningful work; the disadvantage of not having a running plate. Bottom (87): With definite evidence of a burnt smokebox door, No 33037 stands with brake van against the blocks at Allhallows-onSea, 18 September 1960. The later BR emblem is applied to the tender but it is worth mentioning this was one of the class that had earlier received the full ‘British Railways’ lettering after nationalisation. The following year it moved west to Eastleigh where it remained for the rest of its life.
Opposite (89): Busy times at Guildford shed, a remarkably clean example this time showing up its neighbours. The limited space available at Guildford meant the coaling stage and pits were a short distance from the turntable. The site of the depot subsequently turned into a multi-storey car park after the end of steam. Above (90): With a member of the Schools class in the background it can really only be one location, St Leonards and indeed the home shed for No 33039 from August 1950. This engine was a Brighton build at the end of 1942 and had three boilers during its life.
Out of service
Opposite (91): No 33040 on the turntable at St Leonards in 1956. The word ‘shed’ has been chalked underneath the number so perhaps the engine is due to receive some attention. External condition is a credit to the depot. (Someone has or is also pushing somewhere as this was a manual turntable.) Above (92): End of the line. No 33020 with rods removed and out of service at Eastleigh. Little point in having the cab window closed as the footplate will be cold from now on. In its withdrawn state it hung around Eastleigh for some time before being dispatched to the breakers. As an average the type achieved a lifetime mileage of around 500,000 each. A visit to the stores at Eastleigh around this time would reveal piles of smokebox number plates, including the writer recalls that from No 33020; they could be purchased for just £1. ‘West Country Class’ scrolls and shed plates were 5/-. Hindsight is a wonderful thing.
(93): No 33012 on Western metals at Cardiff. It would never return to the Southern again and was broken up at one of the South Wales yards. The inside motion on this engine had been taken down with the rods stored in the empty tender. Most of the class appear to have been dismantled either at Kings in Norfolk, Kettering, or South Wales although none survived long enough to attract the attention of the embryo preservationists of the era.