Britain's Railways in Unseen Black & White

Britain’s Railways in Unseen Black &White

Compiled Compiled by

by Kevin Kevinby Robertson Robertson Compiled Images from the Transport Treasury Library

Britain’s Railways in Unseen Black &White

Compiled by Kevin Robertson

Reviving the memories of yesterday… © Images and design: The Transport Treasury 2022. Text Kevin Robertson.

ISBN 978-1-913251-30-7 First published in 2022 by Transport Treasury Publishing Ltd., 16 Highworth Close, High Wycombe, HP13 7PJ www.ttpublishing.co.uk Printed in the UK by Henry Ling Limited at the Dorset Press, Dorchester, DT1 1HD

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Front Cover: A Gresley K3 at work on the type of duty it was intended for: express freight. (Sir) Nigel Gresley designed these 3-cylinder 2-6-0 engines and they were built in seven batches from 1920 through to 1937. The design would be superseded by the extremely capable V2 2-6-2 tender engines. Having three cylinders their exhaust beats were not always uniform and consequently they earned the nickname ‘jazzers’. No doubt some other less complimentary titles were expounded by crews as they also possessed a reputation for poor riding, so extreme that the bolts holding the cab to the rest of the engine might work loose. Consequential damage to the tender drag box was also known to occur. A total of 201 engines, including variants and rebuilds, were produced and all passed into BR ownership in 1948. By 1959 the first was withdrawn whilst such was the speed of disposal that the last were gone from regular service in December 1962. Three managed to remain in use as stationary boilers but all of these had ceased to be used by 1965. None was preserved. No 61977, depicted here at Audley End on 30 May 1955, was at the time allocated to Stratford where it would remain until moved to Parkeston Quay in 1958. It was destined to be one of those to survive into the final year, being withdrawn in September 1962, and was scrapped the following year. Ref: REV1 (2858) Frontispiece: Another 3-cylinder design was the LMS Royal Scot class, exemplified here in rebuilt form and with smoke deflectors by No 46145 The Duke of Wellington’s Regt. (West Riding) in April 1957. The engine is depicted soon after leaving Dumfries at the head of the ‘Thames Clyde Express’, a train that ran in both directions between St Pancras and Glasgow St Enoch taking the Midland line and traversing the Settle & Carlisle route. The service operated between 1927 and 1974. No 46145 is receiving admiring glances from some of the younger members of the local shed staff; perhaps they are visualising themselves on such a working in years to come although before that occurs there will be a long progression through the ranks of shunting, local goods, and eventually passenger working. At the time the photograph was taken, No 46145 was a Leeds based engine and after moving around in the early 1960s returned to Leeds from where it was withdrawn in December 1962. Ref: 95/C/2/3 Back Cover: Shunting at Scunthorpe steel works. Robinson design, ex-GCR 2-8-0, LNER designate Class O4, No 63626 waiting alongside an unidentified WD 2-8-0 on 21 May 1953. This was the mundane but essential side of railway work, nearly all of which was heavy, dirty and using equipment that was often long past its use by date. Ref: 74/B/1/4 2

Introduction Whether Roy’s professional railway life meant he was required to go out and about and so captured some of his images that way is not known. He may also have been influenced by the work of, and places visited, by others to follow a similar pursuit. Years ago we were perhaps satisfied just to see a ‘nice train picture’, nowadays we understandably look for more and invariably ask the question ‘why’ (was this view taken)?

So where exactly does one start in describing and presenting the black and white railway photography of Roy Vincent? It would be simplistic to say, ‘…at the beginning….’ But that is perhaps not quite as easy as it sounds.

Roy Vincent was born in Stratford in 1920 and first started work for the LNER prior to WW2. Not unnaturally his photographs reflect a leaning towards the LNER but the other companies (and later regions) are not forgotten as there is also a certain bias towards the GW in Cornwall – explained by a move to Newquay to escape the London blitz.

In my previous book with Roy’s colour images, I deliberately chose not to theme the book by region, date or locomotive type. The fact it went to reprint I hope proves it was a popular choice. I have followed a similar trend this time on the basis that I hope there will be surprises on every page.

Following subsequent military service at Longmoor, he returned to the LNER and resumed his railway career until retiring from BR at York in 1975 aged 55. (A fuller biography is to be found in ‘Britain’s Railways in Unseen Colour’ featuring Roy’s colour views, published by Crecy Publishing in 2018 and subsequently reprinted.)

The period covered is from around 1948 through to the early 1960s. Having some 4,000 to choose from has been a daunting but also a most pleasurable task. I hope you agree with and enjoy the selection.

Finally a note on the captions. In most cases we only have limited information as to each view. A loco number – sometimes obvious, a location – sometimes similarly obvious, and in some cases a date. Hopefully we have managed to juggle all to produce words which make sense. If not comments are most welcome in the hope this book may similarly be reprinted one day!

As with the aforementioned colour book, Roy’s black and white photography had largely gone unnoticed. Having had the opportunity to peruse both the colour and black and white material it is apparent Roy often took two cameras with him on his travels, frequently capturing an almost identical image in both mediums. We have tried to avoid similar duplication in the pages that follow but it should be pointed out that at times Roy may have visited a particular location and taken several different shots, even so we have tried to avoid repetition and also ensure variety.

Kevin Robertson, West Berkshire, 2022.

(Note – copies of the images from this book are available from The Transport Treasury.

Please quote the reference number and brief details of the subject.)

Photographers also tend to have their own familiar and favourite locations. There could be many reasons for this, ease of access, friendly staff, good lighting, and perhaps most likely of all, plenty of trains. Similarly, despite having a lineside permit which we assume Roy possessed, there could still be instances of grumpy station masters or signalmen. After all when pursuing one’s hobby the last thing wanted was a bad experience.

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Britain’s Railways in Unseen Black &White It was not always the biggest engines that had the dignity of displaying a ‘Class A’ head code and train headboard. Instead here we have a humble 0-6-0, No 2255, of the GWR ‘2251’ type in charge of the ‘Cambrian Coast Express’ on Barmouth Bridge around May 1956. Weight restrictions with structures such as these on the former Cambrian Railways line precluded the largest engines being used and instead these capable 0-6-0s did valiant service together with ‘Dukedogs’ and the like. Barmouth Bridge itself was primarily of timber construction and anyone who has ever walked it whilst a train was passing will know how much vibration can be felt. No 2255 spent probably all of its life in Wales based at Machynlleth and was taken out of service in 1963. Ref: V285/1

Opposite Top: South and we have an example from the Southern area. T9 No 30284 is at Brockenhurst with a service bound for the ‘old road’ to Ringwood, Wimborne and thence to Bournemouth West. Affectionately known as ‘Greyhounds’ from their past performance decades earlier when engines of this type were in charge of the fastest and most important trains, the name stuck notwithstanding No 30284 is now relegated to what may well be a stopping service originating from Southampton Terminus. In the 1950s there remained a number of these ageing 4-4-0s utilised on branch and secondary duties but all would eventually be ousted by modern steam engines of the BR Standard types. No 30284 was destined to have a life of nearly sixty years, three times as much as would befall its newer replacements. Ref: V268/2 Opposite Bottom: And on to the Western where at Yelverton – junction for the Princetown branch – No 5531 has arrived with a train from the direction of Tavistock. On the left is No 1434 impatiently blowing off steam as it waits for the single line to clear. No 5531 was a West Country based engine for all but the final year or so of its 36 year life and was finally made redundant in consequence of closures of the lines over which it had once worked and any remaining services handed over to diesel. A similar demise would befall No 1434 although this had ‘steamed in Welsh’ until gaining its own West Country base from 1955 onwards. Although Roy has not recorded the date for his photograph, the 1955 move south for No 1434 tells us that the Princetown branch either had or would shortly close (1956) which also probably explains the seemingly rusty rails at the junction.

Following the cessation of services to Princetown, Yelverton lingered on until the line it served also closed on 31 December 1962. Ref: V141/2

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Britain’s Railways in Unseen Black &White Early modernisation at Stratford, Brush Type 2, later class 31, No D5501 on the fuelling point. The Brush Type 2 class were some of the earliest main line diesels to operate successfully on the BR network. Destined to have an operational life of slightly less than 19 years, others of a similar type lasted far longer. No 31001, as it had become, was broken up at Doncaster in 1977. The early diesel classes could truly be said to be a transition from steam, hence the same headcode type lights and provision for discs that simply clipped down.

The connecting doors were rarely used in practice when the engines worked in multiple although the intention was that the second-man could make his way through to attend to the engine and more especially the train heat boiler should this be necessary. No doubt many former steam men appreciated the ease of refuelling a diesel: a bit different to the need to go under a coaling plant. Ref: V255/2

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Top: Liverpool Street station concourse some time in the mid-1950s.

There is much to study in this period image from the fashions of the day to the boards indicating where to queue; Clacton seems a popular destination. Roy has done well to capture the hustle and bustle without it seems otherwise attracting attention. In this the poses are also more natural. Anyone else remember Andrews (liver salts) ‘for inner cleanliness’? Ref: V256/1-2 Below: August 1947 and Southern Railway days at Battledown west of Basingstoke with the observation car from the ‘Devon Belle’ receding into the distance through a haze of smoke on its westbound journey. Just discernible are the whitejacketed Pullman attendants and possibly one passenger on the none too comfortable seats in this vehicle. This was also deliberate as it discouraged lingering for too long so as to give all a chance to view the route in this fashion. This Pullman service only operated for a brief period, its initial success perhaps partly due to the fact that a full meal free from the food rationing of the period could be obtained on board. Pullman services elsewhere had business travellers amongst their clientele, the Devon Belle service more of a holiday working which thus fared badly out of season. At Exeter the train would be split, one portion continuing to Plymouth via Okehampton and the second portion including the observation car proceeding to Ilfracombe.

Here the car would also be turned ready for the return journey. Ref: 22/C/6/2 7

Britain’s Railways in Unseen Black &White

Top: Warley signal box on the line to Southend-on-Sea via Upminster and almost certainly switched out of circuit at the time of the photograph. This would appear to be a breaksection box of which there were similar examples on most company lines, here the design most certainly Midland.

Break section, or intermediate signal boxes, were placed to reduce the length of a block section and so allow more trains to be dealt with. This could be at peak times during the day or more usually on busy holiday weekends. To ‘switch out’, the block section would first have to be clear on both lines either side after which the respective signals could be pulled to ‘off’ and a handle/ switch moved to route block communication straight through to the boxes on either side. This was done with the co-operation of the signalmen on either side. The signals would then remain cleared until the box was required to be brought back into use. Track circuit diamonds are shown on both running signals, slightly unusual on what appears to be plain track and in full view of the signal box. Ref: 42/A/1/4 Left: Roy described this as a ‘full frontal’ image of B12-3 No 1556 just into BR days on 27 March 1948 taken at Bethnal Park with an express working. Holden’s Great Eastern B12 design started life as the S69 class, 81 being built, the final ten under LNER ownership. The B12-3 designation (written here as it appears on the buffer beam) were a derivative fitted with a larger and heavier boiler but no alteration was made to the boiler pressure and consequently the tractive effort remained the same. In the foreground are some new sleepers with chairs already bolted, maintenance work clearly due shortly. The engine would shortly receive its BR number of 61556 and remained in service until 1957, one of 17 examples withdrawn the same year. The very last, No 61572, survived until 1961 and is now preserved. Ref: 36/ A/4/6

Top: No prizes for guessing the location; it can only be the Saltash bridge with an auto train crossing. Opened in 1859 this was the rail link between Devon and Cornwall and has survived to this day carrying weights of train that could hardly have been envisaged a century and a half ago. The modern era in the form of the road bridge between the two counties was still some years into the future when this view was taken, and instead we are treated to aspects of the past including the road sign and electric street lamp. Pity the mother perhaps pushing the pram up the incline accompanied by her brood alongside. Ref: REV1 (1186)

Below: T9 No 30715 at Eastleigh with Southern ‘sunshine’ lettering. The engine appears to have an oil tank fitted in the tender but it is in fact that of an oil burning West Country behind. This T9 engine would be amongst the final tranche to be withdrawn from ordinary service as late as 1961. One remained until, No 30120, destined to be preserved as part of the National Collection and basically restricted to special workings from 1961 onwards. Ref: 50/A/3/4

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Britain’s Railways in Unseen Black &White

Top: LNER A1, more accurately BR-Eastern A1, No 60162 St Johnstoun awaiting the road in Dundee station.

New to Edinburgh (Haymarket) in December 1949, this was yet another steam engine destined to have an appalling short life of less than 14 years, ceasing to work in the autumn of 1963 and made redundant by the relentless pursuit of modernisation. Forty-nine were built with one of the last to survive, No 60145, the subject of a failed preservation attempt. It would be 2006 before a fiftieth engine would be constructed; the now well renowned ‘Tornado’ which has delighted crowds up and down the country ever since. No 60162 is seen here carrying a ‘Class C’ headcode indicating a fish or parcels working. Ref: V225/1 Opposite Top: Former Plymouth, Devonport and South Western Junction Railway 0-6-2T No 30758 Lord St. Levan (the peerage associated with the name have their family seat at St Michael’s Mount). It was unusual for tank engines to carry names, certainly in the later days of steam and the four engines from the PDSWJR – two of this type and two smaller 0-6-0Ts, each of differing design - may well have been some of the last to do so. No 30758 was photographed under the sheer legs at the SR depot at Plymouth Friary, possibly pending lifting. Of note is the 3-link rather than a screw coupling although that would not preclude coupling to carriage stock as the coupling from the carriage could be used. Despite being of non-standard design compared with other Southern classes, the two engines of this type lasted into the 1950s, No 30758 in service until the end of 1956 with sister engine No 30757 lasting a full year longer. Ref: V263/1

Above: A ‘big-un’, one of just two Beyer-Garratt designs to work on the railways of Britain. (Of all things the Southern had toyed with the same idea for West of England trains in the 1930s but then decided against it.)

Originating with the LMS, No 47988 was one of 33 put into service between 1927 and 1930 intended to reduce the need for double heading on heavy coal and mineral trains. Whilst reasonably successful in their intended task, it must be considered the fireman was basically having to do the work of two – the Garratt design being two engines back to back. A large boiler was thus required and in turn an equally large firebox, just over 44sq ft.

This particular example also has a rotary coal bunker fitted which did at least assist the fireman who could remotely turn the bunker as required to bring coal forward to the firing plate. Filling the bunker when necessary was achieved through hatches at intervals around the circumference – some of these may be seen at the top.

No 47988 was evidently recently fresh from overhaul when photographed at Chesterfield on 23 April 1953.

Ref: 72/A/4/5 11

Britain’s Railways in Unseen Black &White

Top: In pristine condition, ex-works from the Pullman works at Preston Park, All-Steel ‘K’ class Pullman Car No 81 is depicted at East Croydon being returned to the Eastern Region and possible service as per the name board on the ‘Queen of Scots’ train. The white roof would not stay pristine in service. Stock transfer moves such as this were a regular occurrence in steam days, a carriage needing to be moved added to a conveniently routed parcels train and possibly shunted en-route for attachment to another. Time consuming perhaps but certainly the most economical method of movement rather than a special train for one coach only. The date is not confirmed, but likely to have been around September 1950.

Ref: 47/B/3/2 Opposite Top: Privately sponsored specials were a feature of the railways throughout the steam era and certainly in the 1930s and again in the 1950s, often with imaginatively designed headboards. (A steam engine always lent itself to a full-frontal display far better than other forms of traction.) Here we have a ‘Jubilee’, No 45672 Anson, with the headboard for the ‘Motor Cycling’s Race Excursion’ special at Camden depot but whether this was the outward or return working is not reported. No date is given either but the British Railways wording on the tender means it will be in the period soon after nationalisation. A great pity this one was not recorded in colour. Note: the front of the engine and rear of the tender are cut off on the negative.

Ref: 45/C/4/3 Opposite Bottom: Four members of the 1,500v dc Class EM1 (later Class 76) electric engines at Ilford car sheds on 21 April 1951. Nos 26001, 26008, 26009 and 26010 would later have their permanent home on the similar voltage Manchester – Sheffield route via Woodhead. Commencing with Nos 26001 and 26002 in October 1950, ten examples (the others were Nos 26003-10) were sent south to Essex to work both freight and passenger trains for test purposes and to assess the regenerative braking characteristics of the type on the 1-100 gradient of Brentwood bank – a similar situation to which the class would experience later. All had moved north in June 1951 where sections of the Woodhead route had now been energised ready for further trials.

Ref: 55/B/3/3

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Britain’s Railways in Unseen Black &White An unusual sight in Cornwall, a BR Standard Class 4 engine in the 75xxx series. This particular example had been built at Swindon in 1954 and spent the first two years of its life allocated to Plymouth Laira. This explains why we see it at Liskeard arriving from the west with a through mixed freight including a horsebox and a number of china clay wagons. After its spell in the west No 75028 moved to Wales and the North West where it would spend the remainder of its career, apart from that is three years at Bletchley from 1962 to 1965. It was withdrawn from Machynlleth in late 1965. Ref: V/155/2

Above: Deep in rural Devon, E1R No 32608 arrives at Torrington from the direction of Halwill Junction on a typical single coach service. With three crew members on board, driver, fireman and guard, it is hardly surprising such services were not cost effective. Converted from a tramway and opened as such as late as 1925, this rural backwater survived until 1965. The E1R class of 0-6-2T engines were rebuilds from members of the LBSCR E1 class dating back to 1874. Several were considered surplus to requirements on the Central section of the SR in the 1920s and with a pressing need for a medium size tank engine in the West Country, ten were converted from the 0-6-0T to 0-6-2T wheel arrangement at Brighton between 1927 and 1929. In their revised form they worked to the furthest most outposts of the Southern Railway in Cornwall and in their final years during the 1950s examples could be found performing banking duties up the fearsome grade from the WR to SR stations at Exeter. No 32608 lasted in service until 1957, the type replaced by more modern Ivatt Class 2 2-6-2T steam engines.

None of the E1Rs were preserved. Ref: V205/1 Right: An unknown location ‘somewhere on the Western’ but well worthy of inclusion in consequence of the wonderful signals. A study reveals the controlling signal box to be somewhere to the left – determined by the backlight shades just visible. The Pannier tank, No 3702, is being routed into a siding or loop whilst the main signals include a fixed distant on the main arm and subsidiary calling-on arms beneath both four-foot arms.

Supporting guy wires to the post are also apparent. All the posts are of timber so these are of GWR origin – and tapered at 1 inch for every 60 inches of height. On the opposite line we have a working distant signal compared with the fixed distant closest to the camera. Note too the contents of the open wagon: agricultural equipment.

Ref: V618/1 15

Britain’s Railways in Unseen Black &White

Above: Sometime in 1946, Castle No 5029 Nunney Castle reported as being on a Wolverhampton train but with no location given.

The mixed formation of 11 vehicles includes examples of Collett and Churchward stock, some still in the overall wartime brown livery.

As with the previous view the signals are worth a second glance as these include a number of the longer 5-foot arms. Train No 651 is unfortunately not identified for the period but is possibly a through working from the south west to the north west. Ref: 20/A/3/1 Right: Another of Roy’s images for which there is unfortunately no information. Clearly it is the front end of A4 No 3 Andrew K. McCosh (renamed as such from the former Osprey in October 1942). The engine appears to be receiving final attention likely after overhaul and a repaint; an amazing lustre finish as well.

Ref: REV1 (352)

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Above: Coaling Battle of Britain No 21C161, named 73 Squadron after the pilots and ground crew in charge of Hurricanes that flew from Church Fenton (Yorkshire), Debden and Castle Camps (Cambridgeshire). The view was taken at Nine Elms depot in September 1947 and unusually the engine is being replenished with a crane and tub rather than under the towering coal stage. Some good choice lumps as well which will later need the attention of the fireman and his coal pick. Ref: A/2/3 Below: Also at Nine Elms at the same time was this inscription on the tender of T9 No 119. Clearly someone was none too impressed with the abilities of this particular engine or perhaps the type as a whole. This example is slightly strange as No 119 was usually kept in pristine condition as the Southern’s favoured engine for lightweight Royal and other special trains. Perhaps it had been pressed into ordinary service and found somewhat wanting. Ref: A/2/4

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Britain’s Railways in Unseen Black &White

Above: Almost certainly the interior of Basingstoke ‘B’ box at the western end of the station. Miniature slides operate the points and signals, both actuated by pneumatic power. The signalman on duty – complete with de-rigour trousers and braces of the period - may well be intent on watching the progress of an approaching train, whilst his booking boy displays an attitude almost of indifference or is that even displeasure at being disturbed? As with the footplate grades where the lowest ranking was that of an engine cleaner, so progression in signalling was by starting as a booking boy and recording movements in the all-important train register. In this way he would quickly learn to assimilate the different bell codes, sometimes several ringing at once. He would also be expected to deal with enquiries by telephone. By today’s standards conditions were perhaps slightly primitive but at least it was a job and the men went home clean at the end of a shift.

Ref: REV1 (31) Right: Early to mid-1950s at Liverpool Street. BR Britannia No 70038 Robin Hood is leaving the terminus at the head of ‘The Norfolkman’. This named service was first introduced by the LNER in 1947 and continued to operate until 1962. (The name was resurrected later from 1993 to 2009.) Originally the service was each way between Liverpool Street and Norwich but the summer months could see the working continue on to the Norfolk coast to Sheringham and later Cromer. As with many services on the former GE lines, the arrival of the BR Britannia pacifics revolutionised the working; faster speeds, more reliable engines and the ability to handle heavier loads meant it was no surprise so many former GE men took the engines to their heart. To be fair there was nothing really wrong with the B12s or B1s which had been used in the past, except perhaps they were sometimes pushed beyond what was reasonable to achieve when operating on a fast schedule.

The Britannia class were a regular sight working out of Liverpool Street until superseded by diesel types from the late 1950s onwards.

Ref: V164/1

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Above: One of three Simplex petrol engines operated by the LNER. This particular example originated on the North British Railway and carried the designation ‘Petrol Engine No 1’ until 1930. The engine type was considered ideal for shunting a yard where a steam engine was hardly justified and large savings were claimed.

As if to prove the point it was occasionally sent to other parts of the LNER system, demonstrating the savings that might be achieved elsewhere. The wooden cab was not original but afforded some weather protection compared with the previously open sides; at some point rear view mirrors were also added – was there a concern it might be overtaken? As LNER No 8431 it was transferred the 323 miles from Kelso to Ware in 1928 although this only became official in 1930 – which was also the date it had received its LNER number. In the south it was used to assist with electrification of some of the GE lines around 1951 and was evidently considered worthwhile, receiving a replacement 180hp Crossley engine in 1954; reputedly from a WW2 tank. It was pictured here at Stratford probably around the time of withdrawal in 1956. Ref: V169/1 Opposite Top: Non-auto fitted 0-4-2T No 5801 paused in its role as station pilot at Barmouth. The role of the station pilot was to add and remove vehicles from trains; these were the days when a spare coach might be coupled on to ease overcrowding or a van of goods removed. The fact an engine was based here as a pilot (although this may have been for certain times of the day only) meant the authorities considered there was enough work for it as well. (We should really cover every eventuality and say it might even have been one of those rare occasions when a pilot engine was sent especially for a particular purpose. If that were the case we might reasonably expect to see Roy recording the engine engaged on its unusual task but there are no additional views detailing anything like this taking place.) Although photographed probably around 1956, evidence of nationalised ownership had yet to appear on the side tanks of this engine – we might well ask, did it in fact ever appear? Although strong and useful little engines, the 58xx type found their work ever more restricted as services contracted in the 1950s and all had gone by 1961. No 5801 was based at Machynlleth from December 1955 until withdrawn for scrap less than three years later. Ref: V227/2 Opposite Bottom: Seemingly quiet times outside Stratford shed with just three engines visible on the roads of the Jubilee shed. ‘B1’ No 61227 can be identified whilst alongside is a Standard Class 4, no doubt there were other steam engine types hidden in the dark recesses within. The Stratford complex occupied several hundred acres of East London and was the main steam depot supplying motive power for trains from Liverpool Street.

Here too the redoubtable R. N. H. ‘Dick’ Hardy worked for some time, his written exploits ‘Steam in the Blood’, etc (Ian Allan) describing the fun and fights he experienced finding enough men and machines to cover the requisite duties. In the 1920s the allocation was in excess of 550 steam engines, which had only dropped to just over 400 in 1948. In terms of numbers it was one of the largest steam depots in the country. Labour shortages became acute in the 1950s with more attractive and better paid – and cleaner jobs - available outside the railway. Such difficulties would persist here as elsewhere until the abolition of steam and would similarly hasten the end of the steam era. Ref: V403

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Britain’s Railways in Unseen Black &White

Above: Roy took several similar views from the roof of King’s Cross as well as when work was going on repairing the roof itself.

It seems too that he and his colleagues would venture on to the roof at times purely to have their photographs taken on occasions and with what appears to be a precipitous drop below. In what is most easily described as a ‘general’ view from the roof, we may observe a down main line train leaving and about to enter Gas Works tunnel. A number of what appear to be N2 0-6-2T locos stand around so this may well be lunchtime rather than during the peak period. Another main line engine stands close to the turntable whilst overseeing all is King’s Cross signal box, able to be reached from the end of the platform and also via the elevated walkway. Ref: REV1 (386)

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Opposite Bottom: Ex-Southern Railway N class 2-6-0 No 31847 approaching Mutley Tunnel, Plymouth with a mixed freight. Southern engines and crews would regularly work trains over the whole or part of the GWR route to Exeter (likewise GW men would work to Plymouth via Okehampton), in both cases to retain sufficient route knowledge and familiarity should the need arise in emergency; extreme weather conditions and the like. The train here could almost be an amalgam of several services; a vacuum fitted van with guard’s lookouts immediately next to the engine – see the periscope look-outs facing in either direction on the roof - three tank cars with a brake van either end and then a further four vehicles with yet another brake van. Consequently it may even have been a transfer working to one of the goods yard or the area around Laira perhaps. Ref: V141/3 Below: ‘The Cornish Riviera Express’ at Chacewater (junction for Newquay) with both headboard and train reporting number; respectively for the benefit of passengers and railway staff. In charge is Warship No D801 Vanguard, one of the first three members of the class, which trio could also not work in multiple with any other diesel engine. It was obviously a warm day as well, witness the cab window open and the roof vents open in the cab and engine rooms. Built at Swindon in 1958, D801 lasted less than ten years in service but even so would cover a commendable average of more than 80,000 miles each year. It would end up being consigned to scrap at the town of its birth. Ref: V252/3

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Britain’s Railways in Unseen Black &White

Opposite: Taking water. Roy’s records indicate he took three views of B1 No 61042 with this one near to Halifax Junction between Colchester and Ipswich. At least three linesiders are present, Roy of course who took the photograph and two observers. The man with his back to the hut is perhaps the wisest as he knows what could be coming. As a certain television programme used to say, ‘Can you guess what happens next…?’ I think we can, our friend on the ballast bin will be glad he is wearing his rain coat! Ref: V223/1 Above: High Street level crossing at Lincoln, for the present devoid of trains but that situation will no doubt change again soon. In the background is what could be a K1 or a B1 on a local working but a study of Roy’s list, even looking for other views taken around the same time, does not provide for a definite answer. Fashions are another obvious draw as is the car although the bicycle is the more dominant means of transport. We are probably looking at the period around May 1956, a modernisation plan for British Railways might have been announced away south in London but it will be some time before any of its tentacles reach to the railway here.

Notice the three-way point and commensurate check-rail on the sharpest radius, possibly there was even a local instruction restricting what engines were allowed to use this particular line. Ref: REV 475 25

Britain’s Railways in Unseen Black &White

Above: On the Southern Region Roy seemed to restrict himself to a few favoured locations, perhaps he had contacts at these points. One of theseplaces was Brockenhurst where he photographed rebuilt Merchant Navy No 35027 Port Line entering the station with the down ‘Royal Wessex’. In the background is the level crossing and a Hants & Dorset bus, possibly on a Lymington service, waiting for the crossing to clear. The ‘Royal Wessex’ had been introduced by BR in 1951 running daily between Weymouth and Waterloo and return. So far as the up, morning, working was concerned, this was one of the hardest tasks on the Bournemouth line with several stops including at Winchester on a 1-252 gradient and frequently with 12 coaches behind the tender.

The schedule was also quite demanding for steam and whilst the train was not quite as heavy as the all-Pullman Bournemouth Belle the latter had an easier timing. (No doubt to allow diners to consume their food without fear of a lapful of soup.) Ref: V273/1 Opposite Top: A view which took some study but with grateful thanks to Gerry Nichols we can categorically say it is Lincoln St Marks station prior to removal of the overall roof in 1957. Former Midland 4F No 44565 stands in what had originally been built as a terminus of the Midland route from Newark but was soon altered to a through station with a connection made to the Great Northern Railway line just east of what would later be Lincoln Central. Until rationalisation and closure in 1985 this had also been the principal station in the city for trains to London. The site of the railway has now been redeveloped but the grand portico on the outside, formerly the station entrance, survives. The man with the bicycle is reminiscent of the renowned railway author, the late George Dow. Ref: V590/1 Opposite Bottom: Riddles Austerity design 2-10-0 No 90760 photographed at Motherwell. No date, but could be either 1950 or 1957. Originally WD No 73784, most of the type were built by the North British Company in Glasgow. A total of 150 were constructed, the design having numerous interchangeable parts with the similar but more numerous Austerity 2-8-0 type. The additional wheel set meant the axle loading was reduced. Most of the engines worked overseas but 25 were purchased by British Railways. In terms of the wheel arrangement they could in some ways be said to be the forerunner of the later Riddles Standard 9F although the latter were far better engines whereas the WD design was intended to be as simple and straightforward as possible. Most of the BR engines spent their time in Scotland working heavy mineral trains. None from the BR batch were preserved, this example looking at least presentable after what may well have been a works visit, was withdrawn in May 1962. Ref: 96/B/5/2

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Britain’s Railways in Unseen Black &White Below: A pair of Collett design 22xx 0-6-0 engines double heading on the Cambrian lines. At the front is No 2219 whilst the engine behind is not quite identical, being paired with the tender from a former ROD 2-8-0. The train would seem to be stationary as both crews are looking back to receive the tip to start. Straight away they will also encounter a speed restriction – as per the warning board to the right. With its LMS stock the train may well be a through excursion. Assuming the formation is stopped at a platform, the guard will have had to take care to warn passengers only to alight from the rear coaches. Ref: V268/3 Opposite Top: 14xx No 1408 passing Laira; the Lee Moor tramway dissects the railway at this point, with what could well be a train destined for the Launceston line. Roy only records the engine number and location.

Alongside are some of the carriage sidings containing, as they usually did, spare auto trailers and, nearest the passing train, a pair of Toplights. Laira steam depot is off to the left and we may note a permanent way man almost hidden standing in the ‘four-foot’ of the down main with what appears to be a hammer in his hand.

Various steam engines are stabled or working in the depot environs including a pannier tank engaged on shunting, probably empty coal wagons. The long haul for coal from South Wales around or under the River Severn and then south through Exeter to Devon and Cornwall was one of the reasons the GWR had considered electrifying the routes west of Taunton decades earlier. As we know that scheme came to nothing but the cost of moving coal from South Wales around to west Devon and Cornwall was later a governing factor in the Western Region making Cornwall one of the first areas of their region to be converted to full dieselisation in the early 1960s. Ref: V602/1 Opposite Bottom: An Austerity 2-8-0 WD. Roy’s records inform us this is No 90298 at Pelham Street level crossing on the approach to Lincoln Central in May 1956. The train appears to be in part at least of mineral empties. Construction work is taking place in the immediate area which will later form part of a new DMU depot.

Two railwaymen are also engaged in conversation seemingly oblivious to the train – they have probably seen it all before. One carries a shunter’s pole and various lamps, the other perhaps a guard with a pair of rolled flags under his arm. Spare coaches, a feature of the railway for decades, are parked around whilst on the road the bus is almost more prominent than the private car. Ref: V287/3

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Opposite Top: Appropriately, a pair of West Country pacifics at a West Country shed – Exmouth Junction and consecutive numbers too. In view we have No 34022 Exmoor and No 34021 Dartmoor. Both were built at Brighton in the form seen, but without BR numbers of course, respectively 21C122 and 21C121 and completed in January 1946. Each was later renumbered by BR and subsequently rebuilt in more conventional form. No 34022 was completed on 7 December 1957 and No 34021 shortly afterwards on 24 December 1957.

From here on they ran parallel lives until April 1965 when, likely in need of major or expensive repairs that were not then being authorised for steam, No 34022 was withdrawn from service. No 34021 soldiered on and was one of the last steam engines on the books when steam finished on the Southern Region in July 1967.

Another pacific is on the extreme left whilst the space in between is occupied by snowploughs stored for winter use. Ref: V271/3 Opposite Bottom: Rear view of a B12/3, No 61519, but an unreported location. Whatever, the view would seem to be on a main route; this from the modern flat-bottom track and clean ballast. With the trees festooned with leaves we are probably talking of summer time where escaping steam would be less visible but even so look at the chimney, just a thin grey haze – all is then apparently well on the footplate. Ref: V408 Below: N2 0-6-2T No 69581 coming off the suburban lines at King’s Cross. Built by an outside contractor for the LNER, this engine had an operational life of 31 years until withdrawn in 1960, its work taken over by diesel traction. The large pipework at the front is part of the condensing system which the driver could bring into use so exhaust steam would be directed back into the side tanks and condense back into water. This was used when engines of this type were operating in the tunnels of the Metropolitan (‘widened’) lines through to Moorgate. It did not of course stop the smell of coal smoke whilst if the condensing system was kept in operation too long it would heat the water too much in the side tanks so making the injectors fail. Surging of water in the wrong direction might also cause water to be carried over to the valves and pistons with potentially disastrous results. Ref: V275/2

Britain’s Railways in Unseen Black &White Below: Another Cambrian scene and again at Barmouth. The high vantage point is courtesy of the hill by Pocklington Terrace. The train, possibly hauled by a 53xx type, is just passing over the rebuilt Chapel Viaduct near the Sailor’s Institute, former GW coaching stock throughout. A good collection of elderly bone-shakers are parked around the harbour. Notice too the road markings – a single solid white line in the centre of the road at the corners. Ref: 451 Opposite Top: Two pairs of new Metropolitan-Cammell Diesel Multiple Units, one at least identified as No E79274 which would later be sent to Lincoln. In the background an LMS type 2-6-0 has charge of an unknown working whilst immediately in front there is a marked contrast between the brand new diesel and what are probably departmental vehicles. A J type tank engine is also busy with some wagon movement. Ref: V137/2 Opposite Bottom: The diesels have arrived – well the shunters at least. A number of 204hp and 350hp engines outside the ‘New Shed’ at Stratford and from this angle an excellent indication too of the amount of work associated with steam engine maintenance – ash removal, etc. A number of staff, senior or otherwise, appear to be contemplating the future, the days of steam and, as it transpired Stratford, are numbered. Apart from at the end, this particular building had no roof ventilation and consequently was used for the bulk of necessary repair work. Ref: 234

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Britain’s Railways in Unseen Black &White

On the triangle just south of Barmouth, Dukedog No 9018 has charge of a freight or may be even engaged in a shunt manoeuvre. Much has been written of the class in the past and this is not the place to recount their full history. Suffice to say they were the last 4-4-0 design to be built (or should that really be ‘rebuilt’) in this country and certainly the final outside frame engines in regular service. Somehow they fitted in to the Cambrian scene well, finding employment for almost two decades on all types of working where heavier engines could not run.

Ref: V603/3

Glasgow Eastfield shed plays host to two visitors from elsewhere. The first on the left is one of just two members of the V4 type, No 61701, visiting from Aberdeen Ferryhill. Gresley’s design for the V4 was also his last, a scaled down version of the highly successful V2. With the demise of the designer in 1941, his successor Edward Thompson revised the need for more engines of similar type and introduced instead his own design, the B1. The pair of V4s were thus non-standard and both were withdrawn in 1957. By comparison the Austerity 2-10-0 alongside was one of more than 700 in the class and was normally based at Motherwell. The limited clearance between the pair may be noted – moving between adjacent steam engines was a dangerous occupation. Ref: V232/2

In pristine BR livery but yet to receive its full ‘68619’ identification, this J69/1 0-6-0T would have presented a wonderful splash of colour against the drab surrounding which was much of Stratford – even the wheelsets have been painted. This was another engine fitted for condensing; one of the pipes for which may be seen as the inverted ‘U’ on the side tank. Stratford had certainly gone to town with the painting, sadly the steam environment hardly created an opportunity to retain such looks although the depot did its best with the appearance of the Liverpool Street pilots for as long as possible. No 68619 was in service from 1904 to 1961. Ref: 33/B/4/2

The Ilford flyover, work on which commenced prior to WW2, was part of the scheme to electrify the suburban routes between Liverpool Street and Shenfield, electrification not being finally completed until early in the BR era. Roy has the locomotive as N7 No 9728 but his records are perhaps doubtful as regards the actual number.

The new flyover was built on the site of the Through Lines at this point. A new down local line was laid and upon completion of the flyover it now formed a connection between the main and electrified lines. The former down local was then designated the down main. Ref: 36/C/4/3

‘Let British Railways Give You a Lift’ – although would it be allowed today under Health & Safety? Whatever it certainly seemed to be a popular and potentially lucrative endeavour at a Doncaster Works open day. Ref: 38/C/1/5

Top: Roy recorded four views of A4 No 60025 Falcon. The first was on an up Leeds train at Abbots Ripton, next whilst hauling the ‘Yorkshire Pullman’, then another named train, ‘The Heart of Midlothian’, and finally in the suburban setting of Holloway. This is clearly the first of the four, on a day spent by the lineside simply recording trains and clearly with the benefit of a lineside pass as well. Ref: 41/C/2/2 Bottom: ‘Palace Gates Push & Pull Auto Train No 2’ (all options are covered there then!). This was the local service from North Woolwich to Palace Gates station (Wood Green), intended to be convenient for the Alexandra Palace attraction, although upon arrival at the terminus, visitors were still faced with a three-quarter mile up hill climb. Agreed, at the top the views of the City were excellent but Alexandra Palace itself never really lived up to its expectations and traffic was limited, excepting that is at holiday times and when exhibitions were presented. The driver may be seen in his window and it will be noted a steam whistle is provided. Back on the engine - on this occasion G5 0-4-4T No 67322 was in charge - the fireman would have control of the reversing lever and be expected to ‘notch-up’ as required. Passenger services operated from 1878 through to 1963 and the line closed completely the following year. Ref: 41/C/6/2

Britain’s Railways in Unseen Black &White

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Opposite Top: The sign of things to come. One of the pair of LMS main line diesel-electric locomotives introduced in 1947/8 seen at St Pancras in January 1949. Of the four nationalised companies, it was only the LNER who did not dally with a main line alternative to steam around this time, the English Electric power units used in the LMS and later Southern Region machines basically similar although as time went on it was found possible to upgrade these from the original 1,600hp in the engine shown here to what was 2,000hp in the final SR version, No 10203. No 10000 is seen here in its original black livery relieved with silver waistband and numerals. Silver had also been the original colour used for the bogies but as can be seen already, this did not wear well in service. Evidence of ownership has yet to be applied. After an operational life that lasted into the early 1960s, both the LMS pair (as well as the later Southern trio) were laid aside and scrapped. A considerable loss in so far as the history of rail traction was concerned. Fortunately a ‘new built’ 10000 is planned for the future. Ref: 44/A/2/4 Opposite Bottom: The dirt and grime associated with a working steam depot is shown to advantage (should that not really be disadvantage?) at Stewarts Lane in June 1950. On the extreme left we have a three-cylinder Mogul which Roy does not identify. Ahead is Battle of Britain pacific No 34089 602 Squadron with its original ‘airsmoothed’ casing - but later rebuilt in more conventional form - and on the right Schools No 30914 Eastbourne with Bulleid’s modification of multiple jet blast pipe and larger diameter chimney. The two identified engines are standing over the pits where oiling and maintenance might be carried out. At every steam depot there were notices warning of the dangers of jumping over pits as it was so easy to slip on the greasy surface or otherwise trip. Ref: 45/C/1/3 Above: Holloway, just outside King’s Cross, where Roy has recorded an articulated pair of catering vehicles from the former LNER ‘Coronation’ service. The date is believed to be sometime in 1949 and the service was a down express. The original pre-war ‘Coronation’ train had consisted of four pairs of articulated units and an observation car. All the vehicles were stored in WW2 and re-introduced from 1948 onwards but only as seen and never subsequently ran in their pre-war complete formation. Ref: 49/C/5/6

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Britain’s Railways in Unseen Black &White Still in the London area we see one of the five big H16 4-6-2T engines on empty stock working at Clapham Junction in the late spring of 1956. Carriage working between Waterloo and the servicing yard at Clapham Junction (and similar) was performed by a variety of Southern classes from the M7 upwards but it was not until the import of LMS type Ivatt Class 2 2-6-2Ts and the very similar BR Class 2 2-6-2T classes that the region had a really successful and competent machine at their disposal for this type of duty. Whilst certainly powerful, the H16 design was more commonly seen on inter-regional freight duties although these workings were regularly subject to considerable delays. Ref: V325

The contemporary modern railway of the 1950s. Ilford flyover wired for 1,500v dc operation with electric services to the fore. The unit down below (No28 with tail lamp) is on the 'down main' while the one above is on the 'down electric', both going away from the camera. To the left of 28 is the 'down pass avoiding', which serves as a link between the down main and the down electric, which it joins after the flyover (as well as feeding into the bay platform at Ilford station). To the right of 28 is the up main. A siding is laid over to the extreme left. Ref: 53/A/6/6

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A typical mixed freight train of the steam era and indeed a scene that lasted in some places until the early 1970s. We have open wagons of both wooden and steel construction plus vans of varying heritage. With the exception of the two tank cars, all those seen would be what is known as ‘common user’ meaning they might be used (originally) by any company and later in the general pool of wagons on BR. The contrary were specialist use vehicles which were supposed to be returned to the specific railway/region. The tank cars (oil/spirit derived railway wagons were referred to as ‘cars’) were owned by the petroleum company concerned, their colour indicating the type of product that might be carried. Ref: 49/A/3/1

A warm day at Holloway South Down signal box. Two signalmen, no names unfortunately, but happy to pose for the photographer. Mechanical signalling par-excellence served the railway well for decades but had the disadvantage in that it was labour intensive. From the gleam of the levers inside there was a considerable pride in the job as well. Unless one of the men was training, this would have been a busy box to require dual manning. Ref: 49/C/2/5

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Above: At Gorton in October 1949, O4 No 63905 has emerged from the works with full British Railways on the tender; in the background another engine is losing its former company identity and will no doubt shortly appear in similar garb. The O4 class were inherited from the Great Central Railway and became known as a rugged, dependable freight engine without frills but still capable of sustained work. Those inherited from the GCR at the time of Grouping were supplemented by many others that had been built to the design for wartime ROD use.

The class were subject to numerous re-buildings over the years, the engine seen here belonging to sub class O4/6. Originally built in 1918 it was in service for just under 41 years and was withdrawn in 1959. The last of the type were extinct in April 1966. On the extreme right of the photograph is a tender tank from the then recent abortive oil burning episode. Ref: 48/B/1/3 Opposite Top: The unique LNER 2-8-8-2 Garratt No 69999 at Mexborough shed. Seen in close up several details are apparent including the cast bogie wheels. This massive beast had two distinct periods of operation.

The first was to bank coal trains of 60+ wagons up the 3.5 mile Worsborough incline of 1-40 between Wentworth Junction and Silkstone West Junction. The use of this engine saved one engine and crew as previously two bankers had been required. This work continued until about 1949 when the effects of internal corrosion meant a new boiler was required. The engine was also tried as a banker on the Lickey incline at Bromsgrove but it was not popular due to the restricted loading gauge and apparent local platform damage caused. In 1952 it was converted to burn oil which in theory at least should have made the lot of the fireman easier – after all one man was in effect doing the work of producing steam for two 3-cylinder engines. It was to no avail, and No 69999 was withdrawn in 1955 and scrapped at Doncaster, seemingly with few tears shed by many of the engine men who had worked her. Ref: 56/B/3/4 Opposite Bottom: From the demise of one type to the birth of another. Brand new 94xx pannier tank No 9474, built in the north east by Messrs Robert Stephenson & Hawthorn Ltd and seen awaiting shipment south to Swindon and the Western Region. (Some wonderful North Eastern signals in the background.) This was one of several of the class to have a disgustingly short life created by the desire to dispose of steam allied to work which had previously been undertaken either no longer existing or transferred to diesel operation. Consequently BR’s investment was for less than ten years and after entering service at Llanelly in June 1952 it was withdrawn from service at Wolverhampton in November 1961. Notice too the prohibition sign on the left – clearly No 9474 was exempt! Ref: 66/A/2/1 42

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Opposite Top: A County 4-6-0 perhaps not in the best of condition. No 1000 County of Middlesex is appearing to be making hard work of the climb of Hemerden bank east of Plymouth with train No 636, which we can identify as the 9.15am Penzance to Paddington working, a Monday only service during the 1952 summer timetable.

(From 25 June to 29 August it also operated on Fridays and in addition ‘RR’ – runs when required.) The load of nine vehicles would amount to just over 300 tons so was close to the limit for the engine on the gradient, not helped by the steam loss which would have been better used towards propulsion. Ref: 65/C/2/1 Opposite Bottom: On 3 March 1952 SR diesel-electric No 10201 was photographed about to pass through Clapham Junction at the head of a Waterloo – West of England working. This was one of the original pair of SR diesel-electric locomotives and which were joined by a third, No 10203, in 1954. At the time of the photograph the pair of LMS main line diesel-electric locomotives Nos 10000/10001 had also been transferred to the Southern Region where they worked turn and turn about with steam on the Bournemouth and West of England lines. BR had decided to concentrate the diesels in one area so as to gain operating experience with what was in reality a small fleet. Post-1954 all were transferred back to the London Midland where wholesale dieselisation took place from about 1957 onwards (until replaced by electric) so we are left to wonder was wholesale dieselisation even being considered for the SR? Credence to this theory is given by the unreliability of the Bulleid pacifics in their original form although of course matters did improve considerably later subsequent to rebuilding. Like its regional sisters, No 10201 would end its days on the LMR in the early 1960s. Another design that paved the way towards today’s modern fleet and yet was scrapped without its historic significance being fully appreciated. Ref: 63/B/2/6 Below: Looking forlorn outside Eastleigh shed in April 1952, T9 No 30285 has been coaled and is being prepared for duty; it is just possible to make out the outline shape of the driver as he fills the oil cup on the rear axle coupling rod. In addition to the conventional smokebox door fastening, this engine has acquired four additional clamps on the lower half which will assist in maintaining a seal around the door and so aid steaming.

Built at Nine Elms in 1900, this engine had a life of 58 years although like its surviving sisters was now reduced to local workings. Ref: 65/C/6/5

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Opposite Top: Diesel ED3 shunting at Nottingham in April 1953. This was a small 0-4-0 diesel-mechanical machine built by John Fowler & Co in 1949. The power unit was a vertical 4-cylinder engine driving a rotating shaft at the rear of the machine. Rated at 150hp it exerted 15,000lbs of tractive effort. Originally part of the ‘Engineering Department’ it was transferred to Bedford in 1964 and was based at the ballast pit siding there supposedly working Monday, Friday and Saturday. However its reliability was not all that might have been and long periods were spent out of service under repair. It was withdrawn in September 1967. Ref: 72/A/3/1 Opposite Bottom: The impressive Darlington South signal box built by the LNER and opened in 1939. This modern, for its time, structure was part of the Darlington power signalling scheme and displaced three existing mechanically operated boxes. The building was in use for its intended purpose until 1991 when the area was incorporated into control exercised remotely from Teeside. It then found a new use for a further eight years as an S&T school but was out of use by 1999 and was demolished four years later. Ref: 71/C/1/5 Above: The interior of the same box with the duty signalmen, booking boy and probably an inspector in the background. The miniature frame is by Messrs Westinghouse and had 155 levers. Glass covers on the lower part of the frame cover the relay contacts with each lever subscribed to one operation. The whole was in use until 1972 when it was replaced with an entry-exit panel also by Westinghouse. (‘Entry – exit’ means the signalman would push a button at the location where the train would enter the panel and another button at the point where he wished it to exit. The system would then check the route, change the position of points and engage locks as necessary, finally clearing the respective signals.) Ref: 71/C/4/4

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Opposite: Former LMS 3-cylinder compound 4-4-0 No 41070 paused at Chesterfield Midland on 23 April 1953.

The youthful looking fireman seems intent on watching something else out of camera but will no doubt be quickly raised from his thoughts when the guard blows the whistle to start. Mechanical signalling is of course dominant with the controlling signal box hidden out of sight to the right of the engine. No 41070 was built at Derby in 1924 and had a service life of 31 years. At the time the photograph was taken it was based at Sheffield Millhouses, destined also to be its final depot. Ref: 72/A/4/2 Above: A B1 in not quite everyday form. This is No 61095 attached to a coal weighing tender, which, as the name implies, was in effect a portable weighing machine. Most of the BR regions had a small number of weighing tenders, attached to a particular engine type from time to time so that an estimate of coal consumption might be attained relative to the engine or duty. The provision of such equipment did reduce the capacity slightly whilst accuracy could also not be guaranteed to be 100%. The most accurate method of establishing coal consumption was through dynamometer trials allied to weighed bags of coal. Under such conditions the coal in the firebox at the start or end of the journey would be gauged along with the amount of ash in the ash pan. It was not always possible to include smokebox char in the calculations if the engine concerned had a self cleaning smoke box. No 61095 was seen at King’s Cross on 29 April 1952. Ref: 72/A/6/1

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Opposite Top: In the last throws of its useful life, this former Dean clerestory vehicle has found a new use as a Camp Coach at St Agnes in Cornwall. All four main line companies had such facilities available for hire during the summer months, with various names used, ‘Caravan Coaches’, ‘Holiday Coaches’, etc. The facility was withdrawn during WW2 but reinstated by BR at a number of sites that is until the advent of the cheap overseas package holiday meant it was no longer viable. Before that time pensioned off main line vehicles were used, pre-war some of these had been 4 and 6 wheel vehicles, but latterly bogie vehicles were used including on the Southern Region some former Pullman cars. Here at St Agnes the vehicle is stabled at the old cattle dock – here, there would be running water as well as a channel for drainage. The vehicle number is seen on the far end and is not quite as Roy had recorded it being instead W9931W. Ref: 69/B/2/1 Opposite Bottom: Bulleid West Country pacific No 34093 Saunton displaying the results of a casing fire and pending repair at Eastleigh. The original Bulleid design of pacifics had chain driven valve gear encased in an oil bath although from the start there had been difficulties in keeping this oil-tight. In consequence oil would be flung out on to rails, wheels and into the lagging of the boiler under the external casing. Under heavy braking sparks might also be created from the action of the brake blocks on the wheels and the result – well usually just external visible damage but it all still had to be checked and repaired as necessary. This was one of the reasons given for rebuilding of all the Merchant Navy and 60 of the 110 West Country/ Battle of Britain types under BR. Ref: 65/C/4/6 Below: 204hp Drewry 0-6-0 diesel shunter No 11100 on shunting duty at Ipswich Docks. Built in 1952 it retained this number until designated D2200 in October 1960. This particular example was fitted with side skirts to minimise danger on public roads. We may gather the combination is also temporarily stationary as a shunter appears to be coupling/ uncoupling the wagon behind whilst the driver looks on. The view was taken with the engine in new condition as originally based at Ipswich. It was later to be well travelled, working at Stratford, Parkeston Quay, Cambridge, March, Hereford, Worcester and Longsight (Manchester) in a 15 year career that ended in July 1968. Ref: 68/B/4/2

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Opposite Top: WD No 70195, a former GWR Dean Goods, probably at Longmoor after several years’ hard service. A number of these engines were requisitioned for service overseas in both WW1 and WW2, some seeing service in both conflicts. Not all returned to home shores and most of those that did had clearly suffered a hard life. This particular example has had the addition of a Westinghouse pump to operate air-braked stock whilst others had pannier tanks added to increase water capacity. One example at least remained at Longmoor – where Roy also did military service – and where its principal role was being deliberately derailed and then used for re-railing exercises. Ref: 68/B/2/1 Opposite Bottom: Inside the roundhouse that was Hull Dairycoates depot in 1952 with three tank engines posed around the turntable. Whether this was deliberate or accidental is not absolutely certain, most probably the latter as all appear ‘dead’ – out of steam. From the left we have J71 0-6-0T No 68232 dating from 1897 which lasted until 1957, this depot also being its final home shed. Centre is N10 0-6-2T No 69094, this time from 1902, which was also taken out of service in 1957. Finally on the right is N8 0-6-2T No 69362 from 1888 but which was taken out of service in July 1952. The purpose of and any significance to the chalk markings on all three is not known.

Ref: 66/C/2/4 Above: Sentinel Y3 0-4-0 ‘ex-shops’ at Stratford in 1949; the hole in the plating was not considered important enough to repair. The LNER were the most prolific of the pre-nationalisation companies in their use of these small shunters which whilst clearly unsuitable for main line work could cope well with light shunting in small yards as well as being far more frugal in coal consumption compared with a conventional engine and might also be operated by just one man. No 68169 was one of 32 double geared engines, meaning they had two speed ranges although a gear change could only be effected when stationary. The lower gear was used when shunting and the higher for moving light at a faster speed between work locations. In theory this meant the engine could reach a speed of 36.5mph but this was dependent upon the speed of the crankshaft and in practice the engines tended to operate at half maximum speed. This engine would remain in service for just another two years and was withdrawn in 1951. Ref: 45/B/4/3

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Opposite: South to Cornwall (just – as the River Tamar under the bridge is the border point between Devon on one side and Cornwall on the other). No 6855 Saighton Grange is coming off the bridge with a westbound local passenger, the fireman leaning out of the cab ready to surrender the single line token for the single line over the bridge itself. The stock is varied and in consequence interesting. Immediately behind the tender is an unidentified coach, possibly an item of Centenary stock but this cannot be confirmed and may give this impression only from the angle the photograph was taken. Next we have a non-corridor 4-wheel van, seemingly of Southern Railway origin. Next are two Collett vehicles, then a most interesting survivor, a Dreadnought from the days of Mr Churchward, and finally a Hawksworth brake. Ref: 65/A/4/3

Above: A ‘chonker’ or more accurately one of Mr Urie’s H15 4-6-0s, No 30483, on what is probably a Salisbury stopper. These were solidly built engines, this impression accentuated by the small smokebox door compared with the diameter of the smokebox itself. Again extra clips have been provided as we saw earlier with the T9 outside Eastleigh shed. The engines of this class were regularly used on heavy freight duties on the western section of the Southern Region and it will be noted also the engine is coupled to an 8-wheel tender. No prizes for guessing the location, Clapham Junction again, clearly one of Roy’s favoured vantage points. Ref: 64/B/5/2 Right: The operation of trains over a single line of rails was determined using a ‘tablet’ (for tablet also read ‘token’ or ‘staff’) system.

Whichever type of physical equipment was involved, possession of the tablet – only one of which could be released for a particular section of track at one time – meant that the driver could take his train into the section secure in the knowledge that no other train was occupying the same portion of line at the same time. The system worked well and whilst today’s methods of operating single lines are different (but just as safe), the tablet / token / system is still in operation on numerous heritage lines today. The need to physically collect and return a tablet at intervals along a route did have its disadvantages, not least the need to slacken speed. In order to speed up traffic and ensure reliability, a mechanical means of exchange was devised by Mr W. Marriot, the engineer of the Midland & Great Northern system. This was in effect a jaw which would connect with the hoop of a pouch into which the signalman would place the tablet. An example is seen here although the engine type is not identified.

Ref: REV1 (836) 55

Britain’s Railways in Unseen Black &White

Above: With lines seemingly diverging in all directions and the presence of the overhead catenary, B17/1 4-6-0 No 61611 Raynham Hall was recorded at Stratford with Class A (Express Passenger) head code shown. Roy records three views for this engine, all at Stratford but with little actual detail. The first just gives the engine and a location, the next has the engine shunting, and the third, which by process of elimination appears to fit the bill, states ‘RF’ meaning ‘right front’ and dates from about May/June 1950. This would also fit as the wording ‘British Railways’ is displayed on the tender. Ref: 41/A/2/3 Opposite Top: An engine that has undergone a transformation. Having started life as an 0-6-0 tender engine on the Lancashire and Yorkshire Railway, the design was rebuilt some years later as tank engines as seen here.

Now an 0-6-0ST, No 51425 waits under the coaling plant at Newton Heath in late 1949 in company with a Midland 4F. Coaling plants such as this relieved much of the chore of manual coaling but could also create clouds of dust to be blown over a wide area. The coupling on No 51425 seems to be of particular length and if not secured back on to the front hook could well damage pointwork. Ref: 48/A/5/6 Opposite Bottom: We visited Mexborough previously with the unique LNER Garratt, here now is a member of a more numerous class, the 120 strong Q6 type, and as might be expected another heavy freight design. Having a long fixed wheelbase with no guiding pony truck the class would wallow from side to side but against this they could certainly pull. Used on heavy freight trains, at the time predominantly coal, the design would last almost to the very end of steam, a good return for a class dating back to the Edwardian era. Ref: 56/B/4/2

56

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The LNER and later the Eastern Region were well supplied with pacific type steam designs, this example being a post-war A2. The later pacifics never truly ousted the earlier A3 and A4 designs and instead all worked side by side until the end of the steam on the Eastern Region. Seen here is No 60526 Sugar Palm at York in 1952.

Ref: 66/B/1/6

Cleethorpes witnesses the arrival of a stopping passenger train hauled by B1 4-6-0 No 61175 in May 1953. Built for the LNER by the Vulcan Foundry in 1946, it was originally identified as LNER No 1175 and then renumbered as seen in January 1949. When photographed it was based at Immingham but moved to Colwick in 1960 from where it was withdrawn at the end of 1963. The engine was scrapped at Doncaster two months later.

Ref: 72/B/5/2

Cleaners at work inside a Travelling Post Office vehicle. Compared with years ago, today little mail is transported by rail but there was a time when regular trains were run for what was then known as the General Post Office with sorters on board. This explains the pigeon holes for mail sorted first by area, then town and sometimes even down to street level. Exactly why the two ladies need to be supervised is not clear, perhaps it was as much a case of someone else wanting to be in the photograph. No location or vehicle details are given.

Ref: 73/C/4/1 59

Britain’s Railways in Unseen Black &White Carriage washing at Wood Green carriage sidings in April 1953. The N2, No 69435, is probably propelling a rake of mixed stock through the wash but will no doubt stop before the engine would otherwise go through. Carriage washers and steam engines do not go well together.

This type of mechanical aid was used on all the regions and whilst efficient the comparison is a bit like a modern day car wash – still not as efficient as a thorough hand wash with bucket and brush. The chemicals used in the wash could also damage the paintwork over time, resulting in a matt or dull covering. Refs: 73/C/1/4 and 73/C2/3

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Britain’s Railways in Unseen Black &White For decades the railway had utilised manual labour for loading and unloading ‘smalls’, meaning individual loads that in turn would be stacked / placed in wagons and form part of a local freight train. As might be imagined this was both time consuming and labour intensive. To be fair the same fate affected the competing road network but this had the added advantage that goods need only be stacked on to the lorry once and then unloaded at destination, compared with the trans-shipment necessary in the case of rail. At a time when labour was cheap the railway could to some extent compete with road on level terms but as labour costs increased and the carrying capacity and number of road vehicles similarly increased so a means needed to be found to increase the efficiency of the rail freight network. What we see in this series of images – might Roy have recorded what are in effect a considerable number of images of which these are merely examples, as part of his professional role? – are the first vestiges of a change in working practice so far as handling goods are concerned. These start with the loading ramp built into the side of the wagon and continue on with the pallet and the corresponding pallet truck. In the latter a man is seen able to move a single pallet containing sacks with relative ease; we had best not ask if he is wearing safety boots. That aside this early form of what we might even call ‘mechanisation’ also required for additional changes; walkways to be kept clear and in good repair, likewise there could be no gap between the rail wagon and the loading platform and of course both also needed to be at the same or very similar height.

What we may also note to be obvious was also all new to this generation of men, balancing the load and so far as the example with the packing case, the use of gloves as protection against splinters.

The series also shows another example with a van containing products from Messrs Cross & Blackwell – not sure in this case if the boarding behind is part of another load or simply to ‘frame the pallets’. From the photograph with the C&B items seemingly on one side of the rail van, care would have to be taken when placing this for unloading so that it could be correctly accessed. Finally we witness the loading of the Cross & Blackwell pallet on to the lorry for the final part of its journey but which also sadly confirms the point made earlier, was it not easier to simply send the consignment by road in the first place?

Refs: REV1 (1951), (2777), (2774), (2779), (2846), (2850), (2849)

1951 62

2777 63

2774

2846 64

Britain’s Railways in Unseen Black &White

2779 65

2850

2849 66

An example of the once numerous J15 0-6-0 type at the Suffolk coastal terminus of Aldeburgh on 26 June 1953. Originally opened in 1860 by the East Suffolk Railway from a junction at Saxmundham, this picturesque little line survived for 106 years until defeated by Dr Beeching in 1966. The train is seen here under the original overall roof which itself lasted well into BR days but was removed and not replaced in 1965. Part of the route, but not the site of the terminus, is still used today for nuclear flask traffic from the Sizewell nuclear power station whilst at the terminus a roundabout occupies where the station used to be.

The engine No. 65459 seen had a useful working life of 54 years from 1906 to 1960, services on the branch giving way from steam to diesel units for the final years of working. Ref: 77/A/1/1 67

Britain’s Railways in Unseen Black &White Below: Two LMS stalwarts, Class 3 tanks Nos 40029 and 40040, inside the almost roofless roundhouse that was Kentish Town depot on 20 September 1952. No 40029 at least is in steam and it may be noted both are fitted for condensing working and also have a Westinghouse air pump fitted. The 70 engines of this class were built at Derby between 1930 and 1932, 20 of the class fitted as seen. The clasps around the smokebox door were a typical Midland feature whilst the cab too followed standard MR practice. In his capacity as Chief Mechanical Engineer of the LMS from 1932, William (later Sir William) Stanier would subsequently develop a similar 2-6-2T but incorporating a taper boiler. Ref: 78/A/4/2 Opposite Top: Excitement on a 1953 Coronation Land Cruise train probably somewhere in North Wales. The title ‘Land Cruises’ were given to what was an incredibly popular series of holiday trains that operated from 1951 onwards. Most originated from the London Midland Region and were destined for the North Wales coastal resorts of Llandudno and Rhyl. The name had originated in 1951 as ‘Festival Land Cruises’, taking their name from the Festival of Britain held in the same year. For the Coronation year of 1953 they were again similarly renamed. Ref: REV1 (2959) Opposite Bottom: This time we are with a BR owned and operated narrow gauge theme where we have a Vale of Rheidol brake van and coach on bogie bolster wagons at Aberystwyth in June 1956. From their external condition it would appear both have returned from overhaul / repaint, probably at Swindon. It is not certain the bodies are actually on their wheels – the latter may well have arrived separately -, but both will be reunited on the mixed gauge track in the foreground – note too the crane in the background. Ref: 92/C/2/2

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Britain’s Railways in Unseen Black &White

Above: It is 24 April 1948 and just less than five months into public ownership at Liverpool Street. The smoky atmosphere of Liverpool Street is apparent, and in a few years’ time will be replaced by the far more unpleasant smell of diesel fumes that followed. On the right we have B12 4-6-0 No 61569 in the process, so Roy tells us, of leaving. Centre is a semi-renumbered B1 No 61044 carrying its new identity painted on the front buffer beam; a temporary arrangement that would later be replaced with a cast smokebox number plate. Finally left is an almost unidentified K2, although this may be LNER 1756 – later BR 61756. Ref: 34/B/6/2 Opposite Top: Strange sight at King’s Cross. Southern Region Merchant Navy 4-6-2 No 35019 French Line CGT attached to a standard LMS tender and seen during the period of regional interchange working, 18 May 1948.

Robin Riddles, the incumbent Chief Mechanical Engineer of the whole of British Railways, had instigated trials between the former express, medium power and freight engines of the four pre-nationalisation companies, the idea being to assess the best of each and combine these into a new standard design. Whether the resultant 999 Standard type engines built achieved this will for ever be open to debate although I think it would be fair to say the Merchant Navy class contributed, well, ‘not a lot’. That is not to say they were a bad design, far from it, the ability of the boiler to generate steam for example was superb, but generally they were far better in later years when rebuilt although again others might disagree. No 35019 is seen here carrying several passengers as well – a pilot man always accompanied the Southern crew wherever they went whilst the engine was attached to an LMS type tender in order that a water scoop could be used on the longer runs; there being no water troughs on the Southern. Ref: 37/A/6/5 Opposite Bottom: A bonded track circuit joint on bull-head track. How many of us may have looked at such an installation but never dreamed of photographing it? The logic and need was simple, to ensure electrical conductivity was maintained between the two pieces of rail. To be fair the presence of the fishplate and its associated bolts should have achieved the same result but this was not always totally reliable especially as fishplates and bolts were deliberately removed periodically so that all may be greased. The reason for that exercise was simply that when it became time for rail replacement / turning, the task could be more readily accomplished if the bolts and fishplates came away easily. The welding bond would also have to be broken at this stage. Ref: 38/A/4/4

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72

Left: Parcel Porter Bloomfield at Holloway. Mr Bloomfield may well have been one of those men who joined the railway spending a year learning and then a lifetime repeating the same role, certainly he appears happy in his duties. The initials LNER appear on his cap badge but apart from a later change to ‘British Railways’ the ill-fitting type of serge uniform worn was commonplace on most companies’ lines.

Ref: 44/B/6/6 Right: Roy no doubt recorded this view to show what was a mechanical / electrical indicator on an occupation crossing over a double line of rails.

Company origin is not given either and the wording warning sign does not assist in this respect. It is tempting to suggest an LNER line and possibly a main route considering the necessity for the provision.

No doubt too the equipment was designed to ‘fail safe’, meaning the ‘Line Clear’ indication would only be shown when an electric current was present – and the line actually was of course clear. Should the current fail, the sign would change to whatever wording was used, probably something like, ‘Train approaching’. It would not be necessary to specify from which direction. Possibly too the indicator would change automatically according to the position of the block instrument, ‘Line Clear’ / ‘Train on line’ in the respective signal box. The same concept is used with indicators today under certain circumstances, the wording now being ‘Cross only when light shows’ so again in the event of failure of the circuit the fail safe indication is displayed.

Ref: REV1 (1004) 73

Britain’s Railways in Unseen Black &White

74

Opposite Top: Audley End with the driver of 4-6-0 No 61671 Royal Sovereign awaiting the ‘Right Away’ tip from the platform. Built for the LNER by Robert Stephenson, this engine entered traffic as LNER No 2871 on 11 June 1937. Originally named Manchester City, it was rebuilt from class B17/4 to type B2 at Darlington in 1945.

Further changes took place the following year when it was renumbered 1671 and renamed as seen here. In consequence of the name it was often used for Royal duties until withdrawn from Cambridge in September 1958. In order to provide continuity with the name, the plates were transferred to another member of the class, No 61632, which in turn then lost its previous Belvoir Castle identification. This was deemed to be a short term change as No 61632 was itself withdrawn in February 1959, this time with no further replacement. Ref: 48/A/2/5 Opposite Bottom: F5 class 2-4-2T No 67190 approaching Witham with a service from Malden probably in 1949.

Witham was also the junction for the branch from Bishop’s Stortford through Takeley and Dunmow. Together with the similar F4 class, the F5 quickly gained the nickname ‘gobblers’ on account of their voracious appetite for coal; perhaps exemplified here on No 67190 as the bunker appears none too full. Several of the former F4 type and one member of the F5 design were commandeered for WW2 service far from their original haunts and saw service as far distant as Kent, the West Country and Aberdeen. Despite its appetite, No 67190 had a useful life of 52 years and was taken out of service in November 1955. Ref: 52/C/4/2 Below: The modern LNER – well almost. Prior to WW2 the LNER had ambitious plans to modernise the signalling at Doncaster and to concentrate work in new power boxes operating colour light signalling at the north and south ends of the station. Wartime disruption caused a delay and it was not until 1949 under British Railways that both boxes were brought into use. This is Doncaster North two years later in June 1951. Of note is that whilst the main running line signals are colour lights, mechanically operated ground signals are still present. Ref: 56/A/3/1

75

Britain’s Railways in Unseen Black &White

76

Opposite Top: A seemingly unidentified ‘Black 5’ (but which we are told is in fact No 44919 hauling the BR Sheffield District staff outing to Skegness in 1951). Unfortunately black and white does not afford any idea of the colours used for the headboard but of one thing we can be certain, it would have been colourful. The number of vehicles behind the tender is not certain but even so what it does convey is an indication as to the number of staff who were employed in the area if they could all be released for the holiday and yet keep the railway running at the same time – even allowing for families. The view was taken near to Lincoln on 17 June 1951.

Ref: 56/A/4/1 Opposite Bottom: Away in the south C class 0-6-0 No 31033 was recorded running light near Hildenborough on 3 August 1951. Undoubtably there was valid reason for the engine to be on its own, but years before in the days of Sir Herbert Walker as General Manager of the Southern Railway he would have wanted to know chapter and verse as to why an engine might be operating like this, costing money and yet without earning any useful revenue. Ref: 57/B/5/5 Below: Rural delight at Midhurst, photographed from the 4.18pm ex-Petersfield arriving in the bay platform on 30 June 1950. Midhurst was one of those locations that gave the impression of being more important than it was. Originally it had been approached from three separate directions. From the east at Pulborough and after reaching Midhurst then south to Chichester. This was what appears to be the double line on the right although both quickly became single tracks either end of the station. From the west there was another single line branch emanating from Petersfield which had originally terminated at a separate station a short distance behind the camera. Company rivalry between the LSWR and LBSCR meant there were no through services between the two although a connection for the transfer of goods was provided. Matters remained as such until early Southern Railway days when common sense prevailed; the former LSWR station now used solely for goods and passenger traffic concentrated at the former LBSCR site with its better facilities. Trains like that seen that terminated at Midhurst from Petersfield might also use the bay platform. Traffic over the routes never developed as perhaps might have been hoped, slightly strange as south of Midhurst was Singleton station, well laid out with expansive facilities for visitors to Goodwood races. Indeed traffic receipts south of Midhurst were so sparse that this section was closed to passengers in the 1930s although it remained open for goods, that is until a bridge wash out severed the line just south of Midhurst in early BR days. It was not reinstated. The remaining passenger workings lingered on until 1955 although goods continued into the 1960s, the final goods workings operated by a diesel shunter. Today the site has been cleared and it is hard to visualise a railway ever existed.

Ref: 61/C/4/2

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Britain’s Railways in Unseen Black &White

78

Opposite Top: Another branch but this time one of a different company. This is Abingdon with the shuttle service from Radley arriving behind an unidentified member of the 14xx class. Like so many branch lines, Abingdon had been a busy location in past years, indeed the expansive goods yard for what was a small country town confirms this point. Apart from local traffic it also saw goods to a large Maltings, part of which is visible on the left. In later years finished motor cars from the MG factory in the town would also start their lives on rails being distributed around the country as well as being sent for export. In the right background is the engine shed whilst on the near right was an extensive goods shed – out of sight to the camera but identified by the shadow cast over the rails. Ref: 46/A/5/1 Opposite Bottom: One of Stewarts Lane’s finest, No 35028 Clan Line leaving Victoria on a wet day and seemingly with sanders operating. The working is not confirmed but it may be noted the headcode disc has the letters ‘SPL’ shown so implying this was an extra, out of course service. The use of sanding gear was prohibited at Waterloo certainly in the later days of steam for reason of ensuring track circuits showing the position of trains was not affected, so perhaps that instruction had yet to be implemented here or special dispensation had been given. Whatever, the wet day would not help as almost immediately after leaving Victoria the engine would be faced with the steep climb of Grosvenor bank. No 35028 was of course rebuilt later into BR days and in 1967 was subsequently sold out of service to the Merchant Navy Locomotive Preservation Society immediately at the end of steam. It remains one of the best known and reliable of all steam engines having operated main line pleasure services on the network for many decades. Ref: 64/C/5/4 Above: Engineers ‘Accident Brake Van’ No 951642 reportedly at Colwick on 9 September 1950. Information on this vehicle is scant but it would appear to combine at least two and possibly three roles: a brake van, a tool / packing van, and possibly a mess van. Some breakdown trains having two or even three separate vehicles for these tasks. Side lookouts are provided for the guard whilst the Mansell wheels, bogie springing and safety chains next to the couplings may also be noted. All of these indicate it may well have been of LNWR origin. A vehicle of this type might well be attached to a breakdown crane and form part of that consist or, assuming it was as first described, be sent on its own to deal with minor incidents. The crew of the breakdown crane were well versed in rerailing wagons and such like using packing and jacks and where a full lift was not deemed necessary. Ref: 61/C/3/2 79

80

Left: The appropriately named Fork Junction at Stratford; right to Temple Mills passing through the complex that was Stratford Works and left towards Lea Junction. Work appears to be taking place on a turnout on the opposite line whilst what may well be a pair of loco men are also approaching on the opposite side possibly at the end of their duty. The first building on the left is the stores whilst beyond in the paint shop and further still the side of the running shed. An unidentified J67 0-6-0T straddles the junction. Ref: 64/C/5/1 Above: A Tavistock service approaching Mutley Tunnel, Plymouth in April 1952. The engine is not identified but the class is a straight tank 45xx. The scene is being watched by the man on the pavement – notice just the one car parked on the road – perhaps he is a retired railwayman, and also by the two more youthful spotters on the wall nearer the tunnel mouth. Train, or more accurately ‘engine’, spotting, was a popular pastime in the early 1950s when other sources of entertainment were few and far between. Between 1871 and July 1939 there had been a station here, Plymouth Mutley, the small wall on the cutting side no doubt owing its origins to one of the buildings that had once existed. Ref: 65/B/6/3

81

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82

Opposite Top: The solitary Metropolitan-Vickers Gas Turbine engine No 18100 at Paddington in the Summer of 1953. (Roy’s list refers to the engine number incorrectly as 18199.) In service on the WR for only a short time it was undoubtably the single most powerful non steam engine to run on the WR, an accolade probably held until the advent of the Class 59 diesel type years later. Its downfall was twofold; firstly the existing locomotive diagrams could not accommodate a single machine which was only ever efficient when working at full power, and secondly it used conventional diesel fuel – and an awful lot of it. Driver familiarity was another issue, crews only having the chance to work the engine on an irregular basis and consequently some failures that occurred were simply down to lack of regular manning. After a very short time in service, less than three years, it was withdrawn with the intention that the fuel used be changed to cheaper bunker oil. This task dragged on without success for some years and was eventually abandoned with the engine instead converted to a 25kv straight electric for crew training on the soon to be electrified main line from Manchester. In the image here the engine has arrived at Paddington on the up ‘Bristolian’ and is seen reversing towards Old Oak before taking up its next duty. Ref: 78/B/6/1 Opposite Bottom: Hull Dairycoates, a view inside the roundhouse with five engines visible – Roy tells us the number of the fifth! L-R: Nos 90057, 43101, 43015, 90061 and 61080. None might be said to have been ‘celebrity’ machines, none bore names (except perhaps those unofficially bestowed by engine crews and fitters) and none would ever be seen at high speed in charge of a prestige passenger working. Instead these were examples of the workhorses of the railways, engines that went about their daily tasks – we cannot really say quietly – but certainly ignored by most, and yet they were also the ones who moved thousands upon thousands of tons of goods and minerals year in year out – plus with the exception of Nos 90057 and 90061, probably a few passengers from time to time. Ref: 66/B/2/6 Above: A WD 2-8-0 in all its ‘glory’. Unkept, leaking steam and with some coal seemingly spilled on the tender side. Simple and rugged, no less than 935 were built during WW2. British Railways subsequently acquired 733 and although their main sphere of activity was on the Eastern Region, the Midland and Western regions had a few and there was also the occasional foray on to Southern metals. Despite the vast number in the UK all were eventually scrapped although one surviving example was subsequently repatriated from Sweden. In this view the location is Stockton. Ref: 66/B/3/6

83

Haughley station with one of the ubiquitous former Great Eastern J15 0-6-0s on a branch passenger working. Haughley was also the junction with the Mid Suffolk Light Railway who until 1925 had their own station alongside the main line and at a slightly higher level; this may be identified by the sidings on the left. Post-1925, branch line services transferred to the bay as seen here. Serving rural Suffolk, patronage was limited and it came as no real surprise that the line closed in July 1952; Roy’s photograph was taken in the last weeks of service. Ref: 69/A/6/1

Britain’s Railways in Unseen Black &White

84

Above: J11 0-6-0 No 64335 shunting at Gainsborough Central in 1953. The station here has changed considerably over the years, freight shunting a thing of the past as are the sidings and mechanical signalling. At this time, within the goods yard the points are all hand operated, the white painted levers intended to highlight their position during both day and night time; colliding with one could be a painful experience! Ref: 72/C/3/5 Below: Also on the Mid Suffolk Light Railway was Laxfield station, basic facilities perhaps but sufficient for its needs. The siding houses a former LNER locomotive tender probably serving as a water supply whilst it will be noted the edges of both the platform and the loading dock have recently received a coat of whitewash.

Discussion continues about whether the whitewashing of platform edges dates back to WW2 or had in fact commenced earlier but was made widespread in wartime. Note too the sleepers at the platform end on the single running line are liberally covered in ash and cinders; evidence of where engines had stood. Ref: 67/B/5/5

85

Britain’s Railways in Unseen Black &White Believed to have been taken at Wilby on the Light Railway, Roy is enjoying a footplate trip on No 65447 and observing the fireman (assisted by a boy) opening the gates for a train to pass – the train will draw forward with the guard responsible for closing them.

There is also a stile available to pedestrians. Ref: 69/A/3/6

86

The opposite view with the footplate crew again working the gates; was the bungalow on the right once the residence of a crossing keeper? Train crew operated level gates were by no means unique to the Mid Suffolk line and might be found throughout the country on minor branch lines. Sometimes a crossing keeper might be in attendance or a porter despatched for the task from the nearest station, with late evening and Sunday workings being the responsibility of the train crew. Should a run-through occur and the engine arrive at its destination festooned with timber around the buffers, it was not uncommon for a member of staff to quickly seize the opportunity to purchase the now scrap timber as firewood. Ref: (REV1) (2428)

Sad times at Harrow and Wealdstone in 1952. This is the remains of a carriage underframe resultant from the carnage that occurred in fog when three trains collided and many lost their lives. The cause was the driver of a late running express missing the signals and ploughing into the rear of a stationary train, the resultant wreckage then run into by a service from the opposite direction. There were 112 fatalities. Ref: 73/C/6/6 87

Britain’s Railways in Unseen Black &White

Another light engine working on the Southern, this time between Redhill and Godstone, and C2X No 32450.

Light engines are restricted to a limited speed for reason of brake power although it is doubtful if No 32450 would achieve much more than 30mph on its travels. Ref: 73/A/3/3

Fresh from overhaul at Doncaster on 7 May 1953 is A2 No 60530 Sayajirao. No 60530 was a British Railways build completed at Doncaster in March 1948, finding its first home at King’s Cross. It later moved to Peterborough and by 1950 was in Scotland where it remained until the end of a tragically short life in 1966.

Ref: 72/C/4/6

88

Retaining its original cab for the present, this is the former 21C10, BR No 34010 Sidmouth, passing Earlsfield with a down Bournemouth line service on 26 May 1953. Maunsell stock dominates, certainly at the front of the train, whilst further back there is a Bulleid coach (from the side profile) in crimson and cream and further back still what appears to be a pair of Pullman cars. No 34010 would be rebuilt in 1959 and survived a further five years, being withdrawn in March 1965. Ref: 74/B/3/4

Without question the most successful of the BR Standard designs (and none were really bad) was the 9F 2-10-0 type. Versatile, strong, with a reasonable axle load, they also revolutionised heavy freight working allowing greater loads to be hauled so saving engine mileage and line occupancy. But at what cost? Not necessarily financial and instead it was the effort required to stoke almost 50 sq ft of firebox and they could well be hungry beasts when worked hard. Not surprisingly some crews referred to them as ‘spaceships’, a reference to something out of this world but which also needed an out of this world crew to handle them. On normal duties they were free running and easy to handle, indeed both the Eastern and Western regions used them on express passenger turns for a time; that is until an edict came down from headquarters prohibiting such use. No 92014 was one of the first batch built at Crewe in 1954 and exhibited at Willesden soon after for the benefit of the International Railway Congress held the same year. It is seen at Stratford in September 1954. Ref: 85/B/4/6

One of the second batch of Southern bogie brake vans; the first were converted motor coaches from the erstwhile LBSCR overhead electric. No S56247 has the designation ‘Not in Common Use’ written above the running number; these vehicles being kept for particular workings, engineers’ trains and very often the Meldon Quarry ballast trains where the weight and brake power of a heavy van such as this was needed. Ref: REV1 (3444)

A day to remember. The footplate crew of J17 0-6-0 No 65507 have allowed some children to have a footplate visit whilst paused in their duties in charge of a pick-up freight at Hopton-on-Sea. (This station was located between Great Yarmouth and Lowestoft and closed in 1970.) Unofficial footplate visits and indeed unofficial trips on the footplate were fairly commonplace at wayside stations in the steam era; far enough away from officialdom and providing something a child might remember for a long time to come. Ref: 82/C/5/3

Hopton-on-Sea also played host to a Camping Coach at the same time, the family clearly enjoying the break from routine and later able to tell their friends they had enjoyed a different type of holiday. Probably also some from the same group we saw pictured in the previous image. Note the chocks under the wheels to prevent the vehicle moving. Facilities were probably best described as basic, but it was still a break and in reality little different to what was commonplace in private houses at the time. No confirmed date but likely circa 1953/4.

Ref: 82/C/6/2 91

Britain’s Railways in Unseen Black &White The locomotive type gives it away at once, a Terrier, No 32650, on a Hayling branch train at the junction station of Havant in early 1954. Even without a time of year the single coach would indicate this was out of the holiday season, the summer months seeing these diminutive engines working on three-coach trains packed with holidaymakers. Whilst the branch continued to pay its way, necessary repairs and strengthening or replacement of the wooden viaduct carrying the line across Langstone harbour were not considered justified and with the Terriers reaching the end of their life the route was regretfully closed in November 1963. Ref: 84/A/6/5

Still on the Southern and now most definitely main line; the east end of Salisbury station. No 34052 in original condition appears to be backing down on to a train which will almost certainly be a Waterloo service. No 34052 was named Lord Dowding after the WW2 RAF commander and was one of the final steam engines in service on the Southern when steam finished in 1967.

On the platform opposite, No 5, a group stand watching the scene. Platform 5 was a dead end and was mainly used for stopping services from Salisbury to Portsmouth via Eastleigh or Southampton and also for trains traversing the cross country line south through Downton and Fordingbridge. Ref: 84/B/3/3 92

Devoid of chimney, rods and looking very much as if it has drawn its last breath. This is J65 No 68211 at Stratford, likely around 1953/4.Official records show it was withdrawn from Ipswich on 28 November 1953 but all such dates should be taken with a slight pinch of salt as it may have stood unused for a time before the paperwork caught up. Even so it achieved a service life in excess of 63 years. Ref: 81/B/1/3

Castle No 5052 Earl of Radnor galloping along the up main just past Didcot East Junction and in typical Castle style; a slight haze from the chimney and just a whisp of steam from the safety valves. The coal, and there is plenty of it, seems a mixture of good quality and some smaller dross, somewhere the fireman will be busy whilst the driver is gazing intently ahead, his hand possibly on the reverser.

Perhaps the only negative point to note is that the tender filler cap has been left open. The neat bushes on the north side show credit to the p/way gang and would be trimmed at regular intervals. Ref: 78/C/3/5 93

Britain’s Railways in Unseen Black &White

Relic from the past. A former Great Eastern Railway oil wagon built towards the end of the 19th century and still surviving as BR No E962513. Its age is confirmed by the grease axleboxes and split-spoke wheels. The either side brakes may be a later addition replacing a single wooden brake block. The chalk inscriptions cannot be discerned although from the stains of the hatch at the end the vehicle appears to either still be or certainly recently to have been in use. Note too the works plate. Relics such as these were to be found at countless depots up and down the country although all would be swept away as modernisation and changes in traffic meant they no longer had any use on the modern railway. Ref: 87/C/4/3

The ‘Welsh Dragon’ train working as a push-pull service near to Colwyn Bay in August 1953. Slightly unusual – but by no means unique – was the use of a tank engine on a named train; this being the shuttle connection between Rhyl and Llandudno. Ref: 77/B/2/5 94

…and seen from the driving end when in propelling mode. Ref: 77/B/3/6

A Coronation year view of Liverpool Street with steam on the longer distance trains and the wires up for suburban electrification. Polite queueing is in place and a definite throng already on Platform 15. Holiday time no doubt but from the number of overcoats perhaps a none-too warm day. Ref: REV1 (2933) 95

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Opposite Top: Roy did like his level crossing views - and who can blame him when the railway and the community come together so well. The engine of course is a B1, No 61112, and the location Lincoln; again a favourite for Roy. The presence of the motor vehicles, cycles - note the man riding the cycle but carrying a suitcase, and the pedestrians, made it a 'must'; a moment in time showing how the boom in private motoring had yet to make any real effect on transport for the masses. Ref: REV1 (2655) Opposite Bottom: Midland main line freight ,a rotary bunker Garrett running bunker first near Elstree in November 1953. These engines rarely strayed far from their bases at Wellingborough or Toton although the exception was of course the occasional trip to the works at Derby. Ref: 70/C/1/1 Below: Another one of Roy’s ‘teasers’. WD 2-8-0 No 90442 ‘….passing two industrial locos…’ but he fails to mention where! A possible clue might be the second railway crossing by the bridge at the higher level. All we can say for certain is there are interchange sidings at this point and we might well use it as an example as to just how many such small industrial systems once existed, each with their own, usually steam, motive power.

Ref: V467

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D16 4-4-0 No 62567 leaving Bishopsgate Goods on on 6 September 1953 with the RCTS (London Branch) East Anglian railtour. This was a day event starting as seen and progressing then to Marks Tey, Cambridge, Hitchin and back to Liverpool Street. Aside from the engine seen two others, E4 2-4-0 No 62790 and J20 0-6-0 No 64685, were involved. Ref: 78/A/1/3

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Former Great Eastern Railway inspection saloon No 8 still in use in BR days but unfortunately undated. Roy gives us the number but it is not visible on the photograph. This is important as there had also been four family saloons built by the GER in the 19th century of which No 8 was also one of them; these however ran on six wheels. Ref: V170/1

Probably recorded at Gorton (Manchester). Former Great Central 4-4-0 (LNER class D9) No 62301 is temporarily out of use in October 1949 pending repairs to what may well be the drive axle bearings or possibly wheels. The height required for such a lift meant that outside was really the only place it could be carried out, such working conditions commonplace – as indeed they had been for decades and would remain so for a few years still to come. No 62301’s life under BR was destined to be short as it was withdrawn and condemned just six months later. Ref: 97/A/2/3 99

Britain’s Railways in Unseen Black &White One of the first two Southern main-line diesels, either No 10201 or 10202, immediately south of Eastleigh with the down ‘Bournemouth Belle’ Pullman. The landscape has changed much here since this was recorded in the early 1950s, all of the commercial buildings fronting Southampton Road have gone whilst on the railway the signals and rolling stock have also altered although the track layout remains basically unchanged. It was unusual not to see a locomotive of any kind standing or moving slowly on the running shed entrance / exit lines on the right whilst the station too also seems rather quiet. Ref: 89/B/1/1

Who says railways cannot be photogenic? A perfectly framed view of Midland 2F No 58130 at its home shed of Burtonon-Trent. The sign that is just readable on the left really says it all and warns as much of limited clearance as well as engines moving. From the steam underneath, No 58130 may well be moving and blowing steam and condensate from the cylinders as it does. Ref: V375 100

LNER A4 No 4489 Dominion of Canada with its ceremonial bell attached. This was (originally) a working feature but unique to this member of the class. It commemorated the name of the engine and with it a connection with the Canadian Railroads. The bell was actuated from a steam cylinder operated by a cable from the cab. Folklore has it that on one occasion a youthful spotter at King’s Cross enquired, in all innocence, of the driver if the bell actually worked? The driver duly responded but the bell would not stop and rang for many miles until the train’s next stop when a fitter was summonsed. After that it was modified to be decorative only. No 4489, later BR No 60010, was saved from scrap and cosmetically restored for preservation in Canada. Ref: V384

Britannia No 70037 Hereward the Wake being prepared for an RCTS special at Stratford in July 1955. The group standing are those involved in the work and include (L-R) Les Thorn, Diesel Assistant by 1959 to the DMPS R. H. N. Hardy: Bert Warwick, Charge-hand Cleaner: Harry Hollick, Shed Driver: Vic Burrows, Fitter’s Mate: Harry Alexander, always ‘Alex’, Fitter: unknown: Johnny Leonard, Fitter: Bill Patmore, Fitter: Les Clarke, Fitter: unknown: Arthur Day, Foreman Fitter: Percy Howard, Loco Inspector and Fred Griffin, the regular driver of 70037 for close on three years. (The RCTS tour was ‘The Fensman’ from Liverpool Street to Cambridge with six Gresley coaches. At Cambridge J17 0-6-0 No 65562 took over for trips over a number of lines, the Mildenhall and Stoke Ferry branches included. No 70037 was later used for the return to London.) Ref: V131/2

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Left: Summer peak at Liverpool Street with both main line workings either arrived or about to depart - the N7 No. 69633 is about to remove the stock of the recently arrived ‘Norseman’. B17 No 61647 Helmingham Hall awaiting departure (note the use of the suffix ‘Hall’ was not totally restricted to the GWR), a B1, No 61253, and finally an unidentified Britannia arriving with the return of a Butlin’s Express – the latter likely from the holiday camp at Clacton. Outside the arena of the station there is a group of spotters peering over the wall – others are on the platform. On the extreme right is perhaps an unidentified ‘Standard’ having luggage loaded into the first van; the fireman of this engine clearly having lost the battle to keep his engine quiet in the station precincts.

Ref: REV1 (4395) Above: The end for F4 2-4-2T No 67199, cab side, roof and smokebox complete with smokebox door loaded into a wagon ready to be taken away and melted down. Somewhat surprisingly the numberplate is still attached; the days before such items became so sought after by collectors. Value of the complete scrap at the time – perhaps a very few pounds. Value of the original plate today (had it survived) a few hundred – at least.

Ref: 98/C/2/3

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Opposite Top: An interesting consist of a parcels working for Patriot No 45505 The Royal Army Ordnance Corps leaving Colwyn Bay in September 1953. The first vehicle is a mobile gas wagon running on a 6-wheel underframe; vehicles like this were stabled at various stations where coaches might also be parked and were used to replenish the gas supply of catering cars. (Originally they had an additional use when gas lighting in railway coaches was used.) Ref: 97/A/4/6 Opposite Bottom: The sad remains of Pacific 46202 Princess Anne – still with nameplate attached – after the tragedy of Harrow. Little that was salvageable remained and not surprisingly the remains were considered beyond repair and scrapped. A great pity for an engine just months old and which never had the opportunity to show its true prowess as a modern development of the Princess Royal class. Ref: 73/C/6/4 Below: A Princess in better times, this is elder sister No 46201 Princess Elizabeth about to pick up mail whilst on the move. The location is just south of Harrow. Note too the set-down nets for trains in the opposite direction. Ref: V361

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Britain’s Railways in Unseen Black &White

Above: The exterior of Bodmin General station from where passengers might travel south to Bodmin Road on the Cornwall main line or west to Wadebridge and on to Padstow – hence the 2/-d fare to Padstow (other offers advertised as available!). The station here dated from 1867 with services extended to Wadebridge in 1888.

Public passenger services ceased in 1967 and goods in 1983 but the site has since reopened as the headquarters of a heritage railway back to Bodmin Road and more recently west to Boscarne Junction.

Ref: 88/C/1/4 Below: An unidentified J15 0-6-0 on a typical mixed goods of yesteryear. Other than the number starting with ’65…’ it is impossible to identify the engine and the location but we could not resist including it for the rural charm generated. At the time it is doubtful more than a few would even have turned a head to watch the passage of such an everyday scene but now…. Well it is probably only the enthusiasts amongst us that care to sit back and wallow in (unashamed) nostalgia. Ref: REV1 (3783)

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Shed view of Wadebridge with one of the three Beattie well-tanks, No 30586, in view – probably also a T9 4-4-0 hidden within the shed. The three survivors of the welltank type which lasted until the 1960s were here far from their original haunts and work on London suburban services, almost as far west as it was possible to reach from Waterloo. Here too local managers might have considered themselves safe and forgotten from headquarters and politics and yet just as elsewhere change would come, steam would go and Wadebridge itsstation, steam shed and facilities would all disappear under what was termed rationalisation and modernisation.

Ref: 88/C/3/3

Britain’s Railways in Unseen Black &White

Above: Still at Wadebridge No 34014 Budleigh Salterton awaits permission to proceed and with a tail lamp in place perhaps even light engine to Launceston or beyond. The merits, or otherwise, of such large engines working short length slow services on the lightly patronised Southern lines of North Devon and Cornwall have been debated for many years and will no doubt continue to do so. Whether the Southern (and BR) was right in building 140 of these engines is another factor although it can hardly be argued that some of the early steam stock was desperately in need of modernisation. Had the BR Standard classes come earlier perhaps that would have been the answer, the Southern certainly in need of a capable large tank design which took until BR days to fulfil. Even so sights such as this presented a pleasant interlude to the spotters of the time. Ref: V262/1 Opposite Top: M7 No 30250 holding up traffic at Instow as it crossed the road. Notice the advertising on the side of the road; the railways were nothing but commercial and working on the basis that cars will stop at the crossing why not sell advertising space? August 1955. Ref: 93/B/5/4 Opposite Bottom: Token delivery at Saltash in June 1955. The fireman of No 6911 Holker Hall is leaning out as far as he can, ready to drop the token and carrier to the signalman – the fireman will need to turn it through 90 degrees first to effect a clean delivery. Exactly why this was a hand exchange is not known, especially as there is a perfectly good fixed set down post on the opposite side of the track – and which would also have saved the signalman having to wait to return to his signal box until after the train has passed. Ref: 88/B/2/4

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Just the other side of the river back in Devon, this is a smoky view of Plymouth Laira shed with three engines at least identifiable; No 7815 Fritwell Manor, 5069 Isambard Kingdom Brunel – the length of the nameplate here gives it away, and at the opposite end of the length scale, Britannia No 70016 Ariel. A new diesel depot would be built alongside the steam shed later whilst Cornwall would also be the first part of the Western Region to eliminate steam traction completely. Ref: 88/B/1/6

The R E Vincent collection of black and white railway images mainly covers the early 1950s, a time of tradition and yet also one of subtle change. Tradition in that the scenes of yesterday often continued unaltered just as they had for decades, apart that is perhaps for a different painting style to reflect the now nationalised ownership. Change though was afoot in new standard types of steam engine and in an era where the internal combustion engine was beginning to make its mark, resulting in the closure of branch lines and stations. As a professional railwayman Roy seemed to often be in the know, taking the opportunity to visit places that would one day be altered completely or even swept away completely.

Roy’s images concentrate mainly on the Eastern and Western Regions of British Railways with a few excursions to the former Midland, and also the South Western lines.

His eye for the unusual placing the railway within the context of the landscape is well known. This new book consisting mainly of unpublished material needs no excuse as an exercise in nostalgia.

ISBN 978-1-913251-30-7

14.95