Dick Riley: West from Paddington
Compiled by Kevin Robertson from images at the Transport Treasury
© Images and design: The Transport Treasury 2021. Text Kevin Robertson ISBN 978-1-913893-07-1 First Published in 2021 by Transport Treasury Publishing Ltd. 16 Highworth Close, High Wycombe, HP13 7PJ Totem Publishing, an imprint of Transport Treasury Publishing.
The copyright holders hereby give notice that all rights to this work are reserved. Aside from brief passages for the purpose of review, no part of this work may be reproduced, copied by electronic or other means, or otherwise stored in any information storage and retrieval system without written permission from the Publisher. This includes the illustrations herein which shall remain the copyright of the copyright holder. www.ttpublishing.co.uk Printed in Malta by Gutenberg Press. ‘Dick Riley: West from Paddington’ is one of a series of books on specialist transport subjects published in strictly limited numbers and produced under the Totem Publishing imprint using material only available at The Transport Treasury. Front cover: (1) ‘Castle’ class 4-6-0, No. 5086 Viscount Horne, named after the Chairman of the Great Western Railway who was in post from 1934-1940. As Viscount Sir Robert Stevenson Horne he was elected to Parliament as the Unionist MP for Glasgow Hillhead in 1918 and immediately took the post of Minister of Labour. Two years later in 1920 he became President of the Board of Trade and the following year was elevated to Chancellor of the Exchequer. He left Parliament in 1922 to pursue a career in business which included becoming a director of the GWR. During his tenure as GWR Chairman he oversaw the successful centenary celebrations of the company in 1935 and may well have intended to continue in post longer than 1940. Sadly he died in Farnham on 3 September 1940. No. 5086 had been rebuilt from a 1922 built ‘Star’ class engine, No. 4066, in 1937 but the nameplate did not alter. The engine was one of the earlier withdrawals of the class only lasting in service until November 1958. The photograph shows it at Paddington on 5 August 1957 in the process of backing down on to its train. The straight sided Hawksworth tender with which it was paired from 19 February 1957 until withdrawal will be noted. RCR11060. Frontispiece: (2) For reasons that are not totally clear, the BR Standard ‘Britannia’ class were only truly welcomed when based at Cardiff where they were integrated into Top Link duties. One of their regular turns was the ‘Red Dragon’ express plus 3.45pm down; No. 70029 Shooting Star seen just after leaving Paddington and passing the turnout to Ranelagh Bridge engine sidings on the right, 30 August 1958. RCR12679 Rear cover: (93) Another ‘Castle’, this time No. 5006 Tregenna Castle, near the end of its journey to Paddington seen here passing Old Oak Common East. This service, with reporting number 712, had started off from Fishguard Harbour at 4.35am and ran on Saturdays only between 4 and 27 August 1955. (The view was taken on Saturday 20 August.) The working instructions stated that the reporting number would be added during the stop at Felin Fran. No. 5006 dated from June 1927 and at the time of the photograph was a London, Old Oak Common engine. It remained in service until April 1962. RCR 6547
Introduction ick Riley may be thought of as a Southern man - indeed he D lived at Beckenham, South London, but it was the lines of the former Great Western that were his greater interest. That said when time was perhaps pressing, his photographic outings were more limited to the Southern, but when the opportunity presented, Paddington, as well as other parts of the UK, were preferred. Dick was like most of us, he simply ‘liked trains’ hence within his taking of in excess of 18,000 images there are examples from most areas although perhaps not so many were taken in the north, into Scotland, and in rural Wales. It might be thought that the far reaches of Cornwall would be similarly out of reach but not so, and there were regular excursions well beyond Plymouth. Dick’s early images, dating from pre-WW2 times, are not to the best quality. At the time he was as much learning his craft but really came into his own from the early 1950s with a better camera (and lens) plus some instruction from the masters of the day, like Maurice Earley. He also quickly developed his own photographic style, keen to encompass composition whenever possible which is so readily apparent in many of his scenes recorded in open country. We are fortunate too in having a reasonable record of most images, location, date, time, loco number and sometimes the working as well, such was the professional and accurate record keeping he brought to his hobby; as well he might, for accurate record keeping was an essential aspect of his professional life as a banker. If there is slight criticism we might level it is that he had his favourite lineside spots which he often visited time and time again. Consequently this could lead to several similar photographs; literally the engine number and perhaps train composition were all that changed. But this is a minor complaint only, and indeed we might even turn it to advantage by saying it therefore provides for the widest choice at so many places.
‘West from Paddington’ is just one example of Dick Riley’s work. He certainly did not cover all locations on the Bristol and Birmingham lines, in fact the Birmingham line suffers from a distinct paucity of views, neither did he visit and record all the branch and connecting lines running off the main routes; there is for example nothing between Maidenhead and High Wycombe, and similarly the branch to Henley from Twyford. But what he did record is often a joy, a record too we can never repeat. In this volume we have taken as the theme the main line and branches from Paddington west to Didcot, as well as the occasional photograph on the north-west route to Birmingham . The environs of Paddington, Ranelagh Bridge and Old Oak Common are also covered in detail. Many of Dick’s photographs are ‘loco’ shots as like many Dick was primarily a loco man, but he did still record a few infrastructure and rolling stock scenes and again these are included where possible and likewise where appropriate. Today’s modern trains may literally wizz us from Paddington to Reading in barely the time it takes to drink coffee from a paper cup; but it is not quite the same as a similar journey 60+ years ago; the coffee then served by a uniformed steward in a china cup with time for a toasted tea-cake as well, the latter experience accompanied by the occasional ingress of cinders through an open window and the staccato beat as the engine at the front was opened out and began to produce a clearly defined ‘four beats to the bar’. Dick’s ability to access the lineside as well as make friends with the staff at so many places he visited would surely make for a story in itself. Whilst we must be incredibly grateful that his negatives and records have survived, we will sadly now never know the stories behind the taking of so many. Kevin Robertson. Lambourn 2021.
Top: (3) One of Dick’s early images, this is Paddington with No. 4902 Aldenham Hall seemingly reversing out of the terminus. (There is a red tail lamp on the buffer beam.) Contrary to the introduction on the previous page, Dick’s early views had little in the way of detail provided, whilst the quality was also not what we came to expect in later years. We should not necessarily blame the photographer as pre-war film was never ideal for a grey day attempting to capture a moving train. No confirmed date although the next entry in the index refers to 27 November 1938 but dates were also not always consecutive in the early views - this is only No. 101 in the whole collection. No. 4902 can be seen coupled to a small tender whilst the train may even have been a commuter service from perhaps Henley. At the end of the platform are the GWR’s colour light signals installed at Paddington and its environs only a few years earlier. Two and sometimes three aspects were provided, the coloured lens defaulting to red if power to the solenoid were to fail. In the background is the massive bulk of Paddington Goods. RCR101
Bottom: (4) Moving forward 17 years to 4 March 1955, we have No. 5082 Swordfish arrived at the terminus with Dick recording the time at ‘8.00pm’. Clearly a through service, it will be seen the carriage roof boards are still in position. Again a single lamp has already replaced the original headcode ready for the train to be propelled back (or perhaps the engine to run light once the coaches have been drawn back towards the carriage sidings at Old Oak Common). In the background the platforms are strewn with mailbags; it would be some years before any form of serious security accompanied the movement of mail and then only after the 1963 mail train robbery. On this particular occasion it appears to be ordinary post that is being handled with a Morris van on the platform. No. 5082 was new in June 1939 and originally named Powis Castle. Renaming took place as early as January 1941; one of a number of ‘Castle’ class engines taking the name of contemporary WW2 aircraft. She survived until July 1962. RCR5672
(5) Stranger in the camp, practically yes, but in reality a development from the Swindon lineage. No. 46237 City of Bristol (even the name is appropriate) was a 4-6-2 built by the LMS to the design of Sir William Stanier who readers will be aware moved from Swindon to take the headship as Chief Mechanical Engineer on the LMS. At Derby/ Crewe Stanier’s first large express engine type was the ‘Princess’ class; in simplified form an extended ‘King’ built as a pacific. Successful though they were Stanier developed matters further with the ‘Duchess’ or ‘Coronation’ design seen here, there were plans for an even larger 4-6-4 type. Seen from the lineside a ‘King’ looked big and bulbous, but a ‘Princess’ was larger still, whilst ‘Duchess’ was even more impressive. As to why the engine was here is simply explained by the fact that two members of the ‘King’ class had been found to have developed cracks to the bogie frame. In consequence the whole of the ‘King’ class were checked with engines temporarily withdrawn from service whilst their bogies were sent to Swindon for the addition of welded strengthening pieces. Four LMS pacific types were hastily transferred to cover the motive power shortage on certain Plymouth and Wolverhampton workings with ‘Castle’s deputising on other trains. From the train reporting number we can see No. 46237 has arrived at the head of a different working, the 4.15p.m. SX service from Bristol Temple Meads. RCR6044A
Opposite: (6) Unlike the other regions of British Railways’ the WR rejected the move to electric traction both for its express and suburban service, opting instead for diesel. It is only in recent years that the lines out of Paddington have belatedly been electrified. In a train scene that was commonplace for some two decades, we have a large ‘Prairie’ tank, No. 6141, having just left the terminus with the 1.00pm down stopping service to Maidenhead on 27 July 1955. Behind the engine BR standard suburban stock has replaced GWR design vehicles. To the right is the dedicated Paddington parcels loading platform, seemingly always busy regardless of the time of day and supplemented of course by other platforms within the terminus when necessary - as indeed we witnessed earlier. Within the ‘six-foot’ is a colour light ground signal whilst just in front of the overbridge stanchion is a grounded cylindrical tank - carriage gas replenishment perhaps? RCR6594 Right: (7) From the same spot and on the same day, we see No. 6005 King George II at the start of its journey. Dick reports the train as the ‘Dn 2.10pm WPN’. (WPN standing for ‘Wolverhampton’.) Unfortunately, and despite having access to the complete listing of Train Reporting Numbers for the summer of 1955, the identification ‘353’ is only shown once in official documentation, and this for the weekday 7.30am Shrewsbury to Paddington service. We hesitate to suggest this could be the return working as the practice was to use a different TRN for return workings. Neither is there a reporting number shown for any 2.10p.m. departure in the listing. Clearly though a ‘Class A’ service (from the position of the headlamps and also important enough to carry carriage roof destination boards). Perhaps the answer lies more simply in a relief working? RCR6603
Above: (8) We move forward now four years to 22 August 1959 to witness No. 5000 Launceston Castle at the start of its journey with the 1.18pm departure. BR Mk.1 stock dominates - certainly at the front of the train although there may be some former company stock towards the rear. On the ground we have a close up of one of the ground signals whilst an electric point motor is also visible and when the image is studied carefully, six tandem compounds (doubleslips). Years before in 1926 No. 5000 had put up an exhilarating performance when loaned to the LMS for work on the West Coast main line. But early fame was not enough to ensure immortality and it was withdrawn in October 1964. RCR14168 Opposite: (9) Just two images further on in the list; it was the turn of No. 6974 Bryngwyn Hall on a clearly busy Summer Saturday 22 August 1959 as the engine is seen at the head of the 1.25pm through train to Kingswear. This was a 200+ mile run and No. 6974 will certainly need most of the coal piled high on the tender in the process. Time wise the journey will probably occupy around six hours; allowing for the inevitable delays after Taunton, through Exeter and once again past Newton Abbot. Bryngwyn Hall was an Old Oak Common based engine but from the steam leaking from ahead of the cylinder was not totally in pristine condition for this long working. RCR14170
(10) Another engine, 5073 Blenheim (named after the aircraft and not the palace), seen at the head of train No. 211, the 1.15pm Paddington to Weston-SuperMare with the reporting number to be displayed as far as Bristol. Why the working instructions were adamant that the display be removed at the latter point is not explained. No. 5073 was a Bristol Bath Road allocated engine, the fireman having an easy time at the start although it will be gently uphill over the 77 miles to Swindon - the result being that when Swindon is reached the railway will be 365 feet higher than when it left Paddington - the height incidentally of the top of the dome on St Paul’s cathedral. In the background two engines await their time to back down to Paddington from Ranelagh Bridge, No. 70025 Western Star and an unidentified Castle. Both have reporting numbers - of sorts - although in the case of the former ‘01’ is certainly not a standard Western Region number. 22 August 1959. RCR14190
(11) Exactly a week after we witnessed No. 6974 on the down Saturday 1.15pm to Kingswear (see image ‘9’), Old Oak Common have borrowed (or purloined) Bristol St Phillip’s Marsh 2-8-0 No. 4706 for the same working (29 August 1959). The stock too would appear to be similar, maroon liveried Hawksworth vehicles for the majority with at least one chocolate and cream vehicle towards the rear - restaurant car perhaps? The 47xx engines were ideal mixed traffic engines, strong and surefooted although certainly not speed merchants. Even so the fireman would have to work and on a day with poor weather there was only limited protection afforded by the cab. The fireman has the engine ‘on the boil’ as per the simmering from the safety valves and this despite the regulator clearly being open at the start of the journey. RCR14191
(12) An even longer journey, the 1.35pm to Penzance, behind No. 7022 Hereford Castle on 29 August 1959. According to the 1959 TRN book, the engine should be carrying identification ‘437’, the purpose of the reporting numbers being to assist in the identification of trains to signalman and station staff alike; especially useful at holiday times when out of course running was a regular problem. With the possible exception of the very last vehicle, the train consist is entirely of BR Mk.1 stock in the regional colours of chocolate and cream. When a degree of individual autonomy was given back to the regions, the WR for its part commenced painting specific rakes of vehicles for certain named trains. As time passed the practice spread to a considerable number of workings although standard maroon, as per the vehicle in the background, would always dominate. (The roofboard on the coach in the background indicates ‘Paddington Torquay Paignton’ so almost certainly stock being taken into the terminus for a later departure.) The same criteria applied to locomotive liveries; Castles and Kings always destined to be green, but the practice was soon extended to lesser types as well. No. 7022 is seen here in its final form with 4-row high degree superheat and double chimney, whilst look carefully and a hand operated window wiper will be noticed on the front cab window - the fitting was duplicated on the opposite side. RCR14192
Top: (13) Almost time for a rest. One of the early series ’Castles’, No. 4074 Caldicot Castle, reversing back past Royal Oak on its way to Old Oak Common, 29 August 1959. The engine is in the same later condition as No. 7022 seen previously and from this side the mechanical lubricator necessary with the high degree superheat may be seen on the framing ahead of the elbow steam pipe. No. 4074 had arrived at Paddington at the head of ‘028’, the 8.20a.m. from Swansea High Street. It is seen here coupled to a later Hawksworth flat sided tender. At the time Dick photographed the engine, it had been allocated to Landore (Swansea) for just two weeks having been transferred from OOC. Often an instruction to transfer a member of ‘whatever’ class was the equivalent of manna from heaven, as it allowed a ‘lame duck’ to be dispensed here. Clearly this was not the case with No. 4074 as she was still running main line services from her new home. Notice too the speedometer fitting on the rear offside driving wheel. RCR14194 Bottom: (14) The ‘01’ we saw earlier is now explained, as No. 70025 Western Star comes past Dick’s vantage point at Ranelagh Bridge with the 1.55pm Paddington to Pembroke Dock. This should be train No. ‘725’ so where the ‘01’ came from is anyone’s guess. Cardiff Canton shed generally took to the Britannia class better than the other WR sheds involved with the class, such as Old Oak Common, Laira (Plymouth) and Newton Abbot. Perhaps the reason some liked the design may have been as they were in brand new condition when they were sent west. No. 70025 has been modified with hand-holes in the smoke deflectors to replace the original hand-rails which may have obstructed the driver’s forward vision; the latter considered a contributory factor in the accident involving sister engine No. 70026 at Milton in 1955. All the class, indeed all the Standard types, suffered one disadvantage working on the Western Region and where signals were placed for optimum visibility from the usual right-hand drive western engines. Three separate designs for the first three vehicles as well: Hawksworth, Collett and then BR Mk1. 29 August 1959. RCR14195
Opposite top: (15) As mentioned in the introduction, Dick clearly had his favourite spots as almost a year later on 13 August 1960, he recorded one of the usual members of the 15xx series allocated to Old Oak Common, the doyen of the class No. 1500. These short wheelbase engines were the final development of well over 1,000 pannier tank engines of differing lineage, these the only type to have outside Walschaerts valve gear. In the Paddington area the engines were used almost exclusively on empty stock trains between the carriage sidings at Old Oak and the terminus and could produce a respectable turn of speed when required. Running light the short wheelbase would set up a sideways motion but with a few hundred tons tagged on behind they would settle down and pull well. The driver of No. 1500 has the reversing lever set in full reverse gear and with another engine immediately behind has probably just arrived in the position seen. In the background is one of the coaches from a suburban DMU. RCR15264 Opposite bottom: (16) The modern Western Region; where once a steam engine, likely a 61xx or ‘Hall’, would have been in charge, now we have two 3-car Diesel Multiple Unit sets on a stopping service to Reading. The date is 13 August 1960 and modernisation is starting to show itself although steam intermingles with diesel on the main line services and pannier tanks are required for carriage shunting. No. 1500 from the previous page is seen in the background. Patronage on this diesel set also looks good. RCR15267 Above: (17) A headboard at last! No. 7013 Bristol Castle from Worcester depot backs down from Ranelagh Bridge towards Paddington ready to take the down ‘Cathedral’s Express’ on 13 August 1960. No. 7013 has not been modified in the form referred to earlier and retains its single chimney. To be fair this is not the original No. 7013 but is in fact No. 4082 Windsor Castle. The reason for the change being that the original Windsor Castle had been driven by King George VI at the time of a visit to Swindon in 1924. With the death of the monarch in 1952 it was considered appropriate the same engine be used for his funeral train - but one problem - No. 4082 was not in suitable mechanical condition. Hence a swap of identity between No. 4082 and the newer No. 7013, a change that also became permanent. RCR15269
(18) On 27 August 1960, 61xx No. 6152 was waiting patiently outside Paddington. Although certain local and suburban services had gone over to DMU trains, steam was not totally spent with the High Wycombe line and Henley branch services still predominantly steam worked, whilst steam was also in use to cover for failures - often at short notice. Indeed there was a common feeling that steam, whilst maybe old-fashioned was also more reliable but that was as much due to familiarity. Built in 1932, the engine had a life of 32 years, nearly all of it based at OOC before moving, along with most of Old Oak’s remaining steam stock, to Southall in August 1964 from where it probably did little work and was withdrawn just two weeks later. RCR15318
(19) Seen from the parcels platforms, we see a ‘County’ for the first time, represented by No.1027 County of Stafford. The date is again the end of August 1960, the driver sitting quietly whilst his mate is doing the work up on the tender breaking up some choice lumps. The fireman on the other (?) tender has some even harder work ahead! Folklore has it that when first introduced a few engines of the class were deliberately based at Bristol (or OOC) with the deliberate intention of their use through Swindon. This was so the designer, Mr Hawksworth, could see his creation working past his window! RCR1531
(20) Modernisation was not just for passenger workings as scenes such as this - slightly unusual anyway - would soon be consigned to history. What we see is a 14xx 0-4-2T No. 1420 at the head of a short parcels working leaving Paddington on 20 June 1959, destination Reading perhaps? The 14xx series certainly better known on auto-fitted branch line workings at the head of a pair of trailers. No. 1420 had been transferred to Southall in September 1958 from Oxford. The following month (July 1959) it would move on again, this time to Exeter (83C). Such parcels duties would soon be taken over by modern diesel parcels cars built by the Gloucester RC&W Co. No 1420 was subsequently saved from scrap and resides on the South Devon Railway. RCR13672
(21) Just to show that not all empty coaching stock trains were in the hands of the 15xx series of pannier tanks, here is a more conventional example dating from 1936, 57xx type No. 9784 (although we will admit the number ‘8’ on the smokebox plate does look much like a ‘3’ - check the cabside however). The train of empty stock is on its way to Old Oak carriage sidings and includes a former GWR Restaurant Car in brown and cream as the third vehicle. On the centre lamp bracket the engine displays a circular disc with the number ‘14’ indicative of the duty number. On the platform at Royal Oak is a young observer, perhaps not one who was totally train mad as there is no indication of a notebook and pencil. 20 June 1959. RCR13674
Top: (22) Definitely a clean example of a 47xx, this time No. 4704 recorded on the Paddington outskirts, Saturday 30 August 1958. Slightly unusual is that it is standing - and with steam to spare close to what may in fact be the rolling stock it will later be hauling; line occupancy the likely reason with all parties having come to a ‘clear understanding’ as the Rule Book was oft to quote. In the background are numerous vehicles destined for or perhaps already dealt with at Paddington Goods. As befits the bulk of the design, in GWR days consideration had been given to naming the class but it was not proceeded with. RCR12686 Bottom: (23) A 28xx engine at Paddington was slightly unusual on the passenger lines at Paddington, more so if running a passenger train. But as did happen on occasions if there were an engine breakdown perhaps or if there literally was nothing else left in the shed to cover an excursion. In such circumstances it would be fair to say the passengers would certainly get to their destination but perhaps not quite with the speed they had imagined. Here No. 2843 from Laira (Plymouth) is removing empty stock from an earlier Paddington arrival and bound, we are told, the long distance to Penzance. The Great Western and indeed its successor the Western Region had an enviable reputation as regards the standard of track maintenance on its main running lines but clearly that did not quite extend to all the sidings in the vicinity of Paddington! 30 August 1958. RCR12685
(24) Another slightly unusual visitor to the London area, 56xx 0-6-2T No. 5675 from Reading shed and seemingly ‘borrowed’ for ECS duty and wearing duty No.’2’ on 30 August 1958. These powerful tank engines were more at home in South Wales where they were used primarily on mineral traffic but could also be seen on local passenger workings in the same Valleys. As to why this one example spent from 1953 respectively at St Phillip's Marsh, Didcot, and then Reading before returning west to Radyr is not certain. The coaching stock is also interesting, one of the best (or is that worst?) examples of a ‘scratch set’ so far seen in this album, comprising BR, WR and LMR vehicles and in a multitude of liveries. The location is of course Royal Oak again, the bridge behind known as Westbourne Bridge. In the left background the buildings are also rail related, comprising an electrical substation and the famed ‘66 Porchester Road’, for decades the repository of the deeds and formal records of the Great Western Railway. RCR12670
Ranelagh Bridge
Above: (25) Having skirted around the location, at last we see a collection of engines on ‘short turnarounds’ at Ranelagh Bridge, photographed on 31 August 1957. It was at this servicing depot that engines from up trains not requiring coal or fitters’ attention could be oiled, watered and have coal pulled forward ready for their return working. Two are identified by number; No. 6005 King George II and a Castle - respectively with reporting numbers ‘353’ and ‘724’ - perhaps on that day they were short of frames and numerals to go with No. 5025? The number ‘353’ referred to the 7.30a.m. Shrewsbury to Paddington whilst ‘724’ was the 7.05am from Cheltenham. Also present is a ‘Britannia’; possibly No. 70019 Lightning, and a ‘Hall’. RCR11160 Opposite: (26) Another late series ‘Castle’, this one No. 7010 Avondale Castle, recorded at Ranelagh Bridge on 27 August 1960, the same month as when it had been modified with four-row superheater and double chimney. This would have entailed a visit to Swindon and no doubt also explains the good external condition as well. The ‘V03’ identification had replaced the three digit headcodes formally used. In this case the letter ‘V’ was the originating region with ‘03’ as the actual service - not identified. No. 7010 is seen to be taking water before being turned. RCR15310
(27) Progress. Smart clean ‘Warship’ class No. D834 Pathfinder also awaiting its next duty. No need for turning either, the crew would simply arrive here and be ready to change ends and return to Paddington. Limited checking and servicing was necessary either, with all accomplished within the confines of a clean and dry environment, small wonder the railways were losing men when compared with the working conditions on No. 4084 Aberystwyth Castle alongside. In the background is Westbourne Bridge signal box, dating from WW2. RCR15272
(28) An early series Castle, No. 4080 Powderham Castle still on top link duty 37 years after it was built. The scene is Ranelagh Bridge and No. 4080 will have arrived at Paddington from Wales with the named train seen which in 1960 had lost its three-digit identification, being replaced by ‘A13’. Having been released from the platform end once the coaches were drawn back, No. 4080 has reversed back ready for servicing and turning ready to undertake its return duty. No. 4080 is another of the class given a new lease of life with modified superheat - again the mechanical lubricator will be noted. Photographed on 13 August 1960, it would remain in traffic until 10 August 1964. RCR15263
Opposite: (29) Mixing majority colour light with a few mechanical signals at Old Oak Common East, 2-6-2 No. 6157 passes on the down relief line with a suburban working on 29 August 1959. This signal box had a frame of 160 levers and controlled not only the main running lines at this point, working to Old Oak Common West and Ladbroke Grove, but also the connections from North Pole and also the engine lines to and from Old Oak Common depot as well as the carriage sidings. RCR14205 Above: (30) Empty stock for Paddington behind 15xx No. 1504 on 13 August 1960. The train is taking the flyover having climbed up from the carriage sidings and will shortly descend to ground level on the down side of the line. This is a nine coach set, the first three vehicles at least being Mk.1 stock (nine vehicles as the second one from the engine has the letter ‘H’ on its identification plate). Note too the first vehicle has an ‘E’ Eastern Region prefix. Although a roof board is shown on the second coach, regretfully this cannot be positively identified. Unseen in the background and running parallel with the railway is the Grand Union Canal. RCR15291
(31) Passing under the same bridge we saw in the last image and with the West London carriage sidings just behind the photographer, we see No. 7003 Elmley Castle on an unidentified down train again with a variety of LMR and WR stock. No. 7003 was a post-war built engine and in consequence also destined to have a relatively short life - just 18 years. At the time of the photograph, 13 August 1960, it was based at Gloucester and so may well be working back to that destination. Although the Western Region lines out of London were never quite as busy as those on the Southern it must be said to see nothing passing on any of the other lines was slightly unusual. RCR15282
(32) At the same location but almost a month later, 10 September 1960, D816 Eclipse is likely to be on its way home to Devon. New to traffic from Swindon in February 1960, D816 would have a shorter life than most of the steam engines it was intended to replace being taken out of service on the first day of 1972 when less than 12 years old. Livery wise the engine is in as built condition, all-over green highlighted with a single white band along the side; yellow ends and later all-over blue were in the future. A change of motive power from steam to diesel was just one step in terms of modernisation, the decade of the 1960s to witness the most changes of all, including replacement rolling stock, flat bottom rails on the main running lines, colour light signalling and the end of much local freight traffic. At the same time green would give way to corporate blue whilst platform signage and even staff uniforms would alter, all in the name of the modern railway. RCR15360
(33) An unusual view of West London Sidings Ground Frame with Barlby Road carriage shed in the right background. To the left a pannier rushes past with at least one vehicle (but probably several more) dedicated to parcels traffic between Paddington and Birmingham. On the left is the landmark gasometer of Kensal Green gas works, also rail served. Whereas colour light signalling was installed on the main running lines, mechanical signalling was present on the exit sidings. Note the ‘3’ arms on the two nearest signals have black rings attached whilst that in the distance has a white painted ringed arm. 19 October 1957. RCR11348
(34) The more usual parcels train of the 1950s; an original GWR parcels car, W34W (the regular parcels diesel out of Paddington), and in this case a trailing load of two vans; the first a siphon, the second not of WR origin. The location is of course Old Oak Common East. Mechanical ground signals are dotted around the area whilst the brickwork of the signal box base indicates bricking up of windows in what is the locking room level. This would have been a WW2 alteration. 7 September 1957. RCR11190
(35) A beautifully clean No. 5029 Nunney Castle, backing down from Old Oak and judging from the signal soon to take the overbridge route to Paddington. Both signals are of the ‘cash register’ type controlled from Old Oak Common East. That on the right was selected by one of four levers dependent upon the route required: No. 128 for the ‘Up Overbridge’, No. 134 for the ‘Up Siding’, No. 132 for the ‘Up Goods’, or 135 for ‘Down Engine’. The signal in the off position was cleared by lever 127 allowing the route ‘Up Overbridge’ although the term has been shortened to simply ‘Overbridge’ on the ground. It could also read ‘Up Siding’ (lever 135, or ‘Up Goods’, lever 131). The area was also track circuited. 2 October 1957. RCR11318.
(36) Another clean engine backing down from Old Oak. No. 5368 was Reading based at the time, 12 March 1955, and remained working from that depot until withdrawn in September 1958. On the right hand side is an illuminated ‘Limit of Shunt’ board meaning locomotives (and stock) could work up to that point only, but permission was needed from the signalman to proceed further. RCR5678
Interlude at Old Oak
Left: (37) Back at Old Oak Common steam shed, we have this portrait of No. 5044 Earl of Dunraven cautiously reversing back into the depot on 20 May 1956. The flat roofed building on the right is clearly not original but we must admit its actual purpose is not known. Notwithstanding the announcement of railway modernisation the year before, steam was still very much in vogue and indeed would remain so for some time to come. This is exemplified by the external condition of No. 5044, pristine and a credit to this, its home depot. Six years hence it would all be different and in June 1962 it was reduced to scrap at Swindon. RCR7274 Opposite: (38) The now preserved No. 5051 Earl Bathurst suitably coaled at Old Oak Common on 21 September 1958. (Some of that coal will certainly need breaking up before being suitable to be used!) Into traffic in May 1936 as Drysllwyn Castle, the name was changed to that seen just 15 months later. The original Castle name was later used on a new engine, No. 7018 in 1949. Did Swindon perhaps retain the original plate for re-use later? No. 5051 is now resident at Didcot having previously run on the main line during its time in preservation. RCR12773
(39) Proud man, proud engine. The shed foreman perhaps standing in front of No. 5066 Sir Felix Pole at the entrance to one of the roundhouses at Old Oak on 20 May 1956. All steam engines are impressive when viewed from a low angle and No. 5066 is certainly that, the name paying tribute to possibly the most far-sighted of the former Great Western’s General Managers. Despite its historic connection, No. 5066 would eventually be reduced to scrap but years later the present writer had the privilege of seeing one of the original nameplates mounted on the wall at the home of Christopher Watts, a grandson of the great man. The name of the railwayman stood at the front of the engine was unfortunately not recorded. RCR5968
(40) In similar pose this is another Old Oak Common based engine, No. 6002 King William IV in final BR form. Compared with the original build various changes have taken place over the years including; ventilators to the cab roof, a four-row superheater and double chimney, mechanical lubricator and selfcleaning smokebox - as witness the ‘SC’ plate underneath the shed code. Plus of course the livery. There would be one final livery change to the emblem on the tender, before this fine machine ceased to work in 1962 overtaken by the progress of dieselisation. Unfortunately there was little other suitable use for a steam engine built exclusively for express passenger work, the class deemed less than suitable for freight duties. RCR5973
(41) Once more on the same day, we see No. 5089 Westminster Abbey prepared and waiting by the shed outlet signal. No doubt unintentionally but Dick has also managed to record what may well have once been part of an old carriage on the ground nearby. Originally once a useful storage or mess hut but from the lack of a door and window it has probably passed beyond that use. The reporting number ‘154’ means this was the engine for the 4.15pm Paddington Plymouth (North Road) service, the crew necessarily advised the signalman of their turn ready for departure. RCR5942
(42) No. 6163 outside the Old Oak ‘factory’; the place where repairs were carried out. Behind is No. 6966 Witchingham Hall, the external condition of which is also in sharp contrast to the Prairie. OOC factory would usually undertake what were deemed ‘unclassified’ repairs, meaning essential work, perhaps a wheel set change, pistons and valves and some boiler / firebox repairs but not if the boiler needed lifting. They would also remove specific components for return to Swindon and refitting if necessary, including as mentioned, the bogies from members of the King class when weld modifications had been necessary. The photograph was taken on 2 April 1960, a time when No. 6163 could look forward to a further five and a half years of life ahead and No. 6966 a further four. RCR14574
Above: (43) On the same day Dick recorded a standard pannier No. 8763 in somewhat dirty lined BR black livery. Interestingly the cab side shutter is also shown in the closed position. Pannier tanks had been preferred to side tanks by the GW not least for ease of access when it came to lubricating the inside motion, the design also having an advantage over the earlier saddle tank types as now the weight was also lower to the ground. To ensure an even weight distribution of water, a large balancing pipe was provided between the two sides; this may be seen on the underside approximately in the centre of the tank, and which also meant both tanks could be filled from either side according to where the engine was positioned relative to the water column. RCR5649 Opposite: (44) Happy times. The crew of No. 4056 Princess Margaret, the last of the original ‘Star’ class to remain in service, depicted at Old Oak on 23 September 1956. The engine is clearly in steam. Above the driver is the speedometer whilst between the two men are a gauge glass lamp and the all important tea cups. The Star class were the progenitors from which the later ‘Castle’ and ‘King’ designs were developed and yet some of the original engines were still performing well into the 1950s. No. 4056 was finally taken out of service as the last working example of a Star in October 1957. One remains, No. 4003 Lode Star, in non working condition as part of the National Collection. RCR10033
(45) To work goods traffic between Paddington and Smithfield Meat Market the GWR adapted 11 pannier tanks as a new sub-class in the 97xx series. All were based at Old Oak and regularly worked over part of the electrified Hammersmith & City line. When not so employed or on other local goods turns they might also be found on the occasional ECS duty. As well as a modified standard ATC apparatus that lifted clear of the centre live rail on the Underground, they were also fitted with tripcock brake valves that matched the LT signalling system. Condensing the exhaust steam back into water in the sidetanks meant conventional injectors had to be replaced with Weir pumps with commensurate changes to coal and water capacity compared with a standard pannier tank. All ended up being scrapped. Old Oak Common shed 28 November 1954. RCR5644
(46) Neglected pannier tanks Nos. 9707 and 9498 in Old Oak Common shed near the end of steam on 5 September 1964. Western Region management were keen to promote their modern railway and steam was very much yesterday’s regime. Indeed it got to the stage that staff were instructed to inform passengers of a ‘locomotive failure and not a diesel failure’ should the new traction break down. This was also one of the last times, perhaps the last time, No. 9707 would breathe fire as she was withdrawn just two days later. Alongside, No. 9498 would last a further three weeks. RCR17709
(47) One week later on 12 September 1964 here is another engine with limited time remaining, No. 5054 Earl of Ducie, made famous for its use on the Ian Allan Special of 9 May 1964. Once lovingly polished and cared for, it is at least complete and in steam - standby in case of a diesel failure perhaps. Less than six weeks later the engine was withdrawn from service. RCR17717
(48) The bulk of the double-sided coal stage at Old Oak is seen to advantage here with at least eight pannier tanks visible, most if not all in steam, and again on 12 September 1964. Leading the line up is No. 9435 complete with a slightly bent side hand-rail. Another of the 94xx design stands behind. There was still work for these engines although much of the main line passenger work was in the hands of the diesels, as witness the D10xx ‘Western’ type in the background. Steam engines would fall by the wayside as they became due for overhaul or if a serious defect developed. No. 9435 for example would be condemned before the month was out. RCR17722
(49) Against a background of some wonderfully choice lumps of coal, diesel shunter No. 15103 is seen at Old Oak on 28 November 1954. New from Swindon in May 1948 the engine was tried out at a number of locations including Tyseley and no less than three of the Cardiff depots - was the latter in fact deliberate or did no one in South Wales really want it? Its longest spell was five years at Old Oak from November 1953 although it would eventually end up on the London Midland Region and was withdrawn as being non-standard in August 1967. RCR5647
Birmingham Line trains (50) No. 5022 coming off the connection to the Birmingham line at North Acton and dropping down the grade to join the Reading route for the last few miles to Paddington. The train is the 6.45a.m. Wolverhampton to Paddington, No. 5022 Wigmore Castle a Stafford Road based engine which may well be dealt with at Ranelagh Bridge after arrival. The formation is probably all in chocolate and cream and includes three GWR vehicles as the second, third and eighth vehicles of the train. The engine is about to pass a stop signal located on the right hand side of the running lines - again for ease of view by the driver. The small vertical box at the top rear of the post takes information on whether the lamp was ‘in or out’ (on or off) to the controlling signal box. 4 May 1957. RCR10577
(51) By comparison with the Reading route, Dick took far fewer photographs on the Birmingham line, but a limited selection may hopefully give a flavour of the route within Middlesex and thereabouts. This is West Wycombe, with ‘King’ No. 6011 King James I bound for Paddington with an Up express consisting of a varied selection of stock. Dick does not provide any details of the actual working. To the left is the small goods yard including that now long disappeared and often forgotten feature, the loading gauge. On the Up line is a single compound (single slip) but note it is not a facing point for Up trains. 28 April 1956. RCR7160
(52) What is almost certainly a train load of Aston Villa fans on their way to cheer on their team in the 1957 Cup Final, played at Wembley on 4 May 1957. Passing through a deserted South Rusilip, No. 5010 Restormel Castle is in charge; slightly unusual perhaps in not displaying an ‘X’ followed by two digits for the reporting number as this was undoubtedly a special working. We can be almost certain this was the Aston Villa train (perhaps more than one) as their opponents were Manchester United whose own trains would have come down the LMR main line. (Villa won 2-1.) RCR10579
Above left: (53) A group of visitors to Northolt Junction East signal box on 10 March 1956. This signal box contained a frame of 52 levers and was located just east of the station at South Ruislip, ten miles 6 chains north-west of Paddington on the Birmingham line. This was the point where the double track was quadrupled consequent upon the connection with the LNER line from Neasden (and Marylebone); the latter’s down line seen coming in from the left having passed under the GWR route. Visits to signal boxes by societies were invariably supervised by a Traffic Inspector in their regulation railway coats and caps. Built to a standard GW timber design, the structure may have been of timber due to ground conditions or simply as a matter of cost. We may assume Dick was party to a visit inside but did not record any views of the frame. RCR6972 Above right: (54) Standard Class 4MT 2-6-4T No. 80141 about to join the Western line at Northolt Junction having journeyed from Marylebone - which of course explains the LNER rolling stock behind. 4 May 1957. RCR10609 Opposite: (55) Slightly unusual motive power for an empty stock working from Paddington. 47xx No. 4706 hauling seven Mk.1 vehicles. Proof that the 47xx really were ‘big’ engines comes with the perspective of the height of the chimney and cab against the roof of the coaches. The engine is no doubt well in charge of this relatively light load, say 220-230 tons, as per the reversing lever being almost back in mid gear. No doubt the coal would have been well watered for this tender first run. 16 August 1958. RCR12622
West to Reading
(56) Busy times at Old Oak Common East. No. 6012 King Edward VI in charge of the down 5.05pm Birkenhead service on 8 August 1959. No reporting number appears allocated for this service in the TRN lists for the summer. Passing overhead is the West London Extension railway and with the connection to and from same on the right. RCR14072
(57) Heading towards London on 10 September 1960, we see the replacement for the 14xx parcels train and the early GWR diesel parcels cars. This is W55991 recorded near Subway Junction - where the Hammersmith & City passes under the WR main line. Notice even after installing colour light signals on the approaches to Paddington in the 1930s, the GWR continued to use conventional signal posts and fittings even when semaphore arms were not provided. The ‘V’ at the front of the unit was intended to provide an advance visual warning to those working at track level of an approaching vehicle which could be much quieter than a steam loco. Capable of hauling a trailing load, a corridor connection was also provided. RCR15354
(58) Milk empties at West Ealing - two conjoined separate trains - from Kensington and seen near to West Ealing behind condensing pannier No. 9708. In the background we have West Ealing station with the fast lines on the right and the relief on the left. An ATC ramp may also be noted between the rails of the down slow. The solid looking buffer stop was to ensure any overrun would almost certainly be sure to be derailed rather than foul the conflicting sets of rails. West Ealing signal box may be seen in the vee of the junction. 11 April 1955. RCR6021
(59) A nondescript down service passing West Ealing on 11 April 1955 behind No. 4933 Himley Hall. To the left is the junction with the West Ealing loop which leads up to join the Acton & Northolt Railway (the Birmingham main line) at Greenford. The controlling signal box is seen in the ‘V’ of the junction, of what was known as the ‘old yard’, is to the right. RCR5711
(60) A Wolverhampton bound train but routed to run via Oxford rather than direct to Bicester. No. 6949 Harberfield Hall is in charge. In a previous life this was one of the engines the GWR temporarily converted to burn oil and renumbered 3955 in May 1947. Again the stock is a mixture, the first coach a Collett Saloon, then a Hawksworth brake, followed by a series of Mk.1s and possibly another Hawksworth brake at the far end. No. 6949 looks well weary, perhaps Stafford Road shed (Wolverhampton) was short on cleaners. In the left background is one of the GWR design diesel shunters whilst between the running lines is a wooden fogman’s hut notwithstanding the presence of a colour light signal nearby. 30 June 1956. RCR7414
(61) A Cardiff Canton based Britannia, No. 70028 Royal Star, passing Acton West Junction with the afternoon (3.55p.m.) Paddington to Neyland service. The late Bill Morgan in his wonderful railway biography ‘Behind the Steam’ speaks about how as a Neyland man he took pride in seeing the name of his home town on equal billing with that of Paddington when displayed on carriage roof boards. The engine seen will take the train as far as Swansea where a reversal of direction will have another engine take on what will then be an un-numbered service for the second half of the journey. At this stage handrails were fitted to the smoke deflectors of this class. 30 June 1956. RCR7419
(62) We tend to think of the ‘Castle’ class as being restricted to the principal passenger and milk turns but here is No. 7009 Athelney Castle on a short train of vans entering Southall on 10 August 1957. Without details of the working we can only speculate, but No. 7009 is shown as allocated to Landore throughout the 1950s and was due to receive a Heavy Intermediate overhaul at Swindon just three months after being seen here. Might it then be that No. 7009 was not in the best condition and was being used on less exacting duties, but even so it was still a fair way from home so perhaps this is a genuine return working. The train is a good representation of three of the regions of BR as we start off with an LMR vehicle, next a WR branded van - too far away to read the lettering unfortunately but which otherwise could have given a clue as to the working - this is followed by a BR Mk1, another LMR vehicle and finally a Southern utility van. RCR11070
(63) Still at Southall, 57xx No. 9641 comes in off the Brentford branch on the same day. The large modern building dominating the skyline is the Quaker Oats factory served by a private siding whilst on the opposite side of the branch beyond the goods yard is the AEC factory; birth place of many of the GWR diesel railcars. On the right hand side is what could well have once been a steam railmotor shed is but now being used to house an auto coach. To the right of this is another food factory, Batchelor foods and again with their own private siding. 10 August 1957. RCR11075.
This page top: (64) No 4089 Donnington Castle with the down Whitland milk empties near Iver on 27 May 1956. As might be gathered this is in effect two trains conjoined, the clue being the presence of a passenger brake van for the guard mid-way and at the end. Most if not all are likely to be six-wheel tank cars; the reason for this being two fold, firstly they could run at higher speeds than a short-wheelbase four-wheel wagon but even more importantly there was less oscillating and hunting - not something desirable as otherwise the contents could almost have been turned to butter by the time the destination, invariably the dairy at West Ealing, was reached. RCR 7294 This page bottom: (65) A second down train, No. 1012 County of Denbigh is working ‘636’, with the 5.00p.m. Paddington to Plymouth approaching Iver on 27 May 1956. The ‘Western’ separated their fast lines to one side of the relief tracks (the term ‘fast’ and ‘relief’ on the Western; ‘fast’ and ‘slow’ on the Southern). There were advantages and disadvantages to both options. On the left is a ‘modern’ Western Region tubular post signal complete with track circuit diamond for the up fast line. Meanwhile on the right hand side we have that magnificent pole route. The white bin on the left contains chippings, used by the p/way gang to pack under small imperfections in track level. RCR7301 Opposite left: (66) For a slight change of perspective, Dick is now on the footbridge as No.5060 Earl of Berkeley rushes underneath at the head of the 4.55p.m. Paddington to South Wales. Perhaps not quite the same level of pride as there had been in pre-war days, but there is still obvious evidence of care to the station gardens, well trimmed bushes and painted flints marking the boundary between platform and garden. One slightly strange omission is the lack of any of the standard ‘No Trespassing’ and ‘Passengers Must Cross the line by the Bridge’ signs at the east end of the platform. No. 5060 displays just the merest haze at the chimney, the sign of good firing and an engine in top condition. The load looks to be around eight vehicles, perhaps 300 tons gross and well within the capabilities of the stead. RCR7300 Opposite right: (67) This is the western end of Iver station, and another of Dick’s images from the day. The index shows he exposed 11 shots at Iver (and six others earlier in the day at Tulse Hill on the Southern - but we do not mention too much about those!). No. 6012 King Edward VI is running non-stop through the down fast platform - if it had been due to stop there would have been staff on the platform - but not this time - indeed it would be unusual for any ‘King’ hauled train to call here. The train is a down Plymouth working and Dick has done well to ‘stop’ the action without much if any motion blur. Cautionary boards are present at this end due to the presence of the board crossing. RCR7296
(68) One of the last remaining members of the Saint class, No. 2933 Bibury Court. Withdrawals of this class had started as early as 1933 and when photographed at Maidenhead on 21 June 1952 there were less than 10 of the original 77 engines remaining in service. (No. 2933 survived just a few months longer until January 1953 working from Leamington Spa shed whilst the last, No. 2920 Saint David, succumbed in October 1953.) Despite having only a limited life remaining, No. 2933 is seen here with ‘Class A - Express’ headlights coincidentally also coupled to a ‘Toplight’ first coach dating from the same era as the engine. RCR3693
(69) Away from the main line we have an auto train from West Drayton at Uxbridge Vine Street on 20 July 1952. By this time in history there was competition for passenger traffic to the area from both Uxbridge High Street plus the Metropolitan Underground, such consequent duplication saw this station close to passengers in 1962. RCR3758
(70) Another branch operated by the 14xx class in the London area was that to Staines West. No. 1462 is seen at the terminus at Staines West on 20 July 1952 and it will be noted still with company insignia displayed. During WW2 a connection was provided between the SR line from Waterloo into the GWR route. This was destined to be short lived and a subsequent connection between the two lines provided at a different location in 1982. RCR3759
(71) Our final passenger branch to be depicted was that from Bourne End to Marlow. No. 1448 was a Slough based engine, seen here at the terminus at Marlow. The little terminus is full of Great Western(ery) including the platform trolley and seats, the latter with their scrolled initials in the supports. A careful look and the guard can be seen giving ‘the tip’ to the driver that it is OK to proceed and which the latter is similarly acknowledging. The engine will be heading forward but it will also be noted the single lamp is in the wrong position as it should be at the base of the chimney. This branch line remains open today very much as a ‘basic railway’ and is operated by diesel traction. 21 June 1952. RCR3694
(72) The ‘Great Western Region’ perhaps? No. 7032 Denbigh Castle exhibiting everything Great Western except perhaps the actual livery of the engine and stock. The train is the Saturday 11.05a.m. Paddington to Penzance deep into Sonning cutting; a favoured location for photography by Dick and countless others. The first vehicle is a Toplight with at least one other GW coach behind. Behind the bridge we have a signal complete with back board and an ATC ramp, this time for the Up fast in the ‘four foot’. No. 7032 was new from Swindon in June 1950 and spent its working life at Old Oak Common. It was modified with higher degree superheat in 1960, becoming what might even be described as a ‘Super Castle’ such was the difference the changes made. This though was four years in the future when photographed on 7 July 1956. In its final modified form the engine was condemned in September 1964 aged just 14 years and subsequently scrapped at Messrs. Birds at Risca. RCR7446.
(73) So which do I photograph? Well Dick chose No. 5080 Defiant on the down ‘Pembroke Coast Express’, well cleaned and attached to a later Hawksworth tender. At least two of the passengers on the passing Up train - we are not told what service this might have been – are seemingly intent on watching Dick; but perhaps due for a rude awakening as No. 5080 thunders past a moment later. 1 August 1959. RCR13993
(74) The 10.00a.m. up Penzance to Paddington, the ‘Cornish Riviera Express’, working hard through Sonning behind No. 6002 King William IV on 27 June 1959. The engine is in modified form with mechanical lubricator indicating a higher degree of superheat. Testing of the class in this form indicated 2,000dhp was attainable but at the expense of the fireman’s back! As such they were little different from the first diesels intended to replace steam although the diesel had the advantage in acceleration, climbing gradients and of course ease of operation. But we should not forget there was also 30 years between the types. RCR13703
(75) We can perhaps even be slightly envious of Dick; sat by the lineside on a beautiful Summers day with nothing to do but photograph and watch trains, and it certainty would have been busy. This time it is No. 5017 The Gloucester Regiment 28th 61st complete with regimental crest on the centre splasher below the nameplate. Built in July 1932 and named St. Donats Castle, renaming took place on 26 April 1954. We are not told the train but clearly a principal service hence the presence of the roof boards. Again, after the first four vehicles is a mixture of BR and GWR stock. RCR7450
(76) On 19 May 1956, No. 5697 of Didcot shed was photographed in what can only be Sonning cutting in charge of a mixed freight which includes a fair proportion of coal as well. The two lamps placed centrally top and bottom indicate a through freight meaning perhaps it was destined for somewhere like Acton where the train would be broken up and remarshalled for various destinations. Notice it is only the fast lines that are laid with heavy flat-bottom track. RCR7229
(77) Steam – outer suburban. This is a Reading to Paddington service seen at Sonning (of course) behind No. 6145 on 7 July 1956. The train will likely run on the relief line all the way to its destination and although it would be tempting to say ‘calling at all stations’, the presence of the ‘Class A’ headcodes may mean it is principal stations only. RCR7447
(78) It takes determination to venture out on a cold day to photograph (and watch) trains. But that is what Dick did on 11 February 1956 perhaps especially to record Nos. 5023 Brecon Castle and 5923 Colston Hall double head the down ‘Cornish Riviera Express’ about to pass through Platform 4 at Reading before taking the left fork towards Reading West and the cut-off route to the West Country. Sixty-plus years later, images like this raise more questions than answers especially relative to the use of two engines. Was this a regular procedure in the winter months; perhaps allowing for greater steam heat provision? A special working to which Dick had been given inside information, or was he just lucky? Perhaps it was simply that No. 5023 (a ‘King’ was the more usual motive power on this train especially during the summer months) was not performing at its best and so needed some help returning to its home shed at Laira? Heading for Cornwall, No. 5923 was hardly going home either, as it was based at Canton so the idea of saving an unbalanced light-engine working seems unlikely. RCR6966
(79) Another 47xx, this time No. 4706 in use on the summer Saturday 1.25p.m. Paddington to Kingswear 1 August 1959. The engine should really be displaying reporting number ‘337’ which would be carried throughout the journey. Seemingly the steam feed to the injector has been turned on; assuming so the tender water handle will be next, perhaps intended to keep the engine quiet as it enters Reading; East Main signal box is in the background. Spotters are of course present on the opposite platform (then No. 5) and no doubt another group at the opposite end of the same island. RCR14009
(80) Named after the last General Manager of the Great Western Railway, Castle No. 7001 Sir James Milne takes the through road past Reading on its way to Paddington with an unidentified working. The date is 20 April 1956. Visit Reading today and the scene has changed out of all recognition. Gone are the traditional brick and timber structures and instead all in glass, chrome and steel. The track layout is also vastly different, changed to suit a modern railway where most passenger services call here and platforms are also numbered in a different sequence to that of the past. RCR7108
(81) An engine seemingly from times past but in reality only the 1930’s, this is the renumbered No. 9015 also on the up through line at Reading on a decidedly grey day with what may well be a military special, 12 January 1953. We can be certain it will be travelling a lot slower than No. 7001 seen in the previous view. Originally No. 3215, renumbering to that seen took place in September 1946; the engine itself a combination of Bulldog frames and a Duke boiler dating back to the turn of the century. As such they were the last double-framed steam engine type built ‘new’ for a standard gauge British railway. RCR3835
(82) By 1957 and perhaps showing its age a bit, not just in condition but also in styling - but very modern and ‘on trend’ when introduced 20 years before. This is railcar W12W at Reading steam shed - the GWR did not provide separate servicing facilities for their limited number of diesel powered railcars at allocated depots and it appears instead the diesels were serviced outside; if so they must have learnt the lesson from the days of the steam railmotors - no doubt the fitters involved were less than impressed. A diesel of this type was a regular performer for certain of the Lambourn branch services in the early 1950s although this particular design built without buffing gear was unable to take a trailing load. 27 April 1957. RCR10565
Above: (83) This is one of Dick’s pre-war exposures and unfortunately for which we have no information recorded. It is though Reading shed with former MSWJ 2-4-0 No. 1335 seemingly being prepared for duty and which would likely be either a local service along the Berks & Hants line to Newbury or perhaps a horse box special to Lambourn. RCR210 Right: (84) The three former MSWJ engines somehow managed outlive all the other MSWJ engines taken over in 1923 and remained at work until early into BR days. Here No. 1335 is seen complete with BR identification again at Reading shed which as can be gathered was in a dip and so at a lower level to the main running lines. Dick photographed it here on 20 May 1951 at which point it had a further 16 months of life remaining. RCR3151
(85) Auto tank at Reading (GW) shed. This is No. 4844 – before later renumbering – a pre-war and undated view by Dick. Some of Dick’s early views were not to the standard we came to expect of him later, but they remain unique and cannot be repeated nowadays. RCR214
West of Reading
(86) Having ‘turned left’ at Reading, we have an elevated view of the down ‘Royal Duchy’ between Reading West and Southcote Junction; the latter the location where the Berks and Hants line westwards splits from the Basingstoke branch. At trackside this was a favoured location for Maurice Earley with his classic views of the ‘Cornish Riviera’ and similar workings. Taken on 1 August 1959 Dick’s notes indicate he did not just remain at the one location all day, having been at Sonning previously and later venturing the short distance to Tilehurst. The train is hauled by No. 6029 King Edward VIII. RCR14010
(87) A local service to Newbury which after leaving Reading will already have called at Reading West, and is now at Southcote Junction heading for Theale, Aldermaston, Midgham, Thatcham and Newbury. 57xx No. 5763 is in charge of three coaches, such trains were worked by a variety of locomotives; basically whatever was available from Reading shed. 20 April 1956. RCR7123
(88) Freight on the Coley branch, coming off the main line at Southcote Junction and running on to Coley Goods depot. There was never any passenger service on this short branch although in its final days a few enthusiast specials did visit. Reading had extensive marshalling yards for through traffic as well as town yards at Vastern Road and Low Level goods plus a sizeable amount of private siding working. Its importance as an originator and receiver of goods traffic is emphasised with these yards at the main station as well as at Coley. No. 3219 is running tender first on what is a local transfer working, 20 April 1956. RCR7122
(89) Express passenger on the Western Region with a 9F….. . For a short time around 1959-61, the BR Standard 2-10-0 types were used on passenger services on the WR – or seen on passenger services passing across WR metals from the south. The haulage power and free running characteristics of these engines were ideal but their effect on the track at speed was perhaps not ideal. Here No. 92242 is seen passing Tilehurst in the down direction. So far as WR originating trains were concerned, the class were used for a brief period on express passenger services between Cardiff and Paddington – and viceversa, but it should be mentioned that on at least one occasion (and possible more), an inter-regional train from Bournemouth to the north had a 9F at its head. 1 August 1959. RCR14017
(90) More usual motive power at Tilehurst. This is the down ‘Cheltenham Spa Express’, successor to the GWR’s own ‘Cheltenham Flyer’, train also seen in the down direction at Tilehurst on the same date. The engine is No. 5017 St Donats Castle with what may be a complete rake of BR Mk1s. As in many images of steam days, the pep-pipe may be seen hanging over the cabside of the engine. RCR14019
(91) A engine type not illustrated to a great extent is the Grange class, typified here by No. 6852 Headbourne Grange on an up van working also at Goring. The service is running on the up relief, the first vehicle a Southern 4wheel van followed by a dedicated GW vehicle. No. 6852 was a Bristol St Phillip’s Marsh (82B) allocated engine. 13 May 1955. RCR6087
(92) No. 7005 still then named Lamphey Castle (but renamed Sir Edward Elgar just a few weeks later) on the down 4.45pm Paddington to Worcester train in Moreton cutting, 16 June 1957. The train is running on the down relief; regular practice if the service was due to divert north at Didcot East Junction as this saved having to cross over the fast lines at that point. Just beyond here was the location of a large set of goods sidings, appropriately known as ‘Moreton cutting sidings’. It could be said the engine here was returning to its spiritual home as it was based at Worcester until 1964 when it transferred to Southall but probably did little if any work from then on and was withdrawn just one month later. RCR10805