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TRANSITION FROM STEAM
BR LONDON MIDLAND REGION (LMR)
On January 1st 1948, the former Big Four railway companies: London North Eastern (LNER); London Midland & Scottish Railway (LMSR); Great Western Railway (GWR) and Southern Railway (SR) were amalgamated to form the new British Railways. A total of 20,211 steam locomotives were taken into State ownership
consisting of: 1,838 from the SR, 3,856 from the GWR, 6,525 from the LNER, and 7,805 from the LMSR. The rest was made up of service engines and Departmental locos.
In 1948, six new BR Regions were formed, their new boundaries corresponding closely to the lines of the former 'Big Four' railway companies. Britain's railways was now made up of the Western Region, Southern Region, Scottish Region, Eastern Region, North Eastern Region and London Midland Region - the old LNER being divided amongst the two newly-formed Regions - Eastern and North Eastern, whilst the Scottish Region was composed partly of the former LMS and LNER. Over the years, the Regional boundaries diminished significantly as many locomotives (from an operational standpoint) worked beyond their arbitrary Regions, so in many ways it is meaningless to classify any particular class of locomotive as belonging to any one of the six Regions during the transition from steam. For example, it was not unusual for the new BR Standard classes to be found working hundreds of miles from the Region they were initially allocated.
ADAM PARKER'S ALBUM OF FOUND PHOTOS
Adam Parker recently contacted the Guest Book Page seeking information on a railway photographer called Richard Courtney from Gloucester. Adam takes up the story - 'A number of steam locomotive photographs and books came into my possession some years ago. The photos are largely of the London Midland
Region plus a few from overseas, and the three Ian Allan ABCs are from the late 1940s. There is also a logbook of a railway journey to West Germany in 1970.These items were about to be burned on a November 5th Bonfire by local children! Fortunately they remembered I was interested in railways and brought them to me. The name in the logbook is Richard Courtney with an address in Gloucester and I am assuming that he took the photographs. On closer scrutiny, the logbook reveals two journeys to Europe - the first to Spain and Portugal starting on Friday May 15th 1970 and ending on the 2nd June 1970. The second journey is from Gloucester to West Germany starting on the 20th August 1970 and ending on 31st August 1970.
A few years ago I showed the items to a work colleague who is also a railway enthusiast and photographer. She remembered Richard Courtney but didn't know what happened to him. She also pointed out that a photograph by a R.W. Courtney appears on page 57 of the 1971 edition of the Ian Allan ' Trains' annual.
I wonder if any of your site visitors will know of this railway photographer? Please contact the email address parkerfive@talktalk.net - please note this is a non-'clickable' email address. You will have to email manually, thank you...I should mention that some of the photographs are of engines being scrapped so it is quite possible that they are the last photographs ever taken of them. Sadly, many of the prints have no details, dates or locations on the reverse, but David and I have managed to glean some background information on a few shots to get the ball rolling. It would be good if I were able to trace Mr Courtney to reunite him with his books and photographs. I have always felt a bit of a 'guardian' of them… it may well be that Mr Courtney considers them lost forever? Many thanks in anticipation.
(Left) This is the logbook cover - the two photographs are of Portugese tank locos. The logbook lists numbers of several German DB locos; it also records trips to France and Spain in 1970.
(Above-Below) During the early 1960s, of the twelve remaining Johnson Midland 1F 0-6-0Ts, half were allocated to Staveley, including Nos 41835 and 41804, both locos having only a weather board, a short roof and devoid of a back sheet to the cab. Both locos are working in the Staveley area - perhaps the Iron Works or Gas Works?
(Above) I used to live within sight and sound (and smell!) of the Gloucester Gas Works as a child, which probably explains why I've always had a fascination for railways serving Gas Works. This photo of a Class 8F has 'Duddeston Rd' written on the back, therefore the location was relatively easy to identify. With the magnificent edifice of Saltley Gas Works dominating the background, No 48437 heads a southbound mixed freight past Duddeston Road box. Date unknown.
(Below) As to who took the photographs? I am only assuming it was Richard Courtney, since there are no other indications. Some of the prints have serial numbers on the reverse, but no other clues and certainly no copyright information. Back in the mid 1970s I bought some railway prints from a photography shop in Teignmouth, Devon - and they were clearly stamped with the copyright information. You will notice that this photo of 'Black 5' No 45213 has an NBL type 2 class 21 on it, so it could have been taken in Scotland.
(Above-Below) As mentioned above, some of the photographs are of engines being scrapped so it is quite possible that they are the last photographs ever taken of them. Unfortunately, there are no details of the location or date of these two photos - presumably they were both taken at the same time. However, the numbers are plainly visible so identification is quite possible from some die-hard LMR enthusiasts...
(Above-Below) 'Jubilee' class 45655 Keith awaits its fate at Hayes/Birds Bridgend, Glamorgan on 27th December 1965. Built at Derby in December 1934, No 45655 was withdrawn from traffic at Warrington in April 1965. Class 4F No 44169 was photographed on the same day.
THE LMS 'ROYAL SCOT' CLASS
(Above-Below) Prior to accelerating the Anglo-Scottish expresses on the West Coast route in 1927, the LMS took the unusual step of borrowing a 'Castle' class 4-6-0 from the GWR for tests between Euston and Carlisle. The performance of the GWR engine proved superior to the LMSR's 'Claughtons', so an order was placed with the North British Locomotive Company of Glasgow to build fifty 3-cylinder 4-6-0s with a parallel boiler and Belpaire firebox. At the time, the Southern Railway generously offered a few pointers of their own for the Derby drawing office to consider, which explains why the 'Royal Scots' had more than a passing resemblance to the Southern Railway's 'Lord Nelson' 4-6-0s introduced a year earlier. (Above) No 6149 The East Lancashire Regiment heads a southbound express through Chorlton in August 1936. (Below) The first batch of 'Royal Scots' Nos 6100-6149 emerged in 1927, followed by Nos 6150-6169 in 1930. Rebuilding of the class began in 1943. The work included replacing the old parallel-boiler with the Stanier No 2 tapered boiler, a new double chimney and blast pipes, new smokebox and new leading bogie. The only significant part to survive from Fowler's original parallel-boiler design was the cab. Here, Crewe North's rebuilt 'Scot' class No 46119 Lancashire Fusilier is sporting its new BR number but retaing LMS lettering on the tender side.
(Above-Below) Few British express trains have a more varied history than the LMSR's 'Midday Scot'. Inaugurated in 1891, the afternoon service between Euston, Edinburgh and Glasgow became the first Anglo-Scottish train composed entirely of corridor stock. By 1936, the 'down' train was comprised of never less than 14 bogies of 445 tons which required haulage by one of the Class 8P Stanier Pacifics throughout the 401 miles without change between Euston and Glasgow. It was one of the most exacting schedules in LMSR history. Two superb shots by master cameraman ER Morten - above: Stanier's 'Lizzie' No 6210 Lady Patricia heads the northbound train through Chorlton on the last leg of its initial 158-mile non-stop run from Euston to Crewe in August 1936. (Below) Fast-forward 21 years, and Mr Morten captures No 46209 Princess Beatrice heading the northbound 'Mid-Day Scot' at Whitmore on 23rd July 1957.
HELP! Roger Edmondson recently contacted the site seeking photos of Stanier 'Black 5s'. He writes - 'I have been collecting photographs of Black 5 engines - I have 835 of them - and I wondered if visitors to your site can please help me find the missing seven? They are: 45230, 45251, 45306, 45358, 45378, 45408 and 45410. I am happy to pay for the photos, and copyright will be strictly adhered to. If anyone can help, my email address is RogerEdmondson@therfu.com - many thanks in anticipation. Regards Roger.'
THANK GOODNESS FOR THE PRESERVATION MOVEMENT!
The following photos show the sterling work that goes into preserving our national heritage. The fact that almost 400 ex-BR steam locomotives have survived the 1968 holocaust is a remarkable achievement. Here is a selection of ex-LMS locos that have found a new lease of life. More locos will be added in due course...
THE MISSING LINK...
The aim of the 'LMS-PATRIOT PROJECT' is to build a new 'Patriot' class steam locomotive to be completed in time for the 100th Anniversary of the Armistice in 2018. The new engine will be named 'The Unknown Warrior' upholding the tradition of former railway companies (in this case, the LNWR and LMS) who bestowed war memorial names on engines to commemorate the brave men and women who served the country in wartime. Click on ER Morten's photo of No 5516 The Bedfordshire and Hertfordshire Regiment at Lancaster in 1945 (left) to visit the site.
The ER Morten photo gallery below is dedicated to the LMS-Patriot Project's praiseworthy efforts...
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(Above-Below) By 1945, the Class 6P5F 'Patriots' were becoming a little underpowered for the increased loading of traffic, and HG Ivatt rebuilt eighteen of them with the larger Stanier tapered boiler, new cylinders, double chimneys and blastpipes in a similar fashion to the 'Royal Scot' Class 7P. The subtle front end differences can be seen in this Jim Carter shot of 'Royal Scot' class No 46163 Civil Service Rifleman and 'Patriot' class No 45527 Southport standing side by side at Chester - none of the 'Patriots' have survived in preservation. (Below) In providing a stud for express passenger services, Stanier set about the design of a 3-cylinder 4-6-0 class which was built concurrently with the 'Black 5' mixed traffic locomotives. The result was the 'Jubilees', based on the 'Patriots', except for a tapered boiler which Stanier imported from GWR practice at Swindon. No 45564 New South Wales was photographed inside the roundhouse at Derby. Photos © JR Carter, EA Wood-D Hey collection.
Link to Simon Robinson's excellent LMS 'Jubilee' website
(Below) In 1929, an interesting survey by the LMSR revealed that more than half the company's freight engine hours were taken up by shunting locomotives and, in order to effect some economies, a study was made into the possible types of shunting engine which could be used to replace steam. Out of all the types considered - petrol engined; light sentinel, and diesel with mechanical and electrical transmissions - it was recommended that a small batch be purchased for evaluation. In 1932, contracts were placed for nine shunters, made up of eight with mechanical transmission and one electrical. The tests proved that an engine of 300-350hp would be required for intensive yard shunting, and transmission should be more automatic to avoid gear changing and consequent mishandling by crewmen.
(Above-Top) A pair of dinky-sized 'old timers' rest between duties at Bank Hall shed, Liverpool, in July 1957 - the oldest being No 51237; one of Aspinall's saddle tank designs, introduced in 1891 for the Lancashire & Yorkshire Railway and designated Class 21. Note the wooden blocks on the buffer beam, the spark protector over the chimney and the covered-in slide bar (added for dock shunting purposes). On the right is another saddle tank variety, No 47002, one of two 0-4-0STs based at Bank Hall shed. Built by Messrs Kitson in 1932, the first five were numbered 47000-4 in the fleet, whereas Nos 47005-9 followed in 1953 and had a tractive effort of 14,200lb, compared to 11,335lb of Aspinall's saddle tank - both locos being classified as '0F'. (Above) The first preserved loco to arrive on the K&WVR on 1st July 1965 was Aspinall's L&Y 0-4-0ST No 51218, seen here basking in the sunshine at Haworth yard. Photos © PR Batty, B Tate.
(Below) Introduced in 1960, a total of twenty Yorkshire Engine Co 170hp 0-4-0 diesel-hydraulic shunters were built for use primarily in goods depots and dockland areas which still featured tight curves and small wagon turntables. The rear entrance to the cab was reached by a railed verandah above the buffer beam, which can be seen on No D2866 as it emerges from Salford Yard in July 1963.The diesel shunter's very short wheelbase and similar weight to the L&Y Class 21 0-4-0STs enabled the versatile machines to take over light shunting duties on Mersyside and Manchester. Photo © D Pickup
(Above) In 1927 the LMS recognised the need to provide a more powerful locomotive to take over the heavy Toton to Brent coal trains worked by double-headed 0-6-0s. Built by Beyer Peacock of Manchester, the 2-6-6-2 Beyer-Garratt provided a tractive effort of 45,620lb and was essentially two 2-6-0s with one large centrally-placed boiler common to both, the first three being fitted with straight sided coal bunkers. The class was allocated to Toton, but a few were based at Wellingborough and Hasland near Chesterfield. Although the Beyer-Garratt was by far the biggest of the LMS locomotives (length 87ft 10½in) the distribution of the axle load conformed to the severe loading restrictions on the route, albeit the fitting of LMS standard axle boxes (at Derby's insistence) was a principal weakness of the Garratts. A further thirty were built with rotary coal bunkers in 1930, but as traffic conditions changed it was found that a Stanier 8F's tractive effort of 32,440lb could cope with the work. The 8Fs were replaced by the more-powerful BR Standard Class 9Fs in 1954 and all the Garratts were withdrawn by March 1958. These three shots provide both front and back-end detail for modellers. The 10 ton capacity revolving bunker is a distinctive feature. Photos copyright PH Groom, PR Batty.
In 1948, the Railway Executive of the British Transport Commission (BTC) announced its preference for developing future steam power rather than dabbling with new, untried diesel traction. This led to the Locomotive Interchange Trials, supervised by RA Riddles, then member of the BTC's Railway Executive who was responsible for mechanical and electrical engineering. He was assisted by ES Cox, then executive member of the British Transport Commission for design - both ex-LMSR men, who doubtless had in mind their well intentioned plan for evaluating the relative performance of former companies engines in normal operating conditions. However it came as no great surprise that out of the twelve new BR standard classes (numbered in the 70-80,000s and 92,000s) many designs incorporated the latest features taken from LMSR practice.
(Above) Out of the ten BR Standard Class 6MT Clan Pacifics built at Crewe between 1951-52 Nos 72000-4 went to Polmadie (Glasgow) and Nos 72005-9 were assigned to Carlisle (Kingmoor) on the LMR for duties previously worked by the Jubilee and Patriot classes to Scotland. The 'Clans' were also used on the Glasgow-Manchester/Liverpool services, but their performance was hardly distinguished and withdrawal of the Polmadie five began as early as 1962, long before the withdrawal the ex-LMS types they intended to replace. Here, No 72003 Clan Fraser heads an 'up' train from Penrith in August 1953. Photo BR.
(Below) Although fractionally less powerful than the Class 6MT Clan Pacifics (Top) the new BR Class 5MT, numbered 73000-73171 in the series, were a more useful addition to the BR fleet. The Class 5 was a direct descendant of t he well-known LMS 'Black 5' and, on the grounds of utility and proven excellence in service the BTC might well have been justified in adopting the Stanier design as one of the standard engines. Although the 'BR5' was basically similar to the Stanier engine in its boiler and motion, the Riddles design looked very different from the LMS engine. Here, No 73131 pilots an unidentified 'Black 5' on the northbound 'W averley' express out of Leeds City. Photo © JR Carter
(Above) Sporting a 55A (Holbeck) shed plate, No 70044 Earl Haigh heads the northbound 'Waverley' near Garsdale of the Settle-Carlisle line. (Below) A grimy Britannia Pacific No 70014 Iron Duke gets to grips with the Long Drag at Sheriff Brow just north of Settle. Introduced to traffic in June 1951, No 70014 had a varied career, allocated first to the Eastern Region based at Norwich, then to Stewarts Lane shed on the Southern Region, finally to the LMR at Trafford Park, Newton Heath and Carlisle Kingmoor. The grimy appearance of the paintwork is in complete contrast to her Stewarts Lane existance where she was kept in immaculate condition along with one other Stewarts Lane Britannia No 70004 William Shakespeare for working the 'Golden Arrow' and other boat train services until 1958. For the record, both No 70004 and 70014 were among the last thirteen Britannias withdrawn from traffic at Carlisle Kingmoor in December 1967. Photo © D Hey.
(Above) Once the pride of BR's steam fleet, by the late Sixties the 'Britannias' were in a dreadful external condition. Here, No 70049, minus Solway Firth nameplates, waits in the 'up' loop at Ais Gill, as 'Peak' class D15 (one of the early production 'Peaks' to retain gangway doors in the nose end) heads the 10.05 Edinburgh Waverley-London St Pancras in April 1967. Photo © B Lister
(Below) The BR Standard class 7MT 'Britannia' Pacifics were among the last survivors of WCML steam based at Carlisle Kingmoor before the shed closed its door to steam on January 1st 1968. No fewer than 13 engines survived up to the December deadline, including 70021 Morning Star and 70022 Tornado (both bereft of nameplates) as they await their next turn of duty. Also in the picture is sister engine No 70028 Royal Star and BR Class 9F cousins No's 92208/ 92110. For the record, BR found it necessary to remove locomotive nameplates when their value as collectors' items led to unlawful disappearances from depots. Today, two 'Britannia' class 7MTs - Nos 70000/70013, and nine Class 9Fs survive in preservation. Photo © Brian Lister.
(Above) A ttotal of 251 Class 9Fs were built, making the 2-10-0s by far the most numerous of all the British Standard classes. Despite their relatively short careers, however, the versatility of the 9F was a fitting tribute to more than 100 years of British locomotive building. The general dimensions of the Class 9F boiler was slightly larger than the 'Britannia' Pacifics, yet produced the same working pressure of 250psi. Here, the overall length of 66ft 2ins is not a problem for No 92155 on the tuntable at Kingmoor on 20th July 1967. In the background, an Ivatt Mogul No 43121 rattles past with a mixed freight. Photo copyright D Burdon collection
(Above) In an effort to conserve energy, an experimental variation of the Class 9F 2-10-0s appeared on the London Midland Region when ten locomotives, Nos 92020-92029, were built incorporating the Italian Franco-Crosti double boiler. The design was aimed at increasing thermal efficiency by re-using the firebox gases and redirecting them through a second drum beneath the boiler to pre-heat the water feed. Sporting a Wellingbrough shed code (15A) on the smokebox door, No 92027 is ready for traffic at its home shed in 1955. Photo copyright Midland Railway Trust
(Below) The Crosti 9F's exhaust was expelled from a chimney slotted into the running plate, but this often led to unpleasant conditions for footplatemen and trailing smoke was inclined to obscure the driver's forward view. As a consequence, deflector plates were fiitted in an attempt to improve draughting, though the ten engines retained the front chimneys which were used when lighting up the engine from cold.
(Above) Soon after the ten Crosti 9Fs were introduced to traffic the decision was taken to abandon steam in favour of diesel and electric traction. In 1955, the British Transport Commission announced the 'Modernisation Plan' and the short-lived Crosti experiment was subsequently discontinued. In this unflattering view of 92020, the unconventional exhaust outlet has been removed and the cylindrical drum beneath the smokebox door plated over. Photo copyright D Burdon collection
(Below) The Stanier and Fairburn Class 4MT 2-6-4Ts were identical in many respects to the BR Class 4MT 2-6-4Ts Nos 80000-80154. However, care was taken by Riddles to avoid favouring any former companies engines, which goes some way to explaining the uniform and distinctive external style for the standard range. A similar policy was adopted by BR with regard to establishing new identities for each of the six individual Regions. The new BR styles included a 'double lozenge' totem - maroon for the LMR, dark blue for the ER, tangerine for the NER, light blue for the ScR, chocolate for the WR and malachite green for the SR. Here, a pair of maroon enamel station nameboards frame a shot of 2-6-4T No 42154 awaiting departure from Hellifield on a local train. Photo: copyright EA Wood-DH collection
(Below) From an operational standpoint, an altogether unusual inter-regional motive power transfer occurred on the MR main line north of Leeds when the NE Region sent eight Gresley A3s from Tyneside to Holbeck shed for use on the Anglo-Scottish expresses. The cascading effect of dieselisation on the ECML was a welcome move for Holbeck crewmen, as most A3s were fitted with the double Kylchap blastpipe which produced a freer steaming engine and gave fireman an easier time over the steeply-graded Settle to Carlisle line. However, the erstwhile Rebuilt Scots reign at Holbeck shed was originally challenged by the Britannia Pacifics which arrived at Holbeck in 1959. Here Class A3 No 60092 Fairway heads the 'up' 'Thames-Clyde Express' past Kirkstall Forge during a torrential down pour in May 1961. Just visible in the background is Kirkstall Forge station, which closed in 1905 when the line between Leeds and Shipley was increased to four tracks. The Aire Valley route between Leeds and Shipley was dequadrified in 1967, retaining loops at Kirkstall for goods traffic. The service linking Leeds, Bradford, Ilkley and Skipton has since been updated with 25kV overhead line equipment.
(Below) Class 8F No 48123 heads a coal train from the Yorkshire coalfield along the Calder Valley main line near Thornhill Junction in March 1961. In that same year, EE Co Type 4 haulage was introduced on the Newcastle-Liverpool service. This busy section of track between Heaton Lodge Junction and Thornhill Junction is now rationalised, the work being coincident with raising the speed limit from 45mph to 65mph. The contact strip shows a variety of motive power - Class 31, Class 47 and Class 45/1. The 'Peaks' were drafted on to the Trans-Pennine service from 1981, with some trains formerly terminating at York being extended to Scarborough to improve stock utilisation. The final 35mm frames show a pair of the then new BR/Leyland narrow-bodied Class 141s on the WYPTE's local Leeds-Marsden service. The 4-wheeled vehicles were the first of the second-generation diesel units introduced to traffic in West Yorkshire in April 1984. Photos © D Hey.
(Above) This photo of Diggle Junction shows the Standedge route in 1958, with tracks on the right for the Micklehurst loop via Butterhouse Tunnel to Staleybridge. Preparations for re-signalling are underway as 'Jubilee' class No 45567 South Australia heads the 2.45pm Leeds City-Manchester Exchange on 26th April 1958. Photo © B Hilton
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