On January 1st 1948, the 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.

RICHARD COURTNEY'S ALBUM OF LOST PHOTOS FOUND - A RESULT!   

Adam Parker recently contacted the Guest Book Page seeking information on a railway photographer called Richard Courtney from Gloucester. He wrote - 'A number of railway photographs and books came into my possession some years ago. The photos are largely of the LMR plus a few from overseas. There is also a logbook of a railway journey to West Germany in 1970. These items were about to be burned on a bonfire by local children, but fortunately they brought them to me. Richard Courtney's name is in the logbook with an address in Gloucester and I am assuming that he took the photographs. The logbook reveals two journeys to Europe - the first to Spain and Portugal in May 1970 and the second journey to West Germany in August 1970. This is the logbook cover (below left) featuring two photographs of Portugese tank locos. The logbook also lists the numbers of several German DB locos and records trips to France and Spain in 1970

Although many of the prints have no details, dates or locations on the reverse, Adam managed to glean some background information - '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.' Well, contact was finally made and Adam arranged to meet Richard and his wife at Gloucester Station to hand over the books and photos - 'It was very rewarding to return the items back to him after all these years. Richard suffers from Parkinson's Disease and as far as I know he was a fireman back in steam days and became a driver when diesels were introduced. I had contact from another old driver, Roger Stanbridge, who knew Richard from his Saltley days. Richard also travelled the world taking photograhs of steam railways and he doubtless has a wealth of material that has never been published or seen by a wider audience.I suggested he could share his pictures in some way on the Internet. Richard, who originates from Barnstaple, retired from the railways several years back due to his Parkinson's. It's a shame that we didn't have enough time to talk more about his days on the railway. I feel sure that in the right circumstances he could tell some interesting stories about his life - both as a railwayman and railway enthusiast...

(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? (Below) 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, 48437 heads a southbound mixed freight past Duddeston Road box. Date unknown.

(Above-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 includes an NBL Class 21, so it could have been taken in Scotland.

(Above) 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...David Campbell has since informed me that 43005 was cut up at Birds, Long Marston on 28th February 1966. Presumably the 8F was disposed of at Birds too...

(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) 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.

(Above) The Irish Mail is the oldest named train in the world; it ran between London Euston and Holyhead to connect with sailings to Dublin. The first Irish Mail train left Euston Station at 8.45pm on 1st August 1848 and was timed to arrive at Holyhead at 6.45 the following morning. Here 'Royal Scot' class No 46134 The Cheshire Regiment heads the northbound 'Irish Mail' in June 1954.

(Right) Both the LNWR and LMS were keen to publicise the Anglo-Irish service and several posters were published featuring the 'Irish Mail' express at various points along the North Wales Coast Line. I've picked this railway poster illustrated by Norman Wilkinson, as it shows a panoramic view of Robert Stephenson's famous tubular Britannia Bridge spanning the Menai Straits which linked the Welsh mainland with the Isle of Anglesey. The publicity blurb beneath the picture states - 'The train left Euston on 1st August 1848, was called The Irish Mail, and has been named ever since. It started at 8.45pm that night, and that is its time today. But the Britannia Bridge was not yet built and passengers and mail bags had to take a coach from Bangor by Telford's Suspension Bridge to Anglesey where another train awaited them. By June 1850 the Britannia Bridge was opened to traffic and today Robert Stephenson's mighty engineering feat stands as a memorial to the consummate skill of the Victorian generation of engineers. Today the Irish Mail provides a day and night service to Ireland, covering the journey between Euston and Kingstown (Dun Laoghaire) in a little over 9 hours.' I do like Norman Wilkinson's freestyle painting technique, though it's a shame he hasn't incorporated Thomas Telford's elegant road suspension bridge in the composition - it was the world's first modern suspension bridge built in 1826. British artist, Norman Wilkinson RI (1878-1971) studied at Portsmouth and Southsea Schools of Art. He began his career as an illustrator with the Illustrated London News and went on to design posters for the LNWR, LMS and SR. His flamboyant style appeared on many railway posters which can be found on the excellent NMSI Collections Online...a visit is highly recommended.

(Below) In 1970 a disastrous fire gutted the tubular railway bridge and the structure was rebuilt as a two-tier steel box girder and arch bridge with the A55 main road to Anglesey on the upper deck. Today the last surviving example of Robert Stephenson's wrought iron tubular bridge design is the railway bridge at Conwy which runs in parallel to Thomas Telford's elegant Conwy Suspension Bridge. These shots were taken during a cycling tour of North Wales during the late 1960s.

THE STANIER PACIFICS

(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. Of interest to LMR enthu8siasts, forty three new photos have been added to ER Morten's 'Rail Cameraman' page, plus an additional section covering the Peak Forest route in its entirety between Ambergate and Chinley. Apologies to Peak Rail fans for the delay. It's taken so long there was an imminent danger of Peak Rail reaching Buxton before the page arrived at Matlock! Better late that never, I suppose…click on photo of 'Black 5' at Matlock to visit ER Morten's page…

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.

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 here to visit the site. The ER Morten photo gallery below is dedicated to the LMS-Patriot Project's praiseworthy efforts...

(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.

 

LMS 'JUBILEE' CLASS LOCOCOMOTIVES

(Above) 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. Click here for link to Simon Robinson's excellent LMS 'Jubilee' website

STEAM-DIESEL SHUNTING LOCOMOTIVES

(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. Introduced in 1952, the fleet of BR Class DEJ4 0-6-0 diesel shunters was equipped with the trusty English Electric Co Type 6KT six-cylinder 400hp engines. These tough and reliable machines were to form the basis of BRs shunting locomotive fleet (TOPS Class 08) which led to a total of 1,193 eventually being built. Here No 13050 (later D3050) heads a motley collection of wagons into Basford Hall yard at Crewe in September 1954. On the right, 'Jubilee' class No 45722 Defence awaits a clear road with a mixed freight. Photo © GEC-Alstom

(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

LMS BEYER GARRATTS

(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 PH Groom, PR Batty.

BR STANDARD CLASS LOCOMOTIVES

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.

(Below) 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

(Above) 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.    

(Below) A total 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

AROUND THE REGION

(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

(Above) 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) The Pennine region is renowned for the severity of its winter months when snow and ice can disrupt the M62 motorway for days on end, but despite the wintry conditions our railways seem to keep on rolling along. The 1962-63 winter was more than just a cold snap, temperatures plummeted to an average of 0.2 Celsius from Boxing Day until April, with blizzards and white-out conditions sweeping the country for months on end. It was dubbed the 'Big freeze' by the media, and only the hardiest steam railway photographer ventured out. Jim Carter was rewarded with this evocative shot of 'Rebuilt Patriot' No 45545 Planet heading a Liverpool-Newcastle train across Dobcross Viaduct spanning the small River Tame and doubtless frozen Huddersfield & Ashton Canal in January 1963. Photo © JR Carter

(Above) 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.

(Below) 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

 

 

TRANSITION FROM STEAM TO DIESELS

 

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