My passion for railways has its roots in spotting days and I don't give a fig what anyone says! It began as a small boy in the early Fifties and I loved every single minute of it, but by by the end of the decade, the search for cops had run out of steam.
The turning point came when transferring the logged (underlined) numbers from an old Ian Allan abc into a newly-purchased Winter 1958-59 combined edition. Alas the publisher hadn't a hope of keeping apace with the British Transport Commission's (BTC's) Modernisation Plan!
On reaching the BR Standard classes in the 70000-92000 range at the end of the book, I'd lost count of the disturbingly high number of gaps among the steam classes due to scrapping. What's more, when it came to underlining the numbers of recently 'copped' diesels I couldn't find them!
Quite simply they did not enter the equation because at the time the book went into print the diesel were not yet built.
Call it a dereliction of duty, if you like, but the discrepancies creeping into the hobby were totally at odds with the orderliness that spotters expected, and I ended up joining the legion of disenchanted youngsters who turned their attention to something more rewarding like railway photography - a natural adjunct to train spotting.
So, combining both interests from old spotting days, this page begins with a list of the various steam locomotive classes numbered from 40000 to 41199 which appeared at the beginning of the 1959 Ian Allan's abc Locospotter Book covering the London Midland Region before the transition from steam to diesel had chance to get into its stride.
LONDON MIDLAND REGION LOCOMOTIVES 40000-41199.
40001-40070. (Above-Insert-Below) Introduced in 1930, Sir Henry Fowler's LMS Class 3P 2-6-2Ts numbered 40001 to 40070 in the BR fleet was the first of the engines listed on the London Midland Region. A total of 70 were built for use primarily on local passenger services, four on the Western Region, the rest on the London Midland Region. (Above) The class was most easily identifiable from other 2-6-2Ts by their parallel boiler and smokebox curving down to meet the frames, which can be seen in this ER Morten shot of No 40058 entering Shrewsbury station with a local passenger train. (Below) Sporting a St Albans (14C) shedplate on the smokebox door No 40024 - one of twenty Fowler Class 3MT tanks (Nos 40021-40040) fitted with condensing apparatus for working the Metropolitan widened lines through the tunnels to Moorgate Street - is seen heading a suburban service at Aldersgate & Barbican(Inset) The 'Delph Donkey' being propelled by push-pull fitted Fowler Class 3MT 2-6-2T No 40012. Visible in the background is Saddleworth station (closed 5th October 1968).
40071-40209 (Above-Below) Introduced in February 1935, the Stanier 3MT 2-6-2T was a development of the earlier 1930's Fowler 2-6-2T mentioned above. Both classes were identical in many respects; the Stanier engines had the same 5ft 3in driving wheels, 3ft 3½ins pony wheels and trailing wheels, identical sized cylinders at 17½in X 26ins, the same 21,485lb tractive effort, 200 lb.sq.in. boiler pressure, 3 ton coal capacity, 1,500 gallons of water and 41ft 11¾ins length over buffers. However, a distinguishing feature of the Stanier design was the pronounced slope to the top of their side-tanks and tapered boiler in contrast to the parallel boiler of the Fowler 2-6-2Ts. (Above) No 40018 departs from Millersdale on the push-pull shuttle service to Buxton on 16th August 1950. (Below) Rebuilt in 1941 with larger boiler, No 40148 heads a Bradford-Forster Square- Leeds City express past the site of the proposed new Apperley Bridge station on 19th April 1952.
40332-40557 (Above) Former Midland Railway Class 2 (LMS Class 2P) No 40491 (built in October 1896) awaits departure from Sheffield Midland with a local train on 24th April 1952. Originally constructed by SW Johnson, the MR's CME 1873-1903, this 4-4-0 class was rebuilt by his successor RM Deeley (MR's CME 1903-1909) with superheater and piston valves. No 40491 was among only a few survivors of this once extensive class totalling 245 - only thirty six engines were still listed in my 1958-59 winter abc; No 40491 was withdrawn in October 1960. The majority of the 2Ps were allocated to sheds on the old MR system, chiefly in the Midlands.
40563-40700 (Below) Introduced in 1928 these 4-4-0s were the result of Sir Henry Fowler's post-grouping development of the earlier MR Class 2P with modified dimensions (smaller 6ft 9in driving wheels) and reduced boiler mountings. Out of the original 138 members built, no fewer than 134 were still listed in my abc, but only just...with the onset of dieselisation they were diminishing fast and all had gone by the end of 1962. The class was adopted by the LMS as a standard light passenger engine and many went to Scotland for service on the Glasgow and South West routes. During BR days the Class 2P continued to operate on the Scottish Region, principally around Kilmarnock. Some tenty years after its introduction in September 1931, No 40647 heads a local train at Ayr on 27th July 1951. The loco was withdrawn in October 1961. Note the Fowler flat sided tender which differed from the earlier Midland tender with coal rails as seen attached to 40491 above.
40907-41193 (Above-Inset-Below) Listed among the engines in my Ian Allan abc Locospotters Book (1958-59 winter edition) are 33 'Compound' Class 4P 4-4-0s Nos 40907-41193, albeit the sequence of numbers reveal ominous gaps due to scrapping. By the summer of 1960 only four remained in BR stock: No 40907 at Millhouses (Sheffield), 41063 at Manningham (Bradford) and the remaining two at Monument Lane (Birmingham). (Above) This once popular and highly efficient class produced some splendid performances during the earlier years of grouping on the Birmingham two-hour expresses from Euston, and also duties in Scotland on the former Caledonian Railway and G&SWR main lines. (Inset) The class was developed from the original five 7ft 'Compound' 4-4-0s introduced in 1902 by Samuel W. Johnson, CME of the Midland Railway 1873-1903 based at Derby. The 3-cylinder compound arrangement comprised one high pressure cylinder inside the frames, and two low pressure cylinders outside. From 1905 onwards, Johnson's successor at Derby, Richard M Deeley, built a simpler version based on Johnson's original 4-4-0 design which made the engines more straightforward to drive. The Johnson locomotives were subsequently rebuilt as Deeley Compounds and outshopped with smaller 6ft 9in couple wheels and superheater, including the now-preserved 1000 in 1914. The doyen of the class was destined for preservation after withdrawal in 1959 and restored in Midland maroon livery for display at Clapham Transport Museum. Here No 1000 was photographed by Frank Ashley heading the return leg of an SLS railtour from York to Birmingham New Street via Doncaster, Sheffield and Derby at Ambergate on 31 August 1959. (Below) The Compound Class 4P 4-4-0s were numbered 40900-40939 and 41045-41199 in the BR fleet, but it should be noted that Nos 40940-40999 were not built. However, with the onset of dieselisation and the introduction of more modern BR Standard steam classes they were early candidates for withdrawal. Here, No 40937 is seen on its home shed at Bank Hall (27A)...TO BE CONTINUED.
We continue the page with a visit to Willesden Motive Power Depot in London, courtesy of two fine railway photographers, Alex (Mac) McClymont and Keith Long, both ex-railwaymen....
WILLESDEN MOTIVE POWER DEPOT 1A
(Below) Willesden depot was classified as 1A, this being the first of the alpha-numerical shed coding system, which, for this young spotter back in the Fifties, somehow bestowed a level of prestige over the remaining BR sheds listed beneath it. This system had its origins back in the Thirties when the LMS carried out a reorganisation of locomotive operation and maintenance, and henceforth all sheds were grouped into districts with the main depot being allocated the code letter A, followed by a number of subsidiary sheds listed in alphabetical order. An extension of this system was adopted by BR in 1950 before it was replaced by an alphabetic code for BR's diesel fleet in 1973. (Below) A famous LMS Poster 'The Day Begins - 1946' by Terence Cuneo, measuring 50" x 40", shows a wonderful image of Princess Coronation Class locomotive City Of Hereford being prepared on the turntable at Willesden shed. This vibrant poster went under the hammer for a whopping £6,100 at a Creat Western Railwayana Auction in November 2012.
(Above-Below) Ex-SR engineman Alex (Mac) McClymont is a major contributor to this site. He has a Rail Cameraman page featuring Eastern Region steam days at Kings Cross and a gallery of Southern Region photos on Geoff Burch's 'SR Enginemen Remember' pages. In this shot an assortment of locomotives are lined up in front of the 12-road running shed at Willesden depot on 16th June 1962. A little over three years later the shed was closed on September 27th 1965 and the site cleared to make way for a Freightliner depot. (Below) Stanier Black Five 44916 based at Willesden (1A) prepares to move off shed on 16th June 1962. Built at Crew in 1945, she ended up at Stockport Edgeley and was withdrawn in December 1967.
(Above-Below) Stanier Black Five 45111 was photographed at Willesden on 16th June 1962. Built in 1935 at the Vulcan Foundry works and a Willesden based locomotive (1A) at the time she was photographed, she ended her life at Rose Grove (24B) and withdrawn in October 1967. (Below) Stanier 8F Class 48668 was built at Brighton works and her last shed was Leicester (15C).
(Above-Below) Stanier 'Jubilee' Class 45669 'Fisher' in Willesden Shed on 16th June 1962. On 29 April 1935 No 5552, the first of the class, permanently swapped identities with 5642 which had been named 'Silver Jubilee' on 19th April 1935 in recognition of the Silver Jubilee of King George V on 6th May of that year. This change gave the name to the rest of the class. (Below) A general view of of locos stabled around the turntable.
(Above-Below) Another major contributor to this site is retired railway signalman, Keith Long, who has his own Rail Cameraman page. Keith goes by the name of 'Cabsaab 900' on his superb 'Flickr photostream. Here he captures the light and shade inside the steam roundhouse at Willesden 1A on a bright summer's day on July 2nd 1961. This shows the the second of HG Ivatt's pioneering Co-Cos No 10001 and BR's Type 2 Bo-Bo No D5031 tucked away in the stalls around the turntable. No 10001 was built at Derby Works and delivered to 1B Camden on 10th July 1948; withdrawal came on 12th March 1966 after 1,101,700 miles in service and she was scrapped at Cox & Danks of Acton in February 1968. By comparison No D5031 is a jumped-up whippersnapper!....built at BR Crewe Works and delivered new to 31B March on 25th June 1959, the loco became TOPS Class 24 No 24031. Withdrawn in October 1975 she was scrapped at Swindon Works in December 1976. Keth comments on his 'Cabsaab900' Flickr Photostream - 'At the time this photo was taken No 10001 was just a week short of her 13th birthday (almost a teenager) and D5031 is a week past her second (barely out of nappies) and there isn't a yellow warning panel to be seen anywhere!' (Below) Another classic photo of the transition from steam at Willesden. These shots were taken on Keith's trusty Ensign Selfix 820 and shows Type 2 Bo-Bo No D5089 and the second of the SR's Ashford Works 1Co-Co1's No 10201 inside the steam roundhouse on 16th September 1961.
(Above-Below) In pre-digital days - before cameras were equipped with auto-focussing and through the lens light metering - few photographers attempted interior shots of steam sheds; they were dark and dismal places where the changing light made it difficult to get the exposure right. Nonetheless, the results could be most rewarding, and Keith managed to produce a few 'gems' for his collection, including this one of 'Patriot' class No 45546 Fleetwood, still fitted with the original Belpaire boiler and single chimney, at Willesden shed (1A). (Below) One of the great things about opening a Flickr account is that visitors to your site get the chance to comment on your photos. For example, this excellent interior shot at Willesden depot of HG Ivatt's Co-Co No 10000 on 2nd July 1961 created some dialogue. It goes to prove that there must be countless thousands of enthusiasts who were disappointed that such an important locomotive was not saved from the cutters torch, including Keith who has posted his own comments - 'The real shame is that the loco survived so long after being withdrawn in December 1963 (it was not cut up until January 1968). It would have been better to have saved something like this rather than say eleven out of the thirty 'Merchant Navy' class. It's not that I have anything against the MNs, or steam in general; it's just that the preservation scene is so unbalanced.' Click this link to visit Keith's main collection; it contains a massive number of sets of BR steam-diesel days.
A RAILWAYMAN'S MEMORIES
Tony Thompson, ex-Agecroft, Patricroft and Crewe, remembers a fateful trip on the 11.20pm Manchester to Glasgow in the summer of 1961…
During my firing days at Patricroft shed, the so-called 'No 4 goods link' job had more top passenger work than goods work. One evening during the summer of 1961 I had booked on duty at 9.35pm for the 11.20 Glasgow, which we called the '11.20 papers'; it also included two Royal Mail vans with mail catchers on opposite sides for the return journey. My driver that night was Maz, and as we prepared the Jubilee, I oiled the big and small ends for him (I always had a spare pair of overalls in my locker for 3 cylinder engines) and filled the firebox slowly during preparation. Then before we left the shed we topped up the tender and trimmed the coal for safety, which is more than can be said for the Newton Heath men that hooked onto us at Manchester Victoria…but I'll come to that later.
At 10.40pm we left Patricroft shed light engine for Manchester Victoria's platform 11, which more or less encroached on Exchange's platform 3. We hooked on to the train at 10.55pm and some 5 minutes later the Newton Heath men hooked on the front of us with one of the low-framed Caprotti black 5s.
The reason for double heading this turn was to tackle Pendlebury Bank, especially with 16 bogies on; it was a very heavy train filled mostly with mail and papers plus parcels. The timings to Preston was 43 minutes, but as usual our departure was held up by the paper guys, never the Post Office, and this delay could be anything up to eight minutes before we got away.
A few minutes before our scheduled departure I put a few rounds on; I had a good box with fullback damper open and near to blowing off, but one always has the gauge glass at approx ¾ or less to keep her quiet. The advantage of this job was that after starting from platform 11 we passed through platform 3, then across a series of crossings to get onto the Lanky, the fireman could drop the steam pressure to just above 200lbs then have his pressure up to 225lbs psi before Salford Station.
Having got the right of way at 11.27pm, Maz opened the regulator and we stormed through Exchange then with the second valve and reverser pulled right back, we headed across onto the Lanky. From then on it was all systems go and both engines were soon pounding through Salford Station, the 5x roaring and the black 5 blasting. Approaching Pendlebury Bank we had a full 7 minutes to make up, so it was shovel in hand and a few rounds for the climb ahead, but the 5x was in fine fettle so keeping her around the 225 mark was comfortably easy.
As we neared the top of the bank I shoveled a few more rounds into the firebox before we leveled out in anticipation of Walkden Water Troughs, serving all four tracks - 'Fast' and 'Slow' Lines. Ahead we had 14 miles of near straight level track and both engines were flat out, doing over 75mph on the approach to the troughs.
At this juncture, it should be explained that the practice for picking up water with a double-headed train was that the leading engine dipped first and as the spray started to dwindle the train engine dipped second. However, this particular night things didn't go quite as smoothly! When the time came for both firemen to prepare for the water troughs, I got off my seat and walked towards the water scoop handle when I heard an almighty crash behind me! Spinning round I saw a large chunk of coal had smashed through my window and shattered in the cab!
So much for trimming the tender on the part of the 26A men! I dread to think what might have happened to me had it been three seconds earlier!
With hindsight, l can only assume the bridge we'd just passed under was lower than the previous bridges, and as a result the coal had been dislodged from the tender of the leading engine, came hurtling along the top of our boiler barrel and smashed through my glass! Make no mistake I was shaken up but somehow managed to drop the scoop and top up the tender. After removing the broken glass from the window, I could put my head out of my side window at speed, but sitting on my seat in front of the missing glass took my breath away, so I ended up standing between firing, putting the injector on and keeping the footplate clean and dampened down. By the time we got to Peel Hall Sidings we were doing 86/88mph on the approach to Hilton House Junction and took the extreme right hand peg over the Whelley to join the West Coast Main Line. My driver Maz blew the whistle to get the attention of the leading engine crew and alert the bobby to wire Preston for a fitter to fix a new glass to the fireman's side.
By now we had recovered some time; we passed the 20mph restriction at Hilton House box, but once we were on the West Coast mainline down fast, it was back to sparks flying from both engines, especially the 5x - and, of course, the shovel was being used fast and furious to get us into Preston. We had a very fast run down to Preston, lurching over Euxton Junction at nearly 90! After such an unusual trip we arrived 1 minute late, but saw no sign of a fitter, the Newton Heath men hooked off and went on their merry way (the 26A men were booked to work a train back from Preston, and we at 26F had a Fish train from Law Junction to Oldham Road). When the Preston men relieved us to take the '11.20 papers' north I put my express lamps on and I explained to the driver and fireman what had happened.
Our return trip to Manchester was delayed - the fully-fitted Fish train arrived at Preston more than an hour behind schedule at 2.15am, but as the train rolled into the platform I couldn't have wished for a more welcoming sight - it was my favourite 'Jubilee' class 5596 Bahamas and looking in super condition. When we arrived at Manchester we headed up Platting Bank, then at Miles Platting Station propelled our train back down the bank into Oldham Road Goods Yard, hooked off and headed light engine to Patricroft Shed…the end of a good nights work, signed off, and home James...
HELP! I've recently received an email from Paul Underwood appealing for a photograph of 'Black 5' No 45065. Paul writes - 'Hi David, I love looking at your photo collections which bring back many happy memories of my early days on steam locos. I worked at Aston MPD 1956 to 1963 and took a few photos with Box Brownie. I am compiling a photo scheme of all of the Black 5s based at Aston during that period. I am short of one loco and that is 45065. Do you have a photo of that loco or know someone who has please? Best wishes, Paul...' Alas, I haven't...but I'm sure someone can help with Paul's search, his email address is: firstname.lastname@example.org Please note this is not a 'clickable' link via Outlook Express. You will have to email manually. Many thanks in anticipation.
ALL CHANGE AT STAFFORD
Above-Below) Stafford railway station lies at the junction of the Trent Valley Line and the Rugby-Birmingham-Stafford Line on the West Coast Main Line. The first station was built by the Grand Junction Railway and opened in July 1837. This was replaced by a second station in 1844, followed by a third and more grandiose architectural style in 1862, but this was swept away by the present station which was built as part of the modernisation programme when the West Coast Main Line was electrified in 1962. Here Hughes 'Crab' 2-6-0 No 42723 at Stafford in 1960. (Below) With evidence of modernisation well underway - part of the platform canopy and support columns have been removed, and a poster showing electrification progress occupies the wall of the Ladies Room - a couple of spotters cast quizzical looks from behind 'Patriot' class 4-6-0 No 45528 REME at the head of an 'up' train. Built in April 1933, this former paralleled boilered 'Patriot' (Baby Scot) suffered the ignominy of remaining nameless for 26 years! Rebuilt in September 1948, it wasn't until September 1959 that No 45528 was named REME after the Corps of Royal Electrical and Mechanical Engineers. The loco was among five members of the class withdrawn in1963; it was cut up at Crewe Works in April of that year.
(Above-Below) Ivan Whitehouse, who was a fireman on the Midland Bushbury Shed (3B) from 1957 to 1963, took these shots of Stafford station on a 'borrowed' camera in 1958. The first one shows Rebuilt 'Royal Scot' class No 46129 The Scottish Horse awaiting departure with a northbound train. (Below) 'Jubilee' class 4-6-0 No 45586 Mysore is standing in the south bay on platform 1.
(Above-Below) Missing its smokebox numberplate, Class 3F 0-6-0T No 47475 looks oddly antiquated whilst on station pilot duty at Stafford in 1958. An unusual feature of the 'Jinty' 0-6-0T was the position of the sandboxes; access was gained via a recess in the tank sides so that they could be filled. This shot by Ivan Whitehouse reminds me of my childhood days when Tri-ang produced a 00 gauge model of the Class 3F in the 1960s. Now am I the only one who assumed it was a clockwork model, that the hole in the side was for the key? Just one question...where does the word 'Jinty' come from? (Below) Whilst on the subject of nicknames for locos, how long will it be before the colloquial use of the term 'Black 5' is construed as racially offensive? This is not as daft as it may sound. The irony of today's barmy PC world can be judged by a recent court case involving two Premiership players and an alleged racist remark during a game. Now I'm not about to go into the ins-and outs of it here; what I will say is that when the media covered the day's evidence in court - the one word deemed offensive enough to warrant a court case was the only one that did not require censorship…the rest (swear words) were obliterated in a blizzard of asterisks…the offensive word, of course, was 'black'…it's a crazy world. Here 'Stanier 'Black 5' No 44949 pilots 'Britannia' class 7MT No 70046 Anzac on a 'down' express through Stafford in 1960. (Inset above) A nameplate from the BR Standard Britannia Class 4-6-2 No 70046 Anzac went under the hammer for £8,000 at a great Central Railwayana Auction in April 2011. Built at Crewe and named in September 1959, No 70046 was allocated new to Holyhead in July 1954 and later Crewe North, Longsight, Willesden, Aston, then back to Holyhead again, before being transferred to Banbury and finally Carlisle Kingmoor from where it was withdrawn during the first week of July 1967. It was sold to Campbells, Airdrie on 3 October 1967 The loco takes its name from the Australian and New Zealand Army Corps formed during WW1.
(Above-Below) For many years the West Coast Main Line had to operate under the baleful influence of modernisation. The nature of engineering work required for the installation of electrification masts included the lifting of road bridges, or lowering of track level to obtain the neccessary clearance for the overhead catenary. The WCML from Euston to Crewe required work on 78% of the 904 bridges concerned, whilst on the 44 mile between Crewe and Manchester, 82% of the bridges had to be rebuilt. Inevitably, the phase of modernisation involved prolonged disruption of train services. The bridge clearance work involved can be gleaned from this shot of EE Co Type 4 No D218 - later to be named Carmania in July 1961 - heading through Stafford in 1960. The EE locomotives Nos D210-D235 were named after ships operated by the companies Cunard Line, Elder Dempster Lines, and Canadian Pacific Steamships, which were associated with sailings to the port of Liverpool. (Below) The stunning images from the NMSI collection show the quality of poster art to be seen on station platforms across the country during the 1950-60s. For the record, the NMSI family is comprised of four award-winning museums, each with their own diverse identity: the Science Museum, the National Media Museum and, of course, the National Railway Museum (NRM) at York which houses the world's pre-eminent railway collection. Spread across three halls, the Great Hall - formerly the steam engine shed (50A) - is complete with a working turntable, while the Station Hall (previously York's central goods depot) is now laid out like a 'period' railway station. However, the NMSI's full collection is so big that only 8% of the artefacts are on public view. The rest are hidden-away just off the M4, on an ex-WW2 airfield. The Science Museum Swindon is a massive site housing collections ranging from the iconic Lockheed Constellation airliner to super computers, bicycles and the last Fleet Street printing press. The NMSI Collections Online is a superb website which displays countless thousands of objects including a range of fabulous railway travel posters...a visit is highly recommended. This British Railways (London Midland Region) poster - 'London Midland Electrification' was painted by John Greene in 1963 and depicts an AL1 class (later known as Class 81) locomotive with a passenger train in the new Stafford station. An electric multiple unit is waiting at an adjacent platform. The text beneath reads - 'Manchester, Liverpool, Crewe, Birmingham, London, still making good progress'
(Below) A mention must be made of the LMS-Patriot Project's praiseworthy aim 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.
(Above) When HG Ivatt became CME at the LMS, his aim was to improve the performance of existing steam classes and several modifications were made to a batch of Stanier 'Black 5' 4-6-0s, including the replacement of the Walschaerts valve gear with the Caprotti variety. Additionally, several members of the class were fitted with double blast pipes and chimneys, including No 44687, seen here at Stafford on 3rd June 1952.
(Above-Below) Following the energisation of overhead catenaries on the West Coast Main Line south of Crewe (where the wires had been installed to clear 13ft 1ins loading gauge instead of the normal 13ft 6ins height gauge) diagonal yellow stripes were painted across the cabside of locomotives denoting their prohibition from working in electrified areas. The relaxation in clearance was permitted by the Minister of Transport to avoid the costly programme of rebuilding certain bridges and tunnels. Some of the classes prohibited included: 'Royal Scots'; 'Patriots'; 'Jubilees'; Class 4F, 7Fs and 'Coronation' Pacifics which carried the compulsory cabside stripe. The engines permitted to work in electrifies areas had their smokebox door lamp bracket moved to a lower position to prevent locomen climbing up to chimney height in the vicinity of the 25kV overhead wires. There is still four years to go in these shots of 'Jubilee' class No 45556 Novia Scotia (above) and 45688 Polyphemus (below) before the official ban south of Crewe began on September 1st 1964.
ER MORTEN GALLERY
(Above) Midland Pullman at St Pancras station on 15th June 1962. Initially shown to the general public at Marylebone Station on June 23rd 1960 these trains were a revelation on the railways of the day. There were five trains, comprised of two six-car sets having first class only, which ran the Midland services, and the three eight-car sets, which ran between Paddington and Bristol and also between Paddington and Wolverhampton via Birmingham, which had first and second class accommodation. The Midland Pullman entered service between London St Pancras and Manchester on 4th July 1960 and ceased at the start of electric-hauled trains between Manchester and Euston...
to be continued...
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