Shockingly no one's dedicated enough to fill the usual Saturday shift this week, so here's an article Dave had saved for a rainy day to enjoy while consuming vast quantities of cheese and chocolate, and generally not having a clue what day of the week it is. :-) When I first read this I remarked that Dave had seen more steam locomotives in one day than it would be possible for me to ever see in my life! -Ed.
Please note: all the shed codes listed within the main article are the pre-September 1963 ones, after which the London Midland Region introduced their major regrouping of the depots and their codes. A table of the codes listed in the article and their replacements appears at the end. This is followed by the whole of the reorganised LMR shed grouping.
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During my all too brief trainspotting period between September 1961 and early 1965, I was able to enjoy a number of shed bashing trips, as we used to call them.
A particularly memorable one was with the Gloucestershire Railfans Club to the Liverpool and Manchester area in July 1963, an amazing day with a large number of sheds visited and almost 500 locos recorded. One of the engines seen was Standard Class 4 2-6-0 76077 at Sutton Oak (8G), which when restored will be running on the GWSR. The trip cost 19 shillings (about £17 in today's money). I remember my very worried Mum collecting me from Cheltenham Town Hall at 2 a.m. the following morning - a very long day to say the least! I think all of my three trips to the East Midlands were also with the GRC.
Other trips were organised by like minded pupils at school with usually two very obliging masters giving up their Sundays to act as escorts. We visited sheds in South Wales and border, at Crewe, Stafford, Stoke and the Chester area, and at Bath (Green Park), Westbury, Swindon shed and Works. I did regret missing out on a school trip to do the main London sheds that had been organised by two different pupils. The organization seemed a bit haphazard so a friend and I decided not to participate. In the end it turned out to be very successful and the thought of missing out on visits to the likes of Campden (1B), Kings Cross (alias Top Shed 34A), Nine Elms (70A), and Stewarts Lane (73A) was somewhat painful.
Despite the steady withdrawal of steam, increasingly so in the early 60s with more and more diesels and electrics coming into existence, there was still considerable steam power available to see. However we were also to see classes that had recently become extinct (such as some Gresley K3s at Colwick), while recent withdrawals were often obvious with locos having sacked-over chimneys (usually done when they were put into store), or with all the coupling rods and associated mechanism removed. The other aspect that was very noticeable with the overall rundown of steam power was in the appalling state of the locos and the sheds. On the Liverpool/Manchester trip we had visited a relatively new depot at Allerton (8H), which had been opened in July 1960, and what a different picture that presented with a line of gleaming blue electrics photographed.
There is always regret when looking back, especially when it's a way of life that has gone forever. I
wish I had had a camera for the trips done in 1962, and in the same vein, I wish I could find all the lists
of locos seen on my trips, not just three of them. Sadly I expect they were inadvertently thrown away many years ago.
As such this article is
in two parts, the first of which lists what we saw on
my first East Midlands trip. Within each display the columns should be read from left to right. My Brownie 127 camera was bought in 1963 ready for a school trip to Switzerland, so armed with that the second part comprises the photographs from the two later visits to the East Midlands.
Obviously we went to more sheds than indicated by the photos, but as I now have no written records for those trips, I am very thankful that in the shed section of my ABC, I had underlined the sheds visited and indicated the number of times. So with a bit of deduction, leaving just Leicester Central as the uncertainty as to when the second visit there took place, here is a combined list in shed code order for the three trips: -
So, moving on to the three trips and some great memories.
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East Midlands Trip 1 - 1962
Hawksworth 0-6-0PT 1509 seen on the back of a lorry in Coventry was a mystery at the time. It turns out that following withdrawal from BR in August 1959, 1509 and fellow classmates 1501 and 1502 were sold in 1961 to the NCB for use at Coventry Colliery. 1509 remained there until scrapped at Cashmore's in October 1970. Only 1501 survived and is at the SVR.
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East Midlands Trip 2 - 19th October 1963
Nuneaton (2B)
Britannia 4-6-2 70005 'John Milton' nicely in steam.
Originally an Eastern Region engine, it was reallocated to Willesden (1A) in March 1963 and still based there at the time of our visit. It was then moved to Aston, Birmingham (3D) at the end of the year, before a final move to Carlisle Kingmoor (12A) in October 1964 from where it was withdrawn in July 1967.
Nottingham (16A)
B1 4-6-0 61348 was shedded at Lincoln (40A). After four further moves it ended up at Colwick (40E) in November 1965, from where it was withdrawn a month later.
Royal Scot 4-6-0 46129 'The Scottish Horse'. Shedded at Longsight, Manchester (9A), it had just 8 months left before withdrawal in June 1964.
By now a large number of Patriots, Jubilees, Scots, all the Princesses, and even some Duchesses, had been withdrawn, so it was nice to see 46129 in steam.
Royal Scot 4-6-0 46142 'The York & Lancaster Regt' was also in steam.
At the time of our visit this engine was also shedded at Longsight (9A) and also had 8 months left before withdrawal in June 1964.
Standard Class 2 2-6-0 78000 and Jinty 0-6-0 47231, both in steam.
78000 was originally based in Wales at Oswestry (89A) and then Machynlleth (89C), before moving to Nottingham in May 1963. It moved to Derby (17A) in January 1964 from where it was withdrawn in June 1965. It had about 13 years of use.
47231 was reallocated from Toton (18A) to Nottingham just 2 months before our visit. It was later moved to Westhouses (16G) in July 1965 and finally withdrawn in March 1966.
Royal Scot 4-6-0 46158 'The Loyal Regiment' was withdrawn literally on the day of our visit. With nameplates, coupling rods and mechanism removed, and smokebox door ajar, it looked a sorry sight.
It had been reallocated to Annesley (16D) in September 1962 and presumably moved to Nottingham for withdrawal.
Colwick (40E)
B1 4-6-0 61177 had been allocated to Colwick in October 1956. According to the records it was withdrawn in September 1963, and yet a month later here it is in steam!
Assuming the records for this engine are correct, it was not uncommon for a stored, or even a withdrawn engine, to be put back into steam if needed, as long as it was serviceable of course. Many withdrawals were based on when an engine was due a major overhaul.
O4-3 2-8-0 63859. One of the many Robinson ROD locos, it was built in July 1919 and allocated to Colwick from Gorton (then 39A) in June 1954, so very much a long term resident. It was withdrawn in October 1963.
WD 2-8-0s 90304 and 90437. 90304 came from New England (34E) to Colwick in June 1962 and was withdrawn in September 1964. 90437 came to Colwick from Annesley in May 1949, so another very long term resident. It was reallocated to Doncaster (36A) in January 1966 from where it was withdrawn 3 months later.
K3 2-6-0s 61957 and 61977. Both engines came to Colwick in December 1960, 61957 from Norwich (32A) and 61977 from Lincoln (40A). They were withdrawn in September 1962.
Final withdrawals of K3s had recently taken place, making the class extinct. The October 1963 copy of Railway Magazine included a lengthy article entitled "The Passing of the K3s".
As we were leaving the shed to return to the coach, WD 90438 came rumbling by with a northbound freight. In my mind I can still hear those clanking rods, the hissing steam, and the mournful whistle, sounds that were so characteristic of this class. Much to my friend's eternal amazement, and no doubt anyone reading this today, I loved the Austerities! There was just something about them that appealed. Even now if one appears when either listening to one of my Peter Handford recordings or watching one of my many dvds, my attention picks up.
90438 had been allocated to Colwick in May 1960, so very much a home-based engine. It was withdrawn from here in October 1965.
Annesley (16D)
V2 2-6-2 60837. This York (50A) based engine was withdrawn in November 1965.
By now the dull day was drawing in, hence the dark photo to finish off the film at the final shed. It was good to see a V2, a reminder that this was still a Great Central shed, but along with Leicester (Central), it had been swallowed up by the London Midland Region, further paving the way for eventual closure of the GC extension in September 1966.
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East Midlands Trip 3 - 9th August 1964
Leamington Spa (84D)
5100 class 2-6-2T 4125. Having been reallocated from Tyesley to Leamington in January 1962, it returned to Tyesley in March 1965 from where it was withdrawn 3 months later.
Coalville (15D)
Although I have underlined Coalville in the shed section of my ABC, I don't think we actually visited the shed itself. However the coach stopped very deliberately at what looked like a railway scrapyard and whoever had organised the trip must have known beforehand what we would be seeing. Within were these two wonderful old veterans, both of course withdrawn.
This class was very synonymous with the Glenfield Goods on the Leicester West Bridge-Desford part of the Swannington Railway. Trains using this line had to negotiate the very narrow bore Glenfield Tunnel, hence the need for small engines. Glenfield Tunnel at just over a mile long was at the time of the railway's opening in 1832, the longest railway tunnel in the World. It has been preserved and is regularly opened up for tours.
2F 0-6-0 58148. Built in March 1876, it was allocated to Coalville in March 1962 and withdrawn in December 1963.
B&R Video Productions dvd "London Midland Steam Miscellany No. 8" begins with a lengthy section on the Glenfield Goods with 58148 in charge. The excellent piece of film, taken in 1963 by Jim Clemens, covers the journey and shunting with on-train and lineside views.
The cover photo on Peter Handford's EP "The Glenfield Goods" is of this engine and the whole record covers its working when the recordings were made.
2F 0-6-0 58182. Built in November 1876, it was reallocated from Barrow-in-Furness to Coalville in January 1963, and withdrawn in January 1964.
Burton (17B)
Jubilee 4-6-0 45618 'New Hebrides' minus its coupling rods and associated mechanism. Reallocated from Derby to Burton in November 1961, it was withdrawn in March 1964.
Toton (Stapleford & Sandiacre) (18A)
04-8 2-8-0 63628. Built as late as 1944, this particular series was the last to be built based on the original Robinson GC engines. At the time we saw the engine, its home shed was Frodingham (36C). It was withdrawn from there in September 1965.
Colwick (40E)
04-7 2-8-0 63616, another GC engine having been built in 1914 and later modified with typical Gresley cab. It was allocated to Colwick in April 1960. It sad state reflects very much its withdrawal in September 1962, almost two years before this photo was taken. No doubt it was languishing here on my two previous visits to Colwick.
B1 4-6-0 61361 and unidentified WD 2-8-0 (i.e. I didn't note the number for the photo!). Allocated to Colwick in December 1960, it was withdrawn from here exactly 5 years later.
Nottingham (16A)
B1 4-6-0 61157 was a visitor, having been based at Doncaster (36A) almost its entire life. It was withdrawn in August 1965.
Black 5 4-6-0 45221 was a Nottingham based engine having been reallocated from Derby two months before our visit. Built in 1935 it had been located at quite a number of different sheds in its life. It only remained at Nottingham until March 1965, when it moved to Springs Branch, Wigan (8F), then in June 1965 to Warrington Dallam (8B), and finally Stockport Edgeley (9B) in October 1967. It was withdrawn 3 months later.
Annesley (16D)
One of the named B1 4-6-0s 61215 "William Henton Carver". Having spent most of its life at Hull, it was reallocated to Ardsley (56B) in November 1962. It was withdrawn from there in March 1965.
Willain Henton Carver was a Director of the LNER, appointed in 1927. He died in January 1961.
K1 2-6-0 62013 was a visitor from Frodingham (36C), to where is was reallocated from Stratford (30A) in February 1960. It either never went back after its last working run or was brought here on withdrawal in October 1963.
O2-3 2-8-0 63956 was reallocated to Grantham (34F) from Doncaster (36A) in November 1960. It was withdrawn in September 1963.
Westhouses (18B)
Jinty 0-6-0s 47442 and 47250 both in steam.
47442 had had a very varied history and in the last 5 or so years of its life it had been based at Leicester Central (15E), Kentish Town (14B), Cricklewood East (14A), Toton (18A), Rowsley (17C), back to Toton, and finally Westhouses in July 1963. It was withdrawn from here in March 1965.
47250 was far less travelled and based at Derby (17A) for 10 years until February 1959 when it moved to Leicester Midland (15C) in February 1959. It was reallocated to Westhouses in April 1960 and withdrawn from here in June 1965.
8F 2-8-0 48196 had been a Toton (18A) based engine at least since the late 40s, moving to Westhouses in June 1962. It was withdrawn from here in October 1966.
Although I didn't realise it at the time, this would be the last photo that I took with my little Brownie 127 camera and of real days steam. My trainspotting ceased probably late 1964 and the last copy I have of Modern Railways (formerly Trains Illustrated) was the April 1965 issue. The magazine had completely changed out of all recognition at the beginning of the year.
Thankfully my interest in steam and railways in general was revived 5 years later when I discovered the two boxes of railway books, magazines, ABCs, photos, tickets and miscellaneous bits at the back of the storeroom.
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Following the reorganisation by the London Midland Region of their depots, many of the codes listed above were actually changed from September 1963.
The overall new listing of London Midland Region codes is as follows. Boundary changes with all the regions made some serious inroads into other territories and, as can be seen, a number of sheds that were Western came into the Midland's fold, including former Cambrian ones. The former Great Central sheds were subsumed from the Eastern Region in the late 50s. There was also a lot of bunching up so that the use of 17, 18, 21, 24, 26 and 27 for code groupings disappeared.
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Locomotive stock changes during those two months in 1963 and 1964
With the steady rise in the numbers of diesels and electrics, the early 60s saw a massive transformation of the railways, with the very large withdrawal of steam. In particular towards the end of 1962 and into 1963 the lists of withdrawals began to show former front line engines in ever increasing quantities, regardless of whether they had received major modifications, such as the improved draughting with the GW Kings and a number of Castles, and the rebuilding of the Merchant Navy, and a good number of the West Country and Battle of Britain classes. Some of the standards lasted no more than 5 years.
So what was happening during the two months listed above.
October 1963
The standard withdrawn: -
84012 (built September 1953)
August 1964
The 5 standards withdrawn: -
76032 (built December 1953)
82011, 82025 (built July 1952 and November 1954 respectively)
92198, 92199 (built April 1957 and October 1958) had a life of just 8 and 7 years respectively.
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As for what was happening to the railway network, that was also changing drastically and is another story.
