INDEX OF MEETING AND NATTER NIGHT REPORTS

2008

September........Southern steam in the south and west...........................................................Peter Gray
August..............Steaming through Britain..............................................................................Graham Briggs & Derek Penney
July...................Is the Master Cutler a South Yorkshireman?................................................Martin Bromley
June..................Report of annual railway quiz night..............................................................."Crofter"
May..................Industrial steam around Northwest Leicestershire & South Derbyshire..........David Webb
April.................Recent Railway Accidents..........................................................................Rev Miles Mitson
April................ The four regions 'namers' show....................................................................Alan Sainty
March..............Signal boxes...............................................................................................Richard Binding
March...............The Leslie Howard Collection......................................................................Michael Harvey
February...........Preserved Steam on Video – a review of 2007.............................................Karl Jauncey & Dave Richards
January.............Railway films of Britain and China.................................................................Les Henshaw

2007

December..........BR traction in the Deltic era 1961 – 1981....................................................Hugh Ballantyne
November.........BR steam in the final years...........................................................................Derek Huntriss
October............An LMS miscellany......................................................................................Derek Cross
August...............Bulleid Pacifics.......................................................................................... .Bob Goodman

SEPTEMBER 2008

On the 3rd September the ‘Devonian’ arrived in Burton – not the post-war express - but renowned railway photographer Peter Gray from Torquay, to give his sixth slide show for the Society.

The evening’s event was entitled “Southern steam in the south and west”. However, the subject was widened somewhat to include early BR diesels and first generation DMUs, albeit in the steam era. Peter arranged the slides to be shown from the south-east at Dover across the southern part of England to finish in the south-west, at that extreme part of the ‘withered arm’, at Padstow.

And so the show began with a shot of 34085 ‘501 Squadron’: it was in immaculate condition (before it was rebuilt at Dover Marine) awaiting to depart for Victoria on the ‘Golden Arrow’, with blue sky, blue sea, and a shirt-sleeved cyclist on the quay. This was the only slide shown that was in the extreme south-east, as steam finished there at an earlier date and was some distance from Peter’s home in the West Country.

In fact, the next shots featured the Guildford area and down the ex-LSWR line to Southampton where, as an aside, a lovely shot showed the ‘Rothesay Castle’ from Cape Town in the Western Docks with the three-funnelled ‘Queen Mary’ in the distance.

This acted as a link to the next two-dozen slides which were taken across the Solent on the Isle of Wight and, without exception, featured Adams 02 class tanks working from Ryde to Ventnor or Cowes. One particularly interesting photograph was taken from a carriage window when passing the small junction signal box at Smallbrook, and Peter informed us that the double track here was in fact sometimes used as two single lines to Ventnor and Cowes. The familiar situation at Ventnor showed the 02 running round its train on the short head-shunt and passing the red telephone box and Southern Railway ‘Ventnor’ sign – an amazing survivor, 15-years after that company’s demise.

Back on the mainland, the mainline from Southampton to Bournemouth and Weymouth featured heavily with, en route, pictures of the curious arrangement at Dorchester South. Up-trains stopping there had to reverse into the up-platform and set off again for Bournemouth, a manoeuvre that was not eradicated until the 1980s. Atmospheric shed shots were shown at Weymouth, with two visitors on separate occasions being 44691 from Nuneaton shed (2B or not to be!) and 4498 ‘Sir Nigel Gresley’. The latter had arrived on a rail tour from Waterloo and the shot showed enthusiasts sitting on the coal stage, on an open wagon, and traversing the mainline alongside. Peter noted that Health & Safety was more relaxed in those days! One of the few diesel shots was of an ‘Hymek’ leaving Weymouth on a van train being banked by 73080 ‘Merlin’.

Moving up country, the Somerset & Dorset line featured next with one memorable shot at Stalbridge station showing 40563 on a down stopper and the guard of which was retrieving the token from the ‘four foot’ – the up ‘Pines Express’ having failed to make contact with the Whittaker apparatus, with the token narrowly missing the photographer! One crepuscular [of or pertaining to twilight] shot on the line was of the last day, last special approaching Devonshire tunnel behind 34013 and 34057 in near darkness. Despite being slightly blurred, it is of great interest because few photos of this train have been published: most last day pictures usually feature the two ‘spam cans’.

Back to the LSWR mainline again, Yeovil Junction and its environs were seen next. One particular shot of note was of the down Surbiton – Okehampton car carrier speeding through with ‘French Line CGT’ at its head, passing 73161 on an up stopper. Then 6435, bathed in steam, was seen waiting to leave on its auto-train for Town station. This was followed by views of the depot there containing a surprisingly large number of Pacifics.

Railway scenes of the 1950s and early 60s which show contemporary train-spotters lend an evocative air to the total picture. This was certainly the case of the shot of 34002 on a down express approaching Yeovil Junction with the adjacent embankment littered with local number-takers. An added attraction here was the Bristol – Weymouth line which passed underneath the LSWR.

The Lyme Regis branch from Axminster was seen next with the Adams tanks and latterly Ivatt class 2s. These were followed by scenes of almost unimaginable manoeuvres at Seaton Junction, where trains were split - added to - reversed - shunted  - and eventually sent on their way. Light Pacifics, S15s, M7s, and, unusually, an N class Mogul (running tender first on a train to Seaton branch) were all seen here before heading further west towards Honiton bank. At Honiton, interspersed by SR Pacifics, 60024 (on an LCGB special) and D818 (on a down express) were seen.

One of only two images shown on the night not taken by Peter was of Adams tank 30582, immaculate on Exmoor Junction shed, and this was taken by Dick Riley. Exmouth Junction, of course, was where the branch to the eponymous seaside resort of Exmouth left the mainline and a variety of motive power was seen, including a first generation dmu near Lympstone and 50036 at Topsham. This theme was continued at Exeter St Davids with 31912 and 4996 on the centre road about to attack the climb up to Central on a freight, with 34002 alongside on an up passenger.

Cowley Bridge Junction could be termed the ‘Shoulder’ of the ‘Withered Arm’ and from there light Pacifics were featured at most of the local stations to Ilfracombe. These included 34065 at the little-used Morchard Road, and, either side the gable at Mortehoe, trains being banked or piloted to reach the summit there, including 34067 ‘Tangmere’ banked by 31856, and 6346 piloting 41298.

There was an unusual shot of Meldon Viaduct from below showing that it was in fact two viaducts braced together, the second being added due to the doubling of the line. The next slide showed Meldon Quarry Halt – about twenty-feet long and three-feet wide – packed to capacity with Peter’s contemporaries awaiting an RCTS dmu special that was approaching from the viaduct.

Finishing in north Cornwall, one line that had to be shown was the Wenford Bridge branch. This featured the delightful Beattie Well tanks between Boscarne Junction and Wenford clay dries and 1369 (which superseded these tanks) in ex-works condition. The final loco shot was of preserved T9 120 at the far-flung end of the ‘Withered Arm’ at Padstow on rail tour duties. But to close the show was a slide of Boscarne Junction Halt, smaller than that at Meldon Quarry, open for less than three years, constructed of wood, but supporting perhaps two dozen intending passengers – very intimate!

Peter W Gray is one of your reviewer’s favourite railway photographers, and at the end of the evening, I was delighted to hear, as I suspect were most of the audience, that Mark invited him back to the club for a seventh visit - I await it with eager anticipation.

P A Forbes

AUGUST 2008

Our August Show was presented by Graham Briggs and Derek Penney of G B Productions. Graham and his team have visited us before so we knew we were in for a film treat of steam activity on both preserved lines and of course on the mainline. The first half was dedicated to the preservation scene and involved visits to 14 different railways.

The start was at the Bodmin & Wenford with shots of the static T9 on loan from the NRM - the railway hopes to restore this engine for use on its lines. Now to the action, Beattie well tank 30587 was seen on Boscarne Bank; 5552 stormed up from Bodmin Parkway banked by 4612; and 5552 doubled-headed with 32670 the guest engine from the Kent & East Sussex Railway.

Llangollen: here the Patriot (Rebuild) Gala was the theme, with action from 44806, 3802 and 7822 Foxcote Manor. The visiting locos were Stanier "crab" 42968 and 4F 44422 . The 4F was in action near Berwyn Tunnel and 42968 worked the demonstration goods train. Then 6430 featured on the auto train sandwiched between ‘blood and custard’ and ‘chocolate and cream’ carriages on what must be the leading contender for the most scenic line in preservation.

Bowness: from Wales to Scotland, and first we saw the Caley tank having its tubes cleaned whilst 246 Morayshire worked a train that rather sadly seemed to be very lightly loaded with regard to paying passengers.

Severn Valley: and the re-opening special, so good to see after the devastating flood and with a bonus of newly restored 7812 Eriestoke Manor in service. This reminded me of a photo I took of it at Welshpool in BR days using a Brownie 127 and sadly I forgot to wind on! Photographed on top so to speak was 2-6-0, 5322 which was standing in the bay platform, little did I know at the time that both locos would survive to be preserved! Graham also "captured" 5164 leaving Bridgnorth, SD 7F number 88 departing Hampton Loade, 4566 on Erdington Bank and, nearing the end of its active working days, Black 5 45110 with plenty of sheep for company.

Churnet Valley: and so on to railway number five with a home-coming visit from the wandering 44422 by the Black Lion at Consul Forge (one wonders just how many BRS members have paid a visit to that establishment over the years?). It was also good to see 4771 Green Arrow at work before what is likely to be a lifeless museum-bound future.

Bluebell: that doyen of steam railways demonstrated 1450, on loan from the Dean Forest and working on the Metropolitan set. Also in action were Dukedog 9017, 32473, 65 and Fenchurch.

Midland Railway Centre: here we glimpsed home-based Caprotti 73129 and 53809 working across the reservoir at Butterley. I was pleased to see the grain wagons along with some loaded ballast wagons in action in the demonstration freight train. The grain vehicles were so much a part of the former railway scene here in Burton.

Great Central: and we were right up to date here with 70013 Oliver Cromwell newly restored to action: like many others I never thought it would leave the constraints of Bressingham. Yes, and there was the wandering 4F, 44422 yet again. Others on show in this extended section included 48305 working in the snow, 4953 Pitchford Hall, Sir Lamiel 30777, 4141, 78019 and 42085. The latter was a surprise visitor from the Lakeside Railway, having never left that railway before. It was at the Great Central for new tanks to be fitted.

Swanage: 34028, Eddystone and 30053 provided the entertainment. 30053 looked just the part in worn and faded BR livery with Corfe Castle in the background.

North York Moors: a great selection of LNER material on show for the camera with Q6 63395, 65462 (a great pity about the gentleman on the footplate wearing an orange jacket), 61264 and 4771 both on the demonstration goods trains at separate times and three A4's - 60007, 60009 and 60019 in action. Perhaps the best shot was on shed, all three together with whistles blowing.

West Somerset Railway: 5553 and a goods train started the sequence, but there were goods trains galore with 4160, 5619, 45110 and 49395 all captured in this mode. Whilst working more normal trains were 5542, the "mongrel" 9351, 5224 and a real treat 45110 & 49395 double-heading.

South Devon: a vintage car entering the station site complemented 5526 and, from across the river, 1369 was seen on the goods. Newly restored 3803 ambled by on the passenger working.

Gloucester & Warwick Railway: Light engine 5619 was followed by 3440 City of Truro cautiously leaving Winchcombe. Lord Nelson, 850 was a lucky capture, working only two trains prior to failing, and once again 44422 appeared. 34007 Wadebridge hauled the goods around Chicken Curve - nice to see this back in action after the footplate fire. The next goods trains had 7903 Foremarke Hall followed by 92203. Then 5619 & 3440 double-headed the passenger train.

Keighley & Worth Valley: 61994 and 80002 were lined up on shed, 41241 worked a two coach local with 47279 and the Taff Vale loco 85 double-heading the next working. 62005 left Damens Loop and was later seen being banked by 80002. L&Y 957 got into the action prior to 41241 working a recreation of the opening special of the line 40 years ago with very mixed stock. 45212 (remember the wallpaper advert?) was next on the scene along with 61994. Finally 90733 a recently recreated WD loco closed the first half.

The second part was devoted to mainline workings and kicked off with 45407 & 76079 on the "Cotton Spinner". Next the same pairing appeared at Edale on their way to Buxton. 4965 Rood Ashton Hall showed up at Collingham working the "Lincoln Imp". The first run of 60019 Bittern filmed at Abbots Ripton and Tallington was followed by an excellent night shot at Newark. Riley’s pair again which also featured in the night was seen at Chesterfield.

Time next for Western action in the shape of 6024 King Edward I on the ‘Christmas Chester Chuffer’ in the mist. Then for some snow with 71000 at Bolton Percy. Back to 76079 on the ‘Cotton Mill Express’ and a two-and-a-half minute sequence of the bank climb at Todmorden - well worth the 25 minute it took Graham to get into position! April 18th saw 48151 on the ‘Welsh Dragon’ at All Stretton, whilst the next day saw 6201 in action on the North Wales coast and banked by a blue class 47. Nunney Castle was seen at The Rowe and also Beeston Castle. 6233 Duchess of Sutherland worked the ‘Welsh Dragon’ and here Graham was fortunate because a class 158 nearly blotted out the action.

Moving to Guildford and the magnificent Clan Line 35028 departed the station whilst Sir Lamiel was filmed at Vauxhall. Still on Southern territory, but with 60009 Union of South Africa departing London Victoria was next on the agenda. 4965 made a sedate entry to Didcot, but then was shown storming through Oxford. Again on the Southern with first Tangmere and then 35028 evoking memories of the past as she left Southampton Docks in the twilight. Back to Tangmere and film of the alleged last run from Folkestone Harbour complete with exploding detonators. Graham's next location was amongst the gorse at North Queensferry for a run by 61994 on the Fife Circle. From Scotland to Wales and 71000 first rocked and rolled through Bridgend and then passed more sedately through Ferryside and Crockett. The same loco was seen on the ‘Devonian’, but due to problems it had to have a class 67 inside to help out. Nunney Castle appeared again, this time at Water Orton. Once more back to Scotland with Black 5, 45231 on the ‘Jacobite’ shown at Fort William and various locations along the route to Mallaig.

45407 worked the KWVR 40th anniversary special before attention switched to 9466 on the North Warwickshire Line Centenary Special at Wootton Wawen. In July it was the turn of ‘The Coronation’ powered first by 60007 then 60009, with a freight train just getting out of Graham's way in time, and finally by 60019 Bittern. Back to 5029 and this time she was on the ‘Shakespeare Express’. Yet more Great Western power, the date July 19th, with 4936 Kinlet Hall on the ‘Ely Explorer’. Having picked up most of her passengers at Burton, Graham filmed her on the freight-only line at Stenson. Now it was time for the ‘Scarborough Spa Express’ with the featured motive power being 34067 and 5690 Leander.

To round off the evening Graham concentrated on the ‘North Briton’ which on day one included motive power in the shape of 60019 and 71000, the latter looked really good on the Royal Border Bridge at Berwick. It was also captured at Grantshouse with the coal pusher in action. Day two started with 60009 on the Forth Bridge, she was later joined at Perth by 45407 for the journey to Inverness. On day three 45407 was used for a trip to Kyle of Lochalsh. However on the return journey and working tender first 45407 slipped to a stand on Luib Bank and the train had to be split to enable the line to be cleared, the loco later returning to rescue the two coaches that had been left behind. The return workings south over the next two days were also filmed and rounded off a splendid evening's entertainment.

Thanks to Graham and Derek for their hard work.

Mark Ratcliffe

JULY 2008

On Wednesday, July 2nd we were once again pleased to welcome Martin Bromley to address members of Burton Railway Society. The title of his show was intriguing: "Is the Master Cutler a South Yorkshireman?" Martin was quick to point out that although Sheffield is the home of cutlery, the train with the name "The South Yorkshireman" actually started in West Yorkshire at Bradford, hence the reason for the title! The train when introduced in 1948 was the first named train instigated by the new British Railways.

Mr Bromley's slides naturally started at Bradford Exchange and featured 44912 bearing the headboard. A pleasant view depicted 45589 Gwailor with Rosebay Willow Herb in bloom by the track to compensate for a dirty locomotive - the location was Dryclough Junction. It reminded me of the first time I saw this particular locomotive at Findern. There was general excitement among the spotting fraternity because this locomotive was one of the rarer Holbeck based Jubilees in this "neck of the woods".

Further down the route at Holrne Lea there was a view from the cab window of a "bog unit" and Martin continued with slides at Huddersfield, Denby Dale and Penistone. The unusual signal box featured here, but is now sadly no more along with the electric locomotives that were shown. Arrival in Sheffield Victoria and at last the train could properly be called the "South Yorkshireman". Here there were more photographs of the Woodhead route electrics both the 26000 Bo-Bo series and the 27000 Co-Co series. Your reviewer was particularly taken by the fine portrait of B17 61620 Clumber flanked by a pair of Bl's, rudely referred to by one of our presenters as Thompson's answer to the wheel-barrow! As a former fireman he much preferred the Black 5's. A picture of 61194 with what appeared to be an extra chimney seemed to back up that view. True G.C. locos also were shown in the shape of 62663 Prince Albert and now preserved 62660 Butler-Henderson. As a young spotter I at first wondered why the first of a class of locomotives with such important sounding names was named after a butler! Then one of my older colleagues explained to me about double barrelled surnames. Also worthy of mention was the slide of the white-liveried diesel test engine called Lion on the Sheffield Pullman service to Kings Cross.

Martin pointed out that the "Master Cutler" ran for 11 years each on the Great Central then the Great Northern and finally the Midland. Darnall Shed loomed up next with 62664 Princess Mary. All of this class had originally been allocated to that shed. Clumber appeared again, but at Woodhouse this time and then 61641 Castle Hedingham. Nearby was Beighton where the only level crossing between Manchester and Marylebone was situated. At Killamarsh a further "Director" appeared, but this one was very dilapidated. Of interest was the shot here of a class 20 on a passenger train, thought to be a seaside special. The shed at Staveley Great Central was illustrated with 63702. I well remember my one and only visit to this shed, the locos inside the dimly lit shed were so filthy, both cabs and smoke-boxes, that I had to climb on to the cab steps of each locomotive to read the numbers! The famous spire of Chesterfield church in the background was to be seen first with a freight train and then a local passenger train hauled by L1 67800. Today the track here forms the Chesterfield by-pass. Moving on, Martin described the "whistling" bridge of Pilsley so named because of the sound of the wind blowing through the steel lattice work. The railway here was on three levels and of course has now all gone. Carrying on through Kirby South Junction we came to the depot at Annesley, I remember the sad sight of withdrawn Royal Scots here waiting the call to the breakers yard. Martin illustrated this area with 63768 and ex-Crosti boilered 92027 and 46251, the latter in sparkling condition ready for rail tour duty. Soon we were viewing Hucknall Central and Bulwell where the only item left today in the picture shown is the pub called "The Golden Ball". Appropriately 73053 was shown bearing the "South Yorkshireman" headboard.

After New Basford it was time to emerge from the tunnel into the cavernous Nottingham Victoria. Today this is just a shopping centre with only the station clock remaining. Martin produced shots of an 8F and then a 9F coming out of the tunnel. Other slides featured the preserved B1 61264 and 70014 Iron Duke. Two super scenes followed. First of all was a Western Region hall 6911 Holker Hall, in disgrace with the tender wheels derailed on the edge of the turn table. Followed by 70054 Dornoch Firth, (one of the only two of the class I didn't see!) depicted at 2-30a.m on a newspaper train.

This was an appropriate time to take a break and the second half started with a superb shot, by Doug Swales, of a class 31 diesel coming out of Week Day Cross Tunnel. After Nottingham Victoria closed, Arkwright Street re-opened for the sparse "bog unit" service that remained between Nottingham and Rugby. Wilford featured 44717 and another Black 5 was shown coming under 50 steps bridge at Ruddington onto the section of track preserved today. A W.D. in typical condition appeared at Rushcliffe, whilst at East Leake another class "5" 44936 with "Colk" stencilled on the smoke-box door and a Derby "heavy weight" D.M.U. were to be seen. Passing through Barnstone Tunnel arrival was made at Loughborough. Allotments once adorned the track side where the present day shed is located and so passing swiftly via Quorn & Woodhouse, Rothley and Belgrave & Birstall, Leicester Central was reached. This station had the rare feature of staggered white lines to mark the platform edges. Locomotives shown here included 92010, a V2 60842 on the Master Cutler, 6929 Whorlton Hall and 73045. The latter was one of five once allocated to Leicester Central shed. On the last day of services to London a loco carrying a wreath on the smoke-box was used. This was a very dirty Black 5, another member of the class had been specially cleaned, but unfortunately failed prior to leaving Colwick shed. A different type of locomotive, B.R. standard 76052, was used to illustrate the depot at Leicester.

After Whetstone, V2 60967 was depicted on a freight working at Ashby Magna. In 1961 a freight hauled by 6902 Butlers Hall came to grief at Newton Village and Martin had a slide of this locomotive stored in a siding at Lutterworth. Needless to say the engine was too badly damaged to be repaired and so was withdrawn and scrapped. The main feature at Rugby was the "birdcage" bridge, sadly only recently removed. There was a slide of it being built, then with V2 60961 travelling over it and better still a Black 5 inside it. To illustrate Rugby Central, Martin showed slides of an A3, a Royal Scot and 9F 92120. Catesby Tunnel was shown in typical fashion with a 9F blasting out of it. Three nameless members of Burton Railway Society had a "hair raising" walk through this tunnel several years ago and their experience was described in a past Society newsletter.

A general view of Woodford Halse shed demonstrated the layout of the establishment very well. A further slide showed 70017 Arrow before views of the station were shown. A Royal Scot appeared at Brackley and then it was the turn of the viaduct. A slide showed this enormous blue brick structure being built. Not long after the line was closed there was a world-wide shortage of these bricks and so demolition was swiftly decided upon! At this point Martin was "encouraged to open the regulator" and so slides were quickly shown of the following locations: Calvert, Grendon Underwood, Quainton and Aylesbury. At the latter a B1 and then a Black 5 were shown on different occasions in charge of the train named after the subject of our talk. At Wendover a clean B1, 61106 featured on a suburban train. Swiftly moving through Great Missenden, Chalfont - where the Chesham branch joined, Amersham, Harrow on the Hill and Neasden we arrived at Marylebone. The preserved V2 Green Arrow and a 4-car D.M.U. illustrated the station in its decaying days. Personally I thought the slide of three Black 5's on the station stabling point was very impressive. The 1948 locomotive exchange trials were not forgotten with shots of apple green B17, 61661 Sheffield Wednesday and a shining Black 5. Martin ended with general views of Marylebone station, a once "sleepy" terminus with 4 platforms which is now a bustling 6 "platformed" set up and incredibly busy. Only a few years ago closure was being talked about. Now if only the main route of the Great Central had not closed, just think what a great asset that would be!

Mark Ratcliffe

JUNE 2008

So, on the night, 29 stalwarts presented themselves for an evening of quiz entertainment. The now accepted format was applied, where teams of four were drawn ‘from the hat’, to provide a random chance element in the teams, and spread the railway ‘swots’ randomly amongst the teams.

Question master Dave confirmed the format - ten rounds each of eight questions. A very early taste of the standard of questions was revealed when he advised that they were sufficiently ‘hazardous’, that they required him to wear the compulsory ‘hi viz’ orange vest. This he suitably donned and maintained throughout the quiz. Never underestimate the power of the microphone!

Opening bowling from the quizmaster for Round 1 was a set of questions on  “The Deltics”, with everything on these from racehorse names to engine configuration  - somewhat of a speciality round for any of the anthracite and shovel brigade.

Round 2 came up as “Change of Name”, and was mostly oriented to steam loco name changes - typically GWR Castles into Battle of Britain aircraft, and renaming of the Royal Scot H.L.I. into its full title, (Highland Light Infantry, City of Glasgow Regiment), in BR days. The odd question on which city station was renamed from Queen Street to Central caught some of us out though.

Round 3 was entitled “First Names”, and Dave concentrated this totally on railway engineers’ first names – the teams having to supply the surname. Unfortunately for most of us, Isambard Kingdom only figured as Dave’s example.

Round 4 was announced as “Narrow Gauge” -  lopoks of concern and dismay abounded! However, all the questions were such that the answers were somewhere available in the grey matter. Are you sure it was ‘Pet’ that’s preserved at York Dave, and not ‘Wren’?

Five was a picture round depicting named steam locos. All were bamboozled by a duplicated picture for questions 1 and 2 – of a swan flying against a bright blue sky. Most of us concluded ‘Wild Swan’ as one of these, but in a first for Dave, no one got the second -  “Airborne” - I ask you!

Resuming after the break, “Preservation Names” formed Round 6. A good interesting round, ‘Joem’, ‘Goliath’, ‘ Mayflower’ (well done Steve, I believe you got this one right this year), and ‘Magpie’ featured amongst the namers. But ‘Beaumont’ on 53808 defeated me.

Round 7 arrived – “Railway Personalities” and surprisingly, none of the BRS Committee featured in this - why is that, I ask? This was, to me, the most difficult round of the quiz, but as they say, “they’re only hard if you don’t know the answers”. Danny Hopkins, Richard Steinheimer and Philip Hawkins to me were all musicians fronting that well-known pop group of the sixties “Foo Chow and the Hotshots”. Ah, well that wasn’t the answer, though Lemaitre’s and his blastpipe were recognisable.

For the next round, “Year of Decade”, Dave had come up with a novel idea for scoring. All answers were based on the year of a particular event, and the teams could go for the correct year for two points, or for the safer option of the decade for one point. A good idea, well done Dave. The answer to the Quintishill disaster was 1915, and there is no truth in the rumour that John Tuffs and I got the correct answer ‘cos we were both there at the time taking photographs!

By this stage, the leaders had emerged from the pack and it was going to ‘full regulator’ to the finish.

Round 9 was entitled “More of Less”, and this was another imaginative round giving at least a 50/50 chance of being correct even with a guessed answer. A typical question was, “Were there more Caprotti Standard 5’s than named ones?”. However, I thought the question ‘Were there more wheels on a Big Boy than on two Duchesses – including tenders?” was somewhat reminiscent of the 1993 ‘get ‘em going’ joke question of the total number of loco axles absorbed into BR in 1948. I understand that one of our members (who shall remain nameless) is still working on the 1993 answer!

With Round 10, Dave Hook surpassed himself, with “What would you get if..?”: a really imaginative set of questions, ‘get at able’, and a fine end to a quiz. What would you get if Jubilee 45730 ran as a 4-4-2? or 45577 double headed with D854? or a railway was operating with 34038 and 34005 operating? Answers on a ten-pound note, please, direct to the Treasurer.

So, as tradition dictated, the quiz finished with the knockout round. Team F finally emerged triumphant on the third question, estimating a total of 7297 loco’s built at Crewe being nearest to the actual figure of 7335.

From the seven teams who competed, B (136) won the main quiz, with runners up F (134), and E in third place (123). The other scores were: D 120, G 109, A 81, and C 58.  At least, that’s what my notes say, because by this time I was on my fourth pint of really excellent ‘Old Empire’, so statistics and results tended to become a bit hazy, and the winning team score in my notes is totally illegible! [The scores above were confirmed by a sober Mark Ratcliffe. Ed]

Thus ended the 18th Annual Quiz, and what a fine night it was too. The entertainment was excellent, (there is always a part for Dave Hook, with his dry sense of humour, in my next community pantomime), the beer was superb, and even the weather stayed good. So, why were there only 29 people competing?  We have a healthy Society with somewhere near 200 members. Stalwarts came from afar afield as Coventry and Leicester. So why don’t more attend?

These events don’t just happen: as with everything else, a lot of hard work goes into presenting them and all the other show nights.  I know from experience how difficult and time-consuming it is to create a quiz both entertaining and fun to be participating in, and congratulations to Dave Hook for presenting this, his eighth consecutive quiz event.

It was enjoyable! You don’t have to be a mastermind to enjoy it - even I managed to answer some of the questions. So next time, come along and try it out: you never know, you might enjoy it too!

“Crofter”

MAY 2008

The speaker for the meeting was David Webb from Uppingham and his subject was ‘Industrial Steam around North West Leicestershire and South Derbyshire’.

David’s interest in industrial railway systems stemmed from a topic studied at school after the 11-plus exams, which was ‘Coal’. This involved watching a number of films being shown at school, as well as scholarly research, and what he read and saw made David determined to explore local industries. This was helped enormously by a book on industrial steam from a railway club in Birmingham, because the book listed lots of industrial locations which had their own railway systems. David subsequently spent a great deal of time at weekends visiting many of these locations.

The slides presented started out at Croft Quarry on the Nuneaton to Leicester line, which is one of only a handful of such locations that still survive and use rail. The massive area of the quarry, which is not apparent from the train, was well illustrated by some aerial views. Also illustrated was some of the quarry’s machinery, including the ‘Blondin’ machine, which was used to lift stone out of the depths of the quarry. The name ‘Blondin’ was bestowed upon the device in memory of a famous tightrope walker of the 19th century, as the machine utilised a very long steel cable which hung across the quarry. The quarry had both standard gauge and narrow gauge (3’ 1½”) systems, the latter surviving until the late 1950s. On the standard gauge system, a number of locomotive manufacturers were represented, including Manning-Wardle (‘Laura’ and ‘Nipper’), Hunslet (‘Victoria’) and Barclays (‘Elizabeth’). On the narrow gauge system, which went into the quarry itself, 0-4-0 tanks were used, being from the Hudswell-Clark company, and examples were named ‘Ethel’, ‘Crystabel’ and ‘Gwendolen’, these locos lasting until around 1947. A Ruston & Hornsby narrow gauge diesel appeared during World War 2, and diesels also appeared on the standard gauge system around 1954, such as ‘Edwin’, again from Ruston & Hornsby, and also Sentinels from Rolls-Royce.

Then David moved on to Enderby Quarry, which lay at the end of a branch from Narborough, which like Croft had standard gauge and narrow gauge systems, the gauge of the latter being 2-foot. Of the standard gauge engines, one of the original locos was ‘Trot’ from Hunslet. We also saw slides of Peckett 0-4-0ST ‘Elizabeth’, which was transferred in 1956 to Mountsorrel, ‘The Countess’, and ‘Doris’, which was built in 1928, but only appeared at Enderby in the early 1950s. It became clear during David’s talk that industrial concerns frequently bought second-hand engines, and borrowed them from other systems. This meant that a small industrial locomotive could have a complicated history. Later on at Enderby, the diesels started to arrive, including a 48 bhp loco from Ruston & Hornsby, and ‘Bunty’, which was an 0-4-0 manufactured by John Fowler. The 2’ gauge system at Enderby was populated by four Bagnall locos, three of these being ‘Buller’, ‘Kitchener’ and ‘Leicester’.

Earl Shilton Quarry, in the same area, started out with a 2’ gauge system using horses, but later graduated to steam, using a Bagnall 0-4-0 which came from Enderby, and 0-4-0 well tanks of unknown origin named ‘Coppell’, and ‘Chesham’. Two further quarries in the area were then covered. Stoney Stanton had around four Hunslet locos, such as ‘Charlie’, ‘Walter’, ‘The Earl’ and ‘Robbie’, then came two 0-4-0 48 bhp diesels from Ruston & Hornsby. Huncote, which had a 2’ gauge system, had two diesels from Muirhill, and Ransome & Rapier.

David then turned to the Swadlincote area, and firstly to John Knowles, which manufactured earthenware pipes, and was located on the Swadlincote loop. They used three Hunslet 0-4-0 tanks, named ‘John Knowles’, ‘Marjorie’ and ‘John Knowles No.4’, as well as ‘Dover’, which was an 0-4-0 tank from Barclays. They also had an 18-inch gauge system, which opened around 1898, ‘Jack’ being the first locomotive there. Over twenty years later a sister loco to ‘Jack’ was delivered in 1921, named ‘Gwen’. Both these engines have been preserved. ‘Jack’ is at Armley Museum, and ‘Gwen’ is in California.

He then moved to Wraggs at Swadlincote, which had three Hudswell Clark 0-4-0T locomotives, as well as a Peckett 0-4-0T, which arrived around 1930. There was also a Sentinel diesel, which is now preserved at Coalbrookdale. On to Ibstock Brick & Tile Company, which used 0-6-0 saddle tanks instead of 0-4-0 locos. Two were from Hawthorns, one was from Henry Hughes, and one from Fox Walker.

Part two of the talk started at Snibston Colliery in Coalville, with some most interesting slides of the colliery’s standard gauge line, three locos being visible in the same picture. This colliery lasted until recent times, and many of the wagons were of the 32-ton Merry-Go-Round variety introduced by British Rail in the late 1960s. The first slide however showed one of the company’s wagons at Harborne in Birmingham, and this was a typical wooden planked Private Owner wagon of the early 20th century. The locos shown were all 0-6-0 saddle tanks, apart from one 0-4-0 Peckett on hire. The 0-6-0 saddle tanks came from Fox Walker, Manning Wardle (‘Snibston No.2’ and ‘Ellen’), and Peckett. Inevitably the diesels duly arrived, and an 0-4-0 from Ruston & Hornsby, named ‘Snibston No.1’ was seen, as well as a Hunslet 0-6-0.

Swannington Opencast Collection Point was unusual in that it’s three Bagnall 0-6-0 saddle tanks came from Africa, with suitably African names, i.e. ‘Mombasa’, ‘Kilindini’ and ‘Thika’. There were also two ex-WD J94 saddle tanks at Swannington.

Located off the Coalville – Loughborough line was the Whitwick Granite Company, which had two 0-4-0 tanks built by Brush of Loughborough, more famous for building diesels. Both of these were scrapped in the 1940s, being replaced by a Fowler 0-4-0 diesel. The system closed in the 1960s.

Another system which still survives is at Bardon Hill Quarry off the Swannington line, although its 2’ gauge system closed years ago. The current locomotives, one being bright green and the other bright yellow, are named ‘Duke’ and ‘Duchess’. Earlier locomotive stock comprised 0-4-0 saddle tanks from Manning Wardle, Robert Stephenson & Hawthorns, and Coalbrookdale, this last one surviving in Coalbrookdale Museum.

To the south east of Bardon, also off the Swannington line, is Cliffe Hill Quarry, which David did not at first visit since it looked too modern. However a local newspaper article about two locos there being saved for preservation alerted him to the fact that steam existed, and the following weekend saw him cycling through the snow with a friend to visit the system. The railway opened in 1897 and closed in 1946, and the first locomotive was a Bagnall 0-4-0 named ‘Cliffe’. The next arrival was another Bagnall ‘Isobel’, which is now working at Amerton Farm near Stafford. Further Bagnalls followed, including ‘The Rocket’, ‘Edith’, ‘Jack’, ‘Mary’, ‘Peter’, and ‘Mabel’. ‘Jack’ and ‘Mary’ were 0-4-2 tanks, the others being 0-4-0 tanks. Also appearing in the line up were ‘Sampson’ from Sentinel, and ‘Kashmir’, and 0-6-2 tank from Kerr Stewart.

Ellistown Colliery was then briefly covered. This system had a Sentinel diesel, and an 0-4-0 Bagnall named ‘Wellington’.
The Groby Quarry system, which came off the Coalville line, was then covered. The system had four Hunslet 0-4-0 tanks, and later on a larger 0-6-0 Hunslet tank, ‘No.5’, arrived. The quarry then acquired a larger Hunslet 0-6-0 tank, which was not successful, and was subsequently sold to South Wales. Hudswell Clark 0-4-0 engines were also used, the last one arriving in 1917. A diesel 0-4-0 arrived in 1962 but had a short career there, as the whole system closed in 1966.

Groby Quarry also had a narrow gauge system, using Hunslet 0-4-0 and 0-6-0 tanks. Of the 0-4-0 variety, there were ‘The Junior’ and ‘Lady Madcap, the latter later moving to Dinorwic in North Wales. 0-6-0 locos included ‘Nonus’, ‘Sextus’ and ‘Junior’ (not to be confused with ‘The Junior’). All these were scrapped in 1947.

A look at three collieries concluded the talk. Desford Colliery still had an 0-6-0 saddle tank in 1958, and had also used three Peckett 0-6-0 tanks, as well as a WD J94 tank. Later it acquired a Sentinel diesel. Also shown were various 0-4-0 tanks from the Moira Coal Company, including Manning Wardle locos ‘Rawdon’, ‘Marquis’, ‘Donington’ and ‘Newchurch’, plus a Yorkshire 0-4-0 named ‘Gresley’. Finally two saddle tanks from Netherseal Colliery were featured, one being an 0-6-0 and the other an 0-4-0.

Throughout the talk David demonstrated a very deep knowledge of his subject, which was also peppered with numerous anecdotes, including the time he was locked in an engine shed! At the end of the talk he announced that this was to be his last presentation, having done a great many of them. On behalf of all present, Mark Ratcliffe congratulated him on an entertaining and informative talk, and wished him well in his retirement.

David Webb has written a book in the British Railways Pictorial series, entitled ‘Railways of Leicestershire and Rutland’, for those who are interested.

Rod Nelson

April 2008 - Natter Night

Around 20 members assembled in Marstons Club Lounge to listen to a talk, Recent Railway Accidents, delivered by the Rev. Miles Mitson a former railway chaplain on Wednesday, 23rd April, St George’s Day.

Comment was made that railway accidents in the past have been portrayed in a sterile, clinical way e.g. “train “x” was derailed, eight people were killed, 210 injured, and the cause of the accident was…” Well, by the end of the night we all had a very different view after listening to the very moving experiences related by Miles.

First of all, more about Miles - he had been a policeman prior to entering the ministry. On being appointed railway chaplain, he covered all aspects of railway operation including Virgin, E.W.S, and G.N.E.R. He remained based in Derby, but with an office at Euston to which he commuted every day. Miles retired from railway work three years ago and is now Chaplain to the workers of Rolls Royce.

LADBROOK GROVE, PADDINGTON, 5th OCTOBER 1999.

On this occasion, a Class 165 D.M.U. operated by Thames Trains hit an eight car First Great Western H.S.T. The trains collided almost head on at an estimated closing speed of 130m.p.h. The first car of the Thames Train driven by recently qualified Michael Hodder was totally destroyed. Diesel fuel from this carriage ignited and caused a series of fires in the wreckage.

This was the first accident that Miles attended and he described in graphic detail the affect it had upon him. The incident occurred at 08.09 and he did not arrive at the scene until midday. The first thing that struck him as he neared the scene was the silence: then the doubts entered his head – what was he going to do? Serving police officers are given an aide memoir that they carry at all times in case they have the face situation that Miles was in. Such a thing for clergy did not exist at the time, but it does now because Miles has written one. Then the hymn: “Father, Glorify Your Name” came into his head and he resolved to start by handing out cups of water in God’s name to those in need – injured and rescuers.

Thirty-one people died and over 400 were injured. Within two hours over 500 police, firemen and ambulance personnel were on the scene. Soon he found himself praying by the side of the bodies and over his eleven days on the site this was replaced by praying with relatives.

During that first day, an abiding memory was the ringing of mobile phones which had been catapulted on to the track side from the trains – anxious relatives trying to locate passengers who had been travelling on the trains.

Then there was an even more unpleasant event. The cause of the accident, signal 109, had to be guarded 24 hours a day. This signal was located in a cutting over looked by high rise flats and during that time the police on duty there were shot at by people in the flats using air rifles and they even had buckets of excrement thrown at them. (The behaviour of such “people” leaves me speechless – M.R.)

HATFIELD, 17th OCTOBER  2000.

Just over a year later and Miles was attending a similar situation at Hatfield. A G.N.E.R. service bound for Leeds was involved: the train was travelling at 115m.p.h when it was derailed south of Hatfield Station. This time the cause was gauge corner cracking on the rails. The track had been scheduled for renewal, but because this was not done in time four people died and over 80 were injured. Miles said that at times like that the word  “accident” really angered survivors and relatives. They could not accept that it was an accident and certainly the poor performance of Rail Track at this site emphasised this point of view. This disaster led to over 12,000 emergency speed restrictions being imposed all over the country and to the partial re-nationalisation of Rail Track. The costly track replacement programme resulted in the collapse of Rail Track and put an end to the possibility, (then under active consideration of re-opening for freight of the Peak Line). Coincidentally the loco involved in the crash, 91023, was also involved in the Great Heck collision a few months later.

GREAT HECK, SELBY, 28th FEBRUARY 2001.

The “infamous” incident when at 06.13 Gary Hart swerved his Land Rover and trailer off the M62 and onto the main line which resulted in a G.N.E.R. train from Newcastle crashing into it. The train derailed, stayed upright, but unfortunately nearby points threw it to the right and into the path of the Class 66 hauled Immingham to Ferrybridge coal train. There were two men in the cab of the 66521 and sadly the driver, Stephen Dunn married and father of two small children, was killed. The other person, train-driving instructor James Hill, only survived because on turning on its side the cab of the loco filled with soil and this provided a protective barrier.  The G.N.E.R. train driver John Weddie was also killed along with six passengers and two other rail staff. Eighty-two people were seriously injured. The estimated closing speed of 142m.p.h. is the highest to have occurred in the U.K.

At the nearby Northern Straw Company, the night watchman’s shift was ending and he was in the process of handing over to his relief. The yard was floodlit and the train track was hidden in the darkness. They had heard the noise of the crash, but the security lights prevented them from an immediate realisation of what had happened. As survivors came into view they rushed to help and their prompt action saved lives prior to the arrival of the emergency services. The trauma of the events had far reaching affects on the two men concerned: one was never able to return to work and in the other returned only months later.
The investigation concluded that Hart had fallen asleep at the wheel, although he steadfastly refused to admit this, claiming fault with the Land Rover even though none were found. Worse, he never even apologised for what had happened.

An unusual aspect of this tragedy was the need to carry out disinfectant procedures at the scene due to the foot and mouth epidemic. At both Hatfield and Great Heck, 91023 escaped with minor damage, but following technical upgrade work, the opportunity was taken to renumber it to 91132 (not 91123), to appease superstitious drivers. Another 66, 66526, was named Driver Steve Dunn in his memory, the loco he was driving having been “written off.”

POTTERS BAR, 10th MAY 2002.

A points failure was responsible for this crash. The bolts that should have held the points in place had worked loose. This was the accident that the maintenance team responsible, (Jarvis), attempted to blame upon deliberate sabotage. A new locking nut system was developed after this accident. The northbound train ended up wedged between the station platforms and buildings. Six of those killed were on the train and a seventh was killed by falling masonry from the bridge over Darkes Lane, which passed under the station. A car driver had a very lucky escape when a girder from the bridge pierced the roof of the car and ended up on the empty passenger seat next to him.

Miles remarked that one of the “victims” of this crash was the lady who was standing in the kitchen of her house and saw the whole thing in front of her eyes. A large Sainsburys Supermarket was near to the scene. The management immediately closed the store to the public and open up the works canteen for the benefit of the rescue workers. The manager also provided Miles with a shopping trolley full of apples and bananas so he could distribute them to the rescue team on site.

SOME GENERAL THOUGHTS

Miles spoke about the pattern to each accident. In every case there was CHAOS to begin with, followed by CONFUSION leading quickly to CONTROL. Then RESCUE was followed by RECOVERY and RESTORATION with the latter giving the impression that nothing had happened. At the Sainburys store near to Ladbrook Grove, a memorial has been set up and every year on the anniversary many of those involved on the day go to pay their respects.

Rev. Mitson spoke of the magnificent Salvation Army and their invaluable contribution in raising the spirits of the injured and those carrying out rescue work and the wonderful members of the W.R.V.S. However he was less than complimentary about the members of the press describing the behaviour of a majority as being totally reprehensible. Police Casualty Bureau staff have the unhappy job of “manning” the phone help lines. In the first two hours 8,000 calls were received rising to 150,000 in the first 24 hours. Miles spoke about the agony of the wife who knew her husband was on the train involved in the Ladbrook Grove crash and who had to wait five hours before learning that he was safe. Everyone involved in a train crash, he said, was a victim not just the injured. This was borne out by the earlier comments about the Northern Straw employees at Great Heck. In reply to a question put to him by a member, Miles affirmed that it was his Christian faith that saw him through.

It was a most moving and thought provoking evening.

Mark Ratcliffe

APRIL 2008

AGM

The Annual General Meeting preceded the evening’s entertainment. As usual the Committee was re-elected en-bloc. The Chairman thanked members for their continued support and said that with the Society in its 23rd year it remained one of the largest railway appreciation clubs in the country. The Society remained financially sound and the policy of obtaining good quality presenters would be continued. The formal business concluded at 7.55p.m.

Speaker

The speaker for the evening was Mr. Alan Sainty from Kidderminster and this was his first visit to Burton. His show was entitled “The Four Regions Namers Show”. Over the years Alan has amassed a vast collection of slides from many famous railway photographers several of whom have now sadly passed on. A recent acquisition has been a large part of the prolific collection from the late Chris Gammell.

Many loco spotters in the past were obsessed with “ underlining” named locomotives in their Ian Allan  “ABC Combined Volume” books and so tonight’s show was a chance to relive some of those memories. Naturally Alan started with examples of named locos that appeared at the start of the Combined Volume these being the Great Western locomotives. Forty slides were shown representing the following classes: Castles / Halls / Granges & Manors, but not the Kings,

Alan then turned his attention to the Southern Region with super slides depicting King Arthurs / Lord Nelsons / Schools / and of course the Bulleids.

The London Midland was the logical step next and Alan didn’t disappoint with examples from Patriots / Jubilees / Scots / Princesses & of course the Coronations. There were ten examples of each class, but Alan does have slides of just about every named locomotive and indeed has colour slides of all 71 Royal Scots for example.

Eastern region examples featured the A4s / A3s / A1s  & A2s. I had originally requested that Alan included the named V2s, but here he decided to deviate from the script by missing them out altogether. Instead he had brought along examples from the B.R Standard range; so on we went with those.

Alan included Britannias / all the Clans and then came another deviation from the script with un-named examples, these being the Standard Class 5s, one or two of which were named and included and then the 9Fs. I think we all expected to see the only named example “Evening Star”, but interestingly that was left out.

All in all it was a very entertaining evening.

Mark Ratcliffe

MARCH 2008 - Natter Night

The first "Natter Night" of the year took place in the Marston’s Social Club lounge when around 35 members gathered for a slide presentation titled Signal Boxes by Richard Binding.

Signal boxes are an essential part of the railway scene, but are easily overlooked or simply taken for granted. The small box is rapidly disappearing as control is handed over to large signalling centres based in Derby, Saltley, etc. Richard ably demonstrated the charm of the small individual box and he said that although attempts had been made to produce standardised designs, the location often demanded radical departures from the original template.

He started the evening with examples from independent suppliers. These included Saxby & Farmer, McKenzie & Holland, the Railway Signalling Company and Duttons. A rare surviving example of the latter provider is situated at Caersws on the Cambrian system, being one of only three left. As the years went by, however, the larger railway companies started to do most of their signalling work in-house.

During the evening Richard revealed his bias towards the Great Western. He was particularly pleased that the large signal box from Exeter had been saved and reconstructed at Crewe. A computer programme simulates what it would have been like to work inside it on a busy bank holiday weekend. A shot of his own demonstrated just what it was like at Exeter in 1984 when a work to rule situation resulted in every line being occupied by trains. He also illustrated how surviving small signal boxes are changing with double-glazing and plastic cladding radically altering the appearance as a result of refurbishment programmes. Whilst he regretted this, he was happy that the life of the various installations was being extended.

A signal box familiar to all of us, Lichfield Trent Valley is due to be demolished this month; nothing lasts forever as they say. Next time you are out and about with your camera, take a photograph of the signal box, it may be your last chance.

A great deal of thought and preparation not to mention expense had gone into Richard's show. This general views of signal boxes were interspersed with fine examples from the late Keith Pirt Collection and also from the Colour Rail catalogue showing both steam and diesel motive power passing various control points. He also has a very understanding wife, not only were several photographs obtained whilst on honeymoon, she also postponed taking in the delights of Blackpool whilst Richard obtained his shot of the town's signal box! In my summing up afterwards, I made the comment that he must have spent hours looking through the brochures to find appropriate pictures to add to his own collection. This along with Richard's clear and informed commentary made it an excellent evening's entertainment.

Mark Ratcliffe

MARCH 2008

The subject of the meeting was the Leslie Hyde Collection, and it was presented by Michael Harvey.

The late Leslie Hyde was a Swindon man and in his early years he worked as a BR fireman at Swindon (82C) depot. In later life he moved into the railway works. Leslie made full use of his privileged rail travel, and although many of his pictures were of Swindon and the local area, his travels took him over much of the British Isles. He never went without his camera and consequently he has left a host of colour slides as a legacy. His earliest pictures were taken in the mid-50s, but many were taken in the early 60s and to the end of steam.

The evening’s show was a kaleidoscope of steam. As to be expected, Swindon and its works featured strongly in the presentation. Nothing escaped his camera. There were lines of old tank engines – panniers and saddle tanks – all awaiting their fate on the scrap line. In contrast, ex-works locos were looking immaculate having had full treatment in the paint shop. 7023 Penrice Castle was an example. This contrasted with the sorry state of 6011 King James I, minus its cab, as the breaking up process had started. On another occasion, also being broken up was the unusual sight of a number of LNER locos awaiting their fate at Swindon.

One aspect of the works overlooked by the average enthusiast was seen in a number of shots of queues of local buses outside the works waiting the knocking off call and the workers journey home.

Other GW locations included main centres such as Shrewsbury, with pictures of 6000 King George V and 7814 Fringford Manor, the much photographed Sonning Cutting neat Reading, the sea front at Dawlish, and an immaculate 4073 Caerphilly Castle on Old Oak Common Shed. 6018 King Henry VI was seen at Oxford and 1011 County of Chester at Didcot. Out in the sticks, a diesel rail car was photographed at Ruabon, where 9024 Dukedog was also seen. These were only a few of the many GW examples shown during the evening.

There was also a varied selection of LMS locos and locations. These included 45620 North Borneo under the arched roof of St Pancras Station, and 46127 Old Contemptibles seen near Preston. In the Burton area, an unnamed Patriot, 46228 Duchess of Rutland, and 46138 The London Irish Rifleman, were all seen at Lichfield Trent Valley and 73016 was photographed passing Water Orton on its way north towards Burton and Derby. A spotless 46203 Princess Margaret Rose appeared on shed at Crewe North (5A), and in the same condition was 58271 on Monument Lane shed (3E). This latter loco had been specially prepared for the last trip on the Harborne branch in Birmingham. 46236 City of Bradford was seen speeding north alongside a nearly empty M1 at Watford Gap.

Scotland featured strongly too. A wide area was covered, ranging from 55053 with a very mixed train on the Dornoch branch, to a Jones Goods in its original yellow livery on shed at Inverness. 44798 was seen at Callander and 61995 Cameron of Lochiel was at Crianlarich on the former Caledonian and North British Line. 42275 was seen leaving Glasgow Central on a local passenger. At Coatbridge, a grimy 67713 appeared in a sorry state. Way up in the north-east at Forres, 40663 appeared on a special passenger working.

Back in England, there was a fair representation of LNER locos. Examples included a highly polished 60017 Silver Fox on Kings Cross Shed (34A) in readiness for working the Flying Scotsman to Edinburgh. 68619 also appeared in excellent condition working as station pilot at Liverpool Street Station, as did 68723 at Newcastle on Tyne. There was a number of shots taken at York. Both 60157 Great Eastern and 60048 Doncaster appeared approaching the well-known cross-over to the north of York Station. Eastern England was represented by shots of 62589 at March and 62428 The Talisman at Harwich.

There was also a number of Southern Region shots, ranging from a Southern Mogul and West Country class at Barnstable, to 30930 Radley at Reading, King Arthur at Bromley, and 30511 near Basingstoke. Leslie Hyde even found his way on to the Isle of Wight, where he photographed 26 Whitwell on Ryde Pier. Other places he visited included Stewarts Lane (73A) and Nine Elms (70A) sheds, and Eastleigh where a number of locos were seen. At Exeter Central, 30956 was seen on banking duty up from Exeter St David’s.

Interspersed among the railway slides were other variations including a shot of an illuminated Blackpool Tower together with highly decorated and colourful trams. A visit was also made to the Tramway Museum at Crich. There was also a shot of GW 0-6-0T no. 1363 working as a stationary boiler in the shed at Laira (83D) – different! Narrow gauge railways featured at Bicton Gardens near Exeter, the Vale of Rheidol Railway, and, not to be outdone, Leslie Hyde included a shot of his own garden railway.

In conclusion, Michael Harvey has to be thanked for taking over the collection of the late Leslie Hyde. From the original collection of nearly 380 slides, Michael painstakingly converted 230 of the best examples to plastic holders and, in so doing, cleaned up many of them. Today they form the “Leslie Howard Collection”.

FEBRUARY 2008

The Derby in June, rain on a Bank Holiday, Christmas in December, PSOV in February – these are the constants that punctuate our lives, and so it was on 6th February that Dave Richards and Karl Jauncey presented their annual steam-fest on the big screen.

The atmospheric introduction was a précis of what was to follow and was accompanied by music reminiscent of the ‘Shadows’ – although Dave said it was Karl on the guitar. Locos that were to feature in the night’s show were 4936, 4953, 5051, 6024, 7802, 30777, 850, 34067, 45231, 45407, 6201, 6233, 48151 (who named this, and what?), 60009, 60019, 4771, 61994, 62005, 71000 and 76079.

The opening shots were of 45407 on a Lancs & Yorks trip in January 2007, firstly passing Ashton Moss Junction with a few of its remaining semaphore signals intact. The only evidence of any winter weather was in the next sequence of shots of 6201 on a West Midlands – Liverpool special in February with a light covering of snow on crossing Bushbury viaduct and then passing the listed pumping station at Cranberry – a place committee member C J Tuffs would remember, as he broke his foot there in the 90s. 71000 followed, losing its footing on Lindal Bank in Cumbria and then seen passing Harrington and Workington on its way to Carlisle.

Dave bemoaned the lack of heavy industry in the UK as a backdrop for filming steam specials, and so it was good to see that the cameraman had made a special effort to obtain a shot of 5051 passing Margam Steelworks from an elevated position.

Next, to the other side of the country to see 4771 threading through the maze of semaphore signals at Barnetby on one of its last mainline excursions.

Two loaded test runs were next on the agenda, with 850 on the S&C en route from Carnforth. This was followed by 7802 on its last mainline outing on a run from the SVR to the West Country in glorious spring sunshine. This was probably the best time of the year in 2007, before the monsoons started, although I cannot recall any wet weather featuring on the whole video – perhaps they put their cameras away in summer! [I recollect that there was one mention in the commentary of heavy rain but it was not readily apparent on the screen. Ed.]  The GWR and sunshine combination continued with fine action sequences of 5051 and 6024 double-headed in the West Country.

The 7th April was the first day of the epic ‘Great Britain’ rail tour, steam-hauled throughout from Penzance to Thurso, re-enforcing my recollections of a superb spring throughout the UK. This tour was shown, first, passing Truro behind 5051 and 6024 which worked as far as Bristol, to be relieved by 71000 shown crossing the Dee viaduct – it was good to see this leg was formed of a complete maroon rake with a sensible headboard for the loco.

In Scotland, 60009 worked the train on its own to Perth from where it was piloted to Inverness by 61994. The Highland scenery looked at its best as the train threaded its way over Druimuachdar Summit and down through Aviemore to Inverness. After an overnight stay there, the participants took an optional diversion behind 61994 to Kyle of Lochalsh: there being no turning facilities there, the tour returned behind the K4 tender first and this was on the video, although Dave said that they rarely did such shots but the rarity of the occasion combined with good smoke effects and superb scenery was too good to miss. For the final leg to Thurso, 48151 worked the train north from Inverness and this was shown en route, the most northerly shot being of it crossing Invershin viaduct with Carbisdale Castle as a backdrop.

The concluding item of part one of the programme showed 60009 now heading the K4 southbound over Findhorn viaduct: Dave Richards said that this was his favourite shot on the entire video.

Part two commenced with 6024 heading a patchwork collection of coaching stock in South Wales. Staying in the principality, the next tour was behind the two black 5s heading over the Central Wales line with fine shots crossing Knucklas and Cynghordy viaducts. It also featured footplate sequences and views from the forward window of the support coach, right behind the tender. 71000 was then shown taming the South Devon banks, and this was followed by 45407 in Lancashire again and 6024 on the Torbay Express. A Southern sequence came next with 850 on Honiton and Upwey banks, the latter requiring rear end assistance from a class 37 that sounded quite impressive (for a diesel anyway). Ian Riley’s ‘pocket rocket’, 76079, was seen next on the Cumbrian Coast with a rake of six maroon coaches in tow on the Machynlleth – Portmadoc trips, the shots being enhanced by the glorious coastal scenery and lovely weather.

A return trip to Scotland was then shown with 62005 on the Fort William – Mallaig service with an old Clydeside ‘puffer’ steamboat in the foreground sailing the loch. Dave said that Karl had bribed the driver, sorry – captain, to sail alongside the railway when the steam special was due! Apocryphal or not, it was a pleasing addition. 6233 featured on a southbound S&C trip with the lovely tartan ‘Royal Scot’ headboard; after it had passed the camera, within a few seconds, 48151 was seen heading the opposite way – “How about that for timing?” said D R, adding, “If you believe that, you’ll believe anything!” – obviously a bit of editing licence was involved.

A rare occurrence was seen at Glaisdale in the Esk Valley in the autumn when steam-hauled excursions headed by 61994 and 62005 passed in the station, with both trains departing simultaneously. ‘Span Can’, 34067, was seen towards the end of the show, climbing Sapperton Bank passing St Mary’s crossing signal box, a location that often featured in pictures of the much lamented ‘Chalford Auto’. On the 24th November, 6201 headed south from Carlisle along the WCML. There were two particularly fine shots of it, one at speed from the up platform of Penrith Station, rounding the curve there, and later, at night, taking the through road at Lancaster Station.

The final tour on PSOV 2007 was of the much-awaited return to the mainline of 60019 which occurred on 1st December, working from Kings Cross to York where it arrived 50 minutes early. Your reviewer managed to cadge ten minutes on the footplate there, chatting to the friendly crew.

Many thanks to Dave and Karl for presenting this annual feast that is always eagerly anticipated and never disappoints.

P A Forbes

JANUARY 2008

Les Henshaw of Matlock Railway Club was the guest presenter at Burton Railway Society's first meeting of 2008. Les was making his fifth visit to Burton and was warmly welcomed by members and guests. The theme of the show was ‘Railway films of Britain and China’,

Following a brief introduction from Les, the evening’s entertainment was soon underway. DVD was to be the format for the evening and the first film, entitled ‘Giants of Steam’ was about British railways.

The film, approximately an hour long, told the story of the early attempts at rail transport, the men who pioneered the railways, the railway building, the infrastructure and of course, the development of the steam engines that were to haul the trains. The early attempts to build a steam locomotive were shown and no film would be complete without covering Richard Trevithick. George Stephenson, the Rainhill trials of the Liverpool and Manchester Company and of course Rocket, produced by George and his son Robert, was covered in depth. George Stephenson’s career was discussed at length. His triumphs, not only in designing and building locomotives, but the building of the railway systems were a great reminder of what one of the greatest railway pioneers achieved. His Liverpool to Manchester railway was built in four years.

Robert Stephenson’s career was also covered and we were reminded that he built the first main line from Birmingham to London and the artist J C Bourne recorded much of this event. Robert Stephenson went on to construct railways all over the world. He also built bridges, including those that crossed the Tyne at Newcastle and the Menai Straits.

The achievements of Isambard Kingdom Brunel were also included. Tunnels, bridges, broad gauge track and locomotives and of course the Great Western Railway were brilliant achievements of this ‘Giant of Steam’. The line from London to Bristol was open by 1841.

The film then went on to show how rapidly the railways developed. In fact, in twenty years they had changed the face of Britain. The building of these first railways was ruthless and the film showed how dangerous this could be. The navvies, their work and living conditions were also covered as was their pay (2s and 6d per day).

The latter part of this film showed the railways in the early to middle twentieth century with footage of A4s, A3s, goods trains and engine sheds. Scrap yards and the cutting up of locomotives completed the full circle that steam had taken and ended the story of steam and the film.

The second film of the evening was entitled ‘China Steam Quest’. Featuring the nine hundred plus miles of the Ji-Tong railway in China, this excellent film showed some of the last working steam locomotives in the world.

With superb commentary by Nigel Harris, the film showed the mighty QJ class 2-10-2 locos at work on passenger and freight workings. The footplate scenes, with the crew at work, and the awful coal they had to use were particularly interesting, as was the beautiful mountain scenery of the Mongolian landscape. The temperatures during the making of the film were as low as -30ْ C, a point made by the commentator many times but it did make for some excellent exhaust from the locos!

The sheds were used for repair. All preparation and disposal was carried out outside. Locos carrying circular crimson smoke box decorations were of interest especially when there were two or more together.  A rare QJ class loco failure was soon corrected - another QJ was plundered from a passing freight!

Double heading and steep gradients were a feature of the line.  One marvellous shot showed a double headed (QJ class) freight train being banked by two other QJs! Surely one of the rarest banking scenes ever filmed.  Shangyang with its passing loops and semaphore signals was of particular interest. The commentator mentioned that he felt that he was watching technology that we (Britain) had invented. He said that the steam locos would soon be gone, to be replaced by diesels. Perhaps this was the reason for one of our members, Phil Waterfield, to be on the trip and featured in the filming in the dining car!

Finally, a walk around the markets of Beijing unveiled the mouth-watering prospect of BOILED STOMACH.

So, we saw two excellent films from our good friend Les Henshaw. Speaking with him after the show revealed that he had more films for us but just did not have enough time. We can only look forward to his next visit.

Jeff Howard

DECEMBER 2007

Well known photographer and author, Hugh Ballantyne, was the guest presenter in December. This was Mr Ballantyne’s fourth visit to Burton Railway Society, his first being in 1994 when he presented a show on the LMS 8P locomotives. This time his presentation was entitled ‘BR Traction in the Deltic era - 1961 to 1981’.

As this period began in 1961 one could have expected examples of steam traction featuring in the show as Mr Ballantyne is a prominent photographer who is renowned for his efforts in recording railway history. In his introduction, he said that if anyone in the audience was expecting to see a multitude of steam locomotive images, they would probably be disappointed for on this occasion the show would comprise mainly of the diesel and electric traction that was in operation during the two decades of the review period. However, as the show progressed, there were a few occasions when pictorial images of steam traction did appear ­- these were mainly shots of steam locomotives which had diesel pilots as a result of other operational requirements or that the steam locomotives were in a transit movement which necessitated the need for towing by a diesel locomotive.

As rail enthusiasts are aware, 1961 to 1981 was the period when a vast change in the railway system took place; traction changeover from steam to diesel and electric, major changes in infrastructure and of course rationalisation – the latter mostly as a result of the infamous 1963 Beeching Report which began an era of numerous route closures On the motive power side, traction featured in the review included Classes 08, 17, 25, 31, 33, 35, 37, 40, 44, 45, 46, 47, 50, 52, 55, 56, 71, 76, 81, 86 plus a variety of diesel and electric multiple units.

The review began with a series of photographs depicting Class 08 diesel shunter No 08113 hauling china clay wagons on the Wenford Bridge branch. These pictures were followed by a powerful shot of a brace of Class 50 diesels in charge of a Penzance to Plymouth express at Burngullow, located to the west of St Austell. The ornate and colourful station at this Cornish town provided a splendid backdrop for a delightful photograph of a 7-coach IC125 set forming a London bound express which sported the original blue and yellow livery. At the time of viewing many of the photographers in the audience would have recalled how photogenic the high-speed train has been since its introduction during the late 1970s.

As the review period incorporated the transition from steam to diesel and electric traction it was not surprising that the earlier generation of modern traction featured strongly. In this respect Class 43 Warship No D816 Eclipse was a classic example as it powered a westbound Wolverhampton to Penzance “Cornishman” service near Dainton Tunnel in the early 1960s.

Bath Road diesel depot (coded 82A) and situated at the western end of Temple Meads station was transformed from a steam shed during the early part of the 1960s and provided the setting for a shot which illustrated the “modern traction” which was in regular use on Bristol area diagrams. This particular photograph incorporated blue liveried Class 52s, a green Hymek and a Peak resting between duties on the shed yard.

At regular intervals Mr Ballantyne made many an interesting reference to historical events. One such was when a colourful shot of Class 50 No 50019 Ramillies appeared on screen. The presenter explained that the train in question was passing the location at Beam Bridge on Whiteball Bank on the Somerset-Devon border and No 50019 was in charge of the 08:10 Penzance to Liverpool on this day. He pointed out that this location claimed fame on 9 May 1904 when ex-GWR locomotive No 3440 City of Truro stormed down the bank at a recorded speed 102.3 mph. It was also noted that the Class 50 was moving at a much slower speed.

The North British Type 2s were another WR first generation diesel locomotive. This class was represented with a shot of D6353 at Wookey, a location situated on the Witham to Yatton line which ran through Shepton Mallet. This 1963 picture was taken a short while prior to the line closing.

Clink Road Junction, at the eastern end of the Frome avoiding line, witnessed the passage of a red liveried Class 52 No 1054 Western Governor hauling a rake of the new blue and white coaching stock in July 1967 whilst in charge of the 06:45 Plymouth to Paddington express.

Another picture of a NBL Type 2 (later referred to as Class 22) however this time sister locomotive No D6325 in rail blue livery, was recorded at Midford Viaduct (on the ex Somerset and Dorset Railway Line) hauling a track-lifting train. The presenter made a special note saying that he believed this locomotive may have been the very last one to have passed over the impressive viaduct as it hauled its rake of wagons past the quaint Midford signalbox. This was followed by a sequence of photographs that depicted other scenes on the S&DR. A diesel multiple unit forming a RCTS special was recorded at Radstock where the small engine shed was clearly visible.

Moving round the country the next region the pictorial review took in was the London Midland. The first example being a 3-car electric multiple unit forming a North London train to Richmond awaiting departure from London’s Broad Street station ­­­- a station which was systematically run-down and then closed on 30 June 1886 to all traffic.

This was followed by a BR Sulzer Type 4 ‘Peak’ heading 1C49 an up midland main line express to London St Pancras followed by the fine picture of one of the original Peaks – this time No D5 Cross Fell hauling a rake of 16 tonne mineral wagons on the down Corby line at Glendon Junction in April 1975.

Railway infrastructure was the key factor in the picture taken in 1981 of the work involved during the construction of the new station at Milton Keynes. Another shot captured a recently outshopped Class 56 No 56066 at Bennerley where the impressive structure that once carried the ex Great Northern line featured prominently. The large diesel maintenance depot at Toton, situated on the Nottinghamshire/Derbyshire border played host to sister locomotive No 56036. This June 1979 photograph depicted the locomotive sporting the experimental large logo livery. Another photograph depicting an historical piece of infrastructure showed a Class 31 locomotive collecting a rake of wagons from the siding adjacent to the shed at Hellifield. The shed was the resting place for some of the locomotives which had been earmarked for preservation but I believe by the time this picture was taken they had been allocated to other centres for restoration.

Following the break the review continued with further examples on the London Midland Region. Garston station in 1977 provided a timeless setting for an ex-LMS Class 503 diesel unit, Class 50 No D406 powering an Anglo-Scottish express out of Crewe station and a brace of Class 17s Nos D8564 and D8590 hauling a pick-up freight train through Beattock station in 1963. Maybe one of the more difficult classes to capture on film was the Class 01 diesel shunter, allocated to Holyhead for use on maintenance trains on the breakwater (BR had responsibility for maintaining this piece of infrastructure) and an example of the class was pictured in the small shed whilst its sister locomotive could be seen sheeted over out of use.

The Eastern was the next region to pay a visit, Tinsley yard being the location where Class 13 No 13001 was pictured resting between duties. Moving over to the eastern side of the region a brace of Class 25s heading the 08:00 Walsall to Yarmouth were pictured passing Trowse Junction, Norwich in August 1980. A fine picture showing the inside of the signalbox at Trowse Junction proved interesting.

A well-known feature located near to the east coast main line at Little Bytham was The Mallard public house and it was at this spot that a fine shot of an HST was captured. Mr Ballantyne explained that to photograph passing trains at that location proved much difficulty as the very high speed meant that from the time of first hearing a train approaching it had passed over the nearby bridge very quickly.

Moving north, the Manchester to Sheffield electrified line featured with Class 76s passing Worsborough Bridge signalbox heading a freight train. A visit to the depot at Wath resulted in the sight of a line of sister locomotives awaiting their next turn of duty. Rationalisation at Lincoln was evident in the picture of a Class 47 locomotive heading a Kings Cross to Cleethorpes service passing through St Mark’s station. The Grimsby and Immingham Light Railway finished operations in 1961 and an example of the vehicles that operated the service was seen at Pipewype depot on the 1st July of the same year.

The final part of the presentation was devoted entirely to the Eastern Region’s Class 55 Deltics. A pictorial review showed each member of the class in the numerical order as dictated by the TOPS system – D9001 (later renumbered as 55001) and named after winning the 1960 Epsom Derby or St Leger races winner ‘St Paddy’ was the first off at the start. The first D9000 Royal Scots Grey was the final one viewed as it became the last in the series (No 55022) when the class was renumbered. The images showed the class earnestly at work performing top link duties in-charge of Anglo-Scottish expresses on the east coast main line for a period of two decades. The selection incorporated examples as they were seen when new as well as numerous examples sporting the corporate blue livery as seen in later years. Finsbury Park depot customised their allocation of racehorse examples with white cab surrounds in the late 1970s which they retained after transfer to York prior to withdrawal.

The final shot of the night was of an advanced passenger train at Stafford in July 1980. The APT was BR’s tilting train and was the forerunner of the Pendolino ­- the electric units which now ply their way of the West Coast route between London and Scotland, Birmingham, Manchester, Liverpool and the north-west.

In conclusion, I would congratulate Hugh Ballantyne on the content, as his selection of transparencies suitably illustrated the railway network of the period between 1961 and 1981. It was a pity however the continuity of the show was interrupted at intervals due to some of the transparencies failing to proceed through the slide changer correctly and thereby requiring some manual attention. Nevertheless it was an excellent presentation that was enjoyed by those present.

John Tuffs

NOVEMBER 2007

Paying a first visit to the Society in November was the well-known railway photographer Derek Huntriss with a colour slide show entitled "BR Steam in the Final Years". All who attended were treated to a splendid night's entertainment with a constant supply of high quality pictures and entertaining and occasionally very funny commentary.

Bizarrely, Derek began with a shot of the canal near Nuneaton, but this was explained away as the first time he had presented this show, it had been for the Railway Club in Nuneaton. The show then proceeded in earnest with some shots of Ivatt 2-6-0s at Coventry Power Station and a superb shot of a Britannia near Leamington Spa at sunset. This was followed by a series of photos of Clun Castle which at the time had just been purchased by Pat Whitehouse who, of course, was on the footplate. Mr Whitehouse asked if the pictures Derek was taking were in colour. Derek said that they were, so Mr Whitehouse asked if he could have some copies. " OK," replied Mr Huntriss "but only if I can have a footplate ride back". So the bargain was struck and to prove it a couple of shots taken from the footplate were shown.

Most areas of the country were covered, although not too many in the Southern Region because Derek's opinion was "The best loco to run on the Southern was probably a Black 5!" Outstanding in the first half of the show were Spitfire (the Spam Can) on World Cup Final day and some shots on the Swanage Branch - (on this occasion Derek was obliged to kick over Derek Cross's tripod!). Also, there were two shots of the Coventry Tax Office on fire. Why was Derek so near on both occasions? Highly suspicious!

The second half of the show was devoted to the last two years of BR steam with excellent shots of steam in Scotland particularly in Fife, the North East, and inevitably the last knockings of steam in the North West. There were also pictures taken at some off the beaten track locations such as Manningham shed.

Highlights were shots in torrential rain on the Settle and Carlisle, very snowy scenes around Buxton, a telephoto shot of a 9F on Copy Pit and snowy (again) at Croes Newydd. We should congratulate Derek on his fortitude as not even appalling weather was allowed to get in the way of the picture. The absolute highlight for me, and a few others, was an evening (almost sunset) shot of Rose Grove shed and Padiham Power Station in the background - it was truly stunning.

Many thanks must go to Derek for a very interesting and amusing evening. Let's hope he can be persuaded to come again some time.

Dave Hook

OCTOBER 2007

David Cross, son of the well-known railway photographer the late Derek Cross, paid his third visit to the club to present a selection of his father’s photographs in black and white slide form.

I had always thought that Derek was a born and bred Scotsman, but David informed us that in fact he was a Man of Kent, having been born in Hythe in that county. Educated and trained in geology, he emigrated to New Zealand in the early 1950s spending most of that decade there, and David was born a Kiwi in 1954. The family returned to the UK in the late 50s and settled in Maybole, Ayrshire, via Kent. Derek passed away in 1984.

The slide show covered lines from London to Carlisle mostly up the West Coast Main Line, but also included images on the Midland Main Line, the Welsh Marches and the Tebay – Darlington line. The first slide was of 46245 on the down ‘Caledonian’ at South Kenton in July 1958. This was followed by numerous pictures on the southern end of the WCML including Bushey troughs and alongside the then recently opened, and almost empty, M1 near Watford Gap. The one and only industrial loco shown was the now preserved ex-NCB Garratt ‘William Francis’ at Baddesley Colliery – what a site that must have been crossing the A5 en route to the exchange sidings near Atherstone! The famous Lickey incline was not forgotten and amongst locos shown attacking the 1-in-37 gradient was B1 61041 with chalked reporting number nearly filling the smoke-box door. David remarked that it was probably for the benefit of shortsighted signalmen!

One image that was out on a limb, so to speak, was that of J94 68012 on the Cromford & High Peak line at Middleton Top with one mixed wagon, an old loco tender (or, as corrected by members of the audience, a water carrier) and brake van.

Ex G.W. locos of classes 28XX, ‘Hall’, ‘Grange’ and ‘Counties’ were featured at work on the Welsh Marches. Then David switched to the Buxton area for a shot of 48741 on a Gowhole freight passing the huge limestone establishment at Peak Forest Junction and 45705 at the erstwhile Buxton Midland station with the early morning commuter train to Manchester.

A particular favourite shot for me was of 70026 ‘Polar Star’ leaving the Castle tunnel portals at Conway with a Crewe – Holyhead parcels train, an image that portrayed the sheer power and majesty of a steam loco that was master of its class, with an impressive background. A later photograph of a ‘Britannia’ showed a class member on the WCML at Garstang and the audience was invited to guess which one it was, this not being obvious on the screen. Most people plumped for 70047 the only unnamed member of the class. However, David revealed it was in fact 70045 ‘Lord Rowallan’ sans name plate, apparently the only ‘Brit’ with oval buffers. [At the end of the show, member Peter Baumgartner suggested to David that the buffers could have been transferred to 70045 from 71000 ‘Duke of Gloucester’ after it had been withdrawn from service in 1962. However, Mark Ratcliffe has a photograph of 70045 taken by Derek Cross in June 1961 showing it fitted with oval buffers.]

A shot on the Settle and Carlisle at Ais Gill portrayed 46115 struggling over the summit with a southbound freight, a photograph that seemed vaguely familiar – it was in fact used about 40 years ago on the dust jacket of an Argo transacard E.P. – remember those? Another S&C photo featured 45593 on a Glasgow express at Garsdale in August 1967, a train that your reviewer was actually travelling on. Was that my head poking out of the fourth carriage?

Switching back to the WCML, a sad sight was of 46256 in neglected condition working a Carlisle – Maiden Lane fitted freight at Tebay on 17th September 1964, which Derek reckoned must have been one of its last ever workings. Penrith featured heavily in shots towards the end of the show with one particular picture David described as ‘Crewe of the North’, there being so much activity in shot. There were 46134 on a Glasgow – Blackpool, 46458 and 45540 coupled tender-to-tender on freight, a Derby lightweight dmu approaching on the slow, and shunting activity in the background! Further shots in the area featured Keswick Convention specials including one of consecutively numbered ‘Pigs’ 43120 and 43121 passing a particularly attractive signal box at Penruddock. These specials were an annual affair, although neither David nor the audience seemed to know what the convention was. [After the show, a lady member of the audience told David that the specials catered for dedicated Christians who met each year at Keswick for a religious convention.]

A photo on a freight avoiding line in the Carlisle area was at a location that David thought Derek liked the name of, ‘Bog Junction’! It showed 92055 on a southbound freight in a very 1960’s setting with industrial buildings, a huge gasometer, and tall chimneys punctuating the skyline. The most northerly image was at Rockcliffe near the Scottish border and featured an unkempt 60012 approaching the camera on a Millerhill – Kingmoor freight – a sorry portrait of a once proud loco towards the end of its days. The final slide was a three-quarters rear shot of 46241 as it was about to set off from Carlisle Citadel for the south.

David contrasted the variety of motive power seen in the 1950s and 60s with today’s traction: the first ten photos he had shown featured ten different classes of loco. One shot of 46209 showed it climbing Shap with a variety of stock in its unbanked 14-coach consist.

One-hundred-and-fifty slides were shown on the evening, all taken by a master cameraman whose photographs we revered in the 1950s and 1960s and still are revered today. Our thanks go to David for showing them to us and for his excellent presentation

Paul Forbes

AUGUST 2007

Bob Goodman was on his fourth visit to Burton this month and he brought greetings from the Lincoln Railway Society. His talk and slide show was entitled “The Bulleid Pacifics”. He should have given his presentation in July to coincide with the 40th anniversary of the withdrawal of Bulleid Pacifics on the Southern Region and the end of mainline steam into Waterloo, but “higher authority” told him he was going on holiday!

Bob divided his presentation in his usual way – giving a talk in the first half and showing slides in the second. (I have the impression that this format is not to the liking of many members. Not that the talk was boring, because it certainly wasn’t, but it would have been easier to take in all the information if it had been interspersed with slides.)

Bob said that his first acquaintance with BPs was as a ten-year old lad when he and a mate climbed over an air-raid shelter to enter Bricklayers’ Arms shed. Evidently they had to keep a lookout for the sharp-eyed and fleet-of-foot yard foreman. Perhaps a more significant event for him occurred in 1952 when he was posted to Stockbridge near Winchester during national service and he became a regular traveller on the Southern Region. He has now seen most of the BPs and in his collection he has a colour slide of all of them.

He covered the development, building, operation and eventual demise of the class. It all started in 1937 when New Zealand born Oliver Vaughan Snell Bulleid was appointed as Southern Railway’s Chief Mechanical Engineer. SR was mostly electrified and had no real interest in up-grading its steam traction performance. However, new broom Bulleid had other ideas. He sourced higher quality coal and encouraged hard running to achieve average start to stop speed of 60 mph for the 600-ton boat trains. He also proposed the introduction of a new class of 2-8-2 locomotives, but the Civil Engineer (he who must be obeyed) objected. However, agreement was reached on a 4-6-2 configuration which heralded the beginning of the ‘Bulleid Pacifics’ (BPs).

Bulleid’s design incorporated many new, and some revolutionary, features including chain-driven valve gear, a partially welded boiler and firebox, and an air smoothed casing. The first loco, 21C1 turned out in Malachite green, was completed in February 1941 at a cost of £23, 800 (21C2 and the remaining eight in this batch cost less). Bob told the interesting story of the naming of the class. The first proposal was to use names of land, air and sea victories in World War II. As it was still 1941, the only qualifying name would have been (River) Plate. A suggestion of capital cities also failed to find favour. An acceptable agreement was reached on using the names of the shipping lines which used the port of Southampton (which had obvious links with SR), and the class was called ‘Merchant Navy’ also known as ‘Packets’

As it was wartime, Bulleid could get authority to build further locos only if they were classified as mixed traffic and not passenger. The first BPs were used on freight duties between Salisbury and Exeter, however there was not enough work for all of them and so the remainder took over passenger workings such as the 16-coach London – Exeter service.

Bob then traced the growth of the fleet and its operational use with the introduction of the slightly smaller (Light) Pacifics for use on more lightly built lines – the West Country class in 1945 and the Battle of Britain class in 1946.  Suitable coal was difficult to obtain during and after the war and there unsuccessful experiments with conversions to oil burning. After nationalisation, BPs were used in other regions and even more were built. In the mid-1950s there was talk of scrapping them and replacing them with Britannias, but in 1955 a programme of re-building was begun. In all, 30 Merchant Navy class and 60 Battle of Britain class were re-built.

The beginning of the end came in 1963 when the Western Region scrapped Light Pacifics it had been allocated the previous year. The first modified BP was scrapped in May 1964. However, at the end on 9 July 1967 there were still 26 Light Pacifics and 7 Merchant Navy class in service and many others had only recently been withdrawn. A driver waiting at Waterloo on that day was surprised to see his loco back to Nine Elms was 35030 ‘Elder Dempster Lines’ rather than the expected Brush 4 diesel. He commented that it was the last to be built and the last out of Waterloo and he pulled out with many blasts on the whistle. The fact that 31 BPs (11 Merchant Navy and 20 Battle of Britain/ West Country) are still around is due in no small measure to Woodham Brother’s scrap-yard not cutting up 28 of them – probably because at the time it was busily engaged in cutting up wagons.

Bob said that BPs were not really accident-prone but they did have problems: drifting smoke in the early days, keeping west Country firemen busy with grass fires, and on two occasions hopper doors dropped during shunting and welded themselves to the third-rail. The worst accident involving a BP was in 1957 at Lewisham when ‘Spitfire’ collided with an electric train and became the third worse accident in Great Britain for fatalities and casualties.

After the break he showed his slides in chronological order from 1947 (‘French Line’), to the end of SR steam and into the preservation era.  Mainly colour, there were a few black and white. As to be expected, locations were mainly on the Southern Region but slide number 2 was ‘Bude’ in Aylesbury on the exchange programme. The changes in livery – malachite green, black, and blue with red stripes – and the change in loco appearance from original design to rebuild also gave added interest. Locos on passenger duties and on shed predominated but there were some shots of freight trains.

Bob commented on the regular appearance of a van behind the tender on passenger trains, quite often on boat-trains. My neighbour and I agreed that it must have been there to carry the trunks of ships’ passengers. That was until we saw a slide of the same van a Barnstaple local train.

Memorable slides? Well, there were BPs at high speed at Battledown flyover; others pulling Pullmans trains and the Golden Arrow; a night shot taken at Southampton in 1966, and 34007 in superb condition on the Mid-Hants in May this year. A good evening’s entertainment.

Rodger Smith