Origins of the Southern Railway: Part 3 - S.E.C.R.

The Southern Railway had been created in 1923 by the government-directed grouping of railways into the 'Big Four' (L.M.S., G.W.R., L.N.E.R. and S.R.). The Southern Railway brought together the London and South Western Railway (LSWR), the London Brighton and South Coast Railway (LBSCR) and the South Eastern and Chatham Railway (SECR).

Upon Nationalisation in 1948, the Southern Region of British Railways absorbed the assets of the Southern Railway.

There's a brief history of the London and South Western Railway here.

Brief early history of the South Eastern and Chatham Railway

Originally called the South Eastern Railway, parliamentary approval for a line from London to Dover was obtained in 1836, based on sharing the lines of other companies near London. The London & Greenwich Railway opened throughout in 1838 with its London terminus at Tooley Street (now London Bridge). The following year, the London & Croydon Railway opened from West Croydon to a junction with the London & Greenwich Railway, sharing the Tooley Street terminus. In turn, the London & Brighton Railway opened throughout in 1841 from Brighton to a junction with the London and Croydon Railway, then sharing their lines to Tooley Street.

The South Eastern Railway was to share the lines of the London & Greenwich Railway, the London and Croydon Railway and the London & Brighton Railway as far as Purley. In addition, the London & Brighton Railway was then to build, at cost, the line on behalf of the South Eastern Railway from its junction with the London & Brighton Railway near Purley to Redhill. This line stayed quite close to the London and Brighton line and crossed under it to reach Redhill. Subsequently, the South Eastern Railway re-imbursed the London & Brighton Railway for the construction costs.

After this rather tedious route out of London, William Cubitt then provided the South Eastern Railway with an almost dead straight main line from Redhill to Folkestone and Dover, with major intermediate stations provided with through lines for fast trains and platform loops for stopping trains. Construction started in 1838 and the line to Dover was completed in 1844.


1905 Railway Clearing House Map showing S.E.C.R. line (coloured pink) in between Purley and Redhill.
Click on the map for a larger view.

The railway was not well-liked and constantly feuded with neighbouring railways. Dissatisfaction with the services provided by the South Eastern Railway in North Kent led to the bill for the East Kent Railway being introduced into parliament in 1853. This line would provide much shorter journeys to the coast and, for the first time, bring important towns like Chatham and Rochester onto the railway system. In 1859, the East Kent Railway was renamed the London Chatham and Dover Railway (LCDR). Although funding was a perpetual problem, the railway managed to provide a service to Blackfriars and link up with the Metropolitan Railway (on the north bank of the Thames) before collapsing into bankruptcy. The LCDR somehow managed to carry on.

In a joint venture with the London Brighton & South Coast Railway, the Great Western Railway and London & North Western Railway called the 'Victoria Station and Pimlico Railway' (VS&PR) the London Chatham and Dover Railway participated in the construction of a new bridge over the Thames leading to a new terminus called Victoria, first opened in 1860 as a joint station. The station was very successful so, by 1862, the bridge over the Thames carried more tracks and a second, separate terminus had been built to the east, purely for the LCDR, after which the LBSCR solely used the western station. The two stations at Victoria were well-situated on the north bank of the Thames for West End passengers, although departing trains were immediately faced with a climb leading to Grosvenor Bridge over the River Thames.

The London Chatham and Dover continued to face financial difficulties and finally, in 1899, came to an agreement with its erstwhile enemy the South Eastern Railway. Under this agreement, the railways would operate jointly, trading as the 'South Eastern and Chatham Railway' (SECR). However, the two railways remained legally distinct (until 1923 when both, and the VS&PR, were absorbed into the Southern Railway by the Grouping).

The 1899 changes didn't stop the feuding between the former South Eastern Railway and the London Brighton and South Coast Railway, even after the railways occupied two termini side-by-side at Victoria. The eastern station now served the South Eastern and Chatham Railway and was called 'The Chatham' whilst the western station served the London Brighton and South Coast Railway and was thus called 'The Brighton'. Even when the both side-by-side stations were rebuilt (the Chatham in 1906, the Brighton in 1908) it was in notably contrasting styles.

The 'Chatham' platforms at Victoria remain light and airy, thanks to the simple, arched roof. Unfortunately, all the clutter at platform level largely destroys the sense of space.

Click for larger image.
Details of the junctions between the S.E.C.R. (coloured pink) and other railways in the vicinity of Clapham Junction. Victoria Station is just off the map, top right. This map (and the one above) are from a series prepared by the Railway Clearing House in 1914 which appear in the reprint 'Pre-Grouping Railway Junction Diagrams 1914', published by Ian Allen (ISBN 0 7110 1256 3).

Book References

[1] 'The South Eastern and Chatham Railway' by O. S. Nock, 1971 edition Ian Allen (SBN 7110 0268 1).
[2] 'The Locomotives of the South Eastern Railway' by D. L. Bradley, 1963 The Railway Correspondence and Travel Society.
[3] ‘A Regional History of the Railways of Great Britain: Volume 2 Southern England’ by H. P. White, 4th edition published by David & Charles (ISBN: 0-7153-8365-5).
[4] 'History of the Southern Railway' by C. F. Dendy Marshall, revised by R. W. Kidner reprinted 1982 by Ian Allen (ISBN 0 7110 0059 X).
[5] 'Great Locomotives of the Southern Railway' by O. S. Nock, Guild Publishing, 1987 edition by Book Club Associates.
[6] 'Southern Steam' by O. S. Nock, published by David & Charles (ISBN 0 7153 5235 0).
[7] 'London's Termini' by Alan A. Jackson, published by David & Charles (0 330 02746 6).

Maps

Details of what remains of the S.E.C.R. today are shown in the 'Quail Track Diagrams':-
'Railway Track Diagrams Book 5: Southern and TfL' Third Edition, published by TRACKmaps (ISBN 978-0-9549866-4-3).

Related articles on other web sites

South Eastern Railway (Wikipedia).
London, Chatham and Dover Railway (Wikipedia).
South Eastern and Chatham Railway (Wikipedia).

Related articles on this web site

Origins of the Southern Railway: Part 1 - L.S.W.R..
Origins of the Southern Railway: Part 2: L.B.S.C.R..
Victoria Station, London.

My Pictures

Various albums which include pictures taken in recent times showing former S.E.C.R. infrastructure:-

London: former 'Southern' lines.
London's Railways.
London: Victoria Station.

Notes on Some Early Railways in England

The Surrey Iron Railway

The Surrey Iron Railway, extending from the Thames to Croydon, was the first public railway in England, authorised by an Act of Parliament in 1801. Horses provided the motive power to haul trains of wagons. A further act of 1803 authorised the Croydon, Martsham and Godstone Railway. The line to Martsham opened in 1805, similarly using horses, but the extension to Godstone was never constructed.

There's a more detailed account of this pioneer railway by Peter Mcgow here, on the Wandle Industrial Museum site.


A contemporary watercolour of the Surrey Iron Railway.

The Stockton and Darlington Railway

The Stockton and Darlington Railway opened in 1825 but, although steam locomotives were used for the goods trains, passenger trains remained horsedrawn until around 1834. There's a Wikipedia article here.

The Canterbury and Whitstable Railway

The Canterbury and Whitstable Railway was authorised by an Act in 1825 and started using its steam locomotive 'Invicta' for hauling goods trains in 1830, a few months before the Liverpool and Manchester Railway inaugurated its steam-hauled passenger services. There's a 'Wikipedia' article on 'Invicta' here.

The Liverpool and Manchester Railway

The Liverpool and Manchester Railway opened in 1830. The first Parliamentary Bill to authorise the railway was rejected in 1825 but a revised Bill passed the following year. There's a Wikipedia article here.

The London and Southampton Railway

The London and Southampton Railway was promoted in 1831 and by 1838 ran from Nine Elms to Woking, reaching Southampton in 1840. As the system expanded, the name was changed to the London and South Western Railway. See the article Origins of the Southern Railway: Part 1 - L.S.W.R.

The Bodmin and Wadebridge Railway

The Bodmin and Wadebridge Railway was authorised by an Act in 1832 and opened in September 1834 with a single locomotive 'Camel', a single passenger coach and not many goods wagons. The railway struggled for funds and 'Camel' was not joined by the second locomotive, 'Elephant', until 1836. See the Wikipedia article Bodmin and Wadebridge Railway.

The London and Greenwich Railway

The London and Greenwich Railway was sanctioned in 1833 and starting running part of the line in 1836. By 1838, it was carrying passengers between its London terminus at Tooley Street (now London Bridge) and a temporary terminus at Greenwich. The final terminus in Greenwich opened the following year. The London & Croydon Railway (below) opened sharing the first 1.75 miles of the London and Greenwich on the approach to Tooley Street, as did the London & Brighton Railway (below). The South Eastern Railway approval also mandated sharing of the 1.75 miles from London Bridge.

The Grand Junction Railway

The Grand Junction Railway was authorised in 1833 and opened to passengers in 1837. It ran from a junction with the Liverpool and Manchester Railway at Earlstown to a terminus at Curzon Street, Birmingham, adjacent to the terminus of the London and Birmingham Railway. See the Wikipedia article here.

The London and Birmingham Railway

The London and Birmingham Railway encountered significant opposition from landowners along the route. The first Parliamentary Bill seeking to authorise the railway's construction was thrown-out in 1832, but a revised Bill in 1833 was passed. The railway was opened to passengers in 1838. There's a short article here.

The London and Croydon Railway

The London and Croydon Railway received consent in 1835 and by 1839 was running between its own station at London Bridge and West Croydon. To do this, it shared the first 1.75 miles of the route from London Bridge with the London and Greenwich. For a time, the railway used the Atmospheric System of propulsion.

The South Eastern Railway

The South Eastern Railway was initially sanctioned in 1836. Its final approval resulted in sharing the 1.75 miles of the London & Greenwich from London Bridge, then following the route of the London & Croydon and finally the route of the London and Brighton Railway as far as Purley. In 1864, it extended to Cannon Street and Charing Cross.

The London and Brighton Railway

The London and Brighton Railway, later renamed the London Brighton & South Coast Railway (LBSCR) was authorised by an Act in 1837 and started running in 1841, sharing the first 1.75 miles of the route from London Bridge with the London and Greenwich and then using the route of the London and Croydon Railway.

Later Railways

The trickle of new railways rapidly turned into a flood in the 1840s. Shareholders in some of the earliest railways earned large dividends, turning all railway shares into "hot stocks" encouraging investors and leading to the period of 'Railway Mania' when the most improbable routes were promoted and dubious operators like George Hudson (the so-called 'Railway King') made fortunes for themselves, if not their shareholders. Wikipedia discusses Railway Mania here and the notorious George Hudson here.

One of these 'Later Railways' was East Kent Railway, which I outline below because of its interactions with earlier lines. Dissatisfaction with the services provided by the South Eastern Railway in North Kent led to the bill for the East Kent Railway being introduced into parliament in 1853. In 1859, the railway was renamed the London Chatham and Dover Railway (LCDR). Although funding was a perpetual problem, the railway managed reach to Blackfriars and link up with the Metropolitan Railway before collapsing into bankruptcy. The LCDR somehow managed to carry on and, in a joint venture with the London Brighton & South Coast Railway, Great Western Railway and London & North Western Railway called the 'Victoria Station and Pimlico Railway' (VS&PR) participated in the construction of Victoria Station, first opened in 1860. A parallel station to the east, purely for the LCDR, opened in 1862. Faced with continuing financial difficulties, in 1899 The LCDR made an agreement with the South Eastern Railway to operate and market jointly, trading as the 'South Eastern and Chatham Railway'. However, the two railways remained legally distinct until 1923 when both, and the VS&PR, were absorbed into the Southern Railway by the Grouping.

Book References

[1] 'Views on the Liverpool and Manchester Railway Taken on the Spot by Mr. A. B. Clayton', reprinted by Frank Graham 1970 (SBN 900409 29 0).
[2] 'Views of the Most Interesting Scenery on the Line of the Liverpool and Manchester Railway', I. Shaw 1831, facsimile published by Hugh Broadbent 1980 (ISBN 0-904848-05-1).
[3] 'British Railway History 1877 - 1947', Hamilton Ellis, published 1959 by George Allen and Unwin.
[4] 'The Stockton and Darlington Railway 1825 - 1975', P. J. Holmes, published by First Avenue Publishing Company.
[5] 'The Liverpool & Manchester Railway', R. H. G. Thomas, published 1980 by B. T. Batsford (ISBN 0 7134 0537 6.
[6] 'The Railway Mania and Its Aftermath 1845 - 1852', Henry Grote Lewin 1936, reprinted 1968 by David and Charles (7153 4262 2).
[7] 'Drake's Road Book of the Grand Junction Railway', 2nd edition 1838, reprinted 1974 by Moorland Publishing (ISBN 0 903485 25 7).
[8] 'Britain's First Trunk Line - The Grand Junction Railway', Norman W. Webster, published 1972 by Adams & Dart (SBN 239 00105 2). [9] 'Oldest in the World - The Story of Liverpool Road Station, Manchester 1830 - 1980', edited by C. E. Makepeace, published by Liverpool Road Station Society/Manchester Region Industrial Archaeological Society (ISBN 0 907172 01 6).
[10] 'History of the Southern Railway' by C. F. Dendy Marshall, revised by R. W. Kidner reprinted 1982 by Ian Allen (ISBN 0 7110 0059 X).
[11] 'The London & South Western Railway' O.S. Nock, published by Ian Allen.
[12] 'The South Western Railway' by Hamilton Ellis, published 1956 by George Allen and Unwin.
[13] 'The London Brighton and South Coast Railway' by C. Hamilton Ellis, 1971 edition by Ian Allen (SBN 7110 0269 X).
[14] 'The London to Brighton Line 1841 - 1977' by Adrian Gray, The Oakwood Press.
[15] 'The South Eastern and Chatham Railway' by O. S. Nock, 1971 edition Ian Allen (SBN 7110 0268 1).
[16] 'London's First Railway - The London & Greenwich' by R.H.G. Thomas, published by Batsford Paperbacks (ISBN 0 7134 5414 8).
[17] 'The Railway Companion, Describing an Excursion along the Liverpool Line' by A Tourist, published 1833, reprinted by Deanprint Ltd. in 1980 and published on their behalf by Liverpool Road Station Society (ISBN 0 907172 00 8).
[18] ‘A Regional History of the Railways of Great Britain: Volume 2 Southern England’ by H. P. White, 4th edition published by David & Charles (ISBN: 0-7153-8365-5).
[19] ‘A Regional History of the Railways of Great Britain: Volume 10 The North West’ by G. O. Holt, revised Gordon Biddle published by David & Charles (ISBN: 0946537 34 8).
[20] ‘A Regional History of the Railways of Great Britain: Volume 11 North and Mid Wales’ by Peter E Baughan, published by David & Charles (ISBN 0-9153-7850-3).
[21] ‘A Regional History of the Railways of Great Britain: Volume 12 South Wales by D. S. M. Barrie, published by David & Charles (ISBN 0-7153-7970-4).
[22] ‘Atmospheric Railways – A Victorian Venture in Silent Speed’ by Charles Hadfield (David and Charles, 1967).

Mutual Improvement Classes (2)

In the post Mutual Improvement Classes, I outlined the aims of the MIC of steam days. This index has links to posts labelled 'MIC' in my blog. Titles starting 'MIC' have been used as talks before appearing here, other posts are included because of the amount of technical content which I hope may be of some help to volunteers studying locomotive work.

Where a topic is split into more than one post, links are normally provided forwards and backwards, but note that unconnected posts may deal with a similar theme. I'm sorry if it appears confusing, but the Search Box (with the magnifying glass symbol) in the header can always be used to find posts including any particular word or phrase.

Other topics are in preparation but, unfortunately in an unstructured manner.

Caledonian Railway preserved 0-4-4 tank engine No. 419 at the Battlefield Line 21-Jan-2023
Battlefield Line Mince Pie Specials 2022 3-Mar-2022
Battlefield Line 'Santa' Trains 2021 29-Jan-2022
Class 20 Diesel Electric Locomotive 08-Jan-2022
A Day on the DMU13-Nov-2021
Getting Back on Track 6-Nov-2021
Origins of the Great Western Vacuum Brake 8-Nov-2020
Battlefield Line Bonfire and Firework display at Market Bosworth Station 19-Nov-2019
Shackerstone Railway Society 50th Anniversary Steam Gala 16-Nov-2019
Operation of Steam/Diesel Multiple Unit Services at the Battlefield Line 10 Nov-2019
Fish and Chip Special 11-Oct-2019
Preparing 5542 (part 2) 6 Aug 2019 5542 at the Battlefield Line in 2019 30 Jul 2019
'Pannier' 6430 at the Battlefield Line 4-Apr-2019
Battlefield Line Steam Gala 2018 (Part 2) 4-Jan-2019
Battlefield Line Steam Gala 2018 (Part 1) 16-Oct-2018
Preparing 5542 (part 1) 14-Sep-2018
Battlefield Line 'Family Fun Weekend' 3 Sep 2018
5542 at the Battlefield Line 28 Aug 2018
Talking about Engines 19 Apr 2018
Class 08 User Manual 24 Mar 2018
Passed Fireman 24 Mar 2018
Santa Specials at the Battlefield Line 2017 19 Dec 2017
On the Footplate 5 Dec 2017
On the Footplate: the Drummond 'T9' 17 Sep 2017
Two Failures 16 Sep 2017
The Role of the Shunter (2) 26 Aug 2017
The Role of the Shunter 29 Aug 2017
Bank Holiday with Steam and Diesel 7 Jun 2017
British Locomotive Headcodes 1-Feb-2017
Shackerstone Santa Specials 28-Dec-2016
Peak Rail Santa Specials 23-Dec-2016
'Operation: Market Bosworth' - On the Footplate 8-Oct-2016
Electrical Systems on Steam Locomotives 14-Sep-2016
The Railway at Night 11 Sep 2016
Locomotive Regulators (part 2) 11 Sep 2016
Peak Rail Winter Service 2013 22 August 2016
Sunday at Shackerstone 4 April 2016
Driving the 'Planet' replica 11 September 2015
Water, water, everywhere 19 July 2015
HST Charter to Peak Rail 12 March 2014
Peak Rail in early 2014 11 March 2014
Battlefield Line 1940s Weekend (June 2013) 18 June 2013
Preparation of Locomotive 'Sapper' 8 January 2013
The Clack Valve 19 November 2012
A Day on the Footplate (2) 25 June 2012
A Day on the Footplate (1) 9-Jun-12
Driving 'Lion' 13 January 2012
Battlefield Line Santa Specials 2011 18 December 2011
Summer Saturday with a '2884' 4 September 2011
On the Footplate (Part 2) 7 January 2011
On the Footplate (Part 1) 22 July 2010
The Best Laid Schemes ... 9 July 2010
Stanier '8F' inauguration at Peak Rail 28 May 2009
Diesel Multiple Units 23 May 2010
MIC - Brakes 11 January 2009
MIC - Disposal 10 January 2009
MIC - Firing Steam Locomotives (1) 10 January 2009
MIC - The Working of Trains 2 January 2009
Driving Turn at Peak Rail - Part Two: Driving Experience 31 December 2008
MIC - Lamps 31 December 2008
Firing a 'B1' 11 October 2008
Driving Turn at Peak Rail - Part One: Preparation 6 May 2008
Mutual Improvement Classes 24 February 2008
Locomotive Regulators (part 1) 17 July 2007
Sunday at Peak Rail: 15 January 2007
Early Locomotive Design 12 January 2007
'Henry' 12 January 2007

You can select all the posts in this blog labelled 'MIC' by clicking here.

[List updated: 30-May-2017, 29-Aug-2017, 23-Mar-2018, 8-Apr-2018, 4-Sep-2018, 14-Sep-2018, 8-Aug-2019: List updated and sequence reversed 28-Jan-2023]

Birmingham Railway Museum, Tyseley

I was a 'late starter' in railway preservation, but in 1988 I joined the 'Lion' supporters group, the Old Locomotive Committee (OLCO), following a series of coincidences I've described in the post Lion. It appears that my life is guided by this sort of 'Happy Accident' as I commented in another post here.


'Lion' at Manchester Museum of Science and Industry In 1988, with a much-younger Jan.

'Lion' had been returned to steam to celebrate her 150th Birthday (or, as The Old Locomotive Committee preferred to call it "The Sesquicentenary"), visiting various sites around the country. From Crewe, where I first became involved, she went to the Manchester Museum of Science and Industry, The Science Museum at Wroughton and made two visits to Birmingham Railway Museum, Tyseley. Having become a member of OLCO, I accompanied the venerable locomotive on these public appearances. During the visit to Tyseley, one of the OLCO members let on about my interest in railway signalling. Since the Museum's plans for a new demonstration line incorporating a Great Western signalbox (relocated from Holesmouth Junction) were well advanced, new volunteer members were being actively recruited for the Museum and I was invited - no, instructed - to join. Having had no previous involvement with railway preservation, I thus found suddenly found myself a member of three organisations - OLCO, the Manchester Museum of Science and Industry and Birmingham Railway Museum.

The two visits by 'Lion' to Birmingham Railway Museum after I joined OLCO produced some record crowds at Tyseley. Otherwise, things were much quieter apart from occasional 'Gala' days when two or three large engines would be steamed. Although the site was open to the public regularly at that time, the main activity during the week was restoration and repair of steam locomotives in the workshops. On Sundays, a 2-coach passenger train gave rides on the Demonstration Line using a small steam locomotive. For a time, a 'Terrier' carried out this duty. I'm afraid passenger numbers weren't impressive. The main excitement for operating volunteers was the regular, complicated shunts which were required to position vehicles for the workshops. Initially, I trained as a Passenger Guard and Shunter at the Museum and helped out a bit on the signalling side. Once the signal box was commissioned, I also passed out as a Signalman. The weekend passenger trains, which had previously loaded and unloaded at a wooden platform behind the signal box, moved to one of two new brick platforms, giving a somewhat longer ride.


9600 giving rides on the Demonstration Line during the 'Tyseley 100' event.

In an attempt to boost income, Driving Experience Courses were introduced. The original format proved very popular - a safety briefing, sessions about shunting, signalling and, with the benefit of a number of a number of locomotives under restoration to study, the principles of locomotive engineering. Most important, of course, was hands-on firing and driving on both a small tank locomotive and a tender engine, like 'Defiant' or 'Clun Castle'. There was a need for volunteers who could do the presentations on shunting, signalling and locomotive engineering and I happily served in this capacity for a while, before gravitating to Instructor Driver on the 'Little Engines' used on the Driving Experience Courses - engines like 'Henry', 'Cadbury No. 1' or one of the three Tyseley 'Panniers' (there's a description of 'Panniers' illustrating the Tyseley 'Panniers' here). The line used by the small engine was short but that gave trainees plenty of practice in starting, stopping and reversing. Each group of three trainees spent 75 minutes on the footplate, taking it in turns to drive and (if they wished) fire. The Instructor Driver 'single manned' and had to fire, manage the boiler and instruct and supervise the trainees.

But, of course, the highlight of the course was driving a large engine on the 400 yard demonstration line. Initially 'Defiant' or 'Clun Castle' were used and, again, the Instructor Driver 'single manned', looking after three trainees in each 75 minute session.


7029 'Clun Castle' running with a 'Churchward' tender.

The initiative met with such an enthusiastic reponse from enthusiasts that, later, a variety of engines offered the driving experience at Tyseley. By that time, I'd been 'passed out' to drive all visiting engines which included 'King Edward I', 'Taw Valley', 'Canadian Pacific' and 'Sir Nigel Gresley'. We thought we were busy with these locomotives on offer (which my friend Tony described as 'tasty engines') until driving courses on 'Flying Scotsman' were introduced.

To deal with the numbers of trainees who wanted a chance to drive this iconic locomotive, the course structure was simplified, omitting the presentations and the small locomotive experience and reducing the time each group of three trainees spent on the locomotive from 75 minutes to 60 minutes. Courses started earlier in the day and continued late into the evening. 12-hour shifts became common and I can remember disposing 'Flying Scotsman' at the end of a late-running shift at midnight, in a snowstorm! There's a short description of 'Flying Scotsman' at Tyseley here. As I write this, 'Flying Scotsman' has recently been returned to steam at a cost (this time) of £4.5 million. Commenting on the excitement this has caused in a post here I said "I think the opportunity for members of the public to actually drive 'Flying Scotsman' is unlikely to recur in the future".

I'll tell you more when I can, including the creation by Birmingham Railway Museum of 'satellite' courses at The Battlefield Line (resulting in my becoming a member of yet another preservation organisation). There's a short history of the Birmingham Railway Museum on Wikipedia here.

I remained a working volunteer at Birmingham Railway Museum for around ten years until Driving Experience courses were discontinued in favour of a regular steam service on the main line between Birmingham and Stratford, the 'Shakespeare Express', which commenced in 1999. Losing the opportunities for footplate work I'd come to enjoy, I decided to concentrate my activities at other sites - The Museum of Science and Industry (as the Manchester museum had become), The Battlefield Line and Peak Rail. However, I had an enjoyable day meeting old friends at Tyseley during the Tyseley 100 event in 2008.

'Operation: Market Bosworth' - On the Footplate

In the post 'Operation: Market Bosworth' - The Battlefield Line 1940s Weekend 2016, I described the first day of the two-day event, the 17th October 2016, when I drove the steam locomotive 'Cumbria' with Jamie firing and Richie as a trainee. This report has more information about actually working on the locomotive.

The locomotive

'Cumbria' is a six-coupled 'Austerity' saddle tank locomotive. The 'Austerity' tank locomotive class is described here. In the section 'Related Posts on this site' below there are links to other posts about 'Cumbria'.

The timetable

The normal weekend 'Green Timetable' of five return workings between Shackerstone-Market Bosworth-Shenton had been strengthened by an earlier round trip (operated by the diesel railcar) and two evening 'Special' trains.

Shackerstone Dep	09:45	11:15	12:30	13:45	15:00
Market Bosworth Arr	09:53	11:23	12:38	13:53	15:08
Market Bosworth Dep	09:57	11:27	12:42	13:57	15:12
Shenton Arr	10:05	11:35	12:50	14:05	15:20
Shenton Dep	10:20	11:50	13:05	14:20	15:35
Market Bosworth Arr	10:28	11:58	13:13	14:28	15:43
Market Bosworth Dep	10:32	12:02	13:17	14:32	15:47
Shackerstone Arr	10:40	12:10	13:25	14:40	15:55

Shackerstone Dep	16:15	17:30	18:55
Market Bosworth Arr	16:23	17:38	19:03
Market Bosworth Dep	16:27	17:48	19:12
Shenton Arr	16:35	17:56	19:20
Shenton Dep	16:50	18:15	19:35
Market Bosworth Arr	16:58	18:23	19:43
Market Bosworth Dep	17:02	18:27	19:47
Shackerstone Arr	17:10	18:35	19:55

Speed Restrictions

The Line Speed Limit is 25 m.p.h. but parts of the line have lower limits, as shown below.

Location	Speed m.p.h.
Shackerstone Station (Signal Box - Stop Board on Plat 1 and 2)	5
Barton Lane overbridge 32 - Signal Box (Relaid section)	Dead slow
Adjacent Headley's Crossing (Relaid section)	10
Market Bosworth Station (Signal Box - Bridge 27)	5
Through Market Bosworth platform	Dead slow
Underbridge 26 (approach to Market Bosworth)	15
South of Bridge 21 - Shenton	5
Shenton Station Ground Frame - Buffer stop	5

The frequent changes in permitted speed make the working of the train more challenging for the locomotive crew. Permanent speed restrictions are usually marked with a sign of the old 'British Railways' pattern - a steel post carrying steel cut-out figures painted yellow on the front showing the limit (in miles per hour) which is positioned at the Commencement of the Restriction. The Driver must start braking in advance of the sign since the locomotive must not exceed the speed limit when passing the sign and that limit must then be observed until the whole of the train has left the restricted area. On single lines, there is no sign marking the end of the restriction so the driver has to look out for the 'Commencement of Restriction' sign for trains running in the opposite direction and ensure that the whole of the train has passed that sign before adjusting speed. This pattern of sign is no longer used on the modern railway - coloured, reflective signage is now in use.

Temporary speed restrictions may be unmarked on preserved lines, hence the importance of the Driver being thoroughly familiar with the line and reading the notices on display at the Motive Power Depot (or Signing-on Point) at the start of each shift as well as checking the 'Late Notice Case' (where provided) for recent changes.


Battlefield Line, 2014: A 'Midweek Shunt' outside Shackerstone Signal Box (on an earlier date). The yellow-painted front of a '5' restriction sign and the black-painted rear of a '10' restriction sign can be seen.

Preparation

The term 'Preparation' covers both Driver's and Fireman's duties. In general, the Driver is responsible for the daily examination of the locomotive and 'oiling round' whilst the Fireman concentrates on raising steam but they should work as a team to ensure that all the tasks are carried out efficiently. On preserved lines, a Trainee may also be rostered both to learn about firing and boiler management and also assist in all other tasks. Proper attention to Preparation can help to prevent failures 'on the road' later.

By the time I 'signed on', Jamie had matters well in hand and had done some of the oiling (four eccentrics and two big ends in between the frames), then I carried on. Once I was in the pit and had completed my examination and oiling, I decided I might as well 'ash out' the ashpan, assisted by Richie. Since Jamie had done the initial boiler safety checks the previous evening, leaving a 'warming fire' in overnight, there was already a fair bit of ash to remove but it's important to enter traffic with a clear ashpan, to prevent possible steaming difficulties later once the inevitable build-up of ash starts to obstruct the flow of 'primary air' which reaches the burning fuel through the ashpan. Other design considerations tend to make the layout of the ashpan something of a compromise.

In the 'Austerity', the trailing coupled axle is positioned underneath the firebox, so the ashpan is designed with a 'hump' to clear the axle, effectively dividing the ashpan into two. Two damper doors are provided to control the flow of 'primary air', one at the front of the ashpan, one at the rear. The damper doors are controlled by a simple linkage from levers in the cab which lift up and down. Fully opening the rear damper door allowed the back ashpan to be cleared, then opening the front damper door allowed the (larger) front ashpan to be cleared. Once we'd filled the saddle tank from the hose in the shed and steam pressure in the boiler had risen to allow us to move, we shunted the engine just outside the shed to complete as much cleaning as time permitted.

There are other posts in my blog about Preparation, covering different engines and different sites. Here are two about other 'Austerity' tank locomotives:-
Driving Turn at Peak Rail - Part One: Preparation.
Preparation of Locomotive 'Sapper'.


View from the Inspection Pit in the Loco Shed, underneath 'Cumbria', looking towards Shackerstone station.

In Traffic

In good time, we came off shed 'Light Engine' and coupled onto our waiting 5-coach train (the maximum that can be accommodated at the platforms on the line) in platform 2. We created vacuum, the Guard did a 'brake continuity' test and the signals cleared for us to depart. Then we waited. As often happens, departures are often late away, waiting for tardy passengers or for other reasons. Bearing in mind the speed restrictions along the line, it is very difficult to make up time once late. When we finally received the 'Right Away' from the Guard, we crept out of Shackerstone, bunker first.


'Cumbria' ready to leave Shackerstone on an earlier date.

The signalman passed the Single Line Token to me as we passed his 'landing'. This was our authority to occupy the single line to Shenton. I also checked that the Starting Signal (these days called the 'Section Signal') was still 'off' and observed the 'Dead Slow' over the relaid section. The gradient profile of the Battlefield Line is a bit like a capital 'M' - uphill leaving Shackerstone then downhill to Market Bosworth, after which the line rises again before a downhill section to Shenton. Once the whole train was clear of Barton Lane overbridge, I was able to open the regulator to 'Full First Valve' but the locomotive was fairly sluggish - the fire was still 'green' and it would take some time for firebox to rise to a proper working temperature. In addition, until an engine has been doing real work for a time, the temperature in the cylinders remains low enough to rapidly chill steam and these 'condensation losses' reduce the effective work done. During the course of a shift, the situation noticeably improves and it's often commented that "it's a different engine in the afternoon". To reduce condensation losses on starting, it was once common practice, after backing onto a train, to leave the engine in 'back gear' and slightly open the regulator with the drain cocks open to 'warm through' one end of the cylinders. Shortly before leaving, the reverser would then be placed in forward gear with steam applied, to warm the other end of the cylinders. Needless to say, the locomotive handbrake would be firmly applied during this process.

'On the road', it's essential that the driver and, when not otherwise engaged, the fireman keep a good look-out. As we approached our next 'slack' (the speed restriction around Headley's Crossing), I banged the regulator shut and dropped the reverser into 'full gear' since most engines with Link Motion 'drift' best in full gear. Next, watching the vacuum gauge, I carefully dropped the vacuum to around 15 (inches of mercury) to start lowering our speed. As our speed fell, I pushed the application valve back to 'Release' so that the Vacuum Ejector re-created 21 (inches of mercury) to release the train brakes. It may take some seconds for the train brakes to release, particularly with industrial locomotives like 'Cumbria' which were not originally vacuum fitted, so it's important not to 'overdo' the brake application. There's an introduction to the vacuum brake in the post here.

I whistled for the farm crossing at Headley's and we rumbled across slowly, then I whistled for the next crossing and we continued at our rather funereal pace until our last coach had passed the speed restriction sign for trains in the opposite direction, when I was able to apply steam again. First, I 'pulled up' the reverser to the second notch (easier to do with steam off), then I opened the regulator to 'full first valve'. I allowed the train to accelerate to line speed then partially closed the regulator so as to maintain the desired speed with minimum use of steam.

On this downhill section, as we passed the golf course on our left, the train was moving fairly well. As we approached what's usually called 'Airfield Bridge' (near a private house with a hangar and a grass landing strip), I shut off steam and drifted in full gear before commencing braking as we approached the 5 m.p.h. restriction entering Market Bosworth Station which reduces to 'Dead Slow' in the platform. I complied with the 'SW' ('Sound Whistle') board and rumbled along the platform, trying to judge the right point to stop so that all the doors of the 5-coach train were on the platform. Just before the train finally stopped, the vacuum brake application valve was put back to 'release' so as to avoid a jerk (the old locomen's adage is "stop on a rising vacuum") and I 'held' the train on the locomotive steam brake to prevent any movement as passengers boarded and alighted. Jamie made sure his fire was ready for departure and then we all had a few moments to watch the activity of the platform. There were certainly plenty of people about!


Battlefield Line 1940s Weekend 2016: Passengers at Market Bosworth.

Eventually, the doors were closed, the station staff gave the 'tip' to the guard who whistled and gave us the 'Right Away' with a green flag. As I moved back across to my side, I sounded the whistle and scanned the line ahead, particularly the foot crossing with wicket gates which gives access to the platform. Then I released the steam brake and pushed open the regulator, 'linking up' the reverser after a few 'chuffs'. Both Jamie and I carefully observed the foot crossing, with the public both sides watching our departure, to make sure nobody suddenly decided to cross. I gave another whistle in warning and we slowly trundled over the crossing, waving to the people. When the whole train was past the signalbox (currently not in use), I eased the regulator open a little more, so as to cross underbridge 26 (the 'Cattle Creep') at 15 m.p.h.

Once clear of the 15 m.p.h. restriction, I could open up again as the line entered the uphill section, a curving cutting crossed by three overbridges. As speed rose, I first eased the regulator and finally shut-off to drift in full gear, although we'd still not reached the summit. The cutting ended near the summit so, judged correctly, our momentum would take us to Shenton without further use of steam. Well before the fixed distant signal for Shenton, I'd started to slow the train because, just short of Shenton with its 5 m.p.h. restriction, there's a temporary 'slack' over a 'dip' in the track which has appeared near underbridge 21.


View from the footplate of 'Cumbria' approaching Shenton. Note the Fixed Distant signal.

I whistled as we approached the platform and rolled the train well along with the leading coach door right at the end of the platform when we stopped, hoping that the double doors of the Guard's Brake at the rear would also be on the platform. The double doors served the luggage section, used to transport bicycles, pushchairs and wheelchairs, so it's quite important to get them on the level platform (and not on the platform ramp). Once we stopped, I applied the locomotive steam brake, destroyed the vacuum in the train pipe and shut off the steam supply to the vacuum ejector.


'Cumbria' on arrival at Shenton (on an earlier date).

I haven't described Jamie's firing in detail but the frequent changes of speed meant that the demand for steam varied throughout the journey and the firing rate had to be adjusted for this. The gradient changes necessitated frequent attention to the boiler water level and a sometimes-problematic fireman's side injector meant that the driver's side injector periodically had to be used, sometimes with the driver's help, if not otherwise pre-occupied. Of course, the fireman is also expected to help the driver in keeping a look-out, particularly approaching signals, in the vicinity of the various crossings and entering or leaving platforms.

Although, even on a simple railway like the Battlefield Line, the driver has plenty to concentrate on when on the road, it's important that the driver periodically scans the pressure gauge, the water gauges and the apparent condition of the fire (judged by the smoke from the exhaust and the colour of the fire). I knew that there was no necessity for this with Jamie on 'the other side' but force of habit meant I still carried out these checks. The work always goes best, and is more enjoyable, if the driver and fireman work as a team. In the old days, many fireman reported problems with drivers who didn't see footplate work as a partnership - one such tale is recounted in my post here.

Our arrival at Shenton signalled a period of furious activity for the footplate crew as the timetable allows only 15 minutes to uncouple, run round, couple up and prepare for the return journey. Fortunately, these tasks were shared with Richie. The Guard is responsible for putting the handbrake on in the Brake Van so that the driver can 'ease up' against the train, compressing buffers, to make uncoupling easier. 'Cumbria' has an unfortunate tendency to 'steam lock' during this process. The Guard works the Ground Frame at the northern end of Shenton for the locomotive crew. This Frame is released by a key forming part of the Single Line Token so I placed the Token, in its pouch, on the fence for the Guard to collect and moved one of the lamps to the front bufferbeam whilst we ran round. The locomotive was stopped just by the busy foot crossing with wicket gates which links the car park to the station and to the Bosworth Battlefield Experience so it was vital to ensure that the public were clear of the track before whistling and moving off into the headshunt. With the handpoints reversed, we moved towards the crossing, stopping to pick up the 'third man' once the points had been reset towards the platform line. Handpoints are designed to be 'trailable' without damage and, back in steam days, enginemen would happily 'trail' but most preserved railways encourage positively setting points to be 'trailed' to avoid both wear and possible mishap. We passed our 5-coach train, looking out for the ground shunting signal, which would be 'cleared' by our Guard from the Ground Frame once the points had been set from the run round loop to the single line.


Shenton Ground frame. The frame is released by inserting the Single Line Token into the release near the bottom of the rightmost lever (on an earlier date).

We ran onto the single line and stopped until the guard had restored the ground frame and extracted the Single Line Token which we would carry back to Shackerstone. I moved the locomotive onto the waiting train, we coupled on and I 'set' the lamps to one above each front buffer (Express - called class 'A' when I was young, becoming class '1' when the 4-character headcodes were introduced by British Rail). I created vacuum and watched for the Guard's 'Brake Continuity Test'. By checking that operation of the Guard's Brake Valve (the 'Setter') destroys the vacuum in the train pipe, the Guard is reassured that he can bring the train to a stand in an emergency. The Guard checked that all the carriage doors were properly closed, made sure that there were no 'late passengers' hurrying to board the train and, with a whistle and a flourish of his green flag, gave us the 'Right Away'.

On our return journey, the engine was the 'right way round' - chimney leading. Actually, the driver's forward view is impaired compared with bunker leading because the boiler and saddle tank restrict the view ahead. Unless it's very cold or wet, I tend to lean out of the cab when driving as that gives somewhat improved visibility but good teamwork between the driver and fireman in keeping a lookout is the best method. Approaching the various speed restrictions in the opposite direction, with the gradient profile reversed, I had to use a different set of 'markers' to initiate braking.

We were still running late as we approached Shackerstone. I slowed before Barton Lane overbridge to comply with the 10 m.p.h. 'slack' and also in readiness for having to halt at the tall outer home signal. Particularly in the growing season, when the vegetation in the cutting goes wild, the signal is quite hard to 'sight'. A team of three volunteers are kept busy in the season trying to keep the line clear of overhanging branches which can give the unwary engineman a nasty 'swipe'.


Barton Lane overbridge No. 32 on the approach to Shackerstone originally spanned a double track route, like all the overbridges on the line. Note the speed restriction sign (10) on the right. The lattice post outer home signal (beyond the derelict 'Peak') is quite hard to sight. Shackerstone signal box is visible in the distance.

As we emerged from the bridge, the signal was still 'on', so I gave the signalman a blast on the whistle as a reminder. The signal immediately came 'off', so I politely gave a short 'pop' on the whistle in thanks and continued down the cutting, braking again for the 'dead slow' restriction on the relaid section. The inner home signal is a two-disc L.M.S. pattern ground signal. Where signals are placed one above another, the topmost arm or disc relates to the leftmost route.


Shackerstone: Driver's view of the inner home. The upper disc reads
to platform 1; the lower disc to platform 2.

This is where it went a bit awry. With a 5-coach train in platform 2, it's difficult to run round and still access the water crane at the end of platform 2 so the special timetable called for arrivals during the day to be into platform 1. But the disc came off for platform 2 and I 'took it', thinking I knew the stopping 'mark' for 'Cumbria' with 5-coaches in platform 2. Unfortunately, I got it slightly wrong, so when we ran round, we buffered up to the coaches still a few feet short of the water crane. We checked the level of water in the tank but thought it imprudent to depart without taking water so we coupled onto our train, had the Guard close the doors and ensure that the barrow crossing at the rear of the train was clear and set back back a short distance so that we could take water.

We had to take water each time we ran round our train at Shackerstone but the signalman routed us into platform 1 after the first train, so we had no further trouble accessing the water crane, although taking water is always a fairly heavy and unpleasant business for whoever is 'on top'. When I was young, I used to watch locomotives taking water at Wolverhampton High Level Station and the LNWR pattern water column is described in the section 'Water Column' in post Wolverhampton High Level Remembered


Water Crane, Shackerstone. Note the brazier.

We made four more round trips to Shenton on the regular timetable, doing good business each time. On most trips, we'd make up a few minutes, only to lose them again waiting for passengers. After the fifth round trip, we'd arranged for Adrian to meet us at the ground level coal storage bunker in the North End Sidings at Shackerstone. Here, with Adrian driving the 'Wetherill' bucket loader, we re-coaled, ready for our two Evening Specials, inevitably increasing our lateness. Movements from the North End Sidings back into either platform line are controlled by a ground disc signal which, because of the distance from the signal box, is electrically-operated. Unusually, the signal is not provided with coloured spectacles to allow the signal to give red or green indications at night. The signal is similar to types which were used extensively on both the Southern Railway and London Underground, where an electric spotlight was provided to illuminate the face of the disc at night.


Westinghouse electrically-operated semaphore ground signal,
Shackerstone No. 7.

The 'Specials'

We watered, completed the run-round and prepared to take the first of the Evening Specials. A relief signalman had taken over in Shackerstone signal box and Garth took over as Guard but the locomotive crew carried on. We were due out at half past five, but it must have been nearer six before we left.


'Cumbria', coaled, watered and with the engine lamps lit, ready to depart with the late-running 17:30 'Special'.

We set off at dusk in that strange twilight where motorists often mistake what they can see so we made sure we kept a sharp lookout. The train was well-patronised with lots of people getting off and on at our intermediate stop at Market Bosworth. In the gathering gloom, we made our sixth journey of the day to Shenton. When leaving the engine at Shenton, extra care was taken during uncoupling, coupling, setting lamps and working points because of the increased risk of slips, trips or falls in the reduced visibility.

As we waited for the "Right Away" from Shenton, the station lighting threw a few small pools of yellow light onto the platform, insufficient to see how advanced station duties were. Eventually, we set off, slowly until we'd passed over the temporary speed restriction at Bridge 21, where the bridge parapet was just visible as we passed, then accelerating up the bank. It had become properly dark and much cooler. The ground was completely black and the line ahead invisible. The sky had dimmed to a deep purple so that the outlines of lineside features like trees, overbridges or telegraph poles were eerily silhouetted against the sky. In the post The Railway at Night, there's a brief description of the problems of running trains in the dark. As visual cues are reduced, hearing becomes more important and drivers had to orient themselves largely by listening to the differing sounds made by various lineside features. At Market Bosworth, there was the usual bustle of activity on the platform then we set off for Shackerstone.

Approaching Barton Lane overbridge, I slowed to 10 m.p.h. and looked out for the outer home signal. The post and signal arm would be invisible - I was looking for a red or green signal lamp. Traditionally, semaphore signals were lit with paraffin lamps, as described in the post here, but the main signals at Shackerstone have been electrified, with filamentary lamps replacing the original oil lamps. The signal was 'off' so we continued our approach, looking out for 'green above red' at the inner home, which would mean we were cleared to platform 1. Having confirmed the signal aspect, I prepared to surrender the Single Line Token to the Signalman, who had to leave his cosy-looking box to wait on the outside landing. As I passed, he gave me permission to pass the Stop Board at the north end of Platform 1 to run round. On arrival, we ignored the activity on the platform to concentrate on uncoupling, drawing forward, setting the hand points towards platform 2 and, once the signalman had 'cleared' the ground signal, reversing to the water crane.

Taking water is not much fun in the day but, at night, the man on top of the saddle tank manhandling the water 'bag' has to be especially cautious. Having taken water for the last time, we moved across to the front of our train for our final round trip to Shenton. Before we left Shenton for the last time, I recorded the scene but, even with flash, there's not much to see.


'Cumbria' ready to leave Shenton with the last service of the day to Shackerstone.

Once again, we went through the complex pattern of changing speed to comply with the various slacks, in the dark. This is where a good Fireman shows his colours. We needed enough fire to work the train back to Shackerstone, move light engine to shed, clean the fire and fill the boiler, leaving ideally not more than 50 p.s.i. on the 'clock'. Underdo it and it may be difficult to complete one or more of those tasks; overdo it and the crew may be faced with 'paddling out' excessive fire, wasting fuel (and effort). Jamie had judged matters nicely and everything was in order as the approached the inner home at Shackerstone where, this time, we got 'red above green' - cleared to platform 2, as shown in the special timetable. On arrival, we lost no time in uncoupling, drawing forward, changing the points for platform 1 and backing through the platform to the Ground Frame which gave access to the Loco Shed.

Disposal

We stopped outside the Shed with reasonable pressure to move into the shed (the problem isn't being able to move, it's having sufficient steam for an effective steam brake - without that, you're reliant on screwing on the handbrake to stop), decent water level and a nice 'low' fire. We co-operated on 'cleaning' the fire. The coal we'd been using was pretty good, but tended to produce some 'clinker' where impurities in the coal fuse with the incombustible ash to produce a metallic 'slag'. If left undisturbed to cool down, 'clinker' tends to 'glue' itself to the firebars and can be very hard to remove. The standard approach is to scrape the clinker off the bars whilst hot and break it up, removing it with a 'clinker shovel' or 'paddle' ('paddling it out'), if necessary. I prefer to slide the flat end of a 'long pricker' up and down the bars to detach clinker but other tools, like a 'long dart' or a 'bent dart' may also be needed. There's a general post on Disposal here.

I moved 'Cumbria into the shed for the night and we used the remaining steam to fill the boiler. I had a quick look round the locomotive for anything untoward, checked each wheel centre with the back of my hand for running 'hot' then (because "The job's not done 'till the paperwork's done") set about completing the three-page 'Fitness To Run' ('FTR') report completed for each day's steaming. Meanwhile, Jamie and Richie isolated the various cocks and tidied things away. My shift had been 11 hours - Jamie's and Richie's even longer but we all agreed that we'd had a good, if tiring, day.

On the footplate

The description above is specific to working the trains for 'Operation: Market Bosworth'. Footplate work is very varied according to the locomotive in use and the 'diagram' (the details of the movements to be carried out). More posts on this topic are listed below:-

On the Footplate (Part 1).
Stanier '8F' inauguration at Peak Rail.
MIC - The Working of Trains.
Driving Turn at Peak Rail - Part Two: Driving Experience.
A Day on the Footplate (2).
Peak Rail Winter Service 2013.

Other posts on this site featuring 'Cumbria'

The Battlefield Line Steam Gala.
The 'Austerity' 0-6-0ST locomotive.
'Santa Specials' at The Battlefield Line - Christmas 2015.
Sunday at Shackerstone.
Teddy Bears' Picnic (by another author).
'Operation: Market Bosworth' - The Battlefield Line 1940s Weekend 2016

My Pictures

Battlefield Line 1940s Weekend 2016.
All my Battlefield Line pictures.

[Update 13-Aug-2017]

'Operation: Market Bosworth' - The Battlefield Line 1940s Weekend 2016

The Battlefield Line held 'Operation: Market Bosworth' - a '1940s Weekend' - on 17th and 18th September 2016.

A number of railways now run '1940s Weekend' events - I've been involved in the Peak Rail events since their inception in 2006. My report on the 2016 Peak Rail '1940s Weekend' (which didn't run quite as planned) is here and includes a list of all my earlier reports and pictures.

The first '1940s Weekend' at the Battlefield Line was in 2012 when I was driver on the diesel railcar which provided a shuttle service between Shackerstone and Market Bosworth in between steam-hauled service trains to Shenton. In 2013 the pattern was repeated and, again, I found myself driving the diesel railcar. I think I then missed a couple of years but was pleased to be rostered to drive the steam service on Saturday, 17th September 2016.

In 2016, the railway service for the weekend had been expanded. The normal 'Green Timetable' of five steam-operated return workings between Shackerstone-Market Bosworth-Shenton had been strengthened in the morning by an earlier additional round trip operated by the diesel railcar and in the evening by two 'Special' steam-operated round trips. All the steam trains were 5-coach, hauled by 'Austerity' 0-6-0ST locomotive 'Cumbria'.

Re-enactors, in both civilian and military dress of the period and a lookalike Winston Churchill created a 'Wartime' atmosphere.


Winston Churchill meets the public on Market Bosworth station.

There were numerous refreshment and trade stalls in the Goods Yard at Market Bosworth, together with extensive tented encampments for the 'combatants'. All types of military equipment and vehicles, including a replica Panzer III Tank, were on display. The Goods Shed itself hosted an array of stalls and a performance area for Ashby Little Big Band (who are also a regular attraction at the 1940s events at Peak Rail) and the vocalist Natalie Nightingale. On each day there was an exciting (and loud!) battle re-enactment. The programme of events was tied to the arrival of each train at Market Bosworth but, inevitably, delays to the service occurred during the day ("Don't you know there's a War on?").

The published programme was:-

11.50 a.m. Winston Churchill Address to the Nation
12.00 noon Ashby Little Big Band
12.50 p.m. Natalie Nightingale
1.30 p.m. Ashby Little Big Band
2.30 p.m. Battle re-enactment
3.15 p.m. Natalie Nightingale
3.50 p.m. Winston Churchill's "Victory in Europe" speech
4.00 p.m. Ashby Little Big Band

View from the footplate of 'Cumbria' approaching Market Bosworth, with part of the military encampment of the right and the large Goods Shed in the background.

During the day, the weather remained mild and it was gratifying to see so many people attending. Everybody I spoke to thought it a very successful day.

The event had faced formidable competition from 'Flying Scotsman' which made a public appearance at Tyseley Locomotive Works the same weekend, as advertised here. Back in the 1990s, I'd been one of the Instructor Drivers at Tyseley when 'Flying Scotsman' made a number of visits offering 'Flying Scotsman' driving experiences. There's a report on those visits here. I think the opportunity for members of the public to actually drive 'Flying Scotsman' is unlikely to recur in the future.

Our period-attired shopkeeper, Chris Simmons, accompanied by his wife Jo and son Charlie (temporarily an 'evacuee') displayed the appropriate 'Fighting Spirit' by displaying a defiant chalkboard announcing "NO NEED TO GO TO BIRMINGHAM - MEET THE FLYING SCOTSMAN HERE!".


The Simmons family, outside Shackerstone station shop.

Chris's 'Flying Scotsman' was certainly green and carried the right nameplate!


A tinplate 'Flying Scotsman' on display in Shackerstone station shop.

The two evening 'Specials' were well-patronised as re-enactors who had been occupied during the day took the opportunity to make a round trip of the train.


As dusk falls, re-enactors join the first 'Special' at Market Bosworth.

By the time the second evening 'Special' left Shackerstone, it was properly dark.


'Cumbria' ready to leave Shenton with the last service of the day.

Related Posts on this site

'Operation: Market Bosworth' - On the Footplate
Battlefield Line 1940s Weekend 2013.
Battlefield Line 1940s Weekend 2012.

My Pictures

Battlefield Line 1940s Weekend 2016.


[Link to ''Operation: Market Bosworth' - On the Footplate' added 8-Oct-2016]

'Flying Scotsman' at Peak Rail

In the post 'Flying Scotsman' at Birmingham Railway Museum, I briefly described my time with the locomotive at Tyseley between 1992 and 1995.

The commercial venture operated by the locomotive's then owners Sir William McAlpine and Pete Waterman was not successful and, on 23rd February 1996, the locomotive was sold, for 1.5 million pounds, to Tony Marchington, who then funded extensive repairs at Southall costing 1.45 million pounds.


'Flying Scotsman' at Southall.

When I'd last seen 'Flying Scotsman' in 1995, the locomotive was in its British Railways form as 60103. I may not have particularly liked the locomotive's appearance but at least it was historically correct. What emerged from Southall in 1999 was a confection combining 'Kylchap' exhaust and double chimney, LNER livery, the running number 4472, no smoke deflectors and air, rather than the original vacuum, brakes.

After a series of successful runs between King's Cross and York, which attracted widespread public interest, Tony Marchington "fulfilled a dream" of bringing the locomotive to his native Derbyshire. The locomotive appeared (on a low loader) at the 1999 Hartington Moor Steam Rally. Then, at the end of July 2000, the locomotive ran at Peak Rail during a 9-day 'Extravaganza'.

Although the initial hope had been to run service trains between Rowsley and Matlock, the locomotive's 22-ton axle load was not permitted over Bridge 35 (the bridge over the Derwent on the Darley Dale side of Matlock Riverside station). This resulted in southbound workings 'stopping short', north of the Derwent Bridge and, of course, there was no facility for a locomotive to 'run round' its train at this point. As a result, 'top and tail' working was adopted using a locomotive each end of the passenger train with 'Flying Scotsman', facing north, at the north end of the train and Peak Rail's 0-6-0T, facing south, at the south end of the train.

Since 'Flying Scotsman' had only air brakes, the vacuum-braked Peak Rail coaching stock could not be used and a suitable rake of dual-braked coaches was hired-in from West Coast Trains. Southbound workings would be vacuum braked, controlled from the 0-6-0T and northbound workings air braked, controlled from 'Flying Scotsman'. The dual-braked coaches duly arrived via the main-line connection at Matlock, hauled by one of Tyseley's main-line certified 'Pannier' tanks, which sat in the sidings at Darley Dale until it was time to take the dual-braked coaches back at the end of the event.

Because of its axle loading, 'Flying Scotsman' didn't have the option of arriving via the main line connection, but negotiated the less-than-ideal road system by low loader to reach Rowsley. The situation was complicated because of the crowds of sightseers lining the route, anxious to see this famous locomotive.

I was rostered on seven of the nine days of the 'Extravaganza', either as Driver or Conductor Driver on 'Flying Scotsman' or Driver on the 0-6-0T 'Austerity' attached to the other end of the train.

Whilst it was good to be re-united with the engine, I found the double-chimney, perched right at the front of the smokebox, looked rather unbalanced, an appearance not even relieved by the fitting of continental 'blinkers' carried as 60103. Later in her preservation career, the smoke deflectors were restored (presumably to help 'lift' the exhaust steam, rather than for aesthetic reasons). And, for me, no matter how much steaming might be improved by the 'Kylchap' exhaust and double chimney, these alterations jarred with the lined LNER livery and running number 4472. Whilst the way vacuum brakes were fitted to locomotives produced at Doncaster could present challenges (the design of the brake rigging sometimes allowed brake blocks to unexpectedly stick 'on'), vacuum brakes were historically part of the fundamental design so I was prejudiced against air brakes, particularly when the air was generated by a Polish steam-driven air compressor mounted between the frames. Although the compressor was not visually intrusive, it produced a very foreign-sounding slow, repetitive 'thump - chuck - thump - chuck'. Any form of conservation inevitably introduces compromises (I think 'Flying Scotsman', an A3 Class, has had an A4 boiler for years).I think I've commented before that, whilst I believe an owner has a right to turn out an engine in any style or livery he chooses, it doesn't mean I have to like it.

It was a very hectic period, with unprecedented crowds. Having been in charge of the recent repairs, Roland Kennington was there with others from Southall. I'd first met Roland Kennington back in 1992, when he came with 'Flying Scotsman' to Tyseley. In 2000 he did a number of driving turns at Peak Rail but, despite his experience, needed a Conductor Driver from Peak Rail on the footplate. I hadn't expected to like Tony Marchington, but found we got on quite well. Having spent all that money on the locomotive, it seemed rather sad that he was not even allowed to drive in traffic, except under supervision. I was flattered when he asked if I would teach him to drive but Roland decided that it would be more approriate if he carried out the instruction.

One day, an already-frail Alan Pegler was re-united with 'Flying Scotsman' and this was the only time I met him. On another occasion, I chatted to an elderly gentleman of, I think 98, who had been a Camden driver. I offered to show him the footplate of 'Scotsman' and he immediately agreed. His family were horrified, saying his mobility was far too bad to allow that. But I'd seen the gleam in his eye, so was unsurprised when he virtually skipped up the cab steps. He sat in the fireman's padded bucket seat and we chatted until it was time to leave.

Another day, Tony Marchington chartered the train for an evening meal with his large circle of friends and decided that his special guests would be favoured with a visit to the footplate. So we made unexpected use of Gresley's Corridor Tender, bringing guests to and from the footplate through the rather narrow passageway in the tender, as we made our majestic progress up and down the line. The contrast between the gaiety and bright lights in the restaurant car and the darkness and noise on the footplate was remarked upon by a number of guests. We weren't completely in the dark on the footplate because, after 1995, 'Flying Scotsman' had been fitted (or re-fitted) with electric lighting powered from a steam turbo-generator (there's a brief description of this type of equipment here.

Unfortunately, I don't have photographs of this period, but I did purchase commercial DVDs, one of which captured an interesting occurrence. I was firing the locomotive, prior to departure from Rowsley - not very demanding on such a gentle working provided you've experience of firing a wide firebox fitted with a 'Great Northern' 'Trap Door' firehole door (I've talked about the 'Trap Door' here). Suddenly, there's a muffled 'thump' and a tinkling. Jan looks up, very casually, to confirm that the fireman's side gauge glass has broken.

On a simple gauge glass, rupture of a glass would discharge water and steam through the broken ends, until the fireman was able to isolate both the steam cock and the water cock (protecting his hands whilst so doing with a jacket or sacking). However, 'Flying Scotsman' was fitted with an improved type of gauge glass incorporating an automatic shut-off ball valve as part of each isolating cock. These had operated correctly on breakage of the gauge glass so that I could manually isolate the cocks without difficulty. I then 'blew down' the driver's side gauge glass, to build some confidence that this glass was giving a true reading. A Great Western fireman would have been expected to replace a failed glass in a couple of minutes (Great Western engines normally had only one gauge glass, plus 'try cocks' as a backup). However, when I enquired about a spare gauge glass I was told we'd run with one gauge glass for the rest of the shift. So that's what we did.

After 'Flying Scotsman' completed its visit to Peak Rail, the story of this locomotive continued, not always happily. There's a potted history, up to 2013, here. When I can, I'll update that.

Electrical Systems on Steam Locomotives

In the article The Railway at Night, I discussed the rather feeble headlamps carried by British steam trains, mentioning that many railways overseas, with unfenced routes, provided more substantial headlights. The most obvious use for electricity on steam locomotives was in replacing the various oil-powered lamps, particularly on railways where powerful headlights had always been used. An effective way of generating electricity from steam was a small turbine rotating a dynamo and a successful manufacturer in the U.K. was was J. Stone & Company, from Deptford, London.

Josiah Stone and others first established this engineering company in 1842 and there's more information on the history and activities of the firm here, in the indispensible Grace's Guide. The company became involved in the supply of electric lighting systems, dynamos and batteries for railway carriages world-wide as well as steam-powered generators. The railway product range further diversified before the company was taken over by Platt Brothers in 1958, trading as Stone-Platt Industries until closure in 1982.

Locomotive applications in Britain

British railway companies did not exactly fall over themselves to embrace locomotive steam turbo-generators but Thompson's B1s were fitted, together with some of the L.N.E.R. 'Pacifics'. Bullied's 'Pacifics' for the S.R. were similarly equipped, as were, I understand, the last two L.M.S. 'Coronation' class. In general, the installations provided electric headcode lamps at both ends in the normal positions, tail lamps (for running light engine) together with a gauge lamp and an overhead cab light (only used when the locomotive was stationary, to preserve the driver's 'night vision'). Sometimes, a lamp was provided under the cab to allow the fireman to check the overflow from the injectors to ensure he was not 'wasting water'.

The pictures below show the arrangements on'B1' 'Mayflower'.


There are four white electric headlamps, plus one red tail lamp. Conventional lamp irons are also fitted to allow oil lamps to be carried where required.


Mayflower's Stone's Steam Turbo Generator is neatly mounted adjacent to the smokebox, discharging its exhaust into the smokebox. All the electric wiring is run in steel conduit.


Detail of the white and red lamps in the middle of the buffer beam.

Locomotive applications Overseas

Railways overseas, with their interest in providing more powerful headlamps, were far more enthusiastic in adopting steam electric generators and there are pictures taken in various countries below.

United States of America

This Baldwin 2-8-0 (awaiting restoration), built in 1907, which I found during my visit to the State Railroad Museum, Boulder City in 2008, represents typical American practice. There's a little more about this exhibit here.


6264: The generator is on top of the firebox, the headlamp incorporates diagonal 'sidelights' displaying the locomotive number and wiring is carried in fixed or flexible conduit.

During WWII, America supplied locomotives to a number of countries and many of these had steam electric generators

Zambia

The following pictures show British-built locomotives for Africa now preserved as static exhibits in Livingstone Railway Museum, Zambia, as described here


Locomotive running number 1126, showing part-dismantled steam turbine electric generator on fireman's side foot-framing (Sharp Stewart 4862 of 1902).


Another view of the steam turbine electric generator on No. 1126, showing rating plate 'Stone's Turbo Generator (Patented) No. 2461, 500 Watts, J. Stone & Co. Ltd, Deptford, London' (the company became limited in 1904).


Locomotive running number 70, built Neilson Reid, showing the electric headlamp and, mounted immediately behind, the steam turbine electric generator.


20th class No. 708 built by Beyer Peacock, works no. 7693 of 1954, showing part-dismantled steam turbine electric generator.

I also saw this type of equipment still in use when I enjoyed a footplate trip on the steam-hauled dining train, the 'Royal Livingstone Express', operated by the Victoria Falls Steam Railway, as described here.


The driver adjusts the cock supplying steam to the generator on the right, a J. Stone & Company Ltd product. The thin copper pipe is the steam supply, the vertical tube is the exhaust and the horizontal conduit is the electrical output (which changes into a pair of dangling wires leading to the cab!).

Ukraine, Mongolia & Russia

Russian-designed steam locomotives use electricity to work head lights and tail lights, illuminate the cab and the important water gauges. Electricity also powers the radio equipment used for train control. My visit to Ukraine in 2005 to drive preserved steam on the main line is described starting here. In 2012, my visit to Mongolia and Russia (described here) found a number of similarly-equipped Russian-designed locomotives in museums or 'plinthed' at stations.


Em 735-72 appears to have two genenerators on the top of the firebox, one either side of the chime whistle.


Even this 0-4-0 tank B2137 has a generator on the top of the firebox, with its steam exhaust pipe pointed upwards.


Su 251-86 showing the steam generator atop the firebox.


Attempted repairs to the turbo-generator on preserved Su 251-86 at Chernivtsi Motive Power Depot.


Class 'L' 2-10-0 freight locomotive L3535 at Chernivtsi Motive Power Depot showing the electric illumination of the dual boiler pressure gauge.

Poland

On my trip to Poland in 2003 (described here) I discovered that Polish steam locomotives usually showed three electric head lamps, as shown below.


Pt47-65 at Zybasyn, showing the three electric head lamps customarily carried.


Top view of Pt47-65. Note the air horn on cab roof and exhaust from steam turbine generator, which can be seen on the foot-framing, just ahead of the cab.

Other countries

I've found similar arrangements in a number of other countries, but they are not detailed here.

Beyond Illumination

Electricity, of course, has other potential applications on a steam locomotive beyond electric lighting. The use to power radio equipment in some countries has already been mentioned.

In the UK, The Automatic Train Control (ATC) introduced by the Great Western, followed by the Hudd system developed for use on the London, Tilbury and Southend Section of the L.M.S. were battery powered. The Hudd system was, after further work, adopted as the British Railways Automatic Warning System (AWS) with its distinctive heavy-duty battery box and came into widespread use before the demise of steam in the UK.

Electric speedometers on steam locomotives, where a generator rotated by a coupled wheel feeds a suitably-calibrated voltmeter, were also common on express locomotive classes.

Today, preserved steam locomotives running on the main line must not only be provided with 'Classic' AWS, but must have full Train Protection & Warning System (TPWS) capability, combining AWS with overspeed and train stop features, together with an On Train Monitoring Recorder (OTMR) - the railway equivalent of an aircraft's 'Black Box'.

Related picture albums

'Mayflower'.
Nevada State Railroad Museum, Boulder City.
Livingstone Railway Museum, Zambia.
Victoria Falls Steam Railway, Livingstone, Zambia.
Ukraine Steam.
Polish Railways (PKP).