Steam Railway Mini Magazine

IT’S A GIFT!
NRM LOCO IN ‘STEALTHY’ CLEAROUT
£4.10
No. 459
October 7 -
November 3
2016
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Museum reveals the final
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ROYAL SCOT FOR NYMR
NELPG AT 50

InTheWorks
LONG TERM RESTORATION PROJECTS
SWANAGE
S&D STAR RISES AGAIN
Steam Railway brings you the latest progress on
the youngest preserved Bulleid ‘Pacific’
Enthusiasts may view
the Somerset & Dorset
through rose-tinted
spectacles, but it wasn’t
always so pleasant for
footplate crews, as Peter Smith relates
in his books Mendips Engineman and
Footplate over the Mendips.
In one of the most dramatic
sequences, he graphically recalls
the terrifying pyrotechnics
when ‘West Country’ No. 34105
Swanage blasted half its fire
out through the chimney in an
almighty slip inside Devonshire
Tunnel, while simultaneously
trying to asphyxiate him and his
driver Donald Beale in the narrow
single‐line confines. Like Ivo Peters’
narrow escape from a blowback (see
pages 62-63), it’s a sobering reminder
of the harnessed power, and the
dangers, of the steam locomotive.
As the S&D’s most important
anniversary rolls around, things are
more serene for No. 34105. It’s been
out of action at the Mid-Hants Railway
for almost two decades, but with an
overhaul well under way, the youngest
surviving Bulleid ‘Pacific’ will soon be
once again climbing through delightful
scenery on a single-track crosscountry
route.
Well-earned TLC
Life for Bulleids on the S&D was pretty
hard, with tales of valve gear chains
stretched on the gruelling banks and
oil-soaked boiler lagging set alight by
hot brake blocks on the long descents,
but retirement wasn’t exactly sedate
for Swanage either. First steamed
in 1987 after an 11-year restoration
from Barry condition (during which
Donald Beale visited for a reunion),
it completed a full ‘ten-year’ boiler
ticket before being ‘stopped’ due to the
condition of its axleboxes. When asked
what needed doing to the ‘bottom
half’ this time, Project Manager Steve
Humby replies simply: “Everything.”
“It’s fairly well-documented that
there were problems with the track
on the Alton extension when it first
reopened,” he elaborates, “and that
gave it quite a hammering.
“All the horn guide liners had
worked loose - they’re secured
by one bolt while the
rebuilds had six. The horns
were worn, and we’ve built
them up with weld.”
Like many ex-Barry
engines in their first
‘ten-yearly’, he describes
it as “the first major
Swanage at its namesake town.
No. 34105 makes a striking
presence on shed at the branch
terminus, during its visit to the
Swanage Railway on March 20
1993. J.R. BAGSHAW
DID
YOU KNOW..?
A crest was originally
produced for No. 34105,
incorporating the
Swanage coat-of-arms, but
never fitted - until 1993,
when the locomotive
visited the Swanage
Railway.
No. 34105’s frames
and cab inside Ropley
works on March 1.
overhaul since BR days - they were
done on a shoestring first time,
but now we’ve got the benefit of
more experience and far better
facilities.”
Attention is currently focused
on the centre cylinder, and one
defect which could date back
to when it was built - wastage on
the mounting faces for the main
steam pipes: “City of Wells had the
same problem, but none of the other
Bulleids do - perhaps because these
were in the last batch, the pattern was
well-used to start with.”
The contract has been placed for
a new liner in the centre cylinder, and
the outside ones have been rebored.
{ NO. 34105 SWANAGE }
Built:.................................Brighton, 1950
To traffic:...........................Bournemouth, February 25 1950
On September 6 1964:.....Eastleigh
On October 4 1964:..........Withdrawn
Arrived at Barry:...............February 1965
Left Barry:.........................March 1978 (Departure No. 90)
46 Issue 452 March 24-April 21 2016 www.steamrailway.co.uk

Asked what needed doing to the
‘bottom half’ this time, Project
Manager Steve Humby replies
simply: “Everything”
{ HOW YOU CAN HELP }
Swanage was saved from Barry by a group of MHR members who
had originally set their sights on Stanier ‘8Fs’ Nos. 48518 and 48624.
Today, the MHR Preservation Society is a significant shareholder and
is funding the current overhaul; donations payable to MHRPS can be
sent to the Railway Station, Alresford, Hampshire SO24 9JG, or made
online at www.watercressline.co.uk
The driving, bogie and delta truck
wheels have had their tyres turned at
the South Devon Railway, while the
tender may need complete retyring.
The famous oil bath and chaindriven
valve gear are in bits: “The
chain was new at the first restoration
- most lost them at Barry - and it isn’t
the original type, so we had to change
the sprockets on the drive wheels.
Only later did other groups persuade
Morse [the original manufacturers] to
start producing it again.”
Underneath the firebox, the frame
doubling plates were removed to clear
corrosion between them and the
frames themselves, and the distorted
frames were straightened by Phil
Candy, a former Eastleigh blacksmith.
The smokebox, casing and cab
sheeting will be all-new, thanks not
only to outdoor storage but, ironically,
to cleaning: “The casing was rusting
even before it came out of service
because it had been done with car
wax and soapy water. Wadebridge has
been cleaned with paraffin, and the
oil content protects it.” A lesson there,
perhaps - clean your engines the BR
way, and not only will they look more
authentic, you might save money on
the next overhaul?
What will also be more authentic is
the tender - originally from ‘Merchant
Navy’ No. 35025 Brocklebank Line. To
offset the effect of the longer chassis,
it was given the high-sided ‘raves’ -
dictating BR green with the ‘cycling
lion’ crest - but while replacing the
inner bracing, the opportunity has
been taken to correct the radius of
the top curve and the shape of the
coal space. The latter isn’t just rivetcounting:
“Because the sides were too
steep, and back then we did an extra
round trip each day, it would run out
of coal!”
Check every corner
If the ‘bottom end’ was well-worn, the
boiler held fewer horrors. Thanks to
effective water treatment, the barrel is,
according to boiler shop foreman Andy
Netherwood: “superb - it’s got marginal
corrosion on the outside, but the inside
Top: Looking up
inside Swanage’s
firebox towards the
tubeplate, showing the
thermic siphons and
their diaphragm plates
on the throatplate, due
for replacement.
One of the
foundation ring
corners removed for
replacement, showing
where a crack was
welded up in BR days.
is as good as the day it was built.
“Because there are so many
Bulleids in preservation, we know
where to expect problems, but this
one hasn’t proved to have any serious
defects.”
The biggest trouble spot on O.V.S.’s
‘Pacifics’ is the thermic siphons - the
arch tubes connecting the firebox
throatplate to the crownsheet. These
improve water circulation and provide
additional heating surface, but can be
a headache at overhaul time - usually
needing new sections welding in on
the undersides. Swanage has already
had this done in BR days and requires
it again, as well as replacement of
the diaphragm plates connecting the
siphons to the throatplate.
Another maintenance trade-off
comes with the firebox foundation
ring, which consists of a U-shaped
channel instead of the thick steel
casting found on most engines. As well
as saving weight, this was intended
to reduce stress from expansion and
contraction - but still suffers from
cracking in the corners. One of these,
Andy points out, had already been
welded by BR, through the washout
plug above it - but all four corners will
now be replaced with new pressings
ordered from Buckfastleigh (which is
also making the new siphon sections).
The firebox tubeplate is to be
replaced, but the smokebox tubeplate
is acceptable for re-use, and Andy
says: “Virtually none of the firebox
plate needs replacing - there’s less
cracking than we expected, and what
there is we can weld up in situ.”
‘Spam’ shortage
Working in parallel with the boiler of
Urie ‘S15’ 4‐6‐0 No. 506 - now the main
job in hand after the boiler from ‘4MT’
2‐6‐0 No. 76017 was steam-tested in
February - Andy estimates that there is
another 18 months’ work on Swanage’s
boiler, while Steve reckons that the
frames are a year from rewheeling.
With fellow ‘Spam Can’ No. 34007
Wadebridge having reached the end of
its ‘ticket’, this Southern Region time
warp now faces the prospect of being
without a working Bulleid. It’s good to
know that it won’t be for too long, and
the return of Swanage - and Canadian
Pacific in 2018 - will be very welcome.
www.facebook.com/SteamRailway
March 24-April 21 2016 Issue 452 47

Gallery
The best in steam photography

LBSCR ‘E4’ 0-6-2T
No. B473 recreates a typical
Southern branch train for a
75H charter at the Bluebell
Railway on March 17.
GREG COOMBER
Far left: ‘A1’ No. 60163
Tornado and GWR ‘Mogul’
No. 5322 inside Didcot shed
during a Timeline Events
night shoot on March 26.
JACK BOSKETT
GWR ‘56XX’ 0-6-2T
No. 5643 leaves Bolton
Abbey station and enters
Hambleton cutting on
December 13 2015.
ANDREW RAPACZ
Below left: Metropolitan
Railway 0-4-4T No. 1
reaches the end of the
rainbow at Hammersmith,
on the Midland Railway
- Butterley on March 27.
SIMON BEEDIE

Railwaymen at
In a follow-up to our popular feature ‘Engineers at Rest’ in SR451,
TOM BRIGHT uncovers the final resting places of more of this
country’s most prominent railwaymen
Did you know that the death of
one chief mechanical engineer
indirectly led to the death of
another? As part of Steam
Railway’s ongoing study of
the final resting places of our most eminent
engineers, the tragic tale of Massey Bromley
and Charles Reboul Sacre came to light.
Bromley’s tenure as CME of the Great
Eastern Railway only lasted three years, and
none of his locomotive designs survived into
LNER ownership. He was killed, along with
23 others when, at Penistone in 1884, while
travelling on the 12.30pm Manchester-King’s
Cross service, the locomotive’s crank axle
snapped and the train derailed.
The engine, Manchester, Sheffield &
Lincolnshire Railway ‘D12’ 4‐4‐0 No. 443, was
designed by MS&LR CME Charles Reboul
Sacre. While no blame could be apportioned
to him or his design, Sacre reportedly felt such
overwhelming guilt that he committed suicide
by shooting himself five years later.
By commemorating CMEs, we overlooked
innumerable others who played their part in
developing the railways. One such man was
Col Holman Fred Stephens, best known for
his light railways. SR reader Ross Shimmon
explains Colonel Stephens’ importance: “He
exploited the terms of the Light Railways Act
of 1896, intended to help rural communities
by encouraging construction of railways
where conventional ‘heavy’ railways would
be unviable, and engineered or managed 16
lines in England and Wales. He also designed
several locomotives and experimented with
unconventional motive power.”
Col Stephens also extended the Welsh
Highland Railway to Porthmadog from Rhydddu
in 1923, the same year he became civil
engineer and locomotive superintendent for
both the WHR and Ffestiniog.
Staying with these North Wales lines,
another who adapted the steam locomotive
for all types of use included Robert Francis
Fairlie. His ‘Double Fairlies’ transformed the
Ffestiniog, and not only is 1879-built Merddin
Emrys still in service, but the railway is
planning to build another; a testament to the
quality of Fairlie’s innovative design.
Equally innovative are the Beyer-Garratts,
patented by Herbert W. Garratt in 1907. While
the type was never widely adopted in Britain,
former South African ‘NGG16s’ form the
backbone of WHR passenger services today.
Henry Greenly is most famous for his
locomotive designs for the Romney, Hythe &
Dymchurch Railway. Greenly’s one-third scale
15in gauge ‘Pacific’ and ‘Mountain’ engines
took inspiration from Gresley’s ‘A3s’ in 1927
and still run today at speeds of up to 25mph -
equivalent to 75mph in full-size terms. SR
1. LAWSON BILLINTON
(Locomotive Engineer)
London, Brighton & South Coast Railway (1912-22)
Born: 1882, Brighton, Sussex
Died: 1954, Lyme Regis, Dorset
Cremated: Weymouth Crematorium, Dorset
2. JOHN BLENKINSOP
(Pioneering Locomotive Engineer),
Middleton Railway (1808-31)
Born: 1783, Felling, County Durham
Died: 1831, Leeds
Buried: Holy Trinity Churchyard, Rothwell, Leeds
3. THOMAS BOUCH (Bridge Designer)
Born: 1822, Thursby, Cumberland
Died: 1880, Moffat, Dumfries & Galloway, Scotland
Buried: Dean Cemetery, Edinburgh
4. MASSEY BROMLEY
(Chief Mechanical Engineer)
Great Eastern Railway (1878-81)
Born: 1847, Leamington, Warwickshire
Died: 1884, Penistone, South Yorkshire
Buried: Leamington Cemetery, Warwickshire
5. THOMAS EDMONDSON
(Ticketing Innovator)
Born: 1792, Stonewell, Lancaster
Died: 1851, Meltonville, Manchester
Buried: Friends’ Burial Ground, Mount Street,
Manchester
6. ROBERT FRANCIS FAIRLIE
(Locomotive Engineer and Designer)
Born: 1830, Glasgow
Died: 1885, Clapham Common, London
Buried: West Norwood Cemetery, London
7. SIR SAM FAY (General Manager)
Midland & South Western Junction
Railway (1892‐99)
Great Central Railway (1902-22)
Born: 1856, Hamble-le-Rice, Hampshire
Died: 1953, Awbridge, Hampshire
Buried: All Saints Church, Awbridge, Hampshire
8. SIR JOHN FOWLER (Civil Engineer)
London Underground & Forth Bridge
Born: 1817, Wadsley, Sheffield
Died: 1898, Bournemouth, Dorset
Buried: Brompton Cemetery, London
9. HERBERT WILLIAM GARRATT
(Locomotive Engineer and Designer)
Born: 1864, London
Died: 1913, Richmond, Surrey
Buried: Municipal Cemetery, Richmond, Surrey
Named after its designer, ‘A2’ No. 60525 A.H. Peppercorn stands outside Doncaster in ex-works condition on September 26 1959.
The locomotive’s namesake is buried at St Wilfrid’s Church, Cantley, Doncaster. NORMAN PREEDY/RAIL PHOTOPRINTS
10. HENRY GREENLY
(Miniature Locomotive Designer)
Born: 1876, Birkenhead, Merseyside
Died: 1947, Heston, Hounslow, London
Buried: St Leonard’s Church, Heston, Hounslow
44 Issue 455 June 17-July 14 2016
www.steamrailway.co.uk

3
CHIEF MECHANICAL ENGINEERS
rest
11. WILLIAM HEDLEY (Pioneering
Locomotive Engineer)
Born: 1779, Newburn, Tyne and Wear
Died: 1843, Lanchester, County Durham
Buried: St Michael and All Angels Churchyard,
Newburn, Tyne and Wear
12. SIR ARTHUR HEYWOOD (Engineer)
Pioneer of 15in ‘minimum gauge’ railways
Born: 1849, Denstone, Staffordshire
Died: 1916, Duffield, Derbyshire
Buried: All Saints’ Church, Denstone, Staffordshire
13. GEORGE HUDSON (Railway Promoter
- ‘The Railway King’)
Born: 1800, Howsham, Yorkshire
Died: 1871, London
Buried: St Peter & St Paul Churchyard,
Scrayingham, North Yorkshire
14. JOSEPH LOCKE (Civil Engineer)
Born: 1805, Attercliffe, Sheffield
Died: 1860, Moffat, Dumfries & Galloway, Scotland
Buried: Kensal Green Cemetery, London
15. MATTHEW MURRAY (Pioneering
Locomotive Manufacturer)
Born: 1765, Newcastle upon Tyne
Died: 1826, Leeds
Buried: St Matthew’s Churchyard, Holbeck, Leeds
16. SIR HENRY OAKLEY (Great Northern
Railway)
Company Secretary (1858-70)
General Manager (1870-98)
Director, (1897-1912)
Born: 1823, Marylebone, London
Died: 1912, Regent’s Park, London
Buried: Brompton Cemetery, London
17. SIR CECIL PAGET (General
Superintendent, designer of the ‘Paget Locomotive’)
Midland Railway (1907-19)
Born: 1874, Sutton Bonington, Nottinghamshire
Died: 1936, King’s Newton Hall, Derbyshire
Buried: Marlepit Hill Cemetery, Sutton Bonington
18. ARTHUR PEPPERCORN (CME)
LNER and BR Eastern Region (1946-49)
Born: 1889, Leominster, Herefordshire
Died: 1951, Doncaster
Buried: St Wilfrid Church, Cantley, Doncaster
19. SIR SAMUEL MORTON PETO
(Civil Engineering Contractor)
Born: 1809, Woking, Surrey
Died: 1889, Tunbridge Wells, Kent
Buried: Pembury Old Churchyard, Tunbridge Wells
20. SIR FELIX POLE (General Manager)
GWR (1921-29)
Born: 1877, Little Bedwyn, Wiltshire
Died: 1956, Reading, Berkshire
Buried: St Michael’s Church, Little Bedwyn,
Wiltshire
21. WILLIAM POLLITT (General Manager)
MS&LR and GCR (1886-1902)
Born: 1842, Ashton-under-Lyne, Greater Manchester
Died: 1908, Bowdon, Altrincham, Cheshire
Buried: Altrincham Cemetery, Greater Manchester
25
24
1
5
21
30
11
29
12
22. CHARLES REBOUL SACRÉ (Engineer
and Superintendent of the Locomotive & Stores Dept)
Manchester, Sheffield & Lincolnshire Railway (1859-86)
Born: 1831, London
Died: 1889, Manchester
Buried: All Saints’ Church, East Hanningfield, Essex
23. FREDERICK GEORGE SMITH
(Locomotive Superintendent)
Highland Railway (1912-15)
Born: 1872, Newcastle upon Tyne
Died: 1956
Buried: West Cemetery, Darlington
24. CHARLES EASTON SPOONER
(Secretary and Locomotive Superintendent)
Ffestiniog Railway (1847-87)
Born: 1818, Maentwrog, North Wales
Died: 1889, Porthmadog, North Wales
Buried: Beddgelert Churchyard, Gwynedd
25. JAMES SPOONER (Ffestiniog Railway)
Surveyor (1825-36), Manager (1844-56)
Born: 1790, Powick, Worcestershire
Died: Porthmadog, North Wales, 1856
Buried: St Cynhaearn churchyard, Pentrefelin,
North Wales
23
2 15
4
20
We could not have conducted this survey without
the help from our ever-resourceful readers. Our
thanks for this issue go to: Phil Atkins, P. M. Chatfield,
Dave Harris, David McCollum, Ross Shimmon,
Kenneth Woods.
Thanks are also due to Peter Walcroft for telling us
17
7
13
18
10
19
9
22
16
8
27
28
14
6
26
26. JOSIAH STAMP (Chairman) LMS (1927-41)
Born: 1880, Hampstead, London
Died: 1941, Shortlands, Bromley, London
Buried: Beckenham Cemetery, London
27. COLONEL HOLMAN FRED
STEPHENS (Civil Engineer and Manager of
Light Railways)
Born: 1868, Hammersmith, London
Died: 1931, Dover, Kent
Buried: Brompton Cemetery, London
28. SIR HERBERT WALKER (General Manager)
LSWR (1912-22), SR (1923-37), SR Director (1937-1947)
Born: 1868, Paddington
Died: 1949, London
Cremated: Golders Green Crematorium, London
29. SIR EDWARD WATKIN
(Railway Manager and Chairman)
Manchester, Sheffield & Lincolnshire Railway General
Manager (1854-62)
MS&LR Chairman (1864-94)
Born: 1819, Salford, Greater Manchester
Died: 1901, Northenden, Manchester
Buried: St Wilfrid’s Churchyard, Northenden
30. SIR RALPH WEDGWOOD
(General Manager and Chairman)
LNER (1923‐39), Railway Executive Committee (1939‐41)
Born: 1874, Barlaston, Staffordshire
Died: 1956, Wotton, Surrey
Buried: Barlaston Cemetery, Staffordshire
that Charles Bowen-Cooke’s memorial looks across the
peaceful St Just Pool from the cemetery of the church
at St Just-in-Roseland, 50 miles east of St Just.
We are indebted to P.M. Chatfield and Kenneth
Woods for tracking down the final resting places of
Lawson Billinton and Arthur Peppercorn.
www.facebook.com/SteamRailway
June 17-July 14 2016 Issue 455 45

STEAM
NEWS
B R E XIT
SPECIAL
MORE OR LESS?
Brexit puts question mark
over steam cash grants
BRITAIN’S STEAM railways
could be heading for tougher
times after the unexpected
Brexit vote on June 23.
Senior figures in the
industry have warned of
major challenges ahead - but
at the same time see a host of
new opportunities.
With so much policymaking
still up in the air
both at home and across
the Channel, the UK’s
preservation movement is
anxiously examining the
implications of the narrow
referendum decision to leave
the European Union, and
calculating the likely effects
on its finances.
While Steam Railway
must declare itself editorially
neutral, the overall picture is
one of uncertainty.
Concerns over the removal
of EU funding for new
schemes and training were
compounded by economic
turbulence that could hit
visitor numbers and increase
BY BARRY Mc LOUGHLIN
the cost of fuel and building
materials.
However, there were
more positive indications
that the weaker pound
could encourage increasing
numbers of Britons to holiday
at home and attract more
overseas visitors.
Steam railways such as
the Welsh Highland and
Severn Valley have received
millions of pounds from EU
sources over the past 20
years. Brussels funding has
helped some railways to pay
for capital investment in
new projects and to finance
apprenticeships and other
training schemes.
The Heritage Railway
Association has pledged it
will be there for its members
if they have to fill any funding
gap caused by withdrawal
from the EU.
However, the HRA does
not expect a significant
I ADMIT I’M DISAPPOINTED, BUT WE
MUST KEEP CALM AND CARRY ON…
By BRIAN SIMPSON OBE, Chairman, Heritage Railway Association
BREXIT BRICKBATS?
change in the UK regulators’
interpretation of European
directives, or in the ROGS
2006 Safety Regulations,
which provide the regulatory
regime for rail safety,
including steam lines.
HRA Chairman Brian
Simpson, a former leading
MEP who chaired the
European Parliament’s
transport and tourism
The EU referendum is over and, to my great disappointment,
the country has voted to leave.
What effect this will have on steam railways is hard to
judge. There is bound to be a great deal of uncertainty in the coming
months and years. The decision will have a profound effect on our
country.
Steam railways will, of course, carry on doing what they do best,
providing the experience of travelling by train in a bygone era, and
competing with other tourist attractions for visitors and enthusiasts alike.
The grants that some railways and tramways received from the EU will cease when we leave. In the
long term there may be cost rises in all sorts of purchases, especially imports and fuel. Those cost
increases may include copper and other non-ferrous metals - important to locomotive owners.
Meanwhile, the relative weakness of sterling, while unhelpful to the UK economy at large, may
provide a boost to inbound tourism (visits by railway enthusiasts and tourists from overseas), and may
lead UK residents to look more to the UK for holidays and leisure breaks.
The HRA will be working with its partners in Visit England/Britain, Visit Scotland and Croeso Cymru
to maximise any short and long-term opportunities to build the role of steam railways in tourism, and to
help members capitalise on that growth.
My message to steam railway operators is to keep on giving excellent service to visitors. That’s
what’s enabled our sector to grow and thrive, regardless of EU membership.
Many people are upset by a perception that they are being taken out of the EU against their will. But
what we need now is a time of reflection and calm for us all.
The HRA has already begun the process of anticipating and analysing the impact of Brexit on every
aspect of steam railway operation. It’s at times like this that support and guidance for members comes
to the forefront of our work as an association. Where the issues are clear, we’ll explain. Where there are
unknowns, we’ll be working to find the answers.
z Loss of EU funding for developments and training.
z Weaker pound means dearer imported coal.
z Reduced spending power for leisure.
z Construction costs up - building materials etc.
z Economic downturn - less public money to fill EU funding gap.
z Effect on pensions could hit key preservation demographic.
BREXIT BRIGHT SPOTS?
z Increase in ‘stay-cations’ and foreign tourists.
z Cuts in ‘red tape’.
committee, told Steam
Railway: “The tourism
industry in Britain is in for a
difficult time. Money won’t be
available where it might have
been in the past.
“If the money is no longer
there, we have to plan to work
without it. Steam railways
must carry on doing what
they are good at: providing an
experience of a bygone era for
thousands of visitors.”
Much of the EU money for
preservation schemes has
come from the European
Regional Development Fund,
although the rapid expansion
of the community has
brought about a shrinkage in
the eligible areas of the UK.
An economic downturn
could hit passenger numbers
on preserved railways and
main line railtours as visitors
have less disposable income
to spend on leisure. Rising
car fuel costs could deter
both visitors and volunteers.
Older people could be
under particular pressure
if turbulent markets affect
pensions, which is bad for
steam lines because they are
a key visitor group.
The EU provides funds
for small to mediumsized
businesses for
training in engineering and
construction skills. Funding
for apprenticeships and
traineeships comes via the
Skills Funding Agency, which
is a co-financing organisation
with the EU through the
European Social Fund.
The cost of materials and
components for construction
projects could rise because of
the fall in the value of sterling.
There are also fears that a
weaker pound could push
up the cost of coal imported
from countries like Poland
and Russia. However, UK
steam lines increasingly use
domestically produced coal.
UNKNOWN
IMPLICATIONS
The HRA’s Mr Simpson told
Steam Railway: “There’s great
uncertainty at the moment.
The markets are in turmoil
and the currency is at a
record low. That will make
things we buy from abroad
more expensive.
“That will have an effect
on the railways, but each
railway can react differently.
Some are in a position where
they can perhaps withstand
it; most are not. But a lowervalue
pound means people
will perhaps stay in the UK
for their holidays and visit
preserved railways.”
Mr Simpson said money
for EU-funded schemes such
8 Issue 456 July 15-August 11 2016
www.steamrailway.co.uk

The NRM’s £11m Locomotion museum at Shildon relied on the
European Regional Development Fund for £2m - almost a fifth of the total
cost. On January 16 2014, ‘A4’ No. 4464 Bittern gives brake van rides on
the demonstration line. JOHN COOPER-SMITH
as apprenticeships would
obviously be withdrawn, as
would EU grants for various
railway projects.
It was unclear whether
there are alternative sources
of money to fill the potential
funding gap, he added.
Railways would now have
to find money from pots
within the UK - which will
have to meet ever-increasing
demands. If the economy
shrank as a result of
Brexit, with further cuts in
public spending, the steam
movement would never be
able to compete against
the likes of the NHS and
education.
In a statement, the
HRA said: “As subjects of
regulation that originates
at European levels, as
sometimes beneficiaries of
EU grant funding, and as key
players in UK tourism, the
UK’s steam railway operators
have many questions arising
from the referendum. As is
the case for all businesses in
the UK, it will take time for
the answers to emerge.
“The steam railway sector
is better placed than many to
survive the challenges ahead.
Tourism will continue to be a
major contributor to the UK
economy. Steam railways
attract more than 11 million
visitors every year.”
The HRA said it had
the advantage of effective
lobbyists in the All Party-
Parliamentary Group on
Heritage Railways. The
association will pursue as
much funding as possible
from the UK government, to
replace EU grants.
The Severn Valley Railway
has received more than
£2 million from the EU,
including grants after the
2007 floods and for the
Highley Engine House
➛
Euro-cash winners
UK lines that have received EU
cash include:
WELSH HIGHLAND RAILWAY
The European Regional
Development Fund provided a
grant of £735,600 in 1996 for
constructing the Caernarfon to
Dinas section. For phase four
of the project, from Rhyd Ddu
to Porthmadog, funds totalling
£5m were received under the
European Union Objective 1
scheme and from the Welsh
Assembly Government.
NATIONAL RAILWAY MUSEUM
The NRM’s £11m Shildon
outstation, Locomotion, was
opened in 2004 with the help
of £2m funding from the ERDF
and a £5m grant from the
Heritage Lottery Fund.
SEVERN VALLEY RAILWAY
After devastating floods in
2007, the final repair bill was
put at about £3.7m. This was
partly funded by an initial
ERDF grant of £750,000,
followed by a further grant of
£377,000 from the fund.
The Engine House at
Highley in 2008 was made
possible by £948,000 from
the ERDF, plus the HLF and
Advantage West Midlands.
EAST LANCASHIRE RAILWAY
Grant applications by the three
local authority partners on the
ELR Trust, Bury, Rochdale and
Rossendale Councils, helped
secure hundreds of thousands
of pounds from the European
Regional Development Fund.
WEST SOMERSET RAILWAY
As part of a wider development
of the Mart Road area,
the European Regional
Development Fund helped
finance the improvement
of the locomotive shed
at Minehead, including
installation of the former
Pwllheli turntable and public
viewing area.
LYNTON AND BARNSTAPLE
RAILWAY
The narrow gauge line, which
is raising funds to extend its
route more than four miles
to Blackmoor Gate and
Wistlandpound, received
money from the European
Agricultural Fund for Rural
Development between 2007
and 2013.
DOWNPATRICK AND CO.
DOWN RAILWAY
European funding as part of
the DRAP (Down Rural Area
Partnership) helped pay for the
Downpatrick Loop Platform
works, in which the full length
of the platform was rebuilt,
along with the installation of
new fencing and track renewal.
With the Cavan & Leitrim,
Giant’s Causeway & Bushmills
and Fintown Railways, it has
also received money from the
EU Interreg fund as part of the
Cross-Border Heritage Railway
Cluster project.
www.facebook.com/SteamRailway
July 15-August 11 2016 Issue 456 9

How did Butlin’s get into steam
preservation? And why were ex-LMS
engines chosen? Steam Railway speaks to
the man who rescued some of our most
beloved locomotives from scrap.
TOM BRIGHT
THE MAN
two
WHO SAVED
Duchesses

BUTLIN’S
A classic view
showing No. 6233
Duchess of
Sutherland storming
over Ais Gill summit
with the ‘Citadel
Express’ on
September 20 2008.
PETER AINSWORTH
There are not enough superlatives in the
English language to describe a ‘Princess
Coronation’ locomotive in full cry.
We shall never see their like again.
O.S. NOCK
BY TOM BRIGHT
Without Brian Walker, we may not have
seen a working LMS ‘Duchess’ 4-6-2
in steam since 1964, let alone had the
pleasure of seeing one in streamlined form.
In preservation, there are many names that stand out
when we think of individuals who saved locomotives
that were not on the official lists, such as Captain Bill
Smith, Alan Pegler, Ted Watkinson, Viscount Garnock,
John Cameron, Geoff Drury, Brian Hollingsworth, Pat
Whitehouse, Peter Beet, Fred Youell, and David Shepherd.
The name Brian Walker, however, is almost unheard of.
While Butlin’s is usually credited for saving four large
LMS engines - Royal Scot, Princess Margaret Rose,
Duchess of Sutherland and Duchess of Hamilton for
posterity, it is Brian Walker who we also have to thank for
his crucial role in their rescue. He, with the invaluable
assistance of A.B. Macleod of the London Midland Region,
and G.S. Ogg from Butlin’s, ensured that these locomotives
would be saved for posterity.
Making contact
Had Brian not intervened, the preservation movement
would be suffering from a similar dearth of LMS main
line passenger locomotives as it does with LNER designs.
Without his valiant efforts, there would only be seven
Stanier engines flying the flag for LMS express passenger
steam - four ‘Jubilees’, and a single ‘Royal Scot’, ‘Princess
Royal’ and ‘Princess Coronation’.
Brian was born in 1938, and grew up less than half a mile
from Clay Cross station in Derbyshire and the very busy
Clay Cross South Junction.
His father worked on the railway for 42 years and was
based at Hasland (18C) shed near Chesterfield.
Brian recalls: “As a youngster, I had many footplate rides
on anything from Midland ‘4Fs’ to LMS Beyer-Garratts.”
These formative years explain why over two
decades later, Brian would go on to champion
ex‐LMS engines during his involvement with the
Butlin’s preservation scheme.
Brian’s involvement with Butlin’s began on an RCTS/ SLS
charter on June 2/3 1962, the ‘Aberdeen Flyer’, with ‘A4s’
Nos. 60022 Mallard (King’s Cross-Edinburgh Waverley) and
60004 William Whitelaw (Edinburgh Waverley-Aberdeen)
hauling the outward leg. A pair of ‘Princess Royals’
shared the return leg: No. 46201 Princess Elizabeth from
Aberdeen to Carlisle and No. 46200 The Princess Royal
from Carlisle to Euston. This is where he first became
acquainted with the Princess Elizabeth Preservation Fund.
Brian explains: “The summer of 1962 was to be the
‘Princess Royal’ class’ swansong. A preservation fund had
already been started for No. 46201 and, consequently, a
collection was made on the return leg of the journey.
“In October 1962, No. 46100 Royal Scot was withdrawn
and the Princess Elizabeth Preservation Society decided to
go for both locomotives. The asking prices were £2,160 for
No. 46201 and £1,900 for No. 46100.
“By then, the necessary funds had not been raised to
purchase both locomotives. I wondered who would ➛

e philanthropic towards saving steam engines when there
were still a few thousand in active service.”
Butlin’s sprang to mind, so Brian wrote to the Butlin’s head
office in Oxford Street in January 1963. In his letter, he
wrote: “Unless sufficient money is raised within the next few
weeks, Royal Scot at least will go to Crewe for scrapping.”
He says: “In the early days of locomotive withdrawals, it
wasn’t unusual for there to be a relatively short amount of
time between withdrawal and the breaker. Therefore, quick
action was needed if No. 46100 was to be saved.”
Fortunately, Brian’s letter was passed on to Mr G.S. Ogg,
a Butlin’s director who just happened to have an interest
in steam.
Mr Ogg responded immediately by telegram, asking
Brian to call Butlin’s Mayfair office. He also wrote to Roger
Bell, then Honorary Secretary of the Princess Elizabeth
Preservation Fund (PEPF), with the offer of financial
assistance, with a view to displaying both Princess Elizabeth
and Royal Scot at Butlin’s camps. The future looked bright.
Wheels of fortune
However, two events nearly scuppered the entire scheme.
At the next board meeting, in February 1963, the proposal
was rejected by Butlin’s due to the estimated outlay of
£15,000.
The second was the response from Mr Bell and
the PEPF. Concerned that a big organisation such as
Butlin’s might influence LMR Contracts and Supplies
Manager A.B. Macleod against them, Mr Bell responded
to Butlin’s with a list of locomotive classes, including
Royal Scot, that the holiday camp operator might instead
be interested in saving. In the event, the PEPF needn’t
have worried; Mr Macleod was true to his word and he
safeguarded Princess Elizabeth for them.
Undeterred in the face of this setback, Brian rallied and
wrote back to Mr Ogg, urging him to reconsider.
“I was able to make several phone calls of
encouragement and, most importantly, plead with [Mr
Ogg] not to give up. He persisted, and at the next board
meeting, following cost negotiations with Mr Macleod, the
scheme was accepted.”
With the plan approved, Butlin’s decided to go for
another ‘Princess Royal’.
“At this stage, I had a little input in suggesting
No. 46200 The Princess Royal or No. 46203 Princess
Margaret Rose as alternatives for Princess Elizabeth,
pointing out to him that No. 46203 was the first nonprototype.
“Initially, Mr Ogg was interested in displaying
Princess Elizabeth and Princess Margaret Rose at their
camps alongside Butlin’s 21in gauge locomotives of the
same names.
“However, what seemed of greater significance to
him was that in the early 1960s, Princess Margaret was
a popular member of the Royal Family with the public.
Like to see moving pictures of ‘Royal Scots’ and Stanier
‘Pacifics’ in service on the London Midland Region? See
‘Royal Scots’ at Allerton and Manchester London Road,
The Princess Royal at Rugby in 1962 and ‘Duchesses’ at
Scout Green in 1958 and other places on the WCML.
Visit www.unseensteam.co.uk/steamrailwayfeature
The sight of Princess Margaret
Rose climbing Mallerstang to Ais Gill
summit, with its beautiful single
chimney bark, will remain
with me forever
No. 46203
Princess Margaret
Rose, shortly after
exiting Helm Tunnel
on the Settle &
Carlisle, on
March 13 1993.
MARK BURROWS
Mr Macleod told him that No. 46203 was immediately
available. For obvious reasons, Mr Ogg wanted to get a
large and immaculate steam locomotive displayed at one
of the camps as quickly as possible.
“If I remember correctly, he was interested in The
Princess Royal for the Filey camp - I am sure it had
something to do with the fact that part of the Princess
Royal’s estate was adjacent to the camp.
“The Princess Royal was held with greased motion at
Carlisle Kingmoor for around two years, but I believe
its preservation scheme did not proceed due to the
costly logistics of transporting it to Crewe (for cosmetic
restoration) and then to North Yorkshire, coupled with
uncertainty over the longevity of the Filey camp.”
Saving The Princess Royal was not to be, but on May 1
1963, Mr Ogg wrote to Brian with good news: “We have
now purchased Princess Margaret Rose from British
Railways. This locomotive will be exhibited at our
Pwllheli Camp and arrangements are being made for it to
be taken [there] in the very near future.”
Further good news was to follow, as Mr Ogg wrote
further: “We are negotiating too for Royal Scot, which is
earmarked for our camp at Skegness, but arrangements in
this respect have not yet been finalised.”
48 Issue 457 August 12-September 8 2016 www.steamrailway.co.uk

BUTLIN’S
Eleventh hour rescue
Royal Scot was within days of being towed to Crewe for
cutting up, and might not have made it to Skegness at all had
it not been for Brian’s father’s intervention.
“My father, Percy Walker rang the shedmaster at Nottingham
(16A) MPD in January 1963, before I wrote to Butlin’s on
January 16.
“As a consequence, Royal Scot was held back, apparently
with a ‘mechanical defect’ and a ‘NOT TO BE MOVED’ sign
appeared on the locomotive, It was at that crucial stage when
the PEPF had effectively told A.B. Macleod it was not going to
raise the money to save Royal Scot.
“My father’s phone call to the shedmaster afforded me
time to write to Butlin’s with my suggestion. What possibly
helped is that, by chance, he was acquainted with Mr Smith,
the Hasland shed foreman.”
Just over three weeks after informing Brian that No. 46203
had been saved, Mr Ogg wrote to him with the news that
Butlin’s had “been successful in obtaining Royal Scot, which
will be positioned at our Skegness Camp in three weeks’ time.”
“Unfortunately, I was unable to take up Mr Ogg’s invitation
to the ceremony at Skegness Camp when Royal Scot was
piped onto the camp by the Royal Scot Regimental Band.
The initial object
of Brian Walker’s
preservation
attempts: No. 6100
Royal Scot, on display
at Butlin’s Skegness
camp. On the running
plate is, presumably,
Bill Starvis, an
ex-Camden driver,
who was hired by
Butlin’s to educate
visitors about the
locomotives on
display. BUTLIN’S
“However, he invited me to a day at the camp in the
company of Mr Bill Starvis, the renowned Camden (1B)
driver. Listening to Mr Starvis relate many of his footplate
experiences, including his record-breaking run on the Up
‘Caledonian’ with No. 46244 King George VI, gave me a most
unforgettable day.”
Brian had achieved his original objective in saving both
a ‘Lizzie’ and Royal Scot, and no one could blame him if he
had stopped there. But this was not the end of the story.
“All I wanted to achieve was the saving of some important
steam locomotives from the scrapman and, hopefully, into
posterity. I thought that in the long term, the more steam
locomotives that could be saved the better - regardless of
duplication.
“My approach, rightly or wrongly, was to try to save as
many steam locomotives as possible, even if they were static
exhibits and duplicated. Without Butlin’s and ‘duplication’,
we wouldn’t have had all these wonderful years of seeing
No. 6233 on the main line.”
Enter the ‘Duchesses’
After acquiring Nos. 6203 and 6100, Brian and Mr Ogg
had set the wheels in motion, and Butlin’s set its sights on
purchasing further locomotives.
“It was great news when he later said that money was
going to be available for a display at their number one
camp - Minehead - and also Ayr in Scotland.”
Mr Ogg, who was possibly more inclined towards
the LNER than the LMS, was interested in preserving
prototype ‘A4’ No. 2509/60014 Silver Link. However,
negotiations with the Eastern Region fell through; it
wanted twice as much as A.B. Macleod for cosmetic
restoration and transportation to the camps. Thus, Silver
Link was condemned to be one of the greatest losses to
preservation.
Brian says: “I think that if the purchase of Silver Link
had been successful, then an ‘A1’ would have been a
possibility. There had been passing conversation on
one of my two visits to Butlin’s Oxford Street HQ about
Nos. 60134 Foxhunter and 60160 Auld Reekie.”
The idea of Butlin’s purchasing an ‘A1’ to complement
Silver Link was possibly driven by the list sent to Mr
Ogg by Roger Bell, in which he suggested preserving ‘A1’
No. 60162 Saint Johnstoun, as it was the last ‘Pacific’ built
by the LNER.
Brian admits: “I suppose I was pleased that Silver Link ➛
www.facebook.com/SteamRailway
August 12-September 8 2016 Issue 457 49

failed because it meant that more LMS engines were
saved. By now, Mr Ogg was fully orientated towards LMS
engines, mainly due to a good business relationship
with A.B. Macleod.
“He preferred locomotives with a story to display
alongside them and, following the failure to acquire
Silver Link, Mr Ogg was initially interested in No. 46220
Coronation for Minehead because of its USA trip, much
like Royal Scot. But until I told him, he was not aware that
the actual locomotive involved was No. 46229 Duchess of
Hamilton.
“I had no direct involvement with the choice of
No. 46233 Duchess of Sutherland - this was simply a case
of availability as, by coincidence, it was stored at Edge
Hill shed in Liverpool with No. 46229. Its name also had a
direct Scottish link.
“In fact, my suggestion to him for the Ayr camp was
No. 46242 City of Glasgow, for obvious reasons, plus
the historical status of being the only locomotive to be
rebuilt following the Harrow & Wealdstone disaster of
1952. In hindsight, I don’t think either Nos. 46220 or
46242 would have been available because they were early
withdrawals. Plus, having a locomotive connected to one
of Britain’s worst rail disasters was hardly in keeping with
a family holiday destination.”
Dad’s Army
One of the great regrets of steam preservation is that
none of the Fowler ‘Patriots’ escaped being scrapped,
leaving a big gap in the history of LMS express passenger
locomotive design.
Had the Butlin’s scheme to save 4-6-0 No. 45543 Home
Guard been successful, the LMS Patriot Project obviously
wouldn’t have needed to build The Unknown Warrior.
Among the other classes on Roger Bell’s list,
Crewe Works Open
Day in 2005 gave us
the opportunity to
witness the three
Stanier ‘Pacifics’ saved
by Butlin’s gathered
together for the first
time in preservation.
From left, Nos. 6233
Duchess of Sutherland,
46229 Duchess of
Hamilton and 46203
Princess Margaret
Rose. All that’s needed
to complete this
picture is No. 46100
Royal Scot. SR ARCHIVE
sent in February 1963 at the start of the Butlin’s
preservation scheme, were classes overlooked for
inclusion in the National Collection, including the
‘Merchant Navies’, the GWR ‘47XXs’ and ‘72XXs’, and
the un-rebuilt ‘Patriot’ class.
Coincidentally, Brian Walker had also been lobbying
Butlin’s to save a ‘Baby Scot’, in the form of Home Guard.
He says: “None of the un-rebuilt ‘Patriots’ were
earmarked for preservation and Home Guard was the last
to be overhauled and operating in 1962. Also my father,
like many railwaymen, had been in the Home Guard
during the Second World War.”
“I felt there was quite a good chance of saving No. 45543
Home Guard. I had been speaking at every sensible
opportunity to Mr Ogg about it being displayed alongside
Royal Scot and he felt that its name would have wartime
sentimental appeal for the camp’s visitors.”
Upon receiving Mr Bell’s letter, Mr Ogg made enquiries
with, as Brian puts it “an appropriate railway authority”.
At the time, Mr Ogg was negotiating with A.B. Macleod
for the acquisition of Royal Scot and Princess Margaret
Rose and with the ‘Duchesses’ on the horizon, Butlin’s was
more interested in engines with historical significance.
Although both Brian and Mr Bell highlighted the fact
that the ‘Patriots’ were the missing link between the
LNWR and LMS, and the popular significance of
All I wanted to achieve was the
saving of some important
steam locomotives from the
scrapman
BRIAN WALKER
50 Issue 457 August 12-September 8 2016 www.steamrailway.co.uk

BUTLIN’S
No. 45543’s name, ultimately the project came
to nothing.
“The next time I spoke to Mr Ogg about
Home Guard, he said that he gathered it was a
locomotive of very little significance - end of
story!” concludes Brian.
Quite why Butlin’s and Mr Ogg went cold on
the idea of saving Home Guard is unexplained,
as A.B. Macleod was subsequently successful in
coercing Butlin’s into saving the three LBSCR
‘Terriers’ and the ‘B4’ 0‐4‐0T dock tank - all
small engines that were considered attractions
for younger children with their ‘Thomas the Tank
Engine’ appeal.
Certainly, with the transmission of the hit BBC
sitcom Dad’s Army in 1968, it could have been a
spectacular PR coup.
“Hence it was a sad end to what would
have been to me a wonderful achievement,”
concludes Brian.
‘Coronation’ campaigner
While he was lobbying Butlin’s to save Nos. 46100 and
46201, Brian wrote to Sheffield City Council in an attempt
to persuade it to preserve No. 46249 City of Sheffield as a
monument, not only to the ‘Iron Horse’, but also the area’s
steelmaking industry. Brian also petitioned the Greater
London city council about saving classmate No. 46245 City
of London. Sadly, both of these efforts were rebuffed.
“I also tried to interest the Borough of Crewe
in establishing a steam centre. This was at a time
when there was a comprehensive selection of LMS
locomotive types still available. Unfortunately, when
such a place was formed many years later, this
opportunity was gone.”
Brian’s biggest disappointment
was being unable to save ‘Jubilee’
4-6-0 No. 45562 Alberta, a
locomotive that, on withdrawal
in November 1967, had been at
Leeds Holbeck (55A) continuously
for over 30 years, and was the last steam locomotive to
haul the Royal Train in BR days.
Brian says: “I wrote to Leeds City Council and tried
to stimulate interest among some of the enthusiasts who
had kept it immaculate during its final year over the Settle
& Carlisle. According to drivers at Holbeck, apart from the
worn tyres, often a fatal blow in those days because they
were not easy to replace, it was a considered by many to be
a much better locomotive than Kolhapur.
“I finally wrote to Bishop Eric Treacy, who at the time
was Bishop of Pontefract. I thought he might be acquainted
with some of the railway enthusiast businessmen in the
Leeds area. He was also a great friend of the locomotive
superintendent at Holbeck shed. Unfortunately, he was
quite negative in his reply about saving Alberta.”
{ THE BUTLIN’S LOCOMOTIVES}
Locomotive
‘Princess Royal’ No. 6203 Princess Margaret Rose
‘A1X’ No. 32640/W11 Newport
‘Rebuilt Royal Scot’ No. 6100 Royal Scot
‘B4’ No. 30102 Granville
‘Princess Coronation’ No. 6229 Duchess of Hamilton
‘A1X’ No. 32678 Knowle
‘Princess Coronation’ No. 6233 Duchess of Sutherland
‘A1X’ No. 32662 Martello
Resplendent in
LMS Crimson Lake,
No. 6203 Princess
Margaret Rose has
drawn a crowd of
young admirers while
it sits on display at
Butlin’s Pwllheli
Camp. The man in
the black suit and cap
is probably an ex-BR
engineman; Butlin’s
hired retired crews to
explain the workings
and history of the
locomotives to
visitors. BUTLIN’S
All that remains of
‘Patriot’ No. 45543
Home Guard are its
nameplates, one of
which is on display in
the National Railway
Museum. TOM BRIGHT
Butlin’s Camp
Pwllheli
Pwllheli
Skegness
Skegness
Minehead
Minehead
Ayr
Ayr
The final word
Ever a modest man, Brian refuses to take sole credit for his
achievements.
“I feel that the heroes are Mr Ogg of Butlin’s, who worked
tirelessly to change minds within the organisation and
negotiate successfully to purchase the locomotives, and
A.B. Macleod for his accommodating negotiation and
enthusiasm for success.”
“Butlin’s hadn’t even thought of a preservation scheme for
its camps until receiving my letter in January 1963, and Mr
Ogg had a very difficult task in persuading Sir Billy Butlin and
the rest of the board to go ahead with the scheme.”
“Without Mr Ogg’s delicate persuasion of his fellow board
members, including Sir Billy, it would not have
happened. Whatever and whoever - the
result was the saving of four LMS
passenger locomotives
for posterity.”
So why isn’t the preservation
movement more aware of the
name Brian Walker?
“My failure to save Alberta in 1967 told me that I had
gone as far as I could go. I disappeared into obscurity until
my old school friend John Whitfield persuaded me to write
a letter to authors Brell Ewart and Brian Radford in 2000
and relate to them the whole Butlin’s story.”
“They had written to Steam Railway appealing for
photographs and information for their book, 6233 -
Duchess of Sutherland and the Princess Coronation Class.”
Brian looks back with pride at what he was able to
achieve, at a time when so many treasures were so quickly
lost to the scrapyard.
“On June 19 1993, I was on holiday in the Yorkshire Dales
where I witnessed for the first time No. 46203 over the Settle
& Carlisle Line since the late ’60s. The sight of Princess
Margaret Rose climbing Mallerstang to Ais Gill summit, with
its beautiful single chimney bark, will remain with me forever.
“The emotion of the occasion brought tears to my eyes
and raised hairs on the back of the neck. I wish Mr Ogg
could have been there to share the experience. I allowed
myself a little pride, due to my distant involvement in
No. 46203 still being alive.”
“It was the last telephone conversation I had with Mr Ogg
when he thanked me for my original letter and continued
enthusiasm and he said: ‘I hadn’t thought of displaying
steam locomotives at our holiday camps and look what we
have now Brian. Thank you.’
“I was very moved by his words.” SR
www.facebook.com/SteamRailway
August 12-September 8 2016 Issue 457 51

NEW
BUILD
LAST PIECE OF THE LYN PU
BY TOM BRIGHT
THE REPLICA of Lynton
& Barnstaple Railway
2‐4‐2T No. 762 Lyn is now
a complete locomotive - in
kit form at least - following
the delivery of the final
components to Alan Keef’s
works in Ross-on-Wye on
August 23.
Aside from purely
cosmetic items such as the
boiler cladding, the arrival of
the rear control linkage and
four main spring mounting
assemblies means that
everything is in place to finish
the assembly of the Baldwin
locomotive.
Peter Best, technical
director of the 762 Club, the
group formed to build Lyn,
said: “A strong start has
already been made with the
saddle, cylinders, driving
wheels. Some of the inside
motion has been put onto
the frames with the target of
having a full ‘rolling chassis’
to demonstrate on September
17 at Alan Keef’s open day.”
Assembly of the 2‐4‐2T
continues apace; by
November, the 762 Club
hopes to have fitted Lyn’s
boiler, smokebox and
chimney, substantially
re‐creating an outline not
seen since 1935.
“The timetable we’ve got
is achievable,” said Mr Best.
“We want to finish Lyn by late
March when we plan to do
running-in at Woody Bay.”
It is hoped that Lyn’s first
public steaming will be at the
L&B’s Spring Gala on May 13
next year, but if the group is
to stay on target, a further
£85,000 must be raised to
finish assembly of the engine.
Mr Best said: “A new fundraising
push is being made,
with a target of £15,000
by the end of September. If
this is achieved, a sponsor
has promised to match-fund
every pound raised. With Gift
Aid, this would be £37,500
towards our assembly
target.”
Even though it is yet to be
fully assembled, let alone
steamed, plans are already
being made to take Lyn
further afield than Woody
Bay. In October next year, it
is hoped that Lyn will visit the
Welsh Highland Railway for
loaded test runs.
“We want to know just
how powerful Lyn is,” said
Mr Best. It is believed that
the replica will be roughly
50% more powerful than
the original Baldwindesigned
engine, thanks to
superheating, roller bearings
and a Kylchap blastpipe.
In addition to learning the
true capacity of the 2‐4‐2T,
Lyn’s visit to the WHR could
be the first opportunity to run
it with its L&B cousin, replica
Manning Wardle 2‐6‐2T Lyd.
Mr Best said: “It will be
great to see both engines
working together.”
Once Lyn is up and
running, it raises the
question of whether the
762 Club will follow the A1
Steam Locomotive Trust’s
example and build another
replica L&B engine. With the
frames of Yeo still residing at
Woody Bay, is this their next
objective?
“The way we’ve done Lyn
has been very good, but
I think we’d want to leave
a bit of a gap before we
look at doing anything else.
However, we know from our
experience with Lyn that we
can do it.”
‘G5’ gets
its ‘face’
The front end of a Worsdell
‘G5’ 0‐4‐4T can now be
seen for the first time
since the last example of
the class was scrapped in
1958, with the smokebox
and chimney mounted on
the frames of No. 1759 at its
Shildon workshop. The round
smokebox handle is as per
the original 1893 drawings,
although the more familiar
‘dart’ will also be produced.
TIM TAYLOR/G5 LOCOMOTIVE
COMPANY
All go for the ‘Grange’
as cylinders are fitted
Reassembly of ‘Grange’
No. 6880 Betton Grange
is making rapid progress
at Llangollen, following its
enforced dismantling to
correct the misalignment of
the axleboxes and cylinders.
Ahead of the special event
at Llangollen on September
24, marking 80 years since
the class was introduced, the
locomotive’s driving wheels
and bogie are now back
under the frames, and the
cylinders permanently fitted.
As this issue was going to
press, volunteer working
parties were preparing to
refit the running plates and
parts of the cab that also had
to be dismantled.
Said Publicity Director
Paul Appleton: “We’re getting
it together just as fast as
we can, so it can be back to
where it was for the ‘Grange
80’ day, and then we can
start moving forward again.”
With the cylinders fitted, they
can now be pressure-tested
before installing the pistons,
he added.
20 Issue 458 September 9-October 6 2016
www.steamrailway.co.uk

ZZLE
‘County’ sees daylight at Didcot
On August 27, a Hawksworth ‘County’ 4‐6‐0 rolled onto the turntable at Didcot (81E) for the first time since 1964, for an official ceremony
to celebrate the wheeling of the new No. 1014 County of Glamorgan. The movement created this unique snapshot of latter-day Swindon
thinking, with the ‘County’ frames (originally from ‘Modified Hall’ No. 7927 Willington Hall) displayed with the so-called ‘Kerosene Castle’,
the Brown-Boveri gas-turbine No. 18000 ordered by Hawksworth in 1946 and delivered after nationalisation. For more on the ‘County’
project, see pages 7 and 45.
Inside Alan Keef’s workshops
in Ross-on-Wye, Lyn’s outside
motion has already been
trial-fitted. A complete ‘rolling
chassis’ should be on display
for the works’ open day on
September 17. GEOFF HILL
By late March, Baldwin
2‐4‐2T No. 762 Lyn will once
again be seen steaming through
the platforms at Woody Bay
station, re-creating this scene
from circa 1925. R.S. CLARK/
RAIL ARCHIVE STEPHENSON
The Computer Aided Design (CAD) drawing
of the frames and wheels for new Holden ‘F5’
2‐4‐2T No. 789. ELLIOT POWICK
Joy of Joys: ‘F5’s’ chassis is on the way
New-build Great Eastern
Railway 2‐4‐2T No. 789
is to become one of the
relatively few steam
locomotives in preservation
with Joy valve gear, as
the Holden F5 Steam
Locomotive Trust makes
preparations to erect its
frames and create the
rolling chassis.
The original ‘F5’ design
by Thomas William
Worsdell (GER Class ‘M15’)
had Joy valve gear, but
their high coal consumption
- which earned them the
nickname ‘Gobblers’ - led
James Holden to rebuild
them with Stephenson gear.
However, the drawings
for the latter have not
survived - so the trust has
opted for the Joy gear,
which is simpler and will be
cheaper to manufacture.
Project Manager Elliot
Powick of Stafford Road
Design will work closely
with Tyseley Locomotive
Works - where the engine
is to be built - to improve
its performance where
possible.
With the cylinders
delivered to Tyseley, design
work on the rest of the
‘bottom end’ is well in hand.
The CAD (Computer Aided
Design) patterns for the
driving wheels have been
sent out for quotations,
along with those for the
axles and axleboxes. The
axlebox horn guides have
also been designed, leaving
the motion bracket - which
is also awaiting quotes - as
the last remaining large
part to be produced for the
frames.
The frame plates
were cut in 2012 and the
cylinders cast in 2014,
while the trust has also
produced the ‘star stay’
(a star-shaped frame
stretcher beneath the
cab), the smokebox and
door, chimney, bunker and
bufferbeams.
For more details, or to
make a donation (payable
to Holden F5 Steam
Locomotive Trust), write
to 49 Beech Avenue,
Halstead, Essex CO9 2TT
or visit www.holdenf5.co.uk
Doncaster ‘P2’
group launches
‘Cock O’ The
North Club’
The Doncaster P2
Locomotive Trust
has launched a new
membership scheme,
titled the ‘Cock O’ The
North Club’, for its
replica Gresley 2‐8‐2
No. 2001.
Annual membership
costs £25, with ten
years at £220 and life
membership at £400.
All members receive
an enamel badge of
No. 2001, a print of
the locomotive and
a regular newsletter,
while those with ten
years’ continuous
membership will receive
a discount on the first
train hauled by the
new ‘Mikado’. A special
offer gives a year’s free
membership to anyone
who enrols a further five
new members.
For details, contact
the Membership
Secretary, 46 Kestrel
Drive, Rossington
DN11 OES or
email members@
cockothenorth.co.uk
www.facebook.com/SteamRailway
September 9-October 6 2016 Issue 458 21