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    British Steam: Past & Present
    British Steam: Past & Present
    British Steam: Past & Present
    Ebook243 pages1 hour

    British Steam: Past & Present

    By Keith Langston

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    About this ebook

    "British Steam: Past and Present contains an evocative mix of specially commissioned modern steam images and steam era archive pictures, the majority of which have never been published before.The work of accomplished steam photographer David Anderson is highlighted in three special Location in Focus features, studies of 1950s and 1960s steam workings at Oxford and on the mighty Beattock Bank. In addition there is the photographic record of a 1959 visit to Belfast, with unique images of steam on the Belfast Dublin (ex GNR route).Original photographic studies from the preservation era by David Gibson who features the Churnet Valley Railway, Paul Pettitt who features the Bluebell Railway and Southern Region locomotives, and Fred Kerr who presents an eclectic mix of Main Line Steam images, are all included. Freight locomotive preservation is not forgotten and is featured, using modern and archive images. Together with many archive and new images from the authors own collection these images present an enthralling window on steam, which is totally unrivaled."
    LanguageEnglish
    PublisherOpen Road Integrated Media
    Release dateDec 1, 2011
    ISBN9781781598160
    British Steam: Past & Present
    Author

    Keith Langston

    Cheshire based Keith Langston is a widely published and highly respected photo journalist specializing in railway and other transport related subjects. His interest and vast knowledge of all things railway stem from being brought up in the North West of England as part of a railway family. For more than 25 years he has operated as a contributor to heritage sector journals whilst establishing himself as an accomplished author in his own right.

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      Book preview

      British Steam - Keith Langston

      Chapter 1

      THE LEDENDARY ‘ROYAL SCOT’ CLASS

      Two examples of the engine class many consider to have been the finest express steam locomotives of their time have now been restored to running order, No 6115 Scots guardsman in 2008 and the class leader No 6100 Royal Scot just over a year later. The former by the restoration team at West Coast Railway Co Ltd, who also own and regularly operate No 6115 from their WCML-connected Carnforth depot and the latter, formerly resident at Bressingham Steam Museum, by first a dedicated team at Southall Restoration Centre, and then by Pete Waterman’s Crewe-based London & North Western Railway Heritage Co Ltd.

      Sir Henry Fowler

      In 1927 the LMS found itself in urgent need of powerful express locomotives to replace the ageing and somewhat under-powered Claughton Class on its heavier Anglo Scottish services. Having been impressed with a GWR 4-6-0 ‘Castle Class’ locomotive (No 5000 Launceston Castle) during a 1926 locomotive exchange, the London Midland & Scottish Railways Chief Mechanical Engineer Sir Henry Fowler (1925-1931) allegedly asked Swindon to build 50 ‘Castle’types for the LMS.

      History has it that the GWR chiefs declined to accept the order and even put a block on Swindon lending the Derby design office a set of ‘King Class’ drawings! Thus the only alternative open to Fowler was to design his own three-cylinder 4-6-0. Maunsell of the Southern Railway lent a hand and sanctioned the loan of a set of ‘Lord Nelson Class’ drawings to Derby and whether the drawings were useful or not is open to debate.

      The LMS were from several accounts impressed with the performance of the four-cylinder ‘Nelsons’ but in the event decided to proceed with their original plans to build a three-cylinder loco. Hence the Royal Scot Class was born. After the completion of the design work at Derby the order for the first 50 locos was placed, not with an LMS works but with the contractors North British Locomotive Co Ltd of Glasgow.

      Building the Royal Scot Class

      The loco currently under restoration is one of two survivors from a class of 71 locomotives built to a Midland Railway Fowler design at North British Locomotive Co Ltd Glasgow (50 locos plus No 6399 rebuild) and LMS Derby Works (20 locos). The loco now considered to be No 6100 Royal Scot is from the Derby batch, the other surviving rebuilt ‘Royal Scot Class’ loco being No 6115 Scots Guardsman (No 46115) an NBL-built example.

      The first of the Royal Scot Class was outshopped on 14 August 1927 by North British Locomotive Co Ltd as No 6100 Royal Scot; the last loco of the class was built in November 1930 by Derby Works. The class total includes the former experimental high pressure loco No 6399 Fury which was rebuilt as a Royal Scot by NBL Ltd in 1935, thereafter taken into service with the LMS number 6170 and named British Legion.

      e9781844684656_i0003.jpg

      Unrebuilt Royal Scot 4-6-0 No 46148 The Manchester Regiment (named Velocipede until 1935) pictured with a Glasgow Central-Birmingham New Street express at Carstairs station on 4 July 1953. Loco No 46148 was built by NBL (a Hyde Park engine) and entered LMS service in November 1927, being withdrawn by BR in November 1964, having run in the region of 1.4 million miles in service. David Anderson

      e9781844684656_i0004.jpg

      LMS poster of the era, depicting loco No 6136 The Border Regiment, a loco built by NBL (Hyde Park engine) in September 1927. Author’s Collection

      There was a growing and urgent need for the new locomotives and so to expedite matters North British Locomotive Co Ltd split the construction work between two manufacturing centres. Under order L.833 Queens Park Works (the old Dubs factory close to Polmadie depot) was tasked with building 25 locos while order L.834 called for 25 engines to be built at Hyde Park Works (the old Neilson Reid erecting shops). The first 50 ‘Scots’ were given LMSR running numbers 6100-6149 of which 6100-6124 (NBL works numbers 23595-23619) were Queens Park Engines and 6125-6149 (NBL works numbers 23620-23644) Hyde Park engines.

      The first Royal Scot identity switch

      Enthusiasts at the time were a little bemused by the goings on at NBL, as they eagerly awaited sight of the first new engine. Every effort was made to ensure that one engine was completed as soon as possible and that was the first engine produced at Queens Park, No 6100. However the first completed Hyde Park engine No 6125 was painted in shop grey, complemented by an LMSR crest on the cab side, 6100 in large numerals on the tender side and then used for the official photograph.

      Eagle-eyed enthusiasts spotted what they realised was an error in the simulation. The loco photographed as No 6100 carried a circular-shaped Hyde Park works plate on the smokebox side with the correct NBL works number (23593) for 6100. But the observers noticed that the plate should have been in the style of Queens Park works, and therefore diamond shaped, not circular! The inaccuracy was corrected before the ‘real’ 6100 Royal Scot was delivered by the NBL to the LMSR at Polmadie Depot, Glasgow, and thereafter loco No 6125 reverting to its own identity.

      Top quality locos at a bargain price!

      Apart from ‘Royal Scot’ none of the NBL engines were named on leaving the works. In fact the names for the other 49 were not chosen and fixed to the engines until March/April 1928. Until the names were affixed the locos ran with a steel backing for the brass nameplate fixed in position above the leading splasher.

      The contract for the first 50 ‘Scots’ was not by any stretch of imagination an overly profitable one for the NBL. The agreed price was recorded as being £7715 for each engine and tender. The cost of production of the Queens Park batch of locomotives was £189,218-12s-5d while the cost of producing the Hyde Park batch was a little higher at £196,018-1s-6d a total cost of £385,263-13s-11d. The invoice cost of 50 locomotives worked out at £386,250-0s-0d, thus showing a profit on the job of less than £1k!

      Royal Scots in traffic

      Deliveries were completed by NBL on 15 November 1927 and the last loco out of the works was No 6149, within only nine months of the contract being signed. All the engines were first delivered to Glasgow Polmadie Depot, from where they then went south to either Crewe or Derby, some ‘Scots’ of course returning to Polmadie after steam trials etc. However the first regular passenger train to be hauled by a ‘Royal Scot’ loco was not in England as it took place north of the border. During the third week of August 1927 locomotive No 6127 worked a return trip between Glasgow and Edinburgh. How many enthusiasts of the time were disappointed by not being aware of that low key first ‘Scot’ run?

      e9781844684656_i0005.jpg

      A rare 1930s picture of ‘The Royal Scot’ at speed (unknown loco). The picture was taken looking north from Sandon Bridge (before Stafford) on the WCML, with a southbound train approaching. Note the loco’s narrow ‘Fowler’ tender dating the picture as being before 1936. The almost manicured permanent way is a joy to behold, hardly a single piece of stone out of place. Those were the days! Author’s Collection

      e9781844684656_i0006.jpg

      No 6100 Royal Scot, note the diamond-shaped ‘Queens Park Works’ maker’s plate on the smokebox side. Author’s Collection

      Delivery from NBL to Polmadie was not in all instances a straightforward affair. Those built at Hyde Park had to have their boiler filled with cold water to above normal level in order to sit the engine well down on the springs to clear a low footbridge over the chosen route. The locos were delivered in pairs by way of a circuitous route via Kennyhill, Dalmarnock and Rutherglen to Polmadie.

      In October of 1927 No 6100 was named Royal Scot after the train service with which it became associated. The rest of the class received an assortment of names some from long-scrapped LNWR engines and the remainder received names of a direct military/regimental origin except the last three which were named respectively The girl Guide, The Boy Scout and British Legion. Interestingly the nameplates were all cast at either Crewe or Derby. You could easily tell

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