River Walks

The Severn Valley Railway features in a new BBC1 television programme entitled, ‘River Walks’. It is presented by Actress Shobna Gulati, who is currently starring in the hit West End Musical ‘Everybody’s Talking about Jamie’, and has previously appeared in Coronation Street, Dinnerladies and Doctor Who and explores stories that are part of the stunning River Severn’s landscape.

Shobna spent 4 days filming along the footpaths alongside the Severn riverbanks between Bewdley and Bridgnorth during early November 2018 . Shobna then returns along the Severn Valley Railway from Bridgnorth to Bewdley riding on the footplate of Class 4 No. 43106. Amongst the many other highlights was sailing on Trimpley Reservoir with 85 year old Ray Drury from Stourbridge, a member of the Trimpley Sailing Club for 50 years who took Shobna out for her first ever sailing lesson. Shobna also met up with ex-miner, Trevor Jones, at the Severn Valley Country Park in Alveley, who recalled his memories of working down the Coal Mine at Alveley in the 1950s, before it was closed in 1969 and transformed into the country park

The program was made by Kidderminster based TV Production Company, GOSH! TV, for the BBC. The Creative Director and Producer, Paul Barnett, approached Shobna to present the programme, Prior to doing River Walks Paul, has also produced and directed many successful TV series for the BBC, ITV and Channel 4, including Coast, Come Dine With Me and Embarrassing Bodies, and has travelled to many places including Scotland and Thailand. River Walks is broadcast on Monday 10th December at 7.30pm

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Sir John Fowler 1st Baronet

English civil engineer Sir John Fowler, 1st Baronet KCMG LLD sadly died 20 November 1898. He was born 15 July 1817. in Wadsley, Sheffield, Yorkshire, England, to land surveyor John Fowler and his wife Elizabeth (née Swann). He was educated privately at Whitley Hall near Ecclesfield. He trained under John Towlerton Leather, engineer of the Sheffield waterworks, and with Leather’s uncle, George Leather, on the Aire and Calder Navigation an railway surveys. From 1837 he worked for John Urpeth Rastrick on railway projects including the London and Brighton Railway and the unbuilt West Cumberland and Furness Railway. He then worked again for George Leather as resident engineer on the Stockton and Hartlepool Railway and was appointed engineer to the railway when it opened in 1841. Fowler initially established a practice as a consulting engineer in the Yorkshire and Lincolnshire area, but, a heavy workload led him to move to London in 1844. He became a member of the Institution of Mechanical Engineers in 1847, the year the Institution was founded, and a member of the Institution of Civil Engineers in 1849.

He specialised in the construction of railways and railway infrastructure . In 1853, he became chief engineer of the Metropolitan Railway in London, the world’s first underground railway, which opened between Paddington and Farringdon in 1863. Fowler was also engineer for the associated Metropolitan District Railway and the Hammersmith and City Railway. They were built by the “cut-and-cover” method under city streets. To avoid problems with smoke and steam overwhelming staff and passengers on the covered sections of the Metropolitan Railway, Fowler proposed a fireless locomotive. The locomotive was built by Robert Stephenson and Company and was a broad gauge 2-4-0 tender engine. The boiler had a normal firebox connected to a large combustion chamber containing fire bricks which were to act as a heat reservoir. The combustion chamber was linked to the smokebox through a set of very short firetubes. Exhaust steam was re-condensed instead of escaping and feed back to the boiler. The locomotive was intended to operate conventionally in the open, but in tunnels dampers would be closed and steam would be generated using the stored heat from the fire bricks.

The first trial on the Great Western Railway in October 1861 was a failure. The condensing system leaked, causing the boiler to run dry and pressure to drop, risking a boiler explosion. A second trial on the Metropolitan Railway in 1862 was also a failure, and the fireless engine was abandoned, becoming known as “Fowler’s Ghost”. The locomotive was sold to Isaac Watt Boulton in 1865; he intended to convert it into a standard engine but it was eventually scrapped. On opening, the Metropolitan Railway’s trains were provided by the Great Western Railway, but these were withdrawn in August 1863. After a period hiring trains from the Great Northern Railway, the Metropolitan Railway introduced its own Fowler designed, 4-4-0 tank engines in 1864. The design, known as the A class and, with minor updates, the B class, was so successful that the Metropolitan and Metropolitan District Railways eventually had 120 of the engines in use and they remained in operation until electrification of the lines in the 1900s. Today these railways form the majority of the London Underground’s Circle line

Fowler established a busy practice, working on many railway schemes across the country. He became chief engineer for the Manchester, Sheffield and Lincolnshire Railway and was engineer of the East Lincolnshire Railway, the Oxford, Worcester and Wolverhampton Railway and the Severn Valley Railway. Other railways that Fowler consulted for were the London Tilbury and Southend Railway, the Great Northern Railway, the Highland Railway and the Cheshire Lines Railway. Following the death of Isambard Kingdom Brunel in 1859, Fowler was retained by the Great Western Railway. His various appointments involved him in the design of Victoria station in London, Sheffield Victoria station, St Enoch station in Glasgow, Liverpool Central station and Manchester Central station.The latter station’s 210-foot (64 m) wide train shed roof was the second widest unsupported iron arch in Britain after the roof of St Pancras railway station. Fowler’s consulting work extended beyond Britain including railway and engineering projects in Algeria, Australia, Belgium, Egypt, France, Germany, Portugal and the United States. He travelled to Egypt for the first time in 1869 and worked on a number of, mostly unrealised, schemes for the Khedive, including a railway to Khartoum in Sudan which was planned in 1875 but not completed until after his death.

In 1870 he provided advice to an Indian Government inquiry on railway gauges where he recommended a narrow gauge of 3 feet 6 inches (1.07 m) for light railways.He visited Australia in 1886, where he made some remarks on the break of gauge difficulty. Later in his career, he was also a consultant with his partner Benjamin Baker and with James Henry Greathead on two of London’s first tube railways, the City and South London Railway and the Central London Railway. As part of his railway projects, Fowler also designed numerous bridges. In the 1860s, he designed Grosvenor Bridge, the first railway bridge over the River Thames,and the 13-arch Dollis Brook Viaduct for the Edgware, Highgate and London Railway. He is credited with the design of the Victoria Bridge at Upper Arley, Worcestershire, constructed between 1859 and 1861,and the near identical Albert Edward Bridge at Coalbrookdale, Shropshire built from 1863 to 1864. Both remain in use today carrying railway lines across the River Severn. In the 1880s, he was chief engineer for the Forth Railway Bridge, which opened in 1890 and Following the collapse of Sir Thomas Bouch’s Tay Bridge in 1879, Fowler, William Henry Barlow and Thomas Elliot Harrison were appointed in 1881 to a commission to review Bouch’s design for the Forth Railway Bridge. The commission recommended a steel cantilever bridge designed by Fowler and Benjamin Baker, which was constructed between 1883 and 1890

Fowler stood unsuccessfully for parliament as a Conservative candidate in 1880 and 1885. His standing within the engineering profession was very high, to the extent that he was elected president of the Institution of Civil Engineers in 1865, its youngest president. Through his position in the Institution and through his own practice, he led the development of training for engineers. In 1857, he purchased a 57,000 acres (23,000 ha) estate at Braemore in Ross-shire, Scotland, where he spent frequent holidays and where he was a Justice of the Peace and a Deputy Lieutenant of the County.He listed his recreations in Who’s Who as yachting and deerstalking and was a member of the Carlton Club, St Stephen’s Club, the Conservative Club and the Royal Yacht Squadron. He was also President of the Egyptian Exploration Fund.In 1885 he was made a Knight Commander of the Order of Saint Michael and Saint George as thanks from the government for allowing the use of maps of the Upper Nile valley he had had made when working on the Khedive’s projects.

They were the most accurate survey of the area and were used in the British Relief of Khartoum. Following the successful completion of the Forth Railway Bridge in 1890, Fowler was created a baronet, taking the name of his Scottish estate as his territorial designation. Along with Benjamin Baker, he received an honorary degree of Doctor of Laws from the University of Edinburgh in 1890 for his engineering of the bridge. In 1892, the Poncelet Prize was doubled and awarded jointly to Baker and Fowler. Fowler died in Bournemouth, Dorset, 20 November at the age of 81 and is buried in Brompton Cemetery, London. He was succeeded in the baronetcy by his son, Sir John Arthur Fowler, 2nd Baronet sadly he died 25 March 1899 and The baronetcy became extinct in 1933 on the death of Reverend Sir Montague Fowler, 4th Baronet, the first baronet’s third son.

Metropolitan No.1

Fred Dibnah MBE

Charismatic Engineer, Steeplejack and British television personality Fred Dibnah tragically died on 7 November 2004. He was Born 28th April 1938 near Bolton. As a child, Dibnah was fascinated by the steam engines which powered the many textile mills in his home town of Bolton and developed a keen interest in mechanical engineering, Steam Engines and chimneys and the men who worked on them. He began his working life as a joiner, before becoming a steeplejack. From age 22, he served for two years in the armed forces, as part of his national service. Once demobilised, he returned to steeplejacking but met with limited success until he was asked to repair Bolton’s parish church. The resulting publicity provided a welcome boost to his business, ensuring he was almost never out of work.

Dibnah’s interest in steam power stemmed from his childhood observations of the steam locomotives on the nearby railway line, and his visits to his father’s workplace—a bleach works in Bolton—where he was fascinated by the steam engines used to drive the line shafting. He later became a steam enthusiast, befriending many of the engine drivers and firemen who worked on the nearby railway. As a teenager he met a driver who invited him onto the footplate of his locomotive and who asked him to keep the boiler supplied with fuel. Dibnah became so enamoured with steam engines that he eventually looked for one he could buy. He learnt of a steamroller kept in a barn near Warrington and which the owners had bought from Flintshire County Council. He had the boiler pressure-tested and, despite it being in poor condition, bought it for £175. He towed it to a friend’s house, spent a fortnight making various repairs and drove it to his mother’s house in Bolton.

After he married and bought his own property on Radcliffe new Road, he cut an access road to the garden of his new house and moved the steamroller there. Restoring the engine took many years, as Dibnah had to create his own replacement parts, using Victorian engineering techniques and equipment he built in his garden. The boiler was in poor condition and needed serious work, but Dibnah used local knowledge and was eventually able to build a new boiler. Once restored, he used the 1910 Aveling & Porter steamroller together with a living van he bought and restored, to take his family around the local steam fairs In 1978, while making repairs to Bolton Town Hall, Dibnah was filmed by a regional BBC news crew. The BBC then commissioned an award-winning documentary, which followed the rough-hewn steeplejack as he worked on chimneys, interacted with his family and talked about his favourite hobby—steam.

He made many more Television programmes about Steam Engines & Locomotives and In 1998, he presented a programme on Britain’s industrial history and went on to present a number of fascinating series, largely concerned with the Industrial Revolution and its mechanical and architectural legacy. In mid-2000, Dibnah was awarded an honorary degree of Doctor of Technology for his achievement in engineering by Robert Gordon University in Aberdeen, and on 19 July 2004 he was made an honorary Doctor of the University by the University of Birmingham. He was also awarded an MBE for services to heritage and broadcasting. He said “I’m looking forward to meeting the Queen but I shall probably have to get a new cap. And I’d like to meet Prince Charles because we share the same views about modern architecture.”On 7 July 2004, Dibnah went to Buckingham Palace to receive his award from the Queen.

Sadly Fred’s health was failing at this point although filming continued at various locations around the country, with sons Jack and Roger, who had become essential members of the tour, providing much-needed support for their father. By the end of July, the crew had filmed only 34 days with Dibnah, out of a planned 60. It was becoming more difficult by the day for Dibnah to fulfil his filming duties and the crew decided to cut short the schedule and he died shortly after and is sadly missed. He is survived by his five children from three marriages.

Severn Valley Railway Class 50 Golden Jubilee

To celebrate the fiftieth anniversary of The Severn Valley Railway and the 50th year of the class 50 Diesel locomotive there is a Class 50 Diesel Golden Jubilee event from October 4th to 6th at the Severn Valley Railway in conjunction with The Class 50 Alliance.

The British Rail Class 50 was a class of 50 diesel locomotives designed to haul express passenger trains at 100mph. Built by English Electric at the Vulcan Foundry in Newton-le-Willows between 1967 and 1968, the Class 50’s were initially on a 10-year lease from English Electric Leasing, and were employed hauling express passenger trains on the, then non-electrified, section of the West Coast Main Line between Crewe and Scotland. Initially numbered D400 – D449 and known as English Electric Type 4s, the locomotives were purchased outright by British Rail (BR) at the end of the lease and became Class 50 in the TOPS renumbering of 1973. The class were nicknamed “Hoovers” by rail enthusiasts because of the distinctive sound made by the dynamic braking resistor cooling fan arrangement (removed at refurbishment). Once the electrification from Crewe to Glasgow was completed the locomotives were moved to the South West of England to allow the retirement of the remaining diesel-hydraulic locomotives then in use. As these trains steadily moved to High Speed Train operation from 1976, the Class 50s moved to hauling trains between London Waterloo and Exeter St Davids, and also trains from London Paddington to Hereford and Worcester via Oxford. The class was steadily retired from service in the late 1980s and early 1990s as their services moved to operation by second-generation DMUs.

 

The Class 50 was created after the British Transport Commission (BTC) requested a design for a Diesel locomotive with a gross power output of at least 2500hp. In order to produce a prototype quickly, English Electric based their design on that for their Deltic locomotives which were then in production. Other parts related to another current design, the Class 37s were also used. The result was DP2, a 2700hp Diesel-electric locomotive weighing 107 tons and with a top speed of 100mph. The prototype was delivered to British Rail in May 1962

The prototype was deemed successful and negotiations took place with English Electric for a production batch of 50 locomotives for use on the Eastern Region English Electric intended to build the new batch as similar to DP2 as possible but the British Railways Board (successor to the BTC) had produced a standard locomotive cab with a flat front and headcode box and also had specific requirements relating to the engine room and other equipment. English Electric produced several alternative front-end designs including one with a wrap-around windscreen but the standard front-end design was eventually adopted for the class.
The complete production run of 50 locomotives was built in just over a year and numbered from D400 to D449. D400 entered service in October 1967 and deliveries were completed with D449 in November 1968 Unusually, the ownership of the locomotives remained with the manufacturer and they were operated by British Rail on a 10-year lease which included certain stipulations relating to availability The D prefix was quickly dropped as for all diesel locos after steam had disappeared in 1968. The locos ran as 400 to 449 from 1969 to 1974. In 1984, 50007 Hercules was repainted into lined Brunswick green livery and renamed Sir Edward Elgar, to commemorate the 150th anniversary of the Great Western Railway (GWR).

From 1987, the class was used on freight trains. So 50049 “Defiance” was renumbered to 50149, equipped with modified Class 37, lower-geared bogies and outshopped in the new trainload grey livery with Railfreight General decals. During the 1990s, the reliability of the fleet became a problem again so the fleet was retired and, temporarily replaced with Class 47/7 locomotives,then by new Diesel Multiple Units. By 1992, just eight locomotives remained in servic Nos:50007/50008/50015/50029/50030/50033/50046/ 50050. Several of these locomotives were specially repainted to commemorate the run-down of the fleet. The first-built locomotive, 50050 Fearless was renumbered D400 and painted in its original BR Blue livery. Two other locomotives, 50008 Thunderer and 50015 Valiant were also repainted, the former in a variation of BR Blue. Of the final eight locomotives, three were retained until 1994 for use on special railtours, these being 50007 Sir Edward Elgar, 50033 Glorious and 50050 Fearless. 50007 was returned to working order. 50050 was repainted into Large Logo livery and 50007 was repainted into GWR green.

Locomotives attending the event include class 50 50007 Hercules, Garcia Hanson’s 50008 Thunderer, 50011 Centurion, 50035 Ark Royal, 50031 Hood, 50044 Exeter, 50015 Valiant, Neil Boden’s 50017 Royal Oak and Paul Spracklen’s 50026 Indomitable , 50049 Defiance and 50050 (D400) Fearless.

 

 

Severn Valley Railway Autumn Steam Glala 2018

The Severn Valley Railway Autumn Steam Gala takes place from September 20th – 23rd 2018. Visiting locomotives to this event include LMS 4-6-0 Royal Scot class Locomotive No. 46100 Royal Scot. The Royal Scot was Built in 1927, And was the flagship locomotive of the London Midland and Scottish Railway Company, operating the fastest services on the West Coast from London to Manchester and Glasgow. Later in its life, No. 46100 was chosen to appear on behalf of Britain at the 1933 ‘Century of Progress’ exhibition in Chicago, USA. The locomotive, as well as a full rake of carriages, were shipped to the United States and appeared not only at the exhibition, but also toured the USA and Canada, even crossing the Rocky Mountains. It made its debut at the Severn Valley Railway following overhaul in 2015 and is making a welcome return to the Severn Valley Railway in 2018 for the Autumn Steam Gala

LMS 46100 Royal Scot

The second visitor to the Severn Valley Railway Autumn Steam Gala, is LMS Princess Coronation Class 4-6-2 “Pacific” No.46233 ‘Duchess of Sutherland’ . This was built in 1938 by Crewe Works for the London Midland and Scottish Railway. Built as a high speed express passenger locomotive, 46233 was built to haul fast express passenger services such as ‘The Royal Scot’ and ‘The Mid-Day Scot’ between London Euston and Glasgow Central as well as other expresses to Liverpool.

6233 was outshopped in July 1938 from Crewe Works and was part of the third batch of her class. These were unstreamlined, painted in LMS standard crimson lake livery and had a single chimney and no smoke deflectors and an estimated cost of £13,800 each. 6233 was initially allocated to Camden, London. It acquired a double chimney in March 1941 and because of drifting smoke acquired smoke deflectors in September 1945 before being painted in postwar LMS black livery in September 1946. With the creation of British Railways on 1 January 1948 it was allocated to Crewe North depot. BR renumbered the locomotive to 46233 in October 1948 and repainted it in BR Brunswick green livery in 1952 or early 1953. In June 1958 it was allocated to Carlisle Upperby before eventually being withdrawn from Edge Hill depot in February 1964. During its 25 years service Duchess of Sutherland ran 1,650,000 miles – the second highest mileage by any member of the class.

It was Withdrawn by British Railways in 1964, the locomotive was originally sold to Butlins holiday camp in Scotland. In 1996, the locomotive was acquired by The Princess Royal Class Locomotive Trust with the intention of restoration to mainline condition . By 2001, 46233 had been restored to operating condition and since then has been a regular performer on the national network. On 6 March 2010, 6233 was rolled out in LMS lined black livery, which was retained during 2010, before a major overhaul, taking 6233 out of service for the 2011 season. On 3 March 2012, now renumbered 46233 it was rolled out in “authentic (Brunswick) green” livery, as used by British Railways during the early 1950s, at the Midland Railway – Butterley following a major overhaul. Since then it has been again be repainted in LMS Crimson Lake and renumbered LMS 6233.

Princess Coronation class 2-6-4 Pacific 6233 “Duchess of Sutherland”

The third visiting locomotive for the Severn Valley Railway Autumn Steam Gala is British Rail Standard class 7 4-6-2 Pacific No. 70000 Britannia. Britannia was built at Crewe, completed on 2 January 1951. She was the first British Railways standard locomotive to be built and the first of 55 locomotives of the Britannia class. The locomotive was named at a ceremony at Marylebone Station by the then Minister for Transport Alfred Barnes on 30 January 1951.

The BR Locomotive Naming Committee were determined not to use names already in use on other locomotives. They tried to observe this by not selecting the name Britannia for use on 70000 because it was already in use on one of the ex-LMS Jubilee Class locomotives, however Robert Riddles overruled them and the Jubilee had to be renamed. Britannia was initially based at Stratford (30A) in order to work East Anglian expresses to Norwich and Great Yarmouth, but was also particularly associated with the Hook Continental boat train to Harwich. Subsequently, the loco was based at Norwich Thorpe (w/e 31 January 1959) and March (June 1961) before spending the remainder of her career on the London Midland Region: Willesden (1A) (w/e 30 March 1963), Crewe North (5A) (w/e 25 May 1963), Crewe South (5B) (w/e 19 May 1965) and finally Newton Heath (9D) (w/e 5 March 1966) from where she was withdrawn w/e 28 May 1966. The locomotive pulled the funeral train of King George VI from King’s Lynn, Norfolk to London following his death in February 1952 at Sandringham House, Norfolk and Britannia had her cab roof painted white, as was the custom with royal locomotives. Britannia has also worn the white roof in preservation. Britannia was withdrawn in May 1966, after 15 years of service.

Initially destined for the National Railway Museum because of her cultural significance, she was stored. However, due to her prototype design and construction differences, the NRM chose standard sister 70013 Oliver Cromwell, instead. Britannia was eventually bought by Britannia Locomotive Company Ltd. She was eventually returned to steam on the Severn Valley Railway, where she remained between 1971 and 1980, in operational but non-mainline condition. With the society wishing to make more use of the locomotive, she was moved to the European gauge Nene Valley Railway in Peterborough, where she was also fitted with an air-brake compressor, and was based there from 1980-2000. Britannia made her return to the main line on 27 July 1991, successfully working enthusiast trips until 1997, and was featured in an episode of London’s Burning.

Due to the high cost of refurbishment, the locomotive was sold to Pete Waterman in 2000 with an expired mainline boiler certificate. She was Stored at Waterman’s workshops at the Crewe Heritage Centre, However the amount of work resulted in Waterman selling her to Jeremy Hosking. The locomotive underwent restoration at Crewe which involved a newly refurbished cab, a new smoke box and major work on the boiler; replacement steel sides, new crown stays, new front section barrel section, new steel and copper tubeplate, repairs and patches to door plate and major work to copper firebox.

BR standard class 2-6-4 70000 Britannia

In 2011 Britannia was Transferred to the Royal Scot Locomotive and General Trust (RSL&GT), and returned to main line operational condition in its prototype black British Railways livery (where it did not have nameplates fitted, as was thus known by railway convention as 70000). After a running-in period, in 2012 the locomotive was repainted in British Railways Brunswick Green, but with an early BR crest (unlike her sister 70013 Oliver Cromwell which carries BR’s Late Crest). On 24 January 2012, the loco hauled the Royal Train with Prince Charles on board to Wakefield Kirkgate, where he rededicated the locomotive. For the trip the loco again had a painted white cab roof, removed after the engine’s appearance at the West Somerset Railway’s Spring Gala. After extensive work to the locomotive over three years, the team of engineers at LNWR(H) completed the rebuilding of the locomotive and successfully returned her to steam at their Crewe Diesel Depot.

The final vistor for the 2018 Severn Valley Railway autumn Steam Gala is Ex LNER Q6 Class/NER T2 0-8-0 heavy freight locomotive no. 3395, Ex BR 63395. It was originally theThe North Eastern Railway Class T2, but was reclassified as Class Q6 by the LNER. It is one of One-hundred-and-twenty which were originally built at Darlington Works and Armstrong Whitworth between 1913 and 1921 to the design of Vincent Raven, based on the NER Class T and T1 (LNER Q5). LNER Q6 3395 was built in 1918 And is normally on the North York Moors Railway. In addition the severn valley Railway is marking the centenary of GWR 28xx 2-8-0 Freight Locomotive no. 2857 Which was built 100 years ago in 1918. Thankfully the weather on Friday was also much better than Thursday.

GWR 2-8-0 no. 2857

Severn Valley Railway Autumn Steam Gala

The Severn Valley Railway Autumn Steam Gala takes place from September 20th – 23rd 2018. Visiting locomotives to this event include LMS 4-6-0 Royal Scot class Locomotive No. 46100 Royal Scot. The Royal Scot was Built in 1927, And was the flagship locomotive of the London Midland and Scottish Railway Company, operating the fastest services on the West Coast from London to Manchester and Glasgow. Later in its life, No. 46100 was chosen to appear on behalf of Britain at the 1933 ‘Century of Progress’ exhibition in Chicago, USA. The locomotive, as well as a full rake of carriages, were shipped to the United States and appeared not only at the exhibition, but also toured the USA and Canada, even crossing the Rocky Mountains. It made its debut at the Severn Valley Railway following overhaul in 2015 and is making a welcome return to the Severn Valley Railway in 2018 for the Autumn Steam Gala

LMS 46100 Royal Scot

The second visitor to the Severn Valley Railway Autumn Steam Gala, is LMS Princess Coronation Class 4-6-2 “Pacific” No.46233 ‘Duchess of Sutherland’ . This was built in 1938 by Crewe Works for the London Midland and Scottish Railway. Built as a high speed express passenger locomotive, 46233 was built to haul fast express passenger services such as ‘The Royal Scot’ and ‘The Mid-Day Scot’ between London Euston and Glasgow Central as well as other expresses to Liverpool.

6233 was outshopped in July 1938 from Crewe Works and was part of the third batch of her class. These were unstreamlined, painted in LMS standard crimson lake livery and had a single chimney and no smoke deflectors and an estimated cost of £13,800 each. 6233 was initially allocated to Camden, London. It acquired a double chimney in March 1941 and because of drifting smoke acquired smoke deflectors in September 1945 before being painted in postwar LMS black livery in September 1946. With the creation of British Railways on 1 January 1948 it was allocated to Crewe North depot. BR renumbered the locomotive to 46233 in October 1948 and repainted it in BR Brunswick green livery in 1952 or early 1953. In June 1958 it was allocated to Carlisle Upperby before eventually being withdrawn from Edge Hill depot in February 1964. During its 25 years service Duchess of Sutherland ran 1,650,000 miles – the second highest mileage by any member of the class.

It was Withdrawn by British Railways in 1964, the locomotive was originally sold to Butlins holiday camp in Scotland. In 1996, the locomotive was acquired by The Princess Royal Class Locomotive Trust with the intention of restoration to mainline condition . By 2001, 46233 had been restored to operating condition and since then has been a regular performer on the national network. On 6 March 2010, 6233 was rolled out in LMS lined black livery, which was retained during 2010, before a major overhaul, taking 6233 out of service for the 2011 season. On 3 March 2012, now renumbered 46233 it was rolled out in “authentic (Brunswick) green” livery, as used by British Railways during the early 1950s, at the Midland Railway – Butterley following a major overhaul. Since then it has been again be repainted in LMS Crimson Lake and renumbered LMS 6233.

BR standard class 2-6-4 70000 Britannia

The third visiting locomotive for the Severn Valley Railway Autumn Steam Gala is British Rail Standard class 7 4-6-2 Pacific No. 70000 Britannia. Britannia was built at Crewe, completed on 2 January 1951. She was the first British Railways standard locomotive to be built and the first of 55 locomotives of the Britannia class. The locomotive was named at a ceremony at Marylebone Station by the then Minister for Transport Alfred Barnes on 30 January 1951.

The BR Locomotive Naming Committee were determined not to use names already in use on other locomotives. They tried to observe this by not selecting the name Britannia for use on 70000 because it was already in use on one of the ex-LMS Jubilee Class locomotives, however Robert Riddles overruled them and the Jubilee had to be renamed. Britannia was initially based at Stratford (30A) in order to work East Anglian expresses to Norwich and Great Yarmouth, but was also particularly associated with the Hook Continental boat train to Harwich. Subsequently, the loco was based at Norwich Thorpe (w/e 31 January 1959) and March (June 1961) before spending the remainder of her career on the London Midland Region: Willesden (1A) (w/e 30 March 1963), Crewe North (5A) (w/e 25 May 1963), Crewe South (5B) (w/e 19 May 1965) and finally Newton Heath (9D) (w/e 5 March 1966) from where she was withdrawn w/e 28 May 1966. The locomotive pulled the funeral train of King George VI from King’s Lynn, Norfolk to London following his death in February 1952 at Sandringham House, Norfolk and Britannia had her cab roof painted white, as was the custom with royal locomotives. Britannia has also worn the white roof in preservation. Britannia was withdrawn in May 1966, after 15 years of service.

Initially destined for the National Railway Museum because of her cultural significance, she was stored. However, due to her prototype design and construction differences, the NRM chose standard sister 70013 Oliver Cromwell, instead. Britannia was eventually bought by Britannia Locomotive Company Ltd. She was eventually returned to steam on the Severn Valley Railway, where she remained between 1971 and 1980, in operational but non-mainline condition. With the society wishing to make more use of the locomotive, she was moved to the European gauge Nene Valley Railway in Peterborough, where she was also fitted with an air-brake compressor, and was based there from 1980-2000. Britannia made her return to the main line on 27 July 1991, successfully working enthusiast trips until 1997, and was featured in an episode of London’s Burning.

Due to the high cost of refurbishment, the locomotive was sold to Pete Waterman in 2000 with an expired mainline boiler certificate. She was Stored at Waterman’s workshops at the Crewe Heritage Centre, However the amount of work resulted in Waterman selling her to Jeremy Hosking. The locomotive underwent restoration at Crewe which involved a newly refurbished cab, a new smoke box and major work on the boiler; replacement steel sides, new crown stays, new front section barrel section, new steel and copper tubeplate, repairs and patches to door plate and major work to copper firebox.

In 2011 Britannia was Transferred to the Royal Scot Locomotive and General Trust (RSL&GT), and returned to main line operational condition in its prototype black British Railways livery (where it did not have nameplates fitted, as was thus known by railway convention as 70000). After a running-in period, in 2012 the locomotive was repainted in British Railways Brunswick Green, but with an early BR crest (unlike her sister 70013 Oliver Cromwell which carries BR’s Late Crest). On 24 January 2012, the loco hauled the Royal Train with Prince Charles on board to Wakefield Kirkgate, where he rededicated the locomotive. For the trip the loco again had a painted white cab roof, removed after the engine’s appearance at the West Somerset Railway’s Spring Gala. After extensive work to the locomotive over three years, the team of engineers at LNWR(H) completed the rebuilding of the locomotive and successfully returned her to steam at their Crewe Diesel Depot.

The final vistor for the 2018 Severn Valley Railway autumn Steam Gala is Ex LNER Q6 Class/NER T2 0-8-0 heavy freight locomotive no. 3395, Ex BR 63395. It was originally theThe North Eastern Railway Class T2, but was reclassified as Class Q6 by the LNER. It is one of One-hundred-and-twenty which were originally built at Darlington Works and Armstrong Whitworth between 1913 and 1921 to the design of Vincent Raven, based on the NER Class T and T1 (LNER Q5). LNER Q6 3395 was built in 1918 And is normally on the North York Moors Railway.

 

 

C.B. Collett CME

The great Western Railways’ Chief Mechanical locomotive Engineer Charles Benjamin Collett was born 10 September 1871. He was educated at Merchant Taylors School and City and Guilds Engineering College in South Kensington, London, England, before he was made chief mechanical engineer of the Great Western Railway from 1922 to 1941. He designed (amongst others) the GWR’s 4-6-0 Castle and King Class express passenger locomotives. Collett’s predecessor, George Jackson Churchward had delivered to the GWR from Swindon a series of class leading and innovative locomotives, and arguably by the early 1920s the Great Western‘s 2-cylinder and 4-cylinder 4-6-0 designs were substantially superior to the locomotives of the other railway groupings.In 1922 Churchward retired, and Charles Benjamin Collett inherited a legacy of excellent standardised designs. But, with costs rising and revenues falling, there was a need to rationalise the number of pre-grouping designs and to develop more powerful locomotives.

Collett was a practical development engineer and gifted, technical Engineer who could look at existing designs and reliably improve them. he took Churchward’s designs and developed them – the Hall from the Saint class, and the Castle from the Star, in this way Collett was able to produce a standardized fleet of locomotives ideally suited to the GWR’s requirements. He was able to extract substantial performance gains out of the Churchward designs, and the Castle Class was testament to this.He was also responsible for more humble locomotives, such as many of the pannier tank classes. However he received criticism from contemporary engineers and later railway historians for undertaking very little innovation in his designs, instead sticking with Churchward’s style in every case. Arguably this meant that by the time Collett retired the superiority of Great Western locomotives was lost to more modern designs, particularly those of William Stanier, who worked at Swindon before moving to the LMS in 1932, and took Churchward’s style with him but developed it in line with the progression in steam technology.

Some of the classes which Charles Collett designed were the 1101 Class (0-4-0 T): 1101–1106, 1366 Class (0-6-0 PT): 1366–1371, 1400 Class (0-4-2 T): 1400–1474, 2251 Class (0-6-0): 2200–2299, 3200–3219, 2884 Class (2-8-0): 2884–2899, 3800–3864, 3100 Class (2-6-2 T): 3100–3104, Earl or Dukedog Class (4-4-0), Castle Class (4-6-0): 4073–4099, 5000–something bigger than the Castle class was required to haul heavy expresses at an average speed of 60 mph.something bigger than the Castle class was required to haul heavy expresses at an average speed of 60 mph.5099, 7000–7037, 4575 Class (2-6-2 T): 4575– 4599, 5500– 5574, 4800 Class (0-4-2 T): 4800– 4874 (later 1400–1474), Hall Class (4-6-0): 4900– 4999, 5900– 5999, 6900– 6958, 5101 Class (2-6-2 T): 5101–5199, 4100–4179, 5205 Class (2-8-0 T): 5205–5264, 5400 Class (0-6-0 PT): 5400–5424, 5600 Class (0-6-2 T): 5600–5699, 6600–6699, 5700 Class (0-6-0 PT): 57xx, 67xx, 77xx, 87xx, 97xx, 36xx, 37xx, 46xx, 96xx, 5800 Class (0-4-2 T): 5800–5819, King Class (4-6-0): 6000–6029, 6100 Class (2-6-2 T): 6100–6169, 6400 Class (0-6-0 PT): 6400–6439, Grange Class (4-6-0):6800–6879, 7200 Class (2-8-2 T): 7200–7253, 7400 Class (0-6-0 PT): 7400–7449, Manor Class (4-6-0): 7800– 7829, 8100 Class (2-6-2 T): 8100–8109, GWR diesel shunters: Diesel shunters 1 and 2 and GWR railcars: Diesel railcars 1–38

In 1926, Great Western’s General Manager Sir Felix Pole told Collett to proceed with the design and construction of a “Super-Castle” to haul heavy expresses at an average speed of 60 mph. The result was the King class 4-6-0 design which emerged from Swindon works in June 1927. This had dimensions never previously seen, and represented the ultimate development of Churchward’s four cylinder concept. It was the heaviest (136 tons), and had the highest tractive effort (40,300 lbs.) of any 4-6-0 locomotive ever to run in the United Kingdom. However Because of its weight, the King class was restricted to a limited number of routes. It was also under Collett’s control that diesel power first appeared on the GWR. He introduced the first streamlined rail cars in 1934 and by 1942 38 had been built, although the latter ones had more angular styling. Some were configured for long distance express services with buffet counters, others for branch line or parcels work, and some were designed as two-car sets.

Charles Collett sadly passed away 5 April 1952 but he leaves a long lasting legacy in the form of some excellent locomotives many of which are still in steam thanks to the dedication and hard work of many steam railway enthusiasts at various heritage lines such as the Great Central, North York Moors, East Lancashire, Severn Valley and Bluebell railways.