LMS Stanier Class 5, 4-6-0, 45407 The Lancashire Fusilier storms through Huddersfield station with 1Z31, Manchester Victoria – Huddersfield – Blackburn – Manchester Victoria “Cotton Mill Express”, 22nd November 2008. Originally 5407 it was built by the Armstrong Whitworth Company, Spotswood, Newcastle in 1937 for the London Midland and Scottish Railway. It was one of a batch of two hundred and twenty six engines (which was the largest order ever placed with a private builder by a British Railway Company) worth £2.7 million. When new the engine was delivered to Kettering where it worked for a considerable time on the Midland mainline. In late 1960’s the engine was moved between various sheds ending up at Lockstock Hall in 1968. It was one of the final Black 5's withdrawn when it was condemned on the 4th August 1968. The engine was purchased from BR by David Davis for £3300 and was subsequently moved to Carnforth for restoration. In 1974 it was bought by Paddy Smith who operated the engine on the BR system. In 1989 45407 was moved to Carnforth for new tyres and onto the E.L.R. for running on Heritage Railways for the last three years of its boiler ticket. In 1997 Ian Riley bought the engine and had the engine overhauled at his works in Bury. Work included a new tender tank with greater water capacity, the fitting of air brake equipment to enable the engine to haul modern coaching stock and the fitting of TPWS. to comply with modern safety and signalling requirements.
LMS Stanier Class 5, 4-6-0, 45407 The Lancashire Fusilier storms through Huddersfield station with 1Z31, Manchester Victoria – Huddersfield – Blackburn – Manchester Victoria “Cotton Mill Express”, 22nd November 2008. Originally 5407 it was built by the Armstrong Whitworth Company, Spotswood, Newcastle in 1937 for the London Midland and Scottish Railway. It was one of a batch of two hundred and twenty six engines (which was the largest order ever placed with a private builder by a British Railway Company) worth £2.7 million. When new the engine was delivered to Kettering where it worked for a considerable time on the Midland mainline. In late 1960’s the engine was moved between various sheds ending up at Lockstock Hall in 1968. It was one of the final Black 5's withdrawn when it was condemned on the 4th August 1968. The engine was purchased from BR by David Davis for £3300 and was subsequently moved to Carnforth for restoration. In 1974 it was bought by Paddy Smith who operated the engine on the BR system. In 1989 45407 was moved to Carnforth for new tyres and onto the E.L.R. for running on Heritage Railways for the last three years of its boiler ticket. In 1997 Ian Riley bought the engine and had the engine overhauled at his works in Bury. Work included a new tender tank with greater water capacity, the fitting of air brake equipment to enable the engine to haul modern coaching stock and the fitting of TPWS. to comply with modern safety and signalling requirements.
22nd November 2008
Steam
John's Railway Gallery @ fotopic.net
Taken using a Canon EOS 400D
78019 departs Loughborough with the 11:15 service for Leicester North, 11th January 2009. This British Railways Standard class 2MT, 2-6-0 design was derived from the LMS Ivatt class 2MT 2-6-0 with a reduced cab to enable it to fit into the composite BR loading gauge and other standard fittings, most notably a taller chimney. They were all attached to a BR3 tender. Darlington works was responsible for building the entire fleet of 65 engines with 78019 being completed in 1954. With a low axle loading of just 13 ton 15cwt. it allowed the class to operate on most lightly laid routes and secondary lines. 78019 worked for some of its life as station pilot at Euston station, other allocations including Kirkby Stephen, Wigan Springs Branch and Crewe South. Following withdrawal it was sent to Dai Woodham's scrapyard in Barry, South Wales. In 1973, a group of preservationists from the Severn Valley Railway, based at Bewdley, rescued 78019, but it sat untouched in Kidderminster station yard, at the end of a long line of engines requiring the attention, until 19th March 1998, when 78019 arrived at the Great Central Railway to begin restoration.Previous | NextThe only LNER designed locomotive to end up following withdrawal at Barry was class B1 4-6-0 61264. This was primarily due to a secondary life of stationary boiler duties after withdrawal from traffic which did not finish until July 1967. 61264 was built at the Hyde Park, Glasgow works of the North British Locomotive Company and entered traffic in December 1947 as 1264, allocated to Parkeston Quay. MPD. It was to stay for nearly thirteen years. hauling express passenger trains to Liverpool Street Station, London. The introduction of electric trains and main-line diesel locomotives to the Great Eastern section in the late 1950’s meant that in November 1960, following a General Overhaul at Stratford Works, 61264 was transferred to Colwick MPD in Nottingham. It was to remain there for the rest of its working life. By 1965 the end of steam was in sight and 61264 was condemned in November of that year. Rather than being broken up the loco became Departmental Locomotive No 29 and was allocated to stationary boiler duties, in which role it continued until July 1967.It was as No.29 that I use to see this engine on Colwick MPD when I was a lad. It was finally sold for scrap to Woodham Bros. of Barry, South Wales in March 1968. In 1973 a group of enthusiasts from North London, who later former the Thompson B1 Trust bought 61264 for £6325 and it is seen here in red oxide on the 25th August 1975 at Barry. It was the eighty third engine to leave Barry for preservation when it left for the Great Central Railway in July 1976. On March 6th 1997, 1264, for the first time in over thirty years, moved under its own steam

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