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THE SLS/MLS RAILTOURS
15: The West Durham Railtour 1958. (W614)
This tour, which ran on the 31st of August 1958, featured
rebuilt Scot number 46143 'The South Staffordshire Regiment'
on the connecting service to and from Manchester Exchange
and Peppercorn K1 number 62059 on the main railtour from
Darlington and around the north east.
In the very first edition of The Mancunian, the journal of
the Manchester Locomotive Society, there is a splendid
account of the journey from Manchester by the then
President, Doug Darby, which is reproduced below.
The two participating
locomotives of the railtour - rebuilt Royal Scot No. 46143
' The South Staffordshire Regiment' and Peppercorn
designed K1 class 2-6-0 No. 62059 line up at Darlington
Bank Top.
SOME RANDOM IMPRESSIONS OF THE WEST DURHAM RAILTOUR. by J.D.
Darby.
After a lamentably wet summer it was delightful to have a
perfect summers day for the West Durham Railtour. Our
anticipation of an enjoyable day was further enhanced when
the train engine was seen to be a gleaming 'Scot' which
carefully brought our long train round the curves out of the
morning sun into the dingy interior of No 5 platform at
Exchange.
"At least we should get a good run to Darlington" the
pundits were heard to remark and earnestly prepared their
stop watches. They were not disappointed. After the usual
frustrating start as far as Stalybridge, 46143 got moving to
some tune and stormed up the bank to the summit in fine
style. "48½ m.p.h" announced our chief timer, who was
suitably ensconced in a strategic position over a bogie.
This was a very good effort with an 11 coach train of around
330 tons on such gradients and compared more than favourably
with the typical 35 m.p.h of a regular 'express'.
The inevitable check occurred outside the entrance to
Standedge Tunnel which was entered at little more than
walking pace. Once clear of this three miles of stygian
gloom, however, acceleration was rapid and we shot down to
Huddersfield at a maximum of 70 mph, again an unusually high
speed for this route.
Having safely emerged from the sulphurous murk of
Huddersfield Tunnel we quickly cleared the station and took
the Spen Valley route to Leeds. The journey so far had
been exhilarating but it was tame compared with the next
stretch. Rarely could the Spen Valley line have been
covered so quickly! 46143 whisked our 11 coaches
around the sinuous curves, up hill and down dale, as though
on a switchback railway. So hectic was the pace that
the table, at which the writer and his entourage were
seated, began wobbling ominously and was in danger of
collapsing. A stategic withdrawal was effected,
therefore, to a more substantial piece of furniture.
This manoeuvre was completed just in time for shortly, on a
particularly vicious bend, the abandoned table collapsed
onto the floor.
The result of this exciting travel was that we gained 9
minutes between Huddersfield and Leeds, completing this
tortuous section in 25 minutes. The maximum speed was
66mph.
In view of the breathtaking nature of the journey to this
point speculation was rife as to what speed 46143 would
attain on the glorious racing track between York and
Darlington, the scene of so many speed exploits by the
Gresley 'Pacifics'. The North Eastern pilot driver,
who came on at Leeds, evidently found a 'Rebuilt Scot' to
his liking for he was soon bowling along at 80-82mph.
Pretty good going for a driver who hadn't handled this class
of loco previously. This was the most enjoyable part
of the trip, speeding across the Plain of York at 80mph, in
the beautiful morning sun behind, for this line, an unusual
class of engine. The net result of all this lively
travelling was that a late arrival in Huddersfield of about
21 minutes was converted into a punctual arrival in
Darlington, a very satisfying experience.
The engine for the rail tour proper was a spotlessly clean
K1 no. 62059. This set off on time with a reduced load
of five coaches and for the next five hours sedately covered
all the lines laid down in the programme.
It is not the purpose of this brief review to be highly
technical or historical (these aspects were admirably
covered in the notes supplied by the Rail Tours Sub
Committee), but to attempt to capture the atmosphere of the
occasion. It was a day on which the countryside could
be enjoyed as well as the railway. This was
particularly so on the Waterhouses Branch.
As usual we attracted a lot of attention from the local
inhabitants, no doubt providing a relief from the deadly
boredom of Sunday afternoon telly. "Old men and babes in
arms" came to stare with expressions of mingled astonishment
and amusement.
So we plodded on through the languid heat of the afternoon
via Lanchester and the huge steelworks at Consett to
Scotswood where the engine ran round the train. On to
Low Fell where another reversal was effected before
continuing to King Edward Bridge Junction, thence threading
our way gingerly through the tangled, sooty area of
Gateshead Shed and Works to arrive at Pelaw. From this
point the old main line was taken via Washington to
Ferryhill on the main line, in effect the end of the actual
tour.
Then the fireworks started! Our K1 had been enjoying
it's gentle Sunday afternoon jog-trot through the
County of Durham, so much so that it dropped a little time
between Washington and Ferryhill. The footplate staff
realised they could not make Darlington on time except by a
superhuman effort. Soon after leaving Ferryhill, 62059
suddenly threw its torpor and began roaring like an angry
bull. Faster and faster we sped along to the
accompaniment of a shower of cinders on and in the
train. Soon the speed was 70mph. With 5'2"
wheels! By dint of this magnificent effort we were
only 3 minutes late into Darlington. This will surely
be the high spot of 62059's career!
Our speedy "Scot" took over and once again reached 80mph
before shutting off for Northallerton. Leaving York
about on time a punctual arrival would have been effected in
Manchester except for a long irritating delay, a signal
check at Micklefield and infuriating fiasco at Leeds.
Our steed required water so the operating staff promptly ran
us into a platform with the water column out of order due to
the lack of the leather "bag". The result was 46143
had to uncouple and be manouvred into an adjacent platform
with a water column. This operation was further complicated
by a 2-6-4T which was annoyingly parked in front of the
column. The crew of the latter were nowhere to be found so
the thing had to be shifted by 46143's crew before they
could "put the pipe in". A punctual arrival in
Manchester was no longer possible now. Furthermore,
our "Scot" seemed to have had the stuffing knocked out of it
by this performance and only made an average sort of run
home. Even so, we were only 20 minutes or so late
which was tolerable for a Sunday night. One gathers it
was a vast improvement over a certain infamous performance
some two years ago.
Thus ended a particularly enjoyable rail tour which had
combined lines of great interest with some lively main line
running in perfect weather.
Editor's Note. The pilot driver on alighting from
46143 was heard to remark that our speed might have been
even higher if the engine had been steadier.
Apparently she began to roll a lot after
Northallerton. This has always been a fault with the
rebuilt "Royal Scots" and was the subject of investigation
some years ago when no. 46120 worked between Derby and
Manchester with the Dynamometer Car. A cure however
does not seem to have been found.
62059 at Darlington Bank
Top station
62059 pauses at
Waterhouses Goods with the tour train.
Lanchester station and
signalbox with 62059 and the special.
The view from the train on
the approach to Waterhouses Station.
The narrative for this article was taken from the Mancunian
of November 1958, Vol.1 No.1. All of the photographs used
were taken by Harold Bowtell.
Last update December 2023. Comments welcome:
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