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On January 1st , the former ‘Big Four’ railway companies: The rest was made up of service engines and Departmental locomotives. Following nationalisation in , six new BR Regions were formed, their new boundaries corresponding closely to the lines of the former ‘Big Four’ railway companies. As a result, many locomotives from an operational standpoint worked beyond their arbitrary Regions, so in many ways it is meaningless to classify any particular class of locomotive as belonging to any one of the six Regions during the transition from steam. For example, it was not unusual for the Stanier ‘Black 5’ and in particular the new BR Standard classes, to be found working hundreds of miles from the Region they were initially allocated. I have recently been contacted by Colin Mason, who currently works and lives in Japan. Colin was born in the North East and spent his grammar school years living in Corbridge, Northumberland. He has started research for a plan to build a model of Corbridge station between Newcastle and Hexham in its heyday of the s through into the 40s when it actually had a significant level of traffic serving local freight, 3 timber yards, a gasworks and so on. However he has found little information on the Internet beyond the track plan from the old OS maps copy below and a small number of photographs.

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It began in when the British Transport Commission BTC announced the Modernisation Programme which outlined the BTC’s plan to replace old-fashioned steam power with modern diesel and electric traction. How many remember the book’s heady aroma of freshly printed ink? Ian Allan should’ve bottled it; they’d have made a fortune!

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Line and station closures[ edit ] Freshwater on the Isle of Wight closed in The “Bluebell line” between East Grinstead and Lewes closed between and Sheffield Park became part of the Bluebell Railway preserved line. The Beeching Axe severely cut the route mileage of most regions but the Southern Region escaped major losses in the London commuter area due to high passenger numbers on its frequent suburban services. The line between Blackfriars and Farringdon was also closed in the s but was reopened in the s.

Holborn Viaduct in central London closed in As part of the upgrading of the reopened Blackfriars—Farringdon line it was replaced by City Thameslink station which occupies the same site, at a lower level. As a contrast, Waterloo station had been extensively refurbished and expanded to allow for the development of the Eurostar terminal.

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The overhead view illustrates the two side by side double bank 6LDA’s brought together. A close up of the free end of the engine showing a variety of equipment and the instrument board. A view of the 12LDA28 double bank engine that went into the Class 44’s, and showing the considerable bulk of the Crompton Parkinson main and auxiliary generator.

Receiving the electricity created by the main generator were six traction motors similar to this one. As of July Crompton Parkinson had built, or had on its order books 1, axle-suspended traction motors to power parts of BR’s Modernisation diesel fleet. Some of the inner details are captured in this view of the magnet frame showing the field system and rotatable brush gear of the Type C traction motor – six of which powered the Class 44’s. And for the technically minded Axle Arrangement: Total testing time was a continuous one hundred hours broken into four segments: Eighty hours was to be run at normal output, in this case the continuous rating was set for an output of 2, hp.

Forty five minutes were to be run at a ten percent overload, the output being set at 2, hp at rpm. Fifteen minutes were to be at a ten percent overspeed with the generator running at rpm for an output of 2, hp. An hour was then allowed for oil checks and to change the governor settings back to the normal output to allow the running of the next ten hours of the test. The next ten hours of the test was broken into four one hundred and fifty minute segments with the generator rpm???

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You know the one. It has since been used numerous times on TV and by ice-cream vans. I associate with dreary childhood Sunday afternoons watching snooker. Ragtime music was the first music to cross all international, racial and gender barriers. Despite the huge level of what now looks like racism even the cover of The Entertainer is so offensively stereotypical it could have been drawn by a Big Brother contestant , black composers to attain a level of financial success never before known. Here the steady bass part is left out and only the syncopated melody remains.

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Scottish Region of British Railways: In the s, the regions were abolished and replaced by “business sectors”, a process known as sectorisation. The Anglia Region was created in late , its first General Manager being John Edmonds, who began his appointment on 19 October Full separation from the Eastern Region — apart from engineering design needs — occurred on 29 April It was intended to bring the railway system into the 20th century. A government White Paper produced in stated that modernisation would help eliminate BR’s financial deficit by , but the figures in both this and the original plan were produced for political reasons and not based on detailed analysis.

Not all the modernisations would be effective at reducing costs. The dieselisation programme gave contracts primarily to British suppliers, who had limited experience of diesel locomotive manufacture, and rushed commissioning based on an expectation of rapid electrification; this resulted in numbers of locomotives with poor designs, and a lack of standardisation. Beeching cuts During the late s, railway finances continued to worsen, whilst passenger numbers grew after restoring many services reduced during the war, and in the government stepped in, limiting the amount the BTC could spend without ministerial authority.

A White Paper proposing reorganisation was published in the following year, and a new structure was brought into effect by the Transport Act These included a British Railways Board, which took over on 1 January British Railways was involved in numerous related businesses including road haulage Following semi-secret discussions on railway finances by the government-appointed Stedeford Committee in , one of its members, Dr Richard Beeching , was offered the post of chairing the BTC while it lasted, and then becoming the first Chairman of the British Railways Board.

A third of all passenger services and more than 4, of the 7, stations would close. Beeching, who is thought to have been the author of most of the report, set out some dire figures.

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The overhead view illustrates the two side by side double bank 6LDA’s brought together. A close up of the free end of the engine showing a variety of equipment and the instrument board. A view of the 12LDA28 double bank engine that went into the Class 44’s, and showing the considerable bulk of the Crompton Parkinson main and auxiliary generator.

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That one single ideal was the main driving force for the CME of the GWR, Charles Benjamin Collett, who was naturally intent on pursuing the beliefs of his former governor, George Jackson Churchward, the brilliant engineer who initiated the succession of GWR locomotives by designing the prototype No ’40’ named as ‘North Star’ and built as an Atlantic The reason he decided on this wheel arrangement was for comparison purposes, having persuaded the GWR Board members that the French De Glehn 4-cylinder locomotives were far superior to our machines and furthermore made the case for purchasing 3 of those engines, including No ‘La France’ left which was used to haul the inaugural ‘Cornish Riviera Express’ in and continued to work the train for many years.

The Alfred De Glehn design was of a compound engine; high pressured inside cylinders driving the second axle, with low pressure outer assemblies motioning the first drive axle, a system recognised as ‘Divided Drive’ which Churchward adopted for ‘North Star’ and also copied the taper boiler design and replicated the Belpaire firebox, with the styling of the leading bogie also taken from the De Glehn ‘Locomotive Manual’.

Thus ‘North Star’ was the starting point for the famous ‘Star’ class, paving the way for the superb ‘Castles’, which were soon found to be both economical and powerful locomotives; capable of handling the passenger expresses of the day. Thus the Locomotive Committee of the directors appealed to the Civil Engineer to relax the limitation on axle loading, but found that any new structures were allowed 22 tons of loading for 4-cylinder engines; furthermore there were just 4 bridges that were in need of strengthening and the Bridge Stress Committee were requested to put the work in hand as soon as possible, as well as asking for an extra half a ton leeway; this was subsequently granted.

CB Collett was then instructed to design a larger locomotive capable of hauling ton loads as far as Taunton and tons unassisted over the Devon banks, with an axle load of a maximum The three ways that Collett could increase the Tractive Effort, was by increasing the boiler operating pressure; raising the swept volume of the cylinders via a longer stroke or a larger diameter compared to the ‘Castle’ class or decreasing the size of the drive wheels.

The net result was a larger boiler, very well designed by F W Hawksworth, operating at lb. Charles Collett was left with no choice, but to decrease the drive wheel sizes from 6 ft 8. The naming of the class was not decided and early thoughts leaned towards ‘Cathedrals’, but fortunately they were dropped in preference to ‘Kings’ starting out with the current ruler and working backwards in time. Indeed during the inter-war years the popularity of many Devon and Cornish resorts was largely due to the enterprise of the GWR’s publicity machine.

For example, the ‘Cornish Riviera’ was promoted intensively not only in the UK but also in the USA, including this fine study by Murray Seccretan of a ‘King’ class heading a westbound express in As for my own recollections of the ‘Kings’ from the s? I can almost hear the high-pitched squeals from the carriage brakes as the whole ensemble draws to a halt and the name and number of the ‘King’ come into our view and the immense size of the locomotive becomes readily apparent.

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