Photo Gallery 10 LEEDS CITY AND CENTRAL STATIONS.

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Drifting slowly westwards on the avoiding line at the rear of Leeds City Station is 24G Skipton allocated  Fowler 0-6-0 4F 44276 attached to a self weighing tender,  with its rake of empty mineral  wagons.

Having struggled to take decent night shots of the "postal" I did have more luck at Leeds City Station when i photographed an evening fish train at 9pm on Thursday 17 September 1964. The night fish train from Hull to Manchester was headed by 55C Farnley Junction's No 45647 Sturdee which was standing on the through road in the top half of Leeds City Station, however some of the insulated wagons were leaking and the rank smell from the slowly melting ice was unbelievable! I could still smell it when the time came to catch a train home from Leeds Central Station at 10.30pm. 

Leaving Leeds City Station behind, we now take a short journey across the City to pop into Leeds Central Station.

Above and below;

In 1963, at Leeds Central Station, I captured this unusual working of a 36A Doncaster allocated Class A1 60149 AMADIS at 8.20am departing the goods yard with a van train. How far it was going was a mystery but the loco had a full tender of coal and was carrying lamps indicating a class “C” all “XP” rated stock train. 

It was most unusual as the loco was working the train tender first!

I later learnt that this working backed out of the Station before running round its train prior to setting off on its journey

Above and below;

 I visited Leeds Central station on an extremely cold Saturday 26 January 1963, and photographed 34A Kings Cross-based Class V2 60854 backing out of the centre road with a Class G parcels train.  

On the same day a driver was captured climbing into the cab of a Motor Lavatory Composite (DMCL) E50556 prior to departing with the 12.36pm to Bradford Exchange. Built by the Birmingham Railway Carriage and Wagon Company from 1957 to 1959, later designated BR Class 104, the first 3-car units were ordered for the LMR whereas the North Eastern Region acquired a fleet of 4-car sets, made up of a Driving Motor Lavatory Composite (as seen here), two Trailer Second Lavatory vehicles in the middle and a Trailer Brake Second Lavatory (TBSL) at the opposite end. The diesel multiple units were powered by two BUT (Leyland) 6-cylinder diesels of 150 bhp each. The dmus were gradually taken out of service in the 1980s, though several units were to survive in departmental service as route-learner units until withdrawal came in 1995; thirteen Class 104 vehicles have survived in preservation.  

Above and below;

                                                THE LAST STEAM-HAULED 'WHITE ROSE' 

In between frequent trips to Holbeck MPD during the early part of 1963, I began to venture further afield with outings to Hest Bank and Lancaster in April, Chester in May, followed by yet more trips to York...these visits will be featured on another page currently in the planning stage. However, in June 1963 I found out that the last steam hauled 'White Rose' from Leeds Central to Kings Cross was about to take place on Saturday 16th June, and I just had to witness this occasion.
When the big day came I set off to Leeds Central with my humble Brownie camera and bought a return ticket to Doncaster. It wasn't long before Class A4 No 60025 Falcon was backing down from Copley Hill shed with a full tender of coal, its blower on and safety valves almost lifting to be greeted by a small group of around twenty enthusiasts, a couple of whom were engaged in a conversation with the fireman. 

Being a somewhat naive youngster I was at a complete loss as to why money was changing hands! 

 After taking a couple of rear three-quarter shots I clambered into the first carriage and found myself  sharing  a compartment with the two enthusiasts I had seen earlier - and, being nosey, I asked them what was going on. They told me that they'd had a whip round for the crew in the hope that Falcon would hit 100mph down Stoke Bank!
But when departure time came we sauntered out of Leeds at a leisurely pace and after a brief stop at Wakefield Westgate we drifted into Doncaster with no indication of a possible fast run. On leaving the train I managed to have a word with the fireman who advised me to get back in the train and enjoy the ride - 'The engine is only just 'warming up' he said, adding that by the time they reach Kings Cross he would have emptied the tender! Sadly, my cheap day return ticket was from Leeds to Doncaster only, and I regretted not having bought one for the full journey to London. 

Above and below;

 A 36A Doncaster stalwart Class 9F 92174 passes 60025 on the through road with a Class F unfitted stock express freight. It was great to see almost all the freight workings at Doncaster that afternoon were in the hands of steam…....  but back to Falcon on The White Rose.........

In view of what the fireman had told me, I expected fireworks on departure - but no, the train just eased out onto the fast line proudly sporting its  "THE WHITE ROSE"  headboard, and headed into the distance in a dignified fashion. He also said they were hoping to contrive a late departure but if memory serves me right it was away on time. Still the inference from the fireman that they were planning a fast trip had intrigued me, and so during the following months I studied all the loco logs in the railway press in the hope somebody had timed the run but to no avail. A little research showed the loco had been fitted with a speedometer three years earlier, had a boiler change the previous year plus a light casual overhaul at Doncaster works three months earlier, so with a willing crew the engine was more than capable of putting in a decent performance. 

Saturday 16th June 1963 was also the last day for Kings Cross shed and 60025 Falcon was transferred to 34E New England along with Top Shed's other remaining nine 'Streaks' only to be withdrawn four months later.  

Soon after Falcon had departed Doncaster, the distinctive chime whistle of another A4 heralded the approach of No 60008 Dwight D Eisenhower with 'Steam for Ever' chalked in large letters on the smoke box door; as it hurtled south on the through road it created so much turbulence, my immediate thought was that it would very quickly catch up with the 'White Rose'; at the same time I imagined them side by side at the buffer stops in Kings Cross. Sadly the resulting pictures are not as good as I would have liked and I realized I must obtain my own 35mm camera as soon as i could afford one since I was missing out on all these historic events and very soon the everyday BR steam scene would be gone forever....... 

I would be pleased to know if any fellow enthusiast has any log/photographs or details of either or both of these two workings, i have searched in vain over many years but  all to no avail.

The other train may have been the "Talisman" but i can't be sure. It certainly was travelling very very fast and i would suggest well above the line speed limit for the through road at the time.

Above and below, on the same day,  31B March-allocated Class B1 No 61252 was photographed about to depart with an up express passenger working whilst what appears to be a B1 passes on the through line also heading South with a goods train.

Followed by a third Southbound goods train hauled by a Robinson designed 2-8-0 63818 class 04 which at that time was allocated to 36A Doncaster.

 In 1962 I set about photographing the changing railway scene with renewed vigour, including frequent weekly visits to Holbeck shed, taking care to go on a Sunday afternoon and early evenings when the sun was in the right place. I no longer needed to bunk the shed; the foreman proved to be most helpful, as long as I advised him when I was on site and informed him when leaving. He seemed to appreciate my interest and explained the working of a busy mpd, often talking me through the roster board on the wall outside his office just inside the entrance. Taking nothing for granted, I always made a point of thanking him each time when leaving.

Above/below;

Kodak Brownie 127 shots of black fives 44853 ( a life-time Holbeck stalwart, having recorded over 22 years service from new until withdrawn in June 1967)  plus  Derby allocated 45274.

 'Black Fives' in partnership with the 'Jubilees; were the backbone of Holbeck's steam allocation for many years; they were used on a variety of turns including fast freights, excursions, passenger reliefs and parcel trains. With the onset of dieselisation, the rank and file of steam found employment on everything from towing condemned engines to scrap yards, coal trains and pick up goods to being standby locos giving cover for failed steam locos and diesels - mostly Type 4 'Peaks'. 

No 45209 was photographed at Holbeck on 23 April 1964. 

 Sporting a double chimney, 'Jubilee' class 45596 Bahamas drifts past Holbeck shed with a brake van in December 1964. Allocated to 9B Stockport Edgeley shed at the time, 45596 was an unusual 'Jubilee' with its double chimney fitted in May 1961 at Crewe Works. Thankfully the loco was subsequently preserved for future generations to enjoy and is based at the Keighley and Worth Valley Railway.

 Emerging from the roundhouse into the daylight on 2 September 1964 is another of Holbeck's famed 'Jubilees' No 45608 Gibraltar, revealing a faded reporting number chalked on the smokebox from a previous working to Scotland.

 A fully coaled up 'Jubilee' 45589 Gwalior has been prepared for duty in the event of a diesel failure or lack of availability; the loco was pictured on one of the last three roads between the breakdown crane set and main line. Holbeck's stand-by locos were usually stationed at the back of the yard, enabling me to climb into the cab for a nosey around, just happy to soak up the sounds and smells. Interestingly during the harsh winters of 1962-3 and 1963-4, Bristol Barrow Road shed also had three 'Jubilees' on standby duty for the South West-North East express passenger service. They were often pressed into service at short notice on rescue missions and on occasions to provide train heating on passenger trains such as the 'Devonian', as indeed were the Jubilees based at the Burton on Trent depot. 

Of note in this picture is the damaged smokebox numberplate.

With 1X92 in faded chalk still visible on the smokebox door, 'Jubilee' class No 45564 New South Wales was photographed in the shed yard on stand by duty during the 24 May 1964.

Another Brownie 127 shot, this one showing Stanier's ex-LMS 'Jubilee' Class 6P5F No 45569 Tasmania simmering in the shed yard on 4 May 1963. Built by the North British Locomotive Co in 1934 and named on 10 February 1936, the locomotive was allocated new to Crewe North on 15 August 1934 followed by spells at Rugby, Derby, Kentish Town, Saltley, Holbeck and Patricroft from where it was withdrawn in April 1964 and cut up at Crewe Works by 1 May 1964. 

Over the years Holbeck enjoyed a small allocation of 'Royal Scots' and 'Britannias' before receiving a few A3s, many in poor external condition, until the arrival of the Type 4 'Peaks' for the Anglo-Scottish express trains. A horribly day, a filthy locomotive - and all things considered a poor photograph - but the only one I have of a Class A3 at 55A; this shot of No 60085 Manna was taken on 26 January 1963.

 Holbeck had a very large coaling tower and during visits to the shed in 1963 I lost count of the number of times I asked the foreman's permission to take elevated shots of the shed yard from the top, but his refusal was the inevitable response until one day on 30th March 1964, I was both pleased and surprised to be told he would allow it just this once as a reward for my persistence.
Needless to say, he went to great lengths to warn me of the dangers of climbing to the top and to make sure of my safety he assigned a fireman to escort me. However the fireman had other ideas; he thought I was mad and stayed put at the base, making sure he was out of view of the shed master's window.
As I climbed halfway up the tower a Britannia 70052 Firth Of Tay (67A) backed in to coal up; the noise was deafening - its tender must have been empty - the cloud of coal dust was horrendous and the whole plant seemed to be vibrating. I eventually reached the top, snatched three shots and returned to terra firma, sweating, shaking and absolutely filthy - much to the amusement of the fireman. 

Back on safe ground  I managed to take a more conventional shot of 70052 at Holbeck. Built at Crewe Works in August 1954, No70052 operated mostly in Scotland, serving Polmadie MPD (66A) from August 1954 to April 1962; then briefly at Corkerhill shed (67A) before being transferred to Crewe North MPD (5A) in October 1962. Next 70052 found employment at Crewe South shed (5B) between May and September 1965; this was followed by a move (along with seven other Britannias) to Banbury MPD (84C) (ex-GWR) now assigned to the Midland Division and recoded (2D), but this too was a short-lived exercise, as 70052 made its way in January 1966 to Carlisle Kingmoor shed (12A), where it saw out its rather short career being withdrawn from traffic on 1st April 19

 A tour of the Leeds depots would not be complete without visiting my favourite shed at Holbeck, which, by 1964 had an allocation of steam and diesels in equal numbers. Nicknamed 'Nineveh' by enthusiasts, 55A Holbeck was by far the most popular shed in the area and I spent countless hours photographing the railway scene in all manner of weather conditions. Like Farnley 55C, the shed was often full of surprises with a variety of visiting steam locos from far and wide that had been pressed into service to rescue a failed diesel. I well remember listening to the depot foreman complaining that he was trying to locate some of his pet 'Jubilees'...more importantly when he could expect their return. Many sheds were so short of suitable motive power, especially during the bad winter months, that any serviceable steam loco arriving on shed would frequently be sent on a rescue mission taking it further away from its home base. The following shot was taken in December 1964, with two unidentified ex-NE Region locomotives , a Class Q6 0-8-0 and Class B1 4-6-0  both looking rather tired at the back of the shed while a Type 2 diesel and Black Five are seen passing the coaling tower. 

 Adding to the locomotive variety is Class 8F 2-8-0 No 48104 in August 1964.

 As can be noted from the  pictures taken from the top of the coal tower (to be seen in gallery 12), by 1964 the changeover from steam to diesel traction was well underway; out of a total allocation of fifty-plus locomotives approximately half were diesel engines and the rest steam.

 BR Standard Class 9F 2-10-0s were occasional visitors to Holbeck, often a 52H allocated loco, but on this occasion it was 15C Leicester Midland-based No 92100 seen here sunning itself in the shed yard alongside BR Standard Class 5 No 73069 in July 1964. The 9F may have even deputised for a failed northbound Type 4 'Peak' on a passenger working as had previously happened with a northbound Anglo-Scottish express. Built at Crewe in 1956 and allocated new to Toton on 30 July, No 92100 was later based at Leicester MR, followed by Westhouses, Wellingborough and finally Birkenhead from where it was withdrawn on 11 May 1967 and despatched for scrap to George Cohen at Kettering on 23 November 1967. 

 With its broken windows, water, muck and changing atmosphere of steam, light and shade, the roundhouse at Holbeck was an absolute magnet for spotters and photographers from far and wide. A large variety of loco classes were usually in view both inside and outside the roundhouse. Here a Fairburn 2-6-4T No 42052 accompanies a couple of 'Black Fives' Nos 45079, and 44824 along with 'Jubilee' class No 45697 Achilles around the turntable on 24 May 1964.

10G Skipton allocated 0-6-0 3F 44240 minus coupling rods (the loco was withdrawn just two weeks later), 'Black Five' 44853 and 'Jubilee' 45658 Keyes, both long time Holbeck residents, plus Derby 17A's Class 8F 48157 all awaiting their next turn of duty.  

An early sixties brownie shot, poor quality but listed to illustrate the variety  of  engines that could be seen after arriving for example on football specials that had worked into Leeds  from places like Liverpool and Manchester, troop trains, holiday  specials and for other various major events as well as visiting steam engines that had rescued or deputised for  failed diesel motive power.

The working conditions in a steam depot were harsh, often cluttered with bits and pieces off a locomotive, piles of ash and a thick layer of coal dust everywhere; the shed building at 55A offered little protection with broken windows and a dilapidated roof exposing hard-working shed staff to the elements; even the most dedicated railwayman must have found it hard to swallow. Awaiting attention at Holbeck is 41D Canklow WD 2-8-0 No 90203 displaying a 'Not to be moved sign' on its buffer beam; the WD is standing alongside 'Black Five' No 44828, a long-time Holbeck resident spending over 23 years at the shed up to withdrawal in 1967. The Black 5 is about to receive attention by a cleaner. I do remember the employee in this picture complaining about the large amount of ash left on its buffer beam. 

 (Above) More scenes inside the roundhouse in December 1964: 40B Immingham's Class B16 61406, resident 'Jubilee' class No 45602 British Honduras, Class 4P 2-6-4T 42618 and 'Crab' 2-6-0 No 42947 ex-1F Rugby shed, followed by;

(Below) Earlier in the year on Friday the 7 August 1964 the roundhouse was full of engines, left to right Class 9F 'Spaceship' No 92160 of 15C Kettering; 'Black Five' 4-6-0 No 44857, 'Flying Pig' 43124 both 55A Holbeck residents, 'Black Five' No 44812 from 21A Saltley, 'Jubilee' 45608 Gibraltar, a 55A Holbeck resident, BR Standard 73021 from Gloucester shed, Class 9F No 92126 from 15C Kettering.

What frequently happened when a steam engine arrived on shed is that its fire was dropped and the build up of ash removed; a filthy job especially at smaller depots where facilities for ash disposal were limited. The working conditions in which the boiler washers and tube cleaners worked were just as bad; by its very nature a steam locomotive required regular boiler washouts in order to remove scale and improve efficiency; the boilers were emptied and blown down, others washed out with steam resulting in water going everywhere. One of 55A Holbeck's 'Jubilees' has just had a boiler washout and is waiting in one of the stalls pondering on what it will be despatched to do next; this photo illustrates the filth and neglect to be found in a busy shed during steam's final years. The working conditions in a steam depot were harsh, often cluttered with bits and pieces off a locomotive, piles of ash and a thick layer of coal dust everywhere; the shed building at 55A offered little protection with broken windows and a dilapidated roof exposing hard-working shed staff to the elements; even the most dedicated railwayman must have found it hard to swallow

As can be noted from the earlier pictures taken from the coal tower, by 1964 the changeover from steam to diesel traction was well underway; out of a total allocation of fifty-plus locomotives approximately half were diesel engines and the rest steam. Having encountered its first main line diesel in the shape of Type 4 'Peak' class No D14 from Derby 17A on 24 December 1960, the shed continued to build up its allocation with a further nineteen on 8 December 1962 followed by another four in March 1964 making a total number of 23. 

Noted on shed that day (30th March 1964) were 14 "peaks" - D16, D66, D47, D90, D126, D19, D86, D44, D31, D88, D192, D28, D26 and D119, at least 7 of them  are illustrated  in the  above photograph.

 Class 04 No D2272 was photographed on 7 June 1964. This diesel shunter had the distinction of being the first diesel allocated to the shed in 1958.  Presumably it was used for shunting coal trucks to and from the coaling plant, yet despite my frequent visits to the shed I never saw it in use. 

This diesel shunter has the distinction of being a survivor and is awaiting restoration by enthusiasts at Peak Rail, Rowsley

 This photo of Type 2 Bo-Bo No D5241 was taken in July 1964.  Although it was a 15B Wellingborough allocated diesel, some wag has chalked 'City of Leeds' on its side.

 Visiting Type 2 Bo-Bo diesel observed at Holbeck was Cricklewood's D5227 in July 1964; soon after the beginning of the diesel era, the Type 2s became a common sight at 55A along with the 'Peaks'.

 (Below) Another 14A Cricklewood diesel, Type 2 Bo-Bo D7572, would probably have been another 'cop' for local spotters visiting Holbeck on 24 May 1964.

 Reflecting the variety of motive power to be noted on shed in July 1964 is 34G Finsbury Park's Brush Type 4 D1511 in its distinctive two-tone green livery; albeit sixteen months old at the time, it looks almost brand new. 

55B Stourton was a steam only shed and  most interesting as it was usually full of mainly freight locomotives, of particular interest were the BR Standard class 3’s, with ten of the class of twenty migrating to this shed towards the end of steam.

The  two snaps (above 77003/4 and below 77004 with 77011 behind) were taken on a trip there on a rather dull Saturday the 19th September 1964, both resident locos were shot @ f5.6 1/125th using a tripod.

The railway scene was changing rapidly, with diesels now rostered for the majority of the passenger turns and some of the excursion traffic. However, steam was still required to cover for diesel failures and lack of availability plus ongoing problems with the diesels train heating boilers.

The engine sheds in the Leeds area had been a magnet to rail enthusiasts in the West Riding for many years, a wide range of loco classes were seen, including many “namers”- the new BR Britannia’s and Clans, Scots, Patriots, Jubilees and the rare named black fives, coupled with the Eastern regions Pacific’s, Streaks, A1/2/3, V2, B1 classes and D49’s until the class became extinct in July 1961.

The transition from steam to diesel took a decade to complete with the mid years of this period providing plenty of interest with a mixture of diesel and steam motive power, many of which were displaced from their home sheds. 

Entries in one of my surviving notebooks recorded a typical Saturday afternoon shed bash in the Leeds area. The date was Saturday 23rdNovember 1963 and the first shed visited was 55C Farnley Junction which whilst having some of the prolific diesel shunters it did not have an allocation of diesels – steam was still king at this depot. It was most unusual in that it was located in a triangular formation of lines which enabled engines to be “turned round” without having to use a turntable. The coaling tower was situated on the line to the rear of the shed. Sadly, none of my shots taken at this shed have survived, however for interest I have posted a copy page from my surviving notebook just to illustrate the variety of loco’s that I recorded, many of them nick named “foreigners” visiting from other sheds far and wide, plus a few noted as withdrawn from service. Of the 59 on shed, two were the inevitable diesel shunters, with the remaining made up of another 28 residents plus a mixture of 20 visiting locos and 9 withdrawn/stored engines, including Royal Scot 46161 which had migrated from store at Neville Hill.

Farnley shed had a stud of Jubilee class locos for many years providing the main source of motive power for the Liverpool and Manchester to Newcastle and Hull turns, however following the harsh winters of 1962/3 and 1963/4 and the resulting shortage/failures of the rostered diesel loco’s almost anything could turn up unexpectedly for servicing, for example A3’s to V2’s, Black Fives to Royal Scots. 

55H Neville Hill shed was the scene of my one and only attempt to acquire illegally a nameplate plus smokebox and shed code plates.

I had noticed on the previous Sunday the 21st April 1963 that stored outside in the shed yard were 46161 King’s Own, 46117 Welsh Guardsman and 46112 Sherwood Forester all in a line complete with all name, number and shed plates, further more one side was out of view next to a row of goods wagons. The following weekend, Sunday the 28th, I armed myself with my dad’s torque wrench and socket set and set off to liberate some pieces of industrial heritage. However, I was spotted on the running board of 46161 and promptly ejected off site with a severe warning that if I tried it again I would be handed over to the police.

To complete the day, on arrival home late at night my father gave me an ear bashing as he could not find his socket set that he needed for work on his car that day. When asked what I was doing with it I had to lie and said that I had been trying to repatriate a cast iron sign from a disused branch line!

If I had not taken the following two snaps prior to my attempt, I might just have succeeded, on the other hand looking back I could have ended up being arrested.

Yet another failure! - and the following Brownie snaps were none too brilliant either:

(above)

This fully coaled up 55H Neville Hill allocated Q6 63426 was noted enjoying a rest between duties.

(below)

Visiting 51A Darlington allocated B1 61321 ready for its next turn of duty (below).

It was over a year before I was brave enough to venture there again, this time to try and track down resident A1 60154 Bon Accord which often deputised for failing diesels heading North to York and Newcastle from Leeds. It was kept in good condition and was used as what the diesel buffs would now term a “thunderbird”. Following re-allocation from 50A York shed on 28-7-1963 it had three light casuals and one unclassified overhaul at Darlington Works during the following sixteen months and was reputed to be in excellent condition, only to be withdrawn on the 4th October 1965. After a few visits I at last succeeded in photographing it in the roundhouse following a boiler washout during late June 1964.

I cannot resist taking another look back at my favourite shed which by this time had steam and diesels in equal numbers. 55A Holbeck, nicknamed “Nineva” by enthusiasts was by far the most popular shed in the area and one where I had spent countless hours photographing the railway scene in all manner of weather conditions. Like Farnley shed, Holbeck was often full of surprises in the form of steam locos  from far and wide that had rescued failed diesels or that had been pressed into service owing to diesel unavailability. I well remember listening to the depot foreman trying to find out were some of his allocated pet Jubilees were and when he could expect them to be returned. Many sheds were short of available suitable motive power especially during the bad winters and any inbound "foreign" serviceable loco would often be sent on workings taking it further away from its own shed rather than being allocated to a return working. 

Before we leave the Leeds shed scenes behind therefore I could not resist adding just one more 55A Holbeck shed shot. In this roundhouse scene are 42139, 42052 and  43871 all awaiting their next turn of duty.

I made many visits to this location to observe and photograph the hard working Wakefield WD’s on this quadruple section of track. Again I became friendly with one of the signalmen in the Heaton Lodge Signal box, spending many happy hours observing the busy railway scene, often recording over twenty trains  an hour. 

During a visit one evening in May he suggested I might like to photograph some excursion traffic instead of the WD’s, he would be on duty at the time and despite not having a line side permit for the area he suggested I could take snaps from the veranda. He showed me the special workings list for Sunday, 17th May that preceded the Bank Holiday Monday. I thanked him for his kind offer and confirmed I would be coming, having copied the list of the workings, which were as follows:

1Z03 @ 7.56am, Huddersfield to Scarborough.

1X12 @ 8.52am, Wakefield to Blackpool.

1X31 @ 8.56am, Leeds to Blackpool.

1X21 @10.08am, Chesterfield to Blackpool,

1Z50 @ 10.13am, Bradford to Liverpool.

1X22 @ 10.23am, Chesterfield to Blackpool.

1X32 @ 10.29am, Leeds to Liverpool.     

1X45 @ 10.36am, Castleford to Blackpool.

1X23 @ 11.02am, Chesterfield to Blackpool

1X09 @ 11.05am, Leeds to Blackpool.

1X24 @ 11.18am, Chesterfield to Blackpool.

1X16 @ 11.24am, Brightside to Blackpool.

1X15 @ 11.43am, Heeley to Blackpool.

 I must have slept in that morning, as I did not arrive at the location until shortly after 10am, when I could hear diesels approaching.1X21came powering through just a few minutes later, heading for Blackpool, double headed by 41A Sheffield Darnall allocated Brush type 2 diesels, D5690 and D5691, I was just in time to catch it crossing from the Up Fast to the Up Slow line from a position on the trackside before climbing up the steps into the box.

I soon realized that I faced a photographic challenge as all the specials were coming from the East, which meant I would be taking exposures against the light hazy sunshine.

 Followed by a fifteen minute interval, giving me just enough time to down a welcome cuppa from the signalman, it was out onto the veranda with tripod and camera just in time to snap another double headed Brush 2 diesel on 1X22, again heading for Blackpool, this time hauled by D5805 and D5813, both 41C Wath allocations.This exposure was taken facing west as the train passed the signal box on the Up Slow line. 

Next to appear was a steam hauled Leeds to Liverpool extra on the Up Fast line which comprised the 1Z50 Bradford to Liverpool which had been hauled by 8L Aintree’s 75043 as far as Mirfield before combining with the 1X32 Leeds to

Liverpool, hauled throughout from Leeds to Liverpool by 55C Farnley Junction’s Black Five 44943, a long time West Riding stalwart.

 Soon to be followed by another steam hauled special in the form of one of 55F Low Moor’s spotless pet Jubilees, 45565 VICTORIA cruising effortless up the gentle gradient on the Up Slow line, hauling the 1X45 from Castleford to the seaside at Blackpool.. 

Back to Diesel haulage with EE type 4 D390 drifting up the fast lane on an unidentified passenger train showing the reporting number 4N15, which I have been unable to fathom as the diesel is carrying the headlamp code for an express passenger train despite the number 4 indicating an express freight working. 

Back to the specials with yet another double headed Brush type 2 on the 1X23 to Blackpool, with 41C Wath diesels D5819 and D5890 providing the motive power. 

1X09 followed, however as it was a DMU, I did not bother to take a photograph.  

Of more interest, albeit another diesel working, was 1X24 on a fourth Chesterfield to Blackpool special, headed by D5843 (41A) and D5834 (41C) at 11.05 am.

1X16 was the next to pass the box, yet another Blackpool excursion this one from Brightside (Sheffield) with again, two more Brush type 2’s, one of which was 41A Darnall’s D5851, again taken facing a hazy sun, my excuse for the poor quality of the picture!

Blackpool Station must have been very busy that day!

Long time (since October 1949) 56a Wakefield resident 8F, WD 90656 powers steadily away on the Up fast line at almost 5mph heading West towards Brighouse with coal empties, emitting plenty of clag in the process, about to pass Heaton Lodge signal box on Thursday evening the 28th May 1964.

I could not resist the opportunity of listing this picture as it reminded me of the Brush type 2’s inability to cope single handed with the full-length fully loaded heavy coal trains from the Wath area to the Scunthorpe steelworks on what was a relatively flat route.

The build up of sidings full of coal trains meant that some of the run down WD’s were temporarily reinstated to clear the backlog at which point the decision was taken to use the Brush type 2 diesels in tandem and whilst this resulted in sufficient power to haul a full length coal train, the next problem was inadequate braking capacity for these long heavy trains, eventually resolved by the use of brake tenders!

Perhaps this explains why all the diesel hauled seaside specials were double headed as apposed to in previous years when Jubilees, B1’s, Black fives, crabs, coffee pots and even the occasional wd would haul these trains single handed.

The specials hauled by diesels on this date sounded to be working rather hard in comparison to the Jubilee and Black five that came coasting through seemingly effortlessly. 

Above and below.

Opened in 1840 by the Manchester and Leeds Railway, later to become part of the Lancashire & Yorkshire Railway seven years later, the station at Brighouse was initially known as 'Brighouse for Bradford'. It wasn't until May 1850 that Bradford's first station at Exchange was opened by the joint efforts of the Lancashire and Yorkshire Railway and the Great Northern Railway. By 1970 the regular local passenger services on the Calder Valley main line fell victim to the Beeching axe and the station at Brighouse closed in January 1970, leaving one of the largest textile towns in the West Riding of Yorkshire without a passenger train service. The station remained closed for thirty years before the West Yorkshire Passenger Transport Executive (WYPTE) - implemented in 1974 to integrate local road and rail passenger services in the then new Metropolitan County of West Yorkshire - re-opened the station in May 2000. Here the driver of the 2-6-4T 42107 is seen urging the guard and two station staff at Brighouse to get a move on loading the carpets from the local Kosset carpet factory at Brookfoot (Kosset's later supplied carpets for the QE2). The company's delivery van (Dennis?) can be seen adjacent to the platform.

Crossing over to the other platform I arrived just in time to photograph the 2.43pm York (Clifton sidings) to Manchester (Red Bank) empty parcel stock that ran via Leeds and Mirfield. This was a notable working, almost always double headed with a wide variety of motive power used. This day's offering was most unusual in being hauled by two BR Standards, one of which was Std Class 5 No 73091 reputed to be a Gloucester Horton Road loco at the time.