OPEN DAYS: The first open days for 1995 will be April 2nd and May 7th. We will also be running extra open days at Easter. Saturday 15th April and Sunday 16th April. Saturday will start at 12:00 with trains every hour until 4p.m. Sunday will be a normal open day.
Just a reminder that on open days the first train is due to depart at 10.30, so everything is expected to be ready for the train to depart then.
We need a few more helpers than some of the open days towards the end of the year. Not everyone can be going overseas. Please fill out the appropriate attached work notice/s and return them. People put a great deal of work into organising an open day and your help makes it a bit easier an others.
SUBSCRIPTIONS: The renewal rate is very pleasing. If you haven't already sent Your sub in, how about putting your pen to your chequebook. At this time of year subs are our only income and without income we can't spend any money at all but of course no railway in history never needs some expenditure - to all who included a donation - special thanks.
Remember all donations over $5 can be used as a tax deduction later in the year when the tax man puts his sticky hand out.
WORK AT THE JUNCTION: This has slowed as usual during the summer months but really needs to pick up to get everything ready for our open days.
TRACKWORK: We have long talked about replacing the turnout on the main line at the end of the Junction station platform. Last year we obtained a good one from the Carbo works old sidings and stockpiled it near Downers Crossing. It has been removed from the stockpile and laid out near its final place. Trev and Bruce used a handy mobile crane to do this. Bruce has replaced some of the sleepers under it and there are about 6 more to do.
The old turnout will eventually be used in the backshunt at the top end of the Junction to form a new siding.
Bruce has also tidied up the rest of the station platform edging. While the crane was at the Junction, the opportunity was taken to remove an old XP wagon body that had been used for storage. This body had become very rotten and was no further use. It was lifted out - placed on a wagon and taken to a clear area near Downers crossing to become a bonfire. During the shifting job, it fell to bits.
CB: Richard has been busy with the under frame. The work on the underside was completed and the under frame turned up the right way. To make things easier when using the hand crane - the hook and rope was converted to a double purchase arrangement - like it would have been originally. Terry turned up a bush for the block used to give the double purchase. The new arrangement makes things a lot easier.
Richard has also cut up a section of some old steel we were originally going to use as a large water tank. This steel will be used as the rear bunker/water tank for the CB.
While the mobile crane was available, the boiler was put on a small trolley so it can be moved around the yard as required. It was also given a very brief look at by the boiler inspector during his recent visit. We now know what he will require for a more thorough inspection.
PECKETT: This loco was inspected by the new boiler inspector in mid January. As it was new to him, he gave it an extremely good going over and was very pleased with its condition. He also looks at the engine side of the loco, even down to tapping the loco tyres and spokes.
He comes from Christchurch and has inspected locos at Ferry mead, McLean's Island and had a lot to do with the new WA boiler built at Dispatch Foundry in Grey mouth for Gisborne.
The Peckett is nearly back together again and should have been steam tested by the time you receive this newsletter.
D2 LOCO: Mike continues to slog away with the repairs to the engine mounts and general refitting and rebuilding of all parts of the engine that need altering.
D3 LOCO: During a trip down from Glen Afton the engine suddenly started racing and had to be "hand controlled" for the rest of the journey. Terry pulled the fuel pump apart and found the rubber diaphragm in the governor had split. Ian organised a new one but the price seemed excessive. Still as it was needed we paid up, Richard checked up and found they were available for 1/5th of the price we were charged. After a complaint, a refund was gratefully received, The loco is back in use again.
F185: Not much to report on this. The air pipe work to and from the
compressed air tanks was fitted. A drain fitting that goes between
the air compressor and the boiler is missing. The threads in the air
compressor were very bad so a new fitting needs to be made. The
threads were re-tapped to 1 1/2" BSF and a long stud in 1 1/2" BSF was
found. We need to weld a socket on one end to allow for treading
to the steam pipe connection. We have worked out what needs doing,
got all the pieces and when time permits - will make the fitting that
is needed.
Teresa has been painting the window frames on No 3 car.
Wingnut - sorry Ian, Terry and myself have done some repairs to No 3
car's platform railings. This work also involved getting a new gate
gudgeon cast and fitting it. We have purchased the steel required for
the additional safety rails for No 3 car and the mines car.
WORKING BEES: the next ones will be: 25th and 26th March
29th and 30th April
27th and 28th May
There is heaps to do, so please turn up and lend a hand - two preferably!
The write up on the following pages is from a "Railway World" magazine of the 1970's and is mainly about the workshops of the North London Railways Bow Works. It describes how locos were manufactured and the tools used. Note the limited use of micrometers.
IN THE YEAR prior to Grouping the North London Rail operated 77 locomotives of 4-4-0T type, mainly of the 'No 1' standard passenger class. 21 0-6-OT shunters and a crane tank. This perhaps. needs a slight qualification in that in December 1908 an agreement was made between the North London directors and the LNWR to the effect that although the NLR would continue to exist as a separate concern its superior officers would then be those of the LNWR who would operate the NLR and be directly responsible to the board of North London directors. Nonetheless. the NLR remained a distinctive entity after 1908 and just before grouping the 99 locomotives collectivly operated over 1 1/2 million engine miles: there were 400 or so passenger vehicles in use and in all the railway handled
a total of rather over 14 million passengers. Of course the Broad St-Richmond/Kew services had been electrified in 1916 and after the first world war NLR services to Chalk Farm had been extended to Watford and electrified.
The LNW owned half of Broad St station and all electric workings were the responsibility of the LNW and had nothing to do with the NL. The history of the railway and its operations has been the subject of study from time to time but less has appeared in print about the North London locomotives. Their engineering and the organisation and activities of the NLR's Bow Works. This article then attempts to present a fuller picture of these aspects. During its lifetime the railway had three locomotive superintendents of which the first was William Adams, one of the most forward looking of the Victorian locomotive engineers. At the age of 17, in 1840, he was apprenticed to engineering at the marine engine works of Joseph Miller at Glasshouse Fields, Ratcliff, London. Miller, then in trade as Miller & Ravenhill had served his time under Murdoch at the famous Soho Foundry and was a man who insisted upon the highest standards of craftsmanship.
After leaving Miller, Adams served some time in marine engine work overseas, but in due course turned to civil engineering at first being concerned with hydraulic plant for Cardiff Docks. Later he was involved with the supply of plant to the docks served by the NLR and in 1853 he took charge of the railway's locomotives and established the works at Bow. Adams left the service of the North London in 1873 and became the Locomotive Superintendent to the Great Eastern at Stratford. His best work was probably that for the LSWR at Nine Elms where he took office upon leaving the GER in 1878. Adams died in 1904.
His successor on the NLR was J. C. Park. At the time of his appointment to the post of Locomotive Superintendent at Bow Park was leading draughtsman to Patrick Stirling at Doncaster. However he had been trained at Inchicore Works, GSWR (Ireland) and induced several Inchicore men to join the service of the NLR. Under Park, Bow Works were reorganised and rebuilt. Indeed a number of the machine tools were built by the company itself at Bow and a class of outside cylinder 0-6-0Ts was introduced. In summary Park can be said to have made Bow Works one of the foremost railway works of the smaller British railway companies.
Among those who followed Park from Inchicore was Henry Pryce, an Englishman who had served his time at Inchicore from 1869 to 1874.
In 1878 Pryce joined the NLR taking charge of the signal and telegraph departments and when Park retired in 1893 Pryce took over responsibility for the locomotives and rolling stock as well. He retired from railway service when the agreement with the LNWR was made in December 1908 and died shortly after the first world war. In the writer's days at Bow there were still many who had served under Pryce. He is said to have not been greatly interested in locomotive work, nor to have known much about it but possessing a bustling personality, he had the ability to get things done. After Pryce's departure the works sank back almost into oblivion until the early days of the LMS.
The first proper North London engines were delivered in 1853, for previous to that date the LNW had worked the line with old Bury 0-4-0 engines. These 1853 locomotives numbered 1-10, were by Stothert & Slaughter of Bristol and were small outside cylindered well and back 2-4-0Ts.
Next, in 1855, several 0-4-2STs by Sharp Stewart arrived and, in the same year also, and by the same builders, five inside cylindered 2-4-0Ts.
Between 1855 and 1860 two forms of inside cylindered 4-4-0Ts were supplied, five by Robert Stephenson & Co and eight by Stothert & Slaughter. Also, in 1860 Beyer Peacock supplied five 0-4-2STs. These had screw reversers. One later went to the Colne Valley Railway and another, rebuilt with a trailing bogie to the Stafford and Uttoxeter Railway.
There were, at various times one or two other odd engines in NLR service including a small 0-4-0 which rebuilt at Bow as a crane tank was destined to be the last actual North London engine in service.
After the delivery of the Beyer Peacocks, the company itself constructed all other North London motive power at Bow.
In 1863 W. Adams brought out his first design to be built at Bow Works, a very neat inside cylinder 4-4-0T. These had, as their main features, an outside framed bogie, a brass beaded swept opening in the side tanks to take the driving wheels, and open footplate with a small weathersheet, a large dome cover, open top of brass, Ramsbottom safety valves, a sandbox between dome and chimney, a large toolbox upon the side platforms over the bogie and a capped chimney of ornate type having the engine number in brass thereon. These first engines to be built at Bow were numbered 43-50. No 43 being turned out in 1863 and the remainder between then and 1865. For the period a high pressure was used, 160lbs sq. in. boiler pressure, at a time when most other railway's were content with I30-140 lbs sq. in. boiler pressure.
Outclassed near the end of the century they were in use on the branches such as Acton to Hammersmith, and for short runs From Bow Junction, and all had been withdrawn within the first decade of the present century.
Between 1865 and 1869 W. Adams introduced a similar but larger class known officially as the Number '51' class. These were numbered 51-66 and 11- 18 and all were constructed at Bow. Again a pressure of 160 lbs sq. in. was used and a departure from North London practice was the use of wheel and screw reversing gear.
As built. these engines had no cabs but in after years from 1885-90 all were rebuilt with cabs, lever reverse and new cylinders of 17 1/2 inch bore (the originals were 17in), and in accordance with late NLR practice all had injectors fitted on the tops of the tanks.
As built they were very similar in outline to the '43' class and perpetuated the outside framed bogie together with the ornate chimney and brass dome cover, the sandbox located between -and- over the firebox wrapper and Ramsbottom valves. As rebuilt these engines were known to the men as 'Highflyers" and were in use mainly on trains to the GNR.
After 1908, the LNW took over one or two '51s' and after the introduction of electric working to Richmond several more went to the larger company, three being purchased outright.
After rebuilding by Park the black livery was introduced, prior to this all NLR engines were painted green. At the same time, all brass embellishments were removed and further changes saw a plain, built-up standard chimney and closed dome cover of sheet steel fitted; only a brass bead round the opening in the side tank remained of the previous adornments.
When rebuilt the '51' class became NLR Nos 101-4/9-22 Nos 101/14/7 were purchased by the LNW and used for carriage shunting at Willesden.
On the NLR No 109 was the last to work being scrapped a few months before the writer's arrival at Bow in 1925. When withdrawn it was 60 years old and the oldest suburban tank engine in service in this country. Moreover it had one other claim to fame since it was the engine involved in the Wood Green accident of 28 February 1895.
On that day, when running bunker-first on an empty stock train to Bounds Green, with Driver Chas Floyd the axle of the left-hand coupled wheel broke off short at the journal. With the wheel thrown off, No 109 ran on seven wheels for some distance until on striking the platform ramp, the engine turned upon its side. Floyd, after closing the regulator jumped but was almost cut in half by the cab roof as the engine turned over and the fireman was also crushed to death.
After this accident the engine was repaired at Bow to run another thirty years. The axle, of wrought iron had run 500,000 miles in service prior to the accident and was preserved at Bow until the LNW took over.
In 1868 Adams brought out his last design for the North London and, with slight alterations by Park. This type remained in use upon the line until the LMS formation and beyond.
These engines, known officially as the No '1' class, but more usually as the Standard passenger tanks, were outside cylinder 4-4-0Ts, a fair idea of which can be obtained from the accompanying photograph. They were numbered 1-10 and 19-42.
As built, a working pressure of 180lbs sq. in. was used. Adams being one of the first to make use of steel for boilers. Later, however, and when the writer knew them the pressure was reduced to 160lbs sq. in.
At the time of the formation of the LMS 74 of this class existed, in addition to some of the rebuilt '51' class and also 30 of Park's 0-6-0T Shunters. Nine of the last-named were on loan to the LNW.
The first of the 0-6-0Ts came out in 1879 and construction continued, as with the Passenger Tanks, on and off at intervals almost until the 1908 agreement. The first engine of 1879 was numbered 15. Several of the originals had, for a short time, stovepipe chimneys similar to the nearby GER engines; these were, however, replaced by the standard NI built-up type.
All of this class had cast iron wheel centres whose spokes were of 'H' section. This design was that of F. W. Webb of Crewe and also that used at one time at Inchicore; however the design did not originate at any of the aforementioned places but at the works of the Neath Abbey Iron Co who first used it for engines built by them for the Monmouthshire Rly & Canal Co in 1848. Webb cast these wheels centrifugally but at Bow they were cast by gravity only and, being cast iron, resulted in the Shunters being limited to a speed of less than 30mile/h.
However, this design of wheel centre gave a better tyre support than did either the built-up wrought iron wheels of spoked form, or the later cast steel ones. With the latter, after several tyre applications it was necessary to run the wheels in the lathe and take a light skim off the outer faces. When this was done, high spots over each spoke could be observed but this never took place with the Shunters' wheels. So, perhaps, to this design the Bullied Firth Brown and Boxpox wheels of the last days of steam are a trifle indebted.
One engine remains to be noted. This was the crane tank, or steam crane as it was called. It had been reconstructed at Bow from an old Sharp Stewart 0-4-0 which had been built for the NSWJR and which dated from 1858. Its use on the NSWJ ceased when other locomotives became available and it was then rebuilt at Bow as an O-4-2T with a crane mounted upon the bunker with a lifting capacity of 3 tons. Its use was limited to the works and, sometimes, Poplar Docks, but in no way was it a breakdown crane.
One additional point of interest is that in the photograph of the erecting shop it will be seen that all the engines visible had wasted back sheets to the cab, similar to the class 'A' and 'B' tanks on the Metropolitan Railway.
After 1908, however, the plain straight back sheet was introduced and only one engine having a wasted sheet remained in my days.
As regards number series. The LNW started renumbering NLR engines above 2800 and the LMS used the numbers 6435-6512. By 1925, however many still bore their LNW numbers.
Mention must now be made of the Bow Works. As already noted, these were almost completely rebuilt and enlarged by Park. The locomotive, carriage and wagon works of the NLR were all located at Bow with the steam sheds at Devon's Road, a point midway between Bow Junction and South Bromley station. Until 1916 a small sub-shed to take six engines existed at Acton.
In the writer's day. The older section of the works which lay in the triangle from Bow Junction formed by the Poplar lines and the curve to the GE was disused. Originally, it had comprised a long, two road erecting shop and behind this smiths' and boiler shops.
Cramped and inconvenient, all this was transferred to the other triangle formed by the Poplar roads and the curve to the LT&S. Up until 1882, when Park built the new shops, this had been an engine shed and a photograph exists showing the facilities.
Park, however, moved the running shed to a point nearer to South Bromley station. These sheds were always known as Devon's Road and were erected upon part of a large area of land between Bow Junction and South Bromley purchased by the NLR in the days of Adams.
On other parts of the site. The company constructed small terrace houses for the use of the workmen at Bow Works and footplate and other staff. Between the lower end of the Lower Yard and these houses ran the LT&SR line carried over the NLR Poplar running lines and several loops and spurs by means of a lattice girder bridge. According to some of the older hands, both NLR and Tilbury, this bridge was replaced in a single night between the passing of the last LT&S train on the Saturday night and the first train on the Sunday morning, the new bridge being erected beforehand beside the old and then moved into place. For many years the writer was sceptical of this until, years later, he found confirmation in an engineering periodical.
Devons Road lay on the side formed by the Tilbury connection and Bow Junction. On the side of the GE connecting line was Campbell Road, also parallel to the NL. The original works may be said to have been between Campbell Road and the NLR while the later works was between a side road off Devons Road. This was NOVEMBER1978
Morris Road which ran beside the Tilbury line connection, through the actual works, but placed above it. Also protected by high walls was Back Alley from Canipbell Road to Devon's Road. This alley passed over the works between erecting and machine shops. These details are relevant here as the works no longer exist and those who wish to trace the site may therefore do so from the foregoing description.
The works, carriage sheds and shops and the Devon's Road shed extended, in all, some 1/4 mile beside the Bow Junction Poplar running roads and covered an area totalling 33 acres. Parts of the old works were retained in use by the NLR up to 1908 when they were closed by the LNWR.
In its heyday 750 men were employed in locomotive, carriage and wagon departments but when the writer arrived there this figure had shrunk to 120 or so.
Entrance to the works from Bow Road was. Firstly, by means of a small gate and steps which led down to Bow Palace Yard (as it was known) and. secondly. along a catwalk beside the line from the platform of the down road at Bow Junction, This was the mode of entrance for those who arrived by train.
There was a considerable difference in the levels of Bow Palace Yard and the Lower Yard, the through running road passing through the works from the one to the other falling at about 1 in 40.
NLR engines always entered the works by way of the Palace Yard being brought up from the shed by the steam crane tank. Tilbury or LNW engines entered by the Lower Yard being pushed up through the works to the erecting shop.
The failing gradient was also made use of for axle examination. the procedure for this being that on removal from the engine the wheels were placed on the through road by the overhead crane and thoroughly cleaned by means of a thin cleaning and penelraiing oil. After this, all oil would be wiped clean and, a pair of drivers, say, would be rolled to the bottom of the grade. this being at the opening into the Lower Yard. With the first pair of wheels in place. the coupled pair would then be allowed to run down by gravity to strike the stationary pair. The impact was considerable and an examination for any cracks or flaws was then made. Should any suspicious place or mark be 'noted then a piece of tracing paper applied over it would register the fact that such a flaw or fracture had started by the presence of a thin line of oil. Crank axles were always examined in great detail. particularly those of the LNW engines and the two Tilbury 0-6-0 tender engines, LTSR Nos 49/50.
Bow Palace Yard was served by a trailing connection from the down road and then, by reversal on to six roads each serving a pit in the erecting shop the latter being: 230ft long
A small triangular shop was located between the main shop and the railway. Originally the brass shop but in the writer's day, used by the millwrights.
If one stood in the yard facing the entrance to the erecting shop then the building on the left (and the one in front of which so many N L engines were photographed) was the old nut and bolt shop. In the writers day. this was the carpenters shop.
A two-storey building just to the rear of this was the drawing office, then disused.
If we move parallel with the down Poplar road then the next shop behind the erecting shop was the machine shop: behind that was the boiler shop and beyond that, the wheel shop.
Here a passage divided the locomotive from the carriage departments while beyond this was the Lower Yard. Here were located the stores, foundry, spring shop and timber drying shed.
The far road in the erecting shop was extended through all shops and passing out through the Lower Yard rejoined the down Poplar line. Several spurs to stores and the like branched off this road in the Lower Yard.
Signal and Way and Works Departments were, in the 1920s, all located at Dalston. Machining, for these departments. However, such as the planing of point tongues and the like was always donc b\, the locomotive department. At Dalston also existed 'The Pound'. This comprised a triangle of running lines formed b~ the Hackney-Dalston curve. the Broad St-Chalk Farm curve and a through
running road frorn Hackney-Mildmay Park. The last was used only for freight or excursion passenger trains but, from time to time all NL set trains were run round 'The Pound' with the intention of equalising flange wear.
After the 1908 agreement Bow Works was run down by the LNWR and at intervals it was reported that it was to be closed, in particular once electric traction was introduced on the Broad St-Richmond services. Nevertheless, prior to 1922, certain LNW engines were sent there for repair as were road motor vehicles.
However, the Works remained open and with Grouping the new-born LMS found itself with two relatively small locomotive works a stone's throw from each other. Bow and the LTS works at Plaistow.
Of the two, Bow had been built in 1853 when the land around was market gardens, and cheap to purchase. Plaistow by contrast, was constructed in 1881, when land in the area was already reaching attractive prices.
The gentlemanly, George Hughes ensconced in retreat at Horwich had instructed the ebullient Sir Henry Fowler to visit both works and report back. The result of his report was, in his words, that 'Bow was a model works but neglected'.
The upshot was that all Tilbury engines. work. plant. and men. were removed to Bow in the summer of 1925. Prior to this, Bow had been in charge of a very amiable gentleman Mr Cox. or as he was known to the NLR men, 'Fanny Cox'. Mr Cox departed to Crewe and Mr S. H. Whitelegg from the LT&SR took charge.
Stanley Herbert Whitelegg, born on 24 July 1882. was always rather overshadowed by his brother Robert. but. nevertheless. is deserving of notice here.
He served his apprenticeship at Plaistow under his father. T. Whitelegg and was later LT&SR inspector for all materials and rolling stock under construction by, contractors. With the 1912 Midland takeover of the LT&S his brother. Robert, then Locomotive Superintendent. Left railways to enter general engineering and S. H. was placed in charge at Plaistow a post he held until taking over at Bow with the closure of Plaistow Works.
Leaving. T. Lovatt Williams who had been a pupil at Crewe and then shed foreman at various places on the LNW system took Bow for Horwich in 1928, his place. The newcomer did not possess Mr Whitelegg's knowledge or ability but was a much more endearing personality.
With the transfer from Plaistow all NLR foremen became secondary to LT&S men. although of the latter the Plaistow erecting and boiler shop foremen were already past sixty at the time. With these same Tilbury men arrived the writer a premium apprentice.
The NLR Standard Passenger tank was a good sound job although one fault in its design was that the upper portion of the main frame was lacking in depth above the opening cut into it for the insertion of the cylinder valve chest. Preferably, Adams should have carried this higher into the smokebox which could easily have been done. As a result of this, over the years a cast steel flanged plate was bolted behind the valve chests, the valve spindles passing through this plate. And the drawbar at the leading end carried between the valve chests to take traction from the plate and not the buffer beam, In addition the connecting rods were rather short. In the case of the Shunters this was even worse thus, after a very short time after repair, terrible knocks began to take place in the big ends. In addition cracks developed in some of both Shunter and Passenger engines' cylinders at the front cover end. The method of dealing with these was to replace them.
At this juncture it may be said that in 1925, and for long after. No drawings existed in the works although there were sheet iron templates of some parts from which new ones could be made. Nor were there any micrometers except for two 0 to ]in examples only: one the writer's, the other the property of a Tilburv turner.
The only form of welding was that done by the smith at the forge. Such as welding new gab ends to eccentric rods, new arms to brake shafts and the like. A wasted boiler plate was cut out by chain drilling. Drilling through the tread and driving in a tapered drift removed tyres and, in the same vein springs were tempered by rubbing a hazel withy on them when the latter started to char slightly then the right temper had been reached and the spring would be quenched.
To return to the subject of cylinders. However, to 'lace' the cracks. Prevalent in NLR classes, holes of around 1/2 in diameter and flat bottomed at %in deep would be drilled about 2in apart each side of the crack at intervals of about 3in. Opposite holes would then be joined by a channel cut with a cross-cut chisel and. with a jack and timber packing inserted in the cylinder bore that laces were cut from 1/2 in thick brass filed to a dumb-bell shape arid hammered in.
Both main NLR classes had Stephenson link motion and valves were set to a lead obtained by the insertion of a piece of 13 SWG plate in the port. Cut-off was in the order of 75%. Incidentally, in NI-R days a very slight increase in the leads in the fore, gear was made when setting the valves because it was thought that the engines climbed the gradients on the GN 'lines better as a result. It was known as setting the valves 'fore way' and was discontinued when the LNW took over.
A few spare boilers existed but in many cases the repair was classed as own boiler' which might lead to the engine waiting for several weeks, or more 1 n the erecting shop.
With both NLR classes. also. considerable erosion had taken place in the main frames in the area upon which the expansion angles rested. But. so far as memory serves, no main frames were ever patched.
Not long after Grouping it was decided that all the NLR Standard Passenger Tanks were well past their prime. if not worn out, and with this in view a 'No 2' class Tilbury 4-4-2T was tried on a Poplar-Broad St train.
No thought seems to have been given beforehand to checking the structural load gauge nor to the amount of throw over which might take place when a relatively large outside cylindered engine (as compared with the NI- tanks) entered the super elevation of a curve such as existed at Dalstori up road platform.
With a Tilbury driver and an NL the train set off from Poplar. All went, well until the train entered Dalston Junction when the leading buffer beam made violent contact with the coping of the platform edge throwing the slabs up after the manner of a plough
Thereafter. a 'No 1' class Tilbury tank was tried. This type posed no problems and one always worked the 1703 out of
Bow Carriage Sidings to Broad St where it took over a Broad St.Upminster for the return trip. Next. as late as 1925 a trial was made with two small North Staffordshire Railway inside cylinder
2-4-OTs similar to those first built at Stoke Works by Mr Clare the then NSR Locomotive Superintendent. These Engines proved rather less powerful than those they were supposed to replace and had to be well and truly thrashed to keep any sort of time. Consequently their stay on the NI- was short and no other type of motive power was used on the passenger services until the advent of the LMS Standard 0-6-OTs or as the men knew them the
'16.000* class. By 1929 they had taken over all NI- passenger workings and a good many of the freight trains also.
NLR types fitted for right-hand drive having vacuum injector Gresharn & Craven reversing lever. cylinder cock gear all being placed close to hand. The regulators were of the circular. cat's head type with a cast iron head and a gunmetal valve working upon it. The reversing shaft was counter weighted but although the lever reached to the average driver's shoulder it still required a considerable effort to notch up.
Having got the train lifted. after a few revolutions of the Wheels the driver would then brace himself by placing his foot upon a small bracket on the reversing sector and bring the lever back four notches. or cutting off at just over half stroke.
If the engine was running bunker first. then the drive. placed his foot against the bunker plate to brace himself while notching up. After ,his was done he would widen the regulator setting a little and then leave the engine to its own devices which would amount to a gradual increase in speed until checked for the next station. At Old Ford. on the up road. there where a few yards of level beyond the end of the platform ramp and then began a short, sharp pull up to cross the Northern Outfall Sewer. Here the regulator would be pushed full open after the lever had been brought back and the engine would blast up to the top and over the Sewer. the regulator being brought back when this point was reached.
Insofar as was possible, engines operating on the GN line always worked out bunker first on a Poplar-Broad St train in order to be the right way round. that is, chimney first out of Broad St on to the GN. Indeed, down NL trains to Enfield and Cuffley over the GN lines involved a much longer haul with full regulator working on leaving Wood Green with its long bank up and over the GN running lines.
To reverse with a lever is no mean feat on a locomotive running at better than 30mile/h and in the past several drivers on different railways have either been killed or suffered severe injuries in so doing. Around 1936. for instance. a driver on the ON line was killed by this means. For this reason. the NI- men always played safe. It has been said that any fool could drive a train. but that the skill lay in stopping and in this the NI- men were past-masters On entering. or just before, a station, depending upon its location, a slight application of the brake would be made, then a second. and finally. at the appointed place, the brake handle and disc were put into the full position with the train coming to a stop.
Later in life, when the writer was employed at Stratford Works he came to think that the NI- services had a certain amount of leisure about their operation compared with the bustle and bustle of the suburban services operating out of Liverpool St and perhaps the wear and tear on the engines confirmed this.
In the time of J. C. Park a model of the Standard Passenger Tank of 'No l' class was built in the works to a scale of 11/2in to the foot. or 1/8th full size. For many years this model stood in the circulating area of Broad St Station, but it is now understood to be in the National Railway Museum. The boiler and all the plate work for it was executed by Mr Spiller. then the foreman coppersmith in the works. The cylinders, wheels and many other items were cast in the works foundry and the patterns still existed there in 1925. All machining for the model was done in the old light machine shop adjacent to the nut and bolt
shop already mentioned.
Another model of a North London engine also existed built to the same scale and dating from about 1856. This was one of the Sharp Stewart 2-4-OTs and in NLR days it was preserved at Bow Works. By 1925 it was no longer at Bow and its present whereabouts are unknown to the
writer, some of the older 'No 1' class locomotives still retained the hole in the buffer beams through which the chain passed as late is 1925.
ShortIv after 1925 two 4-4-OTs. LMS Nos 6442/ 1 4. were painted like the Tilbury engines in lined out Midland red and looked verv fine. Unforiunatelv. about 1928. Stamp. the margarine king called in by the LMS directors to effect economics in working. was unduly perturbed at the high cost of locomotive maintenance and so began what was called the 'Great economy drive'. As is well known. one NL Standard Passenger had been sent to Derby to be preserved but after a year or so it was broken up.
By this period. though. major changes were already taking place following the General Strike of May 1926 which was succeeded by the Slump of 1929-32, After the railway shop men returned from the General Strike. a working week of four days came into force with little or no overtime worked.
After the General Strike. too. there was a considerable cutback in trains. particularly of those services worked over the ON. Prior to the strike. for instance. the last NI- train into Gordon Hill was the 22.45 arrival. After crossing over and the engine taking water the train departed for Broad St at 23.01. -\fie. Mat
1926. however, this last turn was cut back to a 20.45 arrival and 21.01 departure from Gordon Hill. Similar reductions also took place at other points served by, North London trains such as Potters Bar and on the high Barnet and Alexandra Palace branches.
Even so, in the late 1 920s. and until the outbreak of the Second World War, by making use or the North London services. combined with those of the ON or GE lines. it was possible for a traveller to move around London north of the Thames a
good deal quicker. and most certainly cheaper. than is possible today despite the many, millions spent upon London Transport.