R h n hardy collection
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RH212 1939. Len Hyde was a well-known Met driver and he has a Neasden GC man, Harry Fenn, with him on the Sunday this was taken at Amersham. The engine is class H2 (Met class H), 6422 which as Met No 110 was the last to be built of eight by Kerr Stuart in 1920. Good free running engines, given to slipping when starting on the curve out of Rickmansworth. They were transferred to Colwick in 1940 where they were very unpopular but in decent condition and good Welsh coal, they would go to Aylesbury on one firing, no smoke and plenty of steam. RH213 Another view from the signalbox on the down side. The 1350 Marylebone-Woodford entering Amersham as seen from the signalbox. 6084 was a Woodford engine and for the first year of the war this was a Woodford job on which any engine could appear, now and again a Sheffield GN Atlantic. The front coach is a GN clerestory and the rest an assortment of GC stock. The goods Yard on the left and a gas table and the PW cabin are in the foreground. RH214 Hector Radcliffe, Signalman at Amersham along with “Robey” Neal and Daniel Fox. All had their own style of working the box and levers, and I spent many happy hours with Hector learning the elements of the job. The signalman had some of the same responsibility as the driver and plenty of opportunity to use his initiative so that enginemen and signalmen, although in different departments, were the most independent of men. In the background the PW cabin and their rose garden. The track was in supremely good condition, not a weed nor a piece of paper within station limits or anywhere else. Long gone days! RH215 My first railway photograph in July 1936 after I had been given the Brownie box to take to Switzerland for a summer holiday. The train is the 1604 slow running to Amersham, all stations from Leicester to Harrow-on-the-Hill. The enginemen have worked the 1000 Marylebone-Bradford as far as Leicester, a very fast job; they have a nice little doddle for the return with relief at Harrow and pass to Neasden. The engine is 5506 Butler-Henderson, class D11, a Neasden engine and the driver, the senior driver, Fred France, who retired in 1937 and who was the Gorton fireman with Driver Ernie Grain on the Pollitt bogie No 876 on the day of the opening ceremony in 1899. My first journey (in the train) to Leicester in Aug 1936 was behind the same driver and engine, a day for two twelve year old boys to cherish. RH216 A wartime photograph in 1943. Driver Jack Kitching, ex Barnsley and in the Piped Goods Link at Neasden and his ex GN (New England) mate Cecil White at Princes Risboro’. I would come down from Doncaster on the Aberdonian leaving at 0420 if on time and travel with Jack on the 1120 to Woodford via the New Line all stations even Wotton and Akeman St and return with the 1505 all stations to Marylebone via the Met. Jack was our “Inspector” and I drove one way and fired for Cecil the other. Note the blackout cab window and the nameplate “Jutland” and brasses painted over at Gorton Tank. Eng 5504, class D11 and shedded at Neasden. RH217 Marylebone, 1944 in No 4 platform: the 1530 Manchester with a V2, load 10-11 coaches. Driver Jack Fisher and Fireman Jesse Goode. The former went into the top link in 1938 and he carried on until he was well over 65, permissible in certain circumstances during the war years. Jack was pretty heavy with an engine but a very agreeable mate. Jesse Goode was a GE man from March and very likeable. The last time I saw him was tearing through Great Missenden with a class 9 on an up express, many years later. He could not take to the diesel units and came off the road near the end of his time. RH218 Grimsby, 1943. Driver Bill Moyer of Immingham and Grimsby along with his fireman whose name I did not know. When I travelled with Bill, he had Norman Griffin as his mate. He was not such a scourge of firemen as his younger brother at Doncaster, a GN man but was very careful and wanted things done exactly so. The engine is 5364, one of the four C5 Compounds shedded at Immingham and the usual engine for the lunchtime turn from Cleethorpes to Doncaster being sub-shedded for the purpose at Grimsby. RH219-256 STEWARTS LANE MEN AND ENGINES, AMERSHAM AND MET&GC 1936-44 RH219 35028 after working the Golden Arrow and arriving in the dead end at Folkestone Jc. She was our best MN after she had been through the Shops for a General, late in 1952. She always looked a picture and was an even better engine than in her rebuilt form. The arrows are of wood: both this and the plate on the smokebox door were fitted daily by a grade 2 Fitter and mate and this grade also filled the sump/valve gear oil bath daily. This was not part of a driver’s responsibility; in fact the driver’s preparation on an original Bulleid did not involve him going underneath. Driver Jack May, Chairman of the LDC, is in charge; normally in the spare link No4 and the stoker is Alfie Jones. Jack was a remarkable man and worked closely with me although he was always a splendid negotiator for the staff he represented. He was as straight as they come. J Head RHNH collection. (Copy neg). RH220 35028 Clan Line working the 1230 Victoria-Dover-Ostend winter 1953 at Victoria. The train contained Royalty working under Deepdene conditions hence the specially cleaned engine. 35028 is working a Dover duty, 430 for which the engine comes off the up “Blue” our name for the Night Ferry and we turned a fresh engine for the Deepdene. If we needed it we would use the Dover engine off the Blue and change over on the down Night Ferry. The driver is a Dover man and he is accompanied by Chief Inspector Danny Knight of Waterloo. (Copy neg). Photo J G Click. RHNH Collection. RH221 35028 on the up Golden Arrow coming round the “Orpington Loop” at Bickley Jc. This curve was introduced in 1902 as a result of the amalgamation of the SER and the LCDR whose main line crossed but did not connect. The loops enables both lines to be utilised and when, in 1904 the Chislehurst loop was opened, it enabled trains from the SER main line to work over the LCDR through Chatham to Dover. (Copy neg). Photo J Head, RH collection. RH222 Missing. RH223 A 1957 group at Stewarts Lane two years after I had left the Lane. This is the Running Foreman’s Office near the outlet. Syd Norman, Shop Officeman; Fred Pankhurst, Chief Running Foreman; John Ryan, Water Treatment Controller; Harry Newman, Running Foreman; Harry New, Driver acting as Assistant Running Foreman; Bob Fenning, Running Foreman, Ipswich; and James and Anthea Hardy then aged 7 and 4! RH224 “Smithy” our ash loading crane driver. If ever there was an artful but likeable old rascal it was him. Provided that he was watched every day by me and chided by his two Polish labourers, Stan and Con, he did an excellent job and kept the yard truly clean and the pits as well. But given an inch he would see his little crane ran short of steam so that ash loading came to a halt while some imaginary defect was held accountable. The cure for this was to get Smithy loading wagons by hand along with Con and Stan. That cooled his ardour. He came from Deptford and spoke the broadest Cockney in a thin, piping voice. An unforgettable character. RH225 Oct 1954. We had prepared 34088 to go light to Eastleigh to return next day from Portsmouth Harbour with the Emperor of Abysinia, Haile Selassie, who would be met by the Queen and Sir Winston Churchill, the Prime Minister at Victoria. Not often did I have my camera at work but I took photographs that day, and here are two excellent Grade 2 Fitters, both of whom I had had high words for as we were all independent and strong personalities. Hatchets were always buried quickly at the Lane and here are Syd Walker and Wilf Price, the first a Cockney from outside the gate and the second from South Wales. RH226 The famous 768, “Sir Balin”, a grand engine in Ramsgate Loco. We were on holiday at Kingsgate but R I Nelson was travelling from Victoria on the engine with Sammy Gingell (L) and his mate Fred Rowe. The fire had been cleaned and would soon be made up, and the contestants would retire to the pub outside the gate for a glass of “sherbert” as Sam would call it and which he would buy for he never allowed his mate to buy the beer. It was a very hot day too. On the right is Percy Tutt down with some extra service. He was in the spare link and a super engineman and mate. As for Sammy, he was a legend in his lifetime. RH227 Artful old “Smithy” from Deptford and his 80 year old steam crane standing near the softener sludge tank which is an old LB&SCR Stroudley tender. Smithy is covered in detail on RH224 but here we have the sort of men who do not normally claim the spotlight but who deserve as much of a shedmaster’s time as a main line driver or Grade 1 Fitter or Boilermaker. So, L-R: Con, whose Polish name nobody could pronounce nor remember so he was Con who worked as a shed labourer with Smithy and Frank Butowski; Tom Nightingale, Coalman, and I believe a bookie although I did not know it at the time; Bill Price, Coalman (both men worked the mechanical coaling plant); Harry Keefe, Shed Driver; and Frank Butowski, strong and broad shouldered who liked and was worth overtime. If he didn’t get it, he would swear in a comprehensive mixture of Cockney and Polish at the Chief Running Foreman who thought the world of Frank in particular. He was one of the best and when and if the crane broke down he would make old Smithy work for a living. RH228 Bill Brooks, Chairman of the Workshop Committee at Stew Lane. He was a fitter who specialised on lubrication and looks as if he was doing the rounds on 34088 before she worked the Royal in Oct 1954. He spoke lah-di-dah Cockney, was very astute and likeable and missed nothing. If asked if things were quiet, he would answer that it was the calm before the storm and he and Gerry McTague would soon be knocking on the door to give me the rounds of the kitchen. RH229 768 about to leave the shed for the 1535 Victoria-Ramsgate late 1954. My time at the Lane was running out and my little box camera was pressed into service for once. 768 was always highly polished and well cleaned and she looked good. Four interesting people: Jack May, now in No 2 link with Billy Reynolds (R). A splendid pair right up to the job. Jack was the LDC Chairman and one of the best holders of the responsible position that I have ever met, straight, able, respected by all and able to see both sides of any issue. He was an NUR man elected for his ability by a largely ASLEF stronghold. He retired from the LDC in Jan 1954, still held in high regard but never put himself forward owing to the ASLEF strike in May 1955 when the NUR men ordered their men to work normally. Next, Freddy Burton, a Shed Driver with a heart as big as a house. He had been a top class fireman on the Nelsons before the war but after a while his eyes let him down and he was confined to shed limits. A lovely man and so in his way was Gerry McTague, Secretary of the Workshop Committee. He was a charming and persuasive Irishman from Inchicore, Dublin and he and Bill Brooks were a very effective pair: they did a lot for the men they represented and made sure that my life was not one of slippered ease. RH230 A R C Riley photo taken about 1958 at the Lane three and a half years after I had left. Now and again I took the children down to see what was going on and for them to enjoy themselves. Here is our son James now a GP in Bethnal Green and myself against an L1 (Glasshouse German) 1754. She had come up the previous day on a 46 duty which I believe was the 1402 ex Dover Priory on a normal Saturday. She carries the Chatham headcode. Over the top runs a South London train no longer old LB&SC overhead AC stock converted to third rail DC: good old trains which gave no trouble except slipping uphill from Wandsworth Rd and Clapham Road in the early winter mornings. RH231 Jan 1955. My last Sunday at the Lane just before I went home to face life at Stratford next day. About each of the five I could tell many a story: they served the railway well in their different ways. L-R: Syd Cook, Chargeman Cleaner, who had been Foreman’s Assistant at the signing-on point. He finished as punctuality clerk at Croydon Divisional office and he was a splendid man. Chief Running Foreman Fred Pankhurst about whom I could write a book and who saved the railway thousands of minutes delay through his ability to conjure men and engines from nowhere. Jim Alden, always 1300 on duty and an ex fireman and now a Shed Engineman who set the shed for the next day with precision by no means an easy job which required much thought and attention to detail. Running Foreman Algy Harman, once of Battersea Park a fireman and young driver and Jack Bird also a Brighton man who acted as relief foreman without wanting the job permanently. He finished his working career in Victoria Central signalbox. RH232 See RH227. A different angle, RH227 is a better photo. RH233 Boxing Day 1954. Plenty about and a week before I left for the Eastern Region at Stratford. In the distance is 768 being cleaned for the 1535 Ramsgate, another N15, a C class, a GW Pannier off the South Lambeth pilot and worked on all three shifts by our men. And the engine for the Arrow, 34071. Driver Bert Hutton and Fireman Peter Morley. For some reason I brought my box camera and went up the coaling plant to take this photo of the old shed yard at which I had spent two and a quarter unforgettable years. Everything is straight up, the yard and coal road cleaned and tidy. I won’t stay much beyond one o’clock and I shan’t look over my shoulder to see who is following me! RH234 123 Caley 7’0” single wheeler built by Neilson of Glasgow in 1886 to a Drummond design, preserved after its withdrawal in 1933. In Sep/Oct 1953, it came to Battersea Wharf to an exhibition of Royal stock. It was our responsibility and it was necessary to do some pretty heavy work on paint and above all steelwork. They were done by Johnny Millman, an ex-fireman who was labouring in the shed yard. It went back looking a picture and John did a splendid job, for his generation did nearly thirty years of cleaning and firing. On the photo: Jim McTague, Fitter and a NM/Bob specialist; Assistant Foreman Fitter, Wal Thomas; Mr Wheeler, a visitor; RH; Fred Pankhurst, Chief Running Foreman; George Kerr (Tick-tock, always looking at his watch), Running Foreman; Johnny Millman, Shedman; Harry Newman, acting Running Foreman; and Harry Biggs, Shed Engineman. Photo P Ransome Wallis, RCTS or SLS visit to S Lane. RH235 John Greenfield, Punctuality Clerk and a remarkable man who lived for the job and who retired as Motive Power Officer at Croydon Div Managers Office in 1981 through ill health. At Grantham with Driver Ted Hailstone, my old Bradford mentor and now at Kings Cross, probably about 1954. Eng 60026, Miles Beevor. RH236 See above. RH237 Ted Hailstone and Driver Billy Hoole of King’s Cross and his mate on the same occasion. RH238 213 Squadron 34088 prepared and about to leave the shed for Eastleigh to work the Royal train from Portsmouth Harbour via the Mid-sussex next day (Dr Honey King and Fireman Syd Hudson). The Emperor Haile Selassie of Abysinia visited this country in Oct 1954 as the guest of Her Majesty The Queen. RH239 The final touches before departure light to Eastleigh: prominent are the Royal Buffers and the Royal drag hook and screw coupling. Next day, the Royal brass beaded and polished disc boards will be set in the usual code for Royal trains. LH, Bill Thorburn, an outstanding chargeman cleaner who worked extremely hard and led from the front. He kept his Battersea boys in order and there was never a dirty engine on his shift. I inherited two other chargeman cleaners and moved both as soon as possible to a different class of work so that our engines, for a London shed, and remembering that we had no adult engine cleaners as did Kings Cross, were kept in pretty good order. Chief Inspector Danny Knight was in charge of the Inspectorate at T E Chrimes’ HQ(MPS) at Waterloo and who rode on all Royal or Deepdene duties. He had also selected the two sets of Nine Elms enginemen (Swain/Hooker and James/Reynolds) for the 1948 interchange trials and was liked throughout the SR. RH240 May 1959 at Victoria. This was the day that I travelled on the footplate from Victoria to Paris and worked my passage throughout, as driver to Dover, and fireman Calais-Paris on 231 E26; Mécanicien Bebert Bethune, Chauffeur René Sene and a good bottle of red wine. On the photo are Sammy Gingell, retired and now an outside porter at Victoria, a job he did for the next twelve years and which he greatly enjoyed. My great friend James Colyer-Fergusson who made these trips to France possible, then was Personal Assistant to the Chairman, Sir Brian Robertson. Driver Syd Patrick of SL and Fireman Brian Matthews, now a top link fireman and just a fireman when I left the Lane four years and five months before. How times changed, for Syd was firing at Nine Elms for twenty four years before coming to the Lane before the war as a driver. RH241 The cab of 770 in Aug 1953 and the best I could do with a box camera. The low roof, round-topped firebox and high footplate combine to make the enginemen’s world confined but not difficult to work in. The driver is Sammy Gingell, wearing a beret, a rarity on the SR, but Sam liked to cut a dash in a quiet way. His mate is Les Penfold and they must have been together two years in the Ramsgate link before Les moved over to the Brickin, their Dual Link. A typical Eastleigh footplate with Drummond fittings. The firehole door goes back to Stroudley’s days on the LB&SC and to the LSWR via Drummond, his Works Manager. The gauge glass protectors are unique to Eastleigh with a spiked column on the right. It was said that LSW firemen kept the water level with the top of the spike. Three steam valves in the centre are for steam heat, supplementary steam for the F class exhaust injector and for the sight feed lubricator behind Les’s left shoulder. High up are the steam valves for the two injectors. RH242 1936 in Amersham goods yard. Met No 3 Goods. Goods Guard, wearing Met&GC uniform, a friend, Tony Short; Driver, Len Hyde of Neasden Met; and his fireman in the cab. RH243 The second photo I took with my 620 box in Aug 1936 of D11 5506 “Butler Henderson” at Amersham on the 1606 to Marylebone, all stations Leicester-Harrow-on-the-Hill and fast to M’bone. 5506 worked the 1000 Bradford as far as Leicester which was worked forward to Sheffield by a Neepsend GN Atlantic and from the Vic by an L&Y Dreadnought 4 cyl. Driver Fred France who retired in 1937 fired on the first train out of Marylebone in 1899 to Driver Ernie Grain. You can see him on the fireman’s side of that famous “aerial” photo where the bigshots are congregated round the engine and Ernie Grain is standing at the regulator in frock coat and pot hat. Fred was driving expresses before the 1914-18 war and was moved from Gorton to Neasden in the early years of the 20th century. He certainly knew how to get round Ricky curve at about 40 mph, his usual speed for the 25 mph slack before setting his engine at the Amersham bank quite gently, remembering the fireman’s arms on the last stretch over Woodhead on the 1520 Manchester! RH244 Met K class at Aylesbury in Met days. Met driver and fireman unknown but wearing Met overall and uniform cap. RH245 1936. The 1520 Marylebone-Manchester hauled by 5510 “Princess Mary”, always reckoned to be the best of a brilliant bunch of D11s at Neasden. The others were 5504/5/6/7 in 1936. Load 8 bogies, 109” to Leicester and very sharp timings on to Manchester. The fireman has put a good poultice in the back and sides of the grate and will sit down for the next five minutes until they pass Mantles Wood autos and the grade changes before Great Missenden and up to Dutchlands summit. Amersham Goods yard on the left, up reception and up main. Standard Met signal and box on RH with PW hut beyond, Ganger, sub ganger and four trackmen looked after Bell Lane Chalfont-Rectory Road bridge Amersham. RH246 GC 4 cylinder class B7, marvellous engines if handled correctly with wide open regulator and short cut-off. If worked with a long cut-off, they were coal scoffers like many other engines. Driver George Parks entering Harrow-on-the-Hill and the new station buildings under construction about 1936. Stopping train from Woodford and the engine will return with the 1826 fast to Amersham and all stations to Woodford and then forward with a fast goods to Manchester. It was a Woodford engine and the 1826 was worked by Woodford men. RH247 Class L3 (exL1) 9056 dripping down into Wendover with Met No 2 goods in early BR days. The Crabs replaced the Met G and K class engines on some of the Met goods turns and from 1938, Neasden used the Ks on passenger trains unknown in Met days. The colour light on the up road had a stumpy arm behind the lights which can just be seen; a LT signal. RH248 Amersham 1936. Met class G, 97 “Brill” on down evening Aylesbury train loading mail, a long gone practice. Porter and driver are wearing Met uniform caps. RH249 D11 5510 “Princess Mary” on 1606 Marylebone from Amersham all stations Leicester-Marylebone including all Met stations Aylesbury-North Harrow and Harrow-on-the-Hill. Driver sitting comfortably in his armchair and the fireman likewise until he reaches Ricky; J G Robinson engines post-1911 were the acme of comfort. Background and Goods Yard now contain multi-storey car park and two roads of flats and maisonettes not to mention council offices, medical centre and police station! RH250 1938 Met G class 6154 “Lord Aberconway” on No 2 Goods near Mantles Wood autos between Amersham and Missenden, not far from where the A413 goes under the main line. RH251 Bob Clarke started at Chesham in 1935 and came to Amersham as a porter in 1941, just after I joined the LNER. He was a very quiet man, a bachelor who lived with his sister down on the Moor at Chesham (still does in retirement). He retired as senior stationman, one of the last of the Met&GC men. He had an amazing knowledge of railway matters by no means confined to his home ground but which had to be prised from him. Everybody knew Bob; he was an institution. Photo: Amersham, 1975. RH252 George White was also an Amersham institution. He drove the old 1928 Thornycroft Met&GC lorry and knew every house and family in the place. In those days “passengers’ luggage in advance” was the thing and my school trunk would be swung by George on to his strong shoulders and be in Marlborough College for unpacking next day: wonderful service. When the lorries were withdrawn probably in the sixties, George went to Chalfont as senior rail man and was liked by the passengers for his knowledge and friendliness. When we came south from Liverpool at the end of 1973, George had retired but was on duty at the bookstall every morning at Chalfont where I often used to see him until he retired to Thetford in the early 80s. Photo, 1976. RH253 Bob Butcher, relief porter in my boyhood, character, cricketer, gardener and railwayman in that order. He let a raft of wagons out on to the main line at Quainton when I was at Woodford in 1949 and we went to clear up the mess. But he was known by everybody and his sometimes useful information was often delivered with a hoarse whisper behind his hand. He retired and died some fifteen years ago but his grandchildren still live in Amersham and have copies of the photograph. 1975, Amersham overbridge; look at the haircuts! RH254 1936, Amersham 1723 Marylebone-Brackley at Amersham with the Neasden A5 5165 taken into the evening light but evocative. The leading coach is one of the large Robinson brake third suburban coaches. The 1723 missed some stations such as North Harrow, Northwood Hills and Moor Park and reached Amersham in about 47 minutes. Download 0.62 Mb. Share with your friends:
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