Cold Days in Short Trousers, 1956-1961
One interesting aspect of schooldays in England Doncaster station) is a set of buildings (lavatories, kiosks), in the 1950s and early 1960s was the half-term We invariably started our trips to Doncaster by interspersed with the ticket gates for each holiday. (They may exist today, for all I know taking the 8:50 am London train from Hull platform. An overall circulating concourse from 6000 miles away). This was a weekday off (Paragon) to Doncaster, since this timing separates these from the enquiries office and school (usually a Monday) in the middle of the required no changes from our normal daily booking hall, adjacent to the porte cochere that Autumn and Winter terms, and a full week at routine. Before boarding the train, we would provides pedestrian and taxi access to and from Whitsuntide during the “Summer” term. From always walk up to the front to observe both our Ferensway. Immediately adjacent to this, along 1956 to 1961, I and varying groups of my engine (usually ex-LNER B1 4-6-0 61035 the street, is the Royal Station Hotel, at the time schoolmates used these holidays to visit various Pronghorn from Hull (Botanic Gardens) engine one of the few class hotels in the city. Along the rail centres within 60 miles or so of our homes, shed), but also the engine on the adjacent 9 am to north side of the station are large doorways to observe trains and railway operations that Liverpool (Lime Street) via Leeds, which was a permitting (non-public) vehicular access to the were materially different from those found in our Leeds (Neville Hill) engine turn, often filled by a station, and pedestrian interchange with the home town. In this time period, we made a former LNER 4-6-0, but also regularly bringing adjacent bus station. At the south side of the number of visits each to Doncaster, York, and one of Neville Hill‟s ex-LNER A3 4-6-2s, either station, alongside Platform Nine, are the Leeds, with some singular excursions to other 60036 Colombo or 60086 Gainsborough. The buildings of the original Hull & Selby station on places, further away. What follows does not London train comprises Thompson-designed this site which run at right angles to today‟s describe any individual visit to one of these stock in Carmine and Cream (initially) and later station buildings. Beyond the old buildings locations, but rather comprises composite BR Mark 1 standard carriages in overall lined (which are still in use for functions such as „left descriptions of the general events over a number Maroon. Interiors are mostly compartments luggage‟) is Platform Ten, much shorter than the of visits to each place. (with side corridor) in the Thompson stock, and main platforms, which forms the usual departure One feature of the half-term holidays at the mostly open saloons in the Mark 1 stock. and arrival point for the three or four Pullman end of October or beginning of November, and In the years between 1956 and 1961, Hull cars comprising the Hull portion of the Yorkshire
in mid February, was that they were invariably (Paragon) station comprises nine main platforms, Pullman. Even further out than Platform Ten are cold, though not often rainy, something that we and one much shorter platform, under an overall the “excursion” platforms, completely outside initially experienced especially, since at the time multi-arched barrel vault roof of the same style the overall roof, used by the workmen‟s trains to we were still wearing short trousers. (In the as is used in a number of other stations built by and from Brough, during the week, and by the England of that time, boys wore short trousers the North Eastern Railway in the second half of same stock as football trains to Boothferry Park until roughly puberty.) Thus, these wonderful the nineteenth century, notably at York, on home match days.
days out were nonetheless cold days in short Newcastle, and Alnwick. Across the ends of the When we board the train, the first thing we do trousers. nine main platforms (at the east end of the in our compartment is to grab the leather strap Gresley A3 Pacific 60074 Harvester of 50B Leeds (Neville Hill) waits to leave Hull (Paragon) with the 4 pm express for
Liverpool (Lime Street), in summer 1959. The Pacific will take this train as far as Leeds (City). Photograph Peter Brumby
Cold Days in Short Trousers, 1956-1961 and lower the window (if it‟s not already down), with two more level crossings of streets that do (towards London) fast line, it can only stop at the better to savour the sounds and smells of go through, we reach Hessle Road Junction, stations with platforms on the fast lines. steam haulage (and the better to discourage adult where the direct line from Cottingham to Hessle The line remains four tracks until passengers from joining us).As our train leaves joins us from the right, cross Hessle Road level Staddlethorpe, junction of the Doncaster and Platform Nine, it takes one of the many tracks crossing, pass Hessle Road signal box and go Leeds lines, is reached. West of Hessle, the along the station throat, curving gently to the under the bridge carrying the former Hull & tracks run along the north foreshore of the River north (but not to the point of facing north) and Barnsley lines to the western docks. As we curve Humber, moving away to pass through Ferriby then back to a westerly direction, under the road gently to the west, we pass Dairycoates (platforms on the slow lines only) and the bridge and past the Paragon signal box where my locomotive shed on the left (with more covered workmen‟s halt at the Earl‟s cement works. On grandfather worked until his retirement in 1948. turntables than any other in the country), and the side of the line away from the river, the south Passing under Argyle Street Bridge, we reach Dairycoates marshalling yard on the right (where end of the Yorkshire Wolds provides the only West Parade Junction and its associated signal the Inbound Yard was one of the first hump uplifted land along this route. Passing alongside box between the Hessle and Cottingham lines. yards constructed in Britain). After passing the airfield at the Blackburn & General Aircraft The Doncaster-bound train takes the leftmost set under the ex-Hull & Barnsley lines on the bridge, factory, Brough station is reached. Brough has of tracks, leaving the Beverley tracks in the the passenger lines rise up on an embankment, platforms on all four tracks, useful for coping centre and the Botanic Gardens tracks to the cross over access line from the eastern end of the with the daily arrival and departure of the right. The latter will join the Victoria Dock marshaling yard to William Wright, Albert, and workers at the aircraft factory. Branch before reaching Botanic Gardens station. St. Andrews docks (the latter being the „Fish West of Brough, the line embarks on the We pass Anlaby Road signal box, next to the Dock‟), and descend to ground level again as longest stretch of straight track in the British cricket ground, and cross Anlaby Road on a level they head further west. At Hessle Haven, the Isles (some 19 miles or so), although in truth crossing that will be replaced by an overbridge west end of the yards, the line becomes four only the tracks continuing towards Leeds from in 1963. tracks (slow and fast in each direction), and the fast lines are truly straight. This part of the Crossing diagonally through the housing and Hessle station is reached (platforms on the slow route runs across extremely flat and level streets between Anlaby Road and Hessle Road, lines only). Since our train is on the „up‟ countryside, agricultural land that is just above Gresley V2 2-6-2 60810 hauls the Class C 6;50 pm Humber-Clyde Freighter westward through the fast line at Brough.
2 06/30/12 Photograph Peter Brumby
Cold Days in Short Trousers, 1956-1961 the water table, in many places. At Staddlethorpe, Southwest of Thorne, we enter coal mining northbound platforms. We generally choose to the two Doncaster lines curve away to the south, territory, passing Stainforth Colliery, Stainforth sit at the south end of these platforms, just to the pass through another small station or two, and & Hatfield station, and Barnby Dun station, with north of the Doncaster South signalbox, because then cross the River Ouse into Goole. (The Ouse the colliery to the west of the line. Then we it provides a better view of the activities in the and the Trent combine to form the Humber just reach the Doncaster area, with the junctions of a station area, and because it tends to have more below Goole.) Goole is another port town (like number of avoiding lines leading to the lines carts on which to sit down! It‟s now time to have Hull), but its docks are served by lines built by west and south of Doncaster, then the junction a first go at the goodies our mothers have packed, the Lancashire and Yorkshire Railway, later part with the East Coast Main Line itself (which the which for me generally includes a Thermos of of the London Midland & Scottish system, rather line from Leeds has joined just a little bit further coffee, cheese sandwiches, and some kind of than by former NER or H&BR lines as in Hull. north), across the River Don, and into Doncaster chocolate. At this point, all I want is a cup of For the first time since Hull, Goole station has an station. As always, our train enters Platform One, coffee.
overall roof. South of Goole, the former L&YR to the east of the easternmost island platform, Doncaster station has recently been rebuilt (in line curves away to the west, and the Doncaster and we leave the train. the early 1950s), and now has individual line continues across the low-lying lands drained The carriages on our train will soon be added platform canopies surrounding the building by the River Don and the Don & Dearne to the front of a train arriving from York or groups on each of the main island platforms Navigation system. In a few more miles, Thorne Leeds, and will go forward to London just after groups, rather than its previous overall roof. North station is reached, followed by the 10 am. Invariably, until its withdrawal in 1959, There are four tracks passing through the center junction with the former Great Central Railway this London train is hauled by former LNER W1 of the station, between the two platform groups, line from Scunthorpe and Grimsby, to the east. 4-6-4 60700 (once the experimental LNER the outer two of which are served by the Thorne also marks the boundary between the “hush-hush” locomotive, which is streamlined to innermost sides of the platform groups, usually North Eastern Region of British Railways and look very much like an A4 4-6-2, but bears no used by ECML trains to/from London (and the Eastern Region (and is roughly equivalent to name. Once the train reformation has taken place, Leeds or York/Newcastle/Edinburgh). Two other the divide between the Northern and Southern and the train departs for London, we head down through tracks pass around the back side of each areas of the former LNER). into the passenger subway and across to the platform group, and are usually used by trains on
Gresley A4 Pacific 60001 Sir Ronald Matthwes of 52A Gateshead rushes an up express through the up fast line at thDoncaster, on Saturday, June 6, 1960. This A4 is fitted with a non-corridor tender. Photograph Peter Brumby
Thompson Class A2/3 Pacific 60523 Sun Castle of 34E New England waits to leave Doncaster with an up express, while ex-thGCR Class O4/1 0-8-0 63618 of 36A Doncaster passes light engine on the up fast line, on Wednesday April 20, 1960.
Photograph Peter Brumby
Cold Days in Short Trousers, 1956-1961
the Sheffield and Hull/Grimsby routes.
The north and south ends of these islands each have a pair of short bay platforms, which rarely seem to be used for anything other than storage of vans or carriages, at least during our visits. Across the whole station complex stretches a footbridge that carries workers between the town to the east and the railway workshops (the famous Doncaster “plant”) to the west. The works are immediately adjacent to the station, but most of their activity is hidden behind the office buildings at the station side of the facilities. The carriage works are towards the north end of the station, the locomotive works towards the south. At this time, new construction comprises various classes of BR Standard steam locomotives, while repairs are conducted for the locomotive fleets of the BR Eastern (former Great Northern area and ECML express power)) and, to a lesser extent, Northeastern regions. To the south of the platforms, there is always a mainline locomotive, usually a former LNER 4-6-2 or 2-6-2, on standby in case of a mainline locomotive failure on one of the day‟s trains. There are a few wagons in sidings just to the south of that engine. Hexthorpe Bridge, a multi-arch brick bridge, crosses the tracks at that point, carrying the trolleybuses that run between Doncaster and the area of housing alongside the plant. South of this bridge is the junction where the former GCR lines to Sheffield branch off, then an area of siding in between the London and Sheffield lines, and finally the third leg of the triangle joining the other two lines. The Sheffield lines go out of sight immediately through Hexthorpe Bridge, but the ECML can be only), Flying Scotsman, The Elizabethan seen until it disappears beneath the next road (summer timetable only), Queen of Scots, and bridge to the south, a quarter mile further away. The Heart of Midlothian (down only). There are Of course, we can also see the color light also, from time to time, Pullman car trains signals governing the operation of southbound to/from Tyne Commission Quay in conjunction trains, so we can use a half mile or more of with sailings to/from Bergen. Norway. visual sighting to warn of the impending passage The passenger trains between Sheffield (and of northbound expresses (which will pass beyond) and Hull or Grimsby are generally much through the center tracks without stopping), and shorter than the ECML trains, tend to be formed the signal aspects to warn of the impending of older carriages, are still painted carmine and passage of the southbound expresses that we cream, and are pulled by ex-LNER 4-6-0s or 4-won‟t see until they‟re almost upon us. (We will 4-0s. Goods trains between the south (ECML, hear them whistle, and feel the vibrations of the Sheffield, or coal mines just to the south) and the locomotives, before we can see them.) We know York or Leeds lines to the north also pass a southbound train is coming when we see the through the station area. (Trains between other normally-red signals turn yellow, then double source-destination pairs can make use of the yellow, and finally green. various avoiding lines.) These are usually (at The nonstop ECML expresses (about one least in the daytime) made up of loosely-every hour or so, each way) comprise lined coupled wagons with no continuous fitted brakes, maroon painted Mark 1 carriages, headed by lead by grimy 2-8-0s such as the ex-LNER (or former LNER Pacifics, often the streamlined even ex-GNR) O2s. These clank past slowly Gresley-designed A4s (such as Mallard), but during gaps between passenger trains, seemingly also including Gresley A3s (such as Flying taking forever to pass our vantage point. There Scotsman), Thompson A2s, and Peppercorn A1s. are also always one or two small tank engines, Gresley V2 2-6-2s can also occur on this traffic, principally ex-GNR J-50s and J-52s, running but are more likely to be found turn and turn shunting duties around the station area. about with the Pacifics on the stopping trains on if we‟re lucky, we will see a „plant line‟, a the ECML, such as those to and from York or group of locomotives from distant parts being Leeds. The majority of these locomotives are shunted by an elderly tank engine into, or out of allocated to King‟s Cross, Gateshead, and Leeds the “plant”. This is our chance to see named (Copley Hill). Named expresses we see include locomotives from as far away as Scotland, that The Morning Talisman (or Fair Maid), Tees-never normally pass through this area! For Tyne Pullman (up only), Yorkshire Pullman (up
Gresley K3/2 2-6-0 61847 of 53A Hull (Dairycoates) hauls a Class D goods through the down fast line in Doncaster, passing ththe signalbox at the south end of the station, on Saturday, June 6, 1960. Photograph Peter brumby
Cold Days in Short Trousers, 1956-1961 example, one visit we saw an absolutely pristine, LNWR line, Exchange via Wakefield and Goole, followed by the spur constructed in 1923 to gleaming, A2 Pacific Sayajirao. over the ex-L&YR line); and Central, via bring Hull & Barnsley trains into Paragon, and Roller-bearing equipped Peppercorn A1 Pacific 60155Borderer, from 52A Gateshead, heads a down Class C Parcels train One particularly cold visit, a couple of us are Woodhead and Sheffield, over the ex-GCR route. then the bridge carrying the H&B over the line invited to spend a half hour or so warming up on By this time, only the first and last of these are we‟re on. Soon afterwards, the direct line from trhough the down centre road inside York's massive curved interior. Photograph Peter Brumby the footplate of a J52 0-6-0 saddle tank. This is still running (as far as I know). In both cases, the Hessle Road trails in from the left, and after a much appreciated, and remains my only time on train will comprise former LNER compartment couple of additional level crossings in some the footplate of a moving steam locomotive. stock (with vestibuled corridor), headed by a intervening open countryside we reach After we‟ve eaten our sandwiches, and former LNER 4-6-0 or 4-4-0. Cottingham station. The line is double track all reached the afternoon lull in activity (around 2 Except in high summer, the trip home is the way from Hull to York. pm), we finally leave the station (the public always in darkness (since we didn‟t want to miss From Cottingham, the line is truly out in open entrance is on the east end of the passenger any daylight at our day‟s destination). We‟re farming country, with only the occasional level subway), walk around to the south and across generally thankful for the steam heat, and (in this crossing (with only an occasional vehicle at any Hexthorpe bridge, then alongside the works to direction) keep the compartment window closed. of them, as compared to the lines of vehicles see what we can see in the back yards, through We‟re home by mid evening, in time for a late when a train passes in Hull) until Beverley is the (usually) open gate there. This is also good meal and bed. After all, we have school the next reached. In Beverley, we pass just to the east of for a non-local engine or two. (Once, we visited day! the Minster, and stop at a station that comprises the entire works, in an authorized party from the a couple of platforms with an overall roof. Just „field club‟ at school. We were admonished north of Beverley, the lines to York diverges to York beforehand not to „take down numbers‟, so the the left from the Scarborough line and starts the In this time period, trains from Hull to York visit included a massive exercise in list climb over the Yorkshire Wolds. The line climbs went via Beverley and Market Weighton (except memorization!) Then we cross back across the through Cherry Burton to a summit at around on Sundays, when they went via Selby). The line tracks, and head south to a path alongside the 200 feet near Kiplingcotes, then drops down the from Beverley to York, via Market Weighton, next road bridge south that leads down to the west side of the Wolds. closed as part of the Beeching closures, in the Doncaster Motive Power depot (engine shed). On the west side of the Wolds, the line from mid-60s. The first couple of times we went to There may be „rare‟ locomotives here, as well, Bridlington trails in from the right, we make the York, the train comprised non-vestibuled either awaiting entry to the „plant‟, or on their stop at the station in Market Weighton, and then lavatory compartment stock, headed by one of way home after repair. By about 3:30 pm, we‟ll the line to Selby departs to the left. The land is Botanic Gardens‟ ex-LNER D49 4-4-0s, but by be back at the station, using our return ticket now essentially flat all the way to York. We stop late 1957, these had been replaced by diesel halves to enter (so now we can‟t leave again, at Pocklington, between town and the multiple-units, initially those built by Cravens in only go home), and will watch more trains for eponymous public (private, boarding) school, Sheffield (later Class 105), later joined by another couple of hours, depending on when it and at Stamford Bridge (where the line crosses Metropolitan-Cammell units (later Class 101). actually gets too dark to read numbers across the the River Derwent on an interesting bridge). The route starts the same way as that to station. Then, already in the outskirts of York, we join Doncaster, but diverges at West Parade. The line Our late afternoon or early evening train home the Scarborough line trailing in from the right, to York (and Scarborough) is the middle one of may be a short train coming just from Sheffield, pass the spur on the left to the Rowntrees‟ the three diverging at West Parade, passes across or it may be a through train over the Woodhead Chocolate Factory and the Foss Islands the middle of the triangle and crosses the route from Liverpool (Central) to Hull. (At this connection with the Derwent Valley Light Victoria Dock Branch at right angles. It then time of day, it will not be a portion off a London Railway, cross the River Ouse on a stately bridge, passes the grounds of Hymers‟ College on the train). At one time, there were trains between and pull into one of the bay platforms at the right, and the Carriage Sheds and then Hull Liverpool and Hull over three different routes: northeast end of York station. Fairgrounds on the left. Spring Bank West is Lime Street via Diggle and Leeds, over the ex-crossed via Walton Street crossing, immediately
Cold Days in Short Trousers, 1956-1961 In DMU days, when the appropriate end is (as they do, for instance, in the Midland part of cochere, with the station hotel just to the north of forward (not the first-class section), we sit right Leeds (City)). that. The north end of the eastern platform group behind the driver and enjoy the „drivers‟ eye Once the East Coast Main Line was completed curves away to follow the tracks heading for the view‟ of the whole line from Hull to York! throughout from London to Newcastle and Ouse bridge. There are four bay platforms at this When the DMUs are introduced, they initially Edinburgh (initially using various routes to the end that are only accessible from the lines across run on the existing timetable. Since they can south), this traffic limitations became intolerable, the bridge. Three more bay platforms are present accelerate much faster than the steam trains, this and the new North Eastern Railway (including at the south end of this group. The main face of means we spend several minutes waiting for our both railways using York station) built itself a this platform group is divided into two, the departure time at each station along the line. new York station, the one we use today. The northernmost of which also serves only the lines The railway layout at York is an artifact of its space available for the station was limited: it had crossing the bridge. Crossovers among the four historical development. The original York & to fit between the connections to the existing lines down the middle permit separate access to North Midland line, coming in from the south, station and the line to the existing bridge over the two halves of this platform (and similarly, penetrated the walls and the station was built the Ouse that carries the lines to Scarborough though not as obviously necessary, for the main inside the walls, adjacent to the location outside and Hull. Since the two lines that the station was face on the inner side of the curve). There are the walls of the present station. In the 1950s, the designed to join are at right angles to one another, pairs of bay platforms set into the north and old station is still extant and can be viewed from the station curves through that same right angle. south ends of the inner main platform group, also. the walls. Adjacent to the passage through the It comprises a large platform group on the The additional platforms are generally used only wall are several original railway facilities, one outside of the curve (east), another large at the busiest times, for excursion and secondary Ex-LMS Jubillee 6P5F 4-6-0 45717 Dauntless, of 27A bank Hall, is in the yard at York (north) shed awaiting its return to Liverpool (Exchange) on a Calder Valley express. The concrete coaling tower is in the background. Photograph Peter
building still used as part of the locomotive platform group on the inside of the main lines, services.
facilities at the south end, and one that is used (in and some additional platforms even to the west We generally inhabit the western main the 1950s) as the Railway Museum. When the of the latter. Separating the two main platform platform at the north end of the station, in part York and Darlington was built, its line groups are the four (in the late 1950s) tracks of because there is good seating there, and in part approached York along the route of the present the East Coast Main Line, the centre two of because we like the view (which included not goods avoiding line, past the carriage works, and which have no platform access. only the river but also the famous York Minster). used the same stations at the Y&NM. Of course, The whole is covered by a set of curving The four main tracks curve away to the north, since this was a stub-end station, this meant that barrel roofs, similar to, but much longer than, through the center of this vista. The passenger any through trains would need to reverse in York those at Hull. At the middle of the eastern tracks to Hull and Scarborough curve away to platform group is the station entrance and porte the right, while goods trains to these places use
Cold Days in Short Trousers, 1956-1961 the original Scarborough line tracks that cross The nonstop ECML expresses (about one daylight.) Except in the months surrounding the the ECML on a set of flat crossings (not quite as every other hour, each way) comprise lined summer solstice, the return is in the dark, using spectacular as those at the east end of Newcastle maroon painted Mark 1 carriages, headed by the same types of engines and carriages as the station). These tracks come from the good yard former LNER Pacifics, often the streamlined outer journey.
to the northwest of the station. North of these Gresley-designed A4s (such as Mallard), but
tracks, and west of the ECML, are the buildings also including Gresley A3s (such as Flying Leeds of the large York (North) Engine Shed, with its Scotsman), Thompson A2s, and Peppercorn A1s. As far as Staddlethorpe, the railway from Hull to two enclosed turntables and many outside shed Gresley V2 2-6-2s can also occur on this traffic, Leeds is exactly the same as the railway from roads, with an enormous automated coal handler but are more likely to be found turn and turn Hull to Doncaster. The 9:00 am train is usually towering above all. To the west of that is the about with the Pacifics on the stopping trains on worked by a set of ex-LMS carriages based at stub-end goods station. the ECML, such as those originating at York. the Liverpool end. No matter how many times I At the south end of the station, the main tracks The majority of these locomotives are allocated observe an A3 on these trains on schooldays, it is head straight away under the massive Holgate to King‟s Cross or Gateshead. Named expresses 1961 before I actually travel on this route with Bridge. To the left are the various buildings of we see include The Morning Talisman (or Fair Pacific power (just a few weeks before the the original York & North Midland facilities of Maid), Tees-Tyne Pullman (up only), Flying replacement of loco-hauled trains by the the 1840s. To the right are the buildings, Scotsman, The Elizabethan (summer timetable „TransPennine‟ DMU sets, later Class 124).
including another covered turntable, or York only), and The Heart of Midlothian (down only). West of Staddlethorpe, the line is now only (South) engine shed. beyond that, the original There are also, from time to time, Pullman car double track, but we‟re still on the long straight York and Darlington lines are now used as the trains to/from Tyne Commission Quay in track. The train passes under the elevated H&B goods avoiding lines, curving away from the conjunction with sailings to/from Bergen. line to Cudworth, and then through one of the ECML immediately this side of Holgate Bridge. Norway. Trans-Pennine trains and the other Howden stations (the other is on the H&B line). All good traffic to and from the south is “cross-country” trains often have ex-LMS stock East of Selby, the line from Market Weighton completely visible from the south end of the in lined maroon (and in the case of the and Bridlington trails in from the right. Then, at station platforms, but is too far away for engine Bournemouth train, ex-Southern Railway stock Barlby, the line we‟re on joins the ECML tracks numbers to be read without powerful binoculars in overall green), alternating with ex-LNER from York and the north, passes the BOCM plant that none of us own! We come to the south end stock or BR Mark 1 carriages, often still in alongside the Ouse on the right, and then crosses of the station when the timetable suggests that carmine and cream. the Ouse on the infamous swing bridge with the departures to the south (including the London After eating our packed lunches, the early gantlet track (point frogs on one side of the Midland Region) that use engines serviced at afternoon „dead-hour‟ arrives, and we head off to bridge, moveable points and controls on the York (South) are due to leave. „bunk‟ the north shed. We cross the main tracks other, and enters Selby station. There are four Between the goods avoiding lines and the (As we had at the beginning of the day) by the tracks through the station (which is why there main lines heading north (which come together massive footbridge adjacent to the station are points straddling the bridge). Most ECML about two miles north of the station) are not only announcer‟s offices, pass through the booking expresses do not stop at Selby, where there are the two locomotive depots, but also the entire hall and entrance area, turn left outside and then no platforms on the center tracks, but all other goods yard complex in the area, with shunting left again into Leeman Road. On Leeman Road, trains do. In addition to platforms on the outer yards for both north and southbound goods trains, we pass under the full width of the north end of tracks of the main line, there is also a bay for the etc. To the west of the goods avoiding lines are the station (platforms and all), emerging Goole branch trains, and perhaps others. (I have the massive carriage and wagon works that have alongside the engine shed. We follow around the never actually been on the platform at Selby, built so much of the rolling stock used in the curve of the road to the end of the shed building, only in a train, so my vantage point for northeast and on the ECML (but not the stock for then look for places to slip into the shed yards description is a little restricted.) West/south of the crack expresses, which came from Doncaster) (where there are lines of engines awaiting the station, the line splits again, with two tracks for decades. service), and then (if possible, and it often is) going south to Doncaster, and two going west to York sees a variety of passenger services: into the buildings themselves. Then we return to Leeds. This is now the route of the original ECML through trains; Harrogate (from the north the station, perhaps paying some intermediate Leeds & Selby Railway.
end only); Hull (from the north end only); Leeds attention to the city walls. (Twice during this A few miles further west are the marshalling to Scarborough; Newcastle to Liverpool (Lime period, I visited the original LNER Railway yards at Gascoigne Wood, followed by the Street) via Leeds; York (at south end only) to Museum, in the complex of buildings to the connections to and from the original York & Liverpool (Exchange) via Wakefield; Newcastle southeast of the station, once with my North Midland (which passes below, just north (or York, at south end only) to Bristol or Cardiff grandfather, and once with a school party from of Milford Junction). At Micklefield, the line (via Derby and Birmingham); Newcastle (or the same club that went to the Doncaster „plant‟). from York via Church Fenton trails in from the York, at south end only) to Bournemouth (via Sitting at the north end of the Down Platforms right. West of Micklefield, the line is again four the GCR line); Selby, Doncaster and ECML places us adjacent to the locomotives on the tracks. The next station west of Micklefield is stoppers (south end only). Services to/from Down expresses, while they are stopped in the Garforth, where a branch line from Castleford Liverpool (Exchange) and Bristol are invariably station, and as they restart from York. The latter trails in from the left. This is followed by Cross worked by locomotives based at those locations, can be quite spectacular, as the stopping point is Gates, where the line from Harrogate via usually ex-LMS 4-6-0s. As a result of this, we generally just inside the north end of the overall Wetherby trails in from the right. Then, the line see the entire „Jubilee‟ allocation of Bristol roof, and thus the track on which the restart takes turns southwest for a stretch. Nearing Leeds, the (Barrow Road) over the course of our visits to place is just outside that overall roof. Since this line turns westnorthwestward and the tracks York. A daily train connects York and Harwich if often wet, the predictable slipping episodes are enter the deep Marsh Lane Cutting, at the top of via Lincoln, March, and Cambridge. There are a treat to watch (but the bane of the driver‟s which the surrounding land is choc-a-block with also local services to Whitby, Scarborough, existence). I particularly remember one such back-to-back houses where (among others) the Bridlington, and Hull, from the eastern side of episode with an A3 restarting the down Heart of coal miners from the adjacent Westfield Colliery the north end, and to Harrogate from the western Midlothian on what must have been a late spring live. West of the cutting, the line turns side of the north end. Local services to Leeds, afternoon. westsouthwestward, near the original Leeds and Pontefract, Wakefield and Sheffield, and Selby From York, we only have one real choice of Selby Marsh Lane station (latterly used as a and Doncaster use the bay platforms at the south return train, at about 4:30 pm. (In late spring or goods station) and the current Marsh Lane end of the station, along with those longer-early summer, we wait until the next train, at station, and proceeds on a brickwork viaduct to distance services that originate at York. about 7 pm, to make maximum use of the Leeds (City) station.
Cold Days in Short Trousers, 1956-1961 This part of the station is the former Leeds spend any time there. (We‟re too late for the Trains from the Midland side range from the (New), jointly constructed by the North Eastern departure of the North Briton named train for through expresses between London (St. Pancras) Railway and the London & North Western Glasgow via York, Newcastle and Edinburgh, and Glasgow or Edinburgh, via Carlisle (which and invariably leave before it returns, so that end reverse in the stub-end station) through medium-Railway to facilitate operation of the latter‟s
trans-Pennine trains on their continuing journeys of the station gets a steady diet of engines we distance trains to Goole and Barnsley via the to Hull, and to York and Newcastle. This station can also see in Hull and York.) The main traffic former L&YR lines to short distance trains for of interest in Leeds is that at the west end of Ilkley (via Guiseley), Bradford (Forster Square) is a dark and gloomy affair, with an overall roof
that is more in the LNWR-style than in any NER Leeds (City), both former LNWR and former and Keighley. All of this is accommodated at the style, that is located alongside, and partially Midland stations, with a lesser amount of interest west side of the station by a complex track directly over, the River Aire. It has a long in the traffic at Leeds (Central), which is mainly layout that, in addition to the double track line platform on the north side, with bays at both the express trains to London (King‟s Cross) via on the viaduct, is mainly accessed by means of a ends, a main centre island with bays at either end, Doncaster and local trains to Bradford, Ilkley via multi-track triangle (Whitehall triangle) of which and an additional island that is partially outside Otley, etc.. The former L&YR trains to/from the north and south curves enter the station, and the overall roof. Adjacent to this station, at the Manchester (Victoria) and Liverpool (Exchange) the west curve comprises the goods avoiding western end, are the stub platforms of the former via the Calder Valley line also use Leeds lines. The complexity of the trackage, including Midland Railway Leeds (Wellington), now also (Central), but since they tend to reverse in connections from the LNWR side that cross all part of Leeds (City). The booking, waiting, and Bradford (Exchange), they rarely have main-line the way to the north curve to permit access to the office facilities of the two former stations are motive power. former NER route (originally Leeds Northern) to adjacent to one another, and also adjacent to the Trains from the west end of Leeds (City), Harrogate, Ripon, and the north via large railway hotel that commands the street LNWR side, are headed for Dewsbury, Northallerton, is exacerbated by the need for all frontage. Huddersfield, Manchester (Exchange), and of it to bridge the River Aire at points between When we leave our train in Leeds, we always
walk to the front of the train to watch the engine
change. The former LNER engine that has come from Hull is exchanged for one or two former Jubilee 6P5F 4-6-0 45741 Leinster of 14A Kentish Townbacks down onto its trainto Londond (St. Pancras) in the Leeds LMS locomotives based in Liverpool (Edge Hill th(Wellington) side of Leds (City) station, on Saturday April 16, 1960. Photograph Peter Brumby. shed) and perhaps Manchester (Patricoft shed). The train engine is often a Royal Scot 4-6-0, and
any second engine tends to be another, lower-
powered 4-6-0, either an unrebuilt Patriot or a „Black Five‟. Trans-Pennine trains in the 1950s
and early 1960s depart Leeds over the viaduct
line that curves away to the southwest, just west of the station itself, that was built by the LNWR
to permit its trains to avoid the busy Holbeck
junctions. We can watch our departing train for several minutes after it had left the station, and
usually do. The viaduct line rejoins the original
LNWR entry, that uses the lines on the north side of Whitehall triangle and a line diverging
southwest near Holbeck (Low-level) station, at
Farnley Junction, several miles to the west. This is also the location of the engine shed for this
route. The original LNWR line runs adjacent to
the ex-Great Northern line for a distance, passing the ex-GNR shed at Copley Hill along the way.
Jubilee 6P5F 4-6-0 45569 Tasmania of 55A Holbeck waits in Leeds (Wellington) to take over the down Waverley, on thSaturday April 16, 1960. Photograph Peter brumby.
Our interest in Leeds is not the operations at Liverpool (Lime Street), with a variety of
the York/Selby end of the station, so we rarely onward connection abilities along the way.
Cold Days in Short Trousers, 1956-1961 the station and the goods avoiding line. Trains on halves and use platform tickets to get onto those back into the city center. This takes us back the latter are clearly visible from the station platforms. under the tracks at the north corner of Whitehall platforms, but even further away than those at At some point during the day, we also try to triangle, just south of the elevated tracks heading York. Very little goods traffic passes through the go to Holbeck shed, and to Leeds (Central) for Central station. There is a bridge across the through platforms at Leeds (City), at least in the station for a few minutes. We often combine river that allows us to see a wide panorama of daylight hours when we‟re there. these two side visits. To get to Holbeck shed, we the tracks at the west end of City station, as they We generally spend the morning on the follow the instructions given in Aiden Fuller‟s also cross the river. Then we walk the last few longest westerly platform on the LNWR side, „bible‟ to the street locations of BR Engine yards to the end of Whitehall Road and turn left moving over to the Midland side after we‟ve Sheds. Going out the front of the station, we turn to get to our next destination. eaten our packed lunches. We choose this right, pass the vehicular entrance to the station, Leeds (Central) is a smallish stub-end location because, in addition to the view, it has and right again onto a street that drops down to terminus, one storey up from the street, with a the most places to sit. Places to sit are quite pass beneath the station, emerging on the south simple peaked overall roof. The platform along scarce on the ends of the Midland-side platforms, side and immediately crossing the river. (There the right-hand wall has no ticket barrier, so we which are covered by individual canopies, rather are still trams running on the streets of Leeds walk out there to look at the engines on the outer than an overall roof. The early-afternoon interest city center, including along the street we first end. Typically, we see on or two ex-LNER on the Midland side is in the arrival and pass along, but none of them go in the direction Pacifics, Gresley A4s or Peppercorn A1s, and a departure, each way, or the Waverley and the we want to go, and we have no interest in taking number of J50 tank engines (plus the early Thames-Clyde Express, the former serving a bus.) We walk about a quarter mile south, then DMUs on the Bradford stopping trains). It is also Edinburgh via the Waverley route, the latter turn west. We soon come to an open dirt/grass interesting to look down to the right from the serving Glasgow (St. Enoch) via the Glasgow & area alongside the south side of the viaduct line, upper-level station onto the lower-level goods South Western route. Since both trains reverse in and adjoining the east side of the Midland main sheds and goods yards, with their myriad wagon the station in both directions, this means we see line south of Engine Shed Junction (the southern turntables connecting tracks going in all four locomotives serving the Midland main Line angle of the triangle). This puts us directly across directions. Central is one storey up, because its to the south, and four serving the Settle and the tracks from Holbeck engine shed, with a full main access tracks cross the ex-Midland lines Carlisle line to the north. The former are usually view of the engines standing in the yard and below on a sturdy bridge connecting to stretches ex-LMS „Jubilee‟ 4-6-0s, while the latter are being serviced at the ashpits, water tank and of brick arch viaduct. On the upper level of this usually former LMS „Royal Scots‟ based at the coaling facilities. This location, with the viaduct bridge is Holbeck (High-level) station, directly local Leeds (Holbeck) shed. As Anglo-Scottish crossing the mainline just to the north of the shed, above Holbeck (Low-level) on the Midland lines, trains, these expresses use BR Mark 1 carriage is quite photogenic. It is also our one real chance below. Turning north on leaving central station stock, but this seems to take somewhat longer to to see goods trains on the Midland main line. is the curve down to the ex-North Eastern lines get repainted into overall lined maroon than do When we have seen all we can from across the to Bramhope and Harrogate, parallel to the ex-the trains on the ECML. Because the Midland tracks, we take a street that goes under the Midland lines, below. (These are the lines that side has its own separate circulating area (an art Midland main line, and comes out alongside the cross from the former Leeds (New) to exit deco style concourse from the 1930s) and ticket shed. We peer in to see what we can see from Whitehall triangle on the north side, in the throat barriers, we must surrender our outward ticket this vantage point, then walk north until we get of City station.)
to Whitehall Road, where we turn right to go
Jubilee 6P5F 4-6-0 45626 Seychelles of 55A Leeds (Holbeck) has arrived in the Leeds (New) side of Leeds (City) with a rdtrain from Liverpool (Lime Street), on Saturday, October 3, 1964. Here, at the east end of the station, this engine will
come off the train and be replaced by an e-x-LNER engine to continue its journey. Photograph Peter brumby
Cold Days in Short Trousers, 1956-1961
After our brief visit to Central station, we return to City station. Depending on the time of day, we may return to the Midland side (with another platform ticket), or we may go back out onto the west end of the LNWR side.
Because of the time we must leave, our return train to Hull is usually a Leeds to Hull stopping train, rather than an express from Liverpool. This means that we depart from the bay platforms on the north side of the east end of the station, in very similar trains to those used to get to and from York. That is, in the earlier years the train comprises non-vestibuled lavatory compartment stock, often headed by one of Botanic Gardens‟ ex-LNER D49 4-4-0s, but by late 1957, these have been replaced by diesel multiple-units, initially those built by Cravens in Sheffield (later Class 105), later joined by Metropolitan-Cammell units (later Class 101). The steam-hauled train usually lose time steadily across the flat terrain, but the DMUs keep time to an accelerated timetable.