Prototype PhilH's Industrial Railway Photos

[PhilH]

Hi , these are superb photos and excellent informative captions , may i ask what equipment they were captured on ? , as they are very clear
do keep them coming please , a real treat thank you .

Thanks, I'm pleased you enjoyed them.
The photos were mainly taken over a period of about 20 years with several cameras, nothing special, first a Kodak Coloursnap 35 - single speed 1/60 sec so anything moving was usually blurred; then a Pentax S1a; Nikkormat; Nikon FE; Nikon FE2. Anything more recent on a Nikon D5100. Strange to relate perhaps is the fact that apart from the Nikkormat which was too damn heavy, I've still got them all !

 

[PhilH]

The last annual public open day on the Longmoor Military Railway was on 5th July 1969 and the following photographs were taken on that occasion.

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View of Longmoor Yard from the end of the bridge carrying the line to Liss over the yard. Longmoor Downs station is in the centre distance beyond the trees. To the right of the train are the diesel workshops, to the left are the carriage shed, diesel shed (with light blue front) and the steam loco shed (with dark green doors)

Longmoor Downs station with GORDON on the 5 coach train which ran a regular service to Liss throughout the day.


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GORDON departing Longmoor Downs. The first and last coaches on the train were the end coaches of an ex SECR 'birdcage' set acquired from the SR in 1943. The Bulleid Pacific Preservation Society chartered a special 9 coach train from BR and on arrival at Liss it was added to the LMR train for the journey to Longmoor, making a total of 14 coaches behind GORDON.

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Longmoor Downs from the west (opposite end to the yard) with the line to Oakhanger curving off the left foreground. 601 0-6-0DE built by the LMS Derby Works in 1945 stands on timber packing and was the subject of a re-railing demonstration. Its now preserved at the Lakeside & Haverthwaite Railway.

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196 ERROL LONSDALE built by Hunslet in 1953 worked the Longmoor to Oakhanger service with the three LMR saloon coaches. After spells at the Kent & East Sussex Railway, Mid Hants Railway and South Devon Railway, its now at Stoomcentrum Maldegem in Belgium.

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ERROL LONSDALE with bogie coaches 3006, 3007 and six wheeler 3005. 3006 was built by the SE&CR in 1900 originally as a family saloon but later converted to an invalid saloon. 3007 was built by the LSWR. Both were bought from the SR in 1938 for the use of officers. After the closure of the LMR together with 3005 they were presented to the Transport Trust and travelled to the Seven Valley Railway with GORDON in 1971. All three were later sold by the Transport Trust and moved to the Kent & East Sussex Railway in 1985.

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Six wheel saloon coach No.3005. This was built by the LNWR in 1910 as an inspection saloon. It was sold by the LMS in 1940 for use on the Melbourne Military Railway in Derbyshire, later moving to the Longmoor Military Railway during 1945 for use in the LMR Officers' Special Train.

 

[oldravendale]

Wonderful pictures. Thank you Phil. Keep 'em coming.

What a shame that the LMR was lost to the preservationists. I seem to remember that the locals objected due to the smoke and potential visitor numbers. Well, now they have a motorway instead.

Brian

 

[Simon]

Exceptionally good photographs of Longmoor, what a set up.

Thank you for sharing them with us.

Simon

 

[PhilH]

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On the left is LMR 610 GENERAL LORD ROBERTSON a Sentinel 0-8-0DH of 620hp built in 1963. This was the last new locomotive delivered to Longmoor in order to evaluate the use of a more powerful diesel locomotive, but its rigid eight coupled wheelbase was blamed for causing damage to the track. After closure of the LMR it was transferred to Shoeburyness, then disposed of by the MoD in 1985 to the Mid Hants Railway, later to the Avon Valley Railway at Bitton, where its currently stored out of service.

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ARMY 412 a North British 0-4-0DH of 275HP built in 1959 shunts the three saloon coaches. In 1964 the MoD introduced a classification scheme for diesel locomotives then in use, and this was denoted by the small lettering under the loco number. As built with a National engine this loco was class C1, but when rebuilt in 1968 with a Paxman engine it became class C2 SA. The overbridge in the background carries the line to Liss.

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LMR 440 HASSAN a Ruston & Hornsby Type LSSH 0-6-0DH of 275hp built in 1962 and delivered new to the LMR. A total of 18 Type LSSH locos were supplied by RH between 1961 and 1963 and 17 were classified as C3 SA, but 440 was the only one fitted with vacuum brakes for working LMR passenger trains and was classified as C4 SA. After closure of the LMR it was transferred to Long Marston, with spells later at several MoD depots including Leuchers Air Base where it was renamed RIVER EDEN. In 1995 it was hired to contractors working on the Heathrow Extension railway contract.

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ARMY 425 another Ruston & Hornsby Type LSSH built in 1961 and MoD class C3 SA outside the diesel locomotive workshops. After disposal by the MoD it was working in Crossley Evans Ltd. scrapyard, at Shipley near Bradford until November 2016 at least.

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WOOLMER Avonside works no.1572 of their class B3 supplied new in 1910 to the Woolmer Instructional Military Railway, the original name of the Longmoor Military Railway. It worked at Longmoor until 1919 and was then transferred to Hilsea, later Tidworth Camp where it was withdrawn from service in 1953 when the rail system at the camp closed. Following restoration it was placed on static display at Longmoor in 1954. After leaving Longmoor in 1977 it had spells at the Army School of Mechanical Transport, Leconfield; National Railway Museum, York and the now closed Museum of Army Transport, Beverley. It is currently on display at the Milestones Living History Museum in Basingstoke.

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GAZELLE was originally built as a 2-2-2WT by Dodman of Kings Lynn in 1893 for the private use of a Mr. William Burkitt who had special running powers over sections of the GER and M&GNR. It was bought by H.F.Stephens of light railway fame and converted to an 0-4-2WT by Bagnall in 1911 for use on the Shropshire & Montgomeryshire Light Railway. For nearly 20 years it handled the bulk of the passenger traffic on the Criggion Branch of the S&MR coupled to an ex London County Council horse tramcar. The War Department took over the S&MR in 1941 and converted it into a military railway to serve a series of ammunition dumps. GAZELLE was used initially to precede the first train of the day to ensure that points were correctly set and no sabotage had occurred, although later this duty was performed by a Wickham trolley. In 1950 it was moved to Longmoor for preservation and after periods at the National Railway Museum, York; The Army School of Mechanical Transport, Leconfield and the Museum of Army Transport, Beverley, its now on display in the Colonel Stephens Railway Museum at Tenterden.

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Because the railway was being run down in the 1960s the MoD permitted spare depot space to be used to store a number of preserved BR locomotives, and these were on display on the last open day. They included 34023 BLACKMORE VALE, 35028 CLAN LINE, 75029, 92203 and 41298. Also stored here (and the only one I photographed ) was LORD FISHER an Andrew Barclay 0-4-0ST works no.1398 of 1915 from the Southern Gas Board, Southampton Gasworks. This loco also had military connections as it was supplied new to the Admiralty at Kingsnorth Royal Naval Airship Station. After leaving Longmoor in 1971 it has had spells at the West Somerset Railway, the East Somerset Railway and is currently at the Yeovil Railway Centre.

 

[PhilH]

Continuing the military theme with visits to Long Marston Depot and the Bicester Military Railway.

Long Marston was established during World War II as an engineer resources depot on an area to the south east of the GWR Stratford‑on‑Avon to Honeybourne line. A marshalling yard and exchange sidings were built alongside the GWR line and from each end of the sidings lines looped round the camp area to serve the various workshops and storage sheds. The locomotive shed and wagon repair workshops were situated at the north end of the exchange sidings as shown in red on the map below.

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From the south end of the exchange sidings a line branched off to serve the scrapyard of Bird's Commercial Motors Ltd., where many BR locomotives and other railway equipment were broken up. MoD traffic decreased during the 1970s and the depot finally closed by 1999. Since then most of the eastern part of the site has been redeveloped for housing and other industrial uses. However the exchange sidings and loop nearest to the main line still remain and have been used since the closure of the depot for storage of main line rolling stock owned by the private leasing companies. In 2021 this area was acquired by Porterbrook as their rail innovation centre, providing a 2 mile circular test track and over 12 miles of secure train storage facilities. The connection to the main line network is via the ex GWR line south to Honeybourne, the line north to Stratford having been lifted although there are proposals to reinstate it under the Government's rail reinstatement programme. The scrapyard still exists as a metal recycling centre run by Sims Group UK Ltd., but is no longer rail connected. The sidings were also used for a period to store locomotives and rolling stock owned by the Stratford & Broadway Railway Society.

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By October 1972 when the Industrial Railway Society arranged a visit the steam locomotives were kept only for special occasions, and 98 ROYAL ENGINEER and 92 WAGGONER were in steam outside the locomotive shed. On that occasion 98 hauled a 3 coach passenger train round the circuit and 92 hauled a goods train.

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92 WAGGONER built by Hunslet works no.3792 in 1953 and delivered new to Longmoor. It worked at various MoD locations before arriving at Long Marston for the second time in June 1972, where it received the name at about the same time. It left Long Marston in June 1973 for Marchwood Military Port where it was used on the internal passenger service. In March 1979 it moved to Shoeburyness for its ten year boiler overhaul and it was repainted into Longmoor blue livery, but saw only occasional use after that. It appeared at the annual Aldershot Army Show several times up to the last show in June 1984, apparently static but in steam so the visitors could blow the whistle, but with the regulator bolted firmly shut ! After a spell at the Museum of Army Transport at Beverley its now on the Isle of Wight Steam Railway.

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98 ROYAL ENGINEER built by Hunslet works no.3798 in 1953, delivered new to Longmoor, then to several other locations before arriving at Long Marston in May 1961. Most of this time it seems to have been in storage with little use and it was not returned to traffic at Long Marston until November 1970, then steamed only for special occasions. It received the name in August 1971 and stayed at Long Marston until February 1992 when it went to the Isle of Wight Steam Railway.

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Ransomes & Rapier 45 ton steam breakdown crane no.62003. Built in 1942 it was shipped out to Europe by December 1944 and returned to Long Marston from Germany in 1965. Apparently the boiler was in poor shape and it had not been decided whether to renew it or convert it to diesel power. With the rundown in MoD rail systems its possible that neither option was carried out before it was disposed of.

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ARMY 232 a Drewry 0-4-0DM built at the Vulcan Foundry Works in 1945. Originally fitted with a 153hp engine, it was later rebuilt with an 195hp engine. After use at several MoD systems it arrived at Long Marston in May 1972 and, apart from a 2 month spell at RNAD Bedenham, Gosport in 1980, remained here until disposal to the nearby Bird's Scrapyard in December 1983. However it wasn't actually broken up until September 1996 and may have seen some use to shunt stock in the scrapyard.

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Trackwork at the south end of the exchange sidings. The overbridge on the right crosses the ex GWR line and the line just in front of the embankment leading up to it is the connection to Bird's Scrapyard.

Internal use open wagon ARMY 46182 ex LBSC ? (it had 'LBSC' cast on the axleboxes)





Long wheelbase (13' 0") internal use open wagon ARMY 46174 in the wagon repair workshops.


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[AndyB]

Very nice picture of the ex-LBSC wagon - I think its a Diagram 1369.
It has lost its lashing rings from the lower planks in the sides, but they are still present on the door & ends.
A couple of interesting features on the headstock (compared to similar sized wagons to other company's designs) - the very large plate around the coupling hook and large reinforcing plates behind the buffers. I don't know if the buffer plates were fitted from new, but they are present on quite a number of LBSC wagons (ref Southern Wagons Pictorial by Mike King).
The brake blocks must be quite worn, from the very low position of the pinned-down brake lever.

Andy

 

[Overseer]

Long wheelbase (13' 0") internal use open wagon ARMY 46174 in the wagon repair workshops.

US built for use in Europe during WW2. I hadn’t realised they had 33” wheels but it makes sense to use standard parts even if they are non standard where the stock will be operating.

 

[PhilH]

In July 1977 on another Industrial Railway Society visit ROYAL ENGINEER was again in action, this time just with a single coach.




The locomotive shed (left two roads) and wagon repair workshop (right two roads)


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Ransomes & Rapier 45 ton steam breakdown crane No.62006 was giving a lifting demonstration with 0-4-0DM no.221. Like No.62003 it was originally shipped out to Europe by December 1944. It was possibly the last steam breakdown crane to be operated outside of preservation, and went to the Gloucester & Warwickshire Railway in 1992 where its currently out of use at Toddington.

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ARMY 221 a 0-4-0DM built by Andrew Barclay in 1941. Originally built with a 153hp engine it was rebuilt at Bicester circa 1957 with a 195hp engine and new platework which included a cab with inward sloping upper panels. After several transfers between MoD depots it arrived at Long Marston in October 1974, where it remained until disposal for scrap to Shipbreakers (Queenborough) Ltd., Kent in May 1985.

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10T 6 wheel steam crane built by Joseph Booth & Bros., Union Crane Works, Rodley, Leeds No.4763 in 1941 and used for permanent way work at the depot.

Warflat No. 80557




Ex SR brakevan No. 49013​

 

[AJC]

Excellent stuff - and thank you, especially, or the wagon and crane pictures. I have half a notion that the Bulleid BSK was later preserved: one was, it's at Swanage and has been since '78 (and I've ridden in it, as recently restored): Bulleid Semi-Open Brake Third - S4365S.

The goods brake was built by the SR, but never owned by them: a batch were built for the War Department, the only ones of the type with vac' cylinders. I can't remember how many offhand, but they went everywhere, including to the Navy at Devonport and Dean Hill (Hants) and others overseas. Another pair, via the Shropshire and Montgomeryshire, went into London Midland region stock with M prefixed numbers.

Adam

 

[simond]

Another “thank you”, most enjoyable.

 

[steve1]

My Grandfather worked on the Slough Estates Railway pre and post WW2.

I have built boxfile layouts using the SER and Manchester Ship Canal as ‘inspiration’, plus German industrial areas as I built a DB-themed layout set in a business park.

It’s the infrastructure rather than the stock that interests me as I intend to build another layout that can run with either UK or DB stock.

steve

 

[PhilH]

The Bicester Military Railway was constructed during World War II to serve ordnance depots at Graven Hill and Arncott, south of the town of Bicester. The two depots were each served by a circular layout with branches to various storage sheds and connected together by a single track line 2 miles long. Exchange sidings with the LMS Oxford to Bletchley line were provided at Graven Hill. The line extended south as far as Piddington, terminating just ¼ mile away from the GWR Banbury to Princes Risborough line, and it was originally intended to provide exchange sidings with that line but it was found that the sidings at Graven Hill could handle all the traffic required.

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The rough sketch map gives some idea of the basic layout of the system but doesn't show the individual branches to storage sheds and sub depots. The main railway workshops of the Royal Engineers were situated at Arncott and also here were the running sheds for the steam locomotives operating the railway. With the transition to diesel locos a new running shed was opened in 1964 at Graven Hill, and the previous shed used as a paint shop for Arncott Workshops.

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Special trains for enthusiasts have been run occasionally to tour the system and the Industrial Railway Society arranged tours in April 1972 and August 1980. On the 1972 trip there was still one steam locomotive available to work the train. 197 SAPPER was built by Hunslet, works number 3797 in 1953, and delivered new to Longmoor. It was stored out of use for a couple of years like the other 13 locos supplied new to the MoD by Hunslet in 1952/3 and seems to have seen very little use before finally arriving at Bicester in October 1963, where it was used mainly for special trains. The name SAPPER was carried at different times by six different MoD Austerity 0-6-0STs, a USA 0-6-0T and three diesel locos. In September 1977 it went on loan to the Kent & East Sussex Railway and was purchased in October 1979, numbered 25 and named NORTHIAM.

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A poor quality photo taken from a small area of a rather grainy negative shows SAPPER with the IRS special in 1972 comprising three ex BR brakevans and two ex LSWR coaches.

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ARMY 202 built by Andrew Barclay works No.357 in 1941, one of the WD 'Standard' 153hp diesel shunters built to an Andrew Barclay design by them and also by the Drewry Car Co., who subcontracted the work to Vulcan Foundry. A total of 37 were supplied to the WD in 1941/2 and 1945. In July 1944 four of these locos were sent to Normandy loaded on road vehicles in tank landing craft and were the first Allied locos to land in France after D-Day. AB 357 (as originally numbered WD 42) was sent to France with 10 others by more conventional means in September 1944 and returned to the UK in 1946. In February 1952 six locomotives including AB 357 (by then renumbered to 823) were sent to the Middle East, returning to the UK early in 1955. Apparently on arrival in the Middle East the six locos were unofficially named after some of the dwarfs in "Snow White". After use in the UK at several MoD depots in the course of which it was renumbered 202, AB 357 has been restored as WD 42, named OVERLORD and is currently preserved at the Chatham Historic Dockyard.

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ARMY 236 and ARMY 229, two similar WD 'Standard' 153hp shunters from the 1945 batch but rebuilt with 193hp engines. 236 was built by Andrew Barclay works No.372 and after working at several MoD depots was transferred to Rosyth Dockyard in 1994. 229 was built by Drewry/Vulcan Foundry works Nos.2183/5264, and eventually disposed of to Marple & Gillott Ltd. of Sheffield for scrap in 1985. The Andrew Barclay locomotives were usually fitted with plain rather than louvered bonnet side panels so it appears that 236 has received the side panels from a DC/VF loco.

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ARMY 111 a 60hp 0-4-0DM built by John Fowler works no.22503 in 1938, quite a small loco in comparison to the 5 plank wagon in front of it and the Barclay 0-4-0DM behind it. Originally numbered 815 (renumbered to 111 in 1968) it was delivered new to the Ashfordby Gun Range, served by sidings north of the LMS Melton Mowbray to Nottingham Line at Holwell Junction. When this was closed in 1969 it was moved to Bicester for storage. In October 1973 it went for preservation to the 79 Railway Squadron, Royal Corps of Transport at Monchengladbach, Germany, where it was plinthed outside the headquarters and given the name PERCY ! The squadron was relocated from Germany to Marchwood Military Port in 1999 and 111 moved to Marchwood at about the same time. I believe its now at MoD Kinerton, Warwickshire.

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Wickham Railcar No.9033, works number 6857 built in 1954. Supplied new to Longmoor it was used in the films "The Great St.Trinians' Train Robbery" and "Runaway Railway" both filmed at Longmoor. It arrived at Bicester in March 1972 and after a spell at Kineton Depot it was disposed of by the MoD in 1977 to the Battlefield Line. After a period in storage on the Weardale Railway its now on the Chasewater Light Railway.

Arncott platform viewed from the adjacent level crossing. It still remains but the track in this section of the depot has been lifted.​

tbc

 

[PhilH]

For the August 1980 tour the IRS were provided with Andrew Barclay 0-8-0DH No.622 GREENSLEEVES and coach no.3018


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Coach no.3018 was one of four ex LSWR dining cars built in 1907 converted for use as ambulance train vehicles during the war and transferred to the BMR in the 1950s, carrying numbers 3016 to 3019. 3016/17/19 were later sold for scrap and 3018 remained as the last passenger coach on the system to 1987 at least. It was fitted with observation windows at each end in the Bicester workshops. On 16th May 1978 it was used to convey HM Queen Elizabeth II on her visit to the depot and a plate affixed to the interior panelling commemorated the occasion. The special chair used by Her Majesty is preserved in the Headquarters building at Graven Hill. So we could ride in the 'royal' coach but not sit on the royal seat ! Internal passenger services on the BMR ceased in 1967. In the past special trains were sometimes run over the main line to Oxford with WD locos and coaches.

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622 GREENSLEEVES an 0-8-0DH built by Andrew Barclay works no.502 in 1965. This was one of the six similar locos supplied new to the BMR to replace the existing steam locos and they received names taken from the 0-6-0STs they displaced. They were fitted with two 300hp Cummins engines so arranged that the driver could select either 'A' or 'B' engine to give a 300hp locomotive, or when necessary, could engage both engines, giving a combined 600hp output, in effect they were two 0-4-0 diesels back to back. In full working order they weighed 61 tons with an axle loading of 15 tons on a wheelbase of 16 ft 6 in. The first was tested with a train weighing approximately 600 tons and 1,450 ft in length which it handled, but the working load was fixed at 500 tons on the level and 350 tons on 1% grades. However they tended to be sluggish for the kind of continual loose shunting required and the long fixed wheelbase on 751b/yd flat bottom rail resulted in the track being pushed out, curves distorted and an unusually high number of derailments. Nevertheless these locomotives were the principal haulage units on the system for nearly twenty years. Their high horsepower enabled them to deal with ease the freight and passenger services, which although considerably reduced compared with the war years, still provided the occasional heavy haul.

In 1977 the first of several Thomas Hill 'Vanguard' 300hp 4wDHs was supplied to the BMR and these together with the later 'Steelman Royale' 335hp locos became the standard motive power for MoD establishments. They are capable of working in multiple so can handle the occasional heavy load if required. As a result the Andrew Barclay 0-8-0DHs were withdrawn and scrapped by Marple & Gillott Ltd of Sheffield in 1985.

623 STOREMAN 0-8-0DH Andrew Barclay Works no.503 of 1965 inside the loco shed at Graven Hill


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Inside the loco shed left to right: 624 ROYAL PIONEER 0-8-0DH Andrew Barclay works no.504 of 1965; 252 4wDH Thomas Hill works no.270V of 1977 (later named GREENSLEEVES) and 253 CONDUCTOR 4wDH Thomas Hill works no.271V of 1977. Some maintenance work is underway on 252 and the bonnet top is on the cab roof.

General view of the loco shed at Graven Hill


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[oldravendale]

Phil - these are truly excellent. Although I took no interest in the industrial scene when I could have done you are showing me how much of a mistake that was.

Please keep 'em coming.

I drive past MOD Bicester quite often and wondered what became of the railway. Now I know.

Brian

 

[PhilH]

Signal cabin and signals at Graven Hill controlling entry to the single line section to Arncott


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Brakevan 49005 built by the Southern Railway in 1942, and internal use vans 47239 and 47078.
Brakevans were introduced for the first time in 1950 and used on all trains proceeding through the single line section between Graven Hill and Arncott. Four vans numbered 49000, 49001, 49005 and 49019 were transferred from BR Southern Region.

Internal use van 47036 with LSWR axleboxes and Maunsell Wheels (left) and van 47838 with L&Y and LMS axleboxes.


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Warwell MODA 95573 built by Head Wrightson in 1944 and bogie flat wagon MODA 95250 built by BR Shildon in 1976, with an assortment of internal use vans behind.

Information given on the visit in August 1980 by 'bloke in charge' (didn't get his name or position):
Normally 3 locos in use, sometimes 4. Line between Graven Hill and Arncott normally has about 6 trains per day (presumably each way). Number of staff employed on railway = 27, includes signalmen, permanent way staff, crossing keepers, etc.
Railway used for stores coming in and going out by rail, and in addition there is also a large amount of internal traffic. Stores come in block train loads to storage sheds and are then distributed to various issuing sheds which supply the various MoD establishments - hence the large number of internal user wagons particularly vans. However now many MoD establishments and suppliers are not rail connected so the railway only handles about 45% of the incoming and outgoing traffic, the remainder uses road transport.

 

[PhilH]

Polkemmet Colliery:

AB 1175/09 + AB 2358/54




AB 1175/09. This loco is now on static display as a war memorial at Polkemmet Country Park, Whitburn, near the site of the colliery.




AB 2358/54 + AB 1296/12


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AB 1296/12. Fitted with a Giesl Ejector circa 1965. Before arriving at Polkemmet in 1977 it passed through the NCB's Cowdenbeath Workshops where it was painted in the NCB's road vehicle livery of Royal Blue with a Yellow cab, the division between the blue and the yellow being a vertical line down the tank sides in line with the cab front. This is a rare case where a coat of filth actually improved the appearance of the loco. It was preserved but unfortunately much of the platework was stolen by metal thieves.

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[LarryG]

All good pictures, but the last one is a really good industrial scene.

 

[PhilH]

I visited Polkemmet Colliery several times in the period from 1969 to 1979, and shortly after the last visit the steam locos were replaced by Class 08 locos or similar hired from BR. In that period the majority of rail output was for the Ravenscraig Steelworks. The colliery was connected to BR at Fauldhouse by a line approximately 2 miles long worked by BR locos.

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The entire layout was on a falling gradient from the entry from the BR line at the top of the plan to the end of the sidings at the bottom. Arriving empty BR trains stopped before the points to the empties sidings and detached the loco. The loco would run forward into the fulls sidings to collect the outgoing train. Meanwhile the empties would be run by gravity into the empties sidings, then run as required over the empties weighbridge, through the screens for loading, over the fulls weighbridge and into the sidings at the bottom of the plan, all by gravity controlled by the wagon brakes. The NCB locos would then collect the loaded wagons, usually 8 or 9 (9 being the official maximum) and take them up the gradient to the fulls sidings ready for collection by the BR loco.

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A train of 9 loaded wagons passing the colliery screens and headgear. The brickwork in the screens and coal preparation plant was unusually painted white. The red conveyor leading off to the right fed waste to a hopper, from where it was loaded into road vehicles for transport to the tipping areas.

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Looking the other way - In the left distance just below the horizon are wagons in the fulls sidings and at the end of the sidings is the wreckage of a few runaway wagons. To the right at a lower level are the empties storage sidings and nearer the camera the small brick building is the empties weighhouse. Behind the ascending train are empty wagons waiting to be gravitated through the screens. The tips on the horizon are from closed collieries once served by the line to Polkemmet.

 

[PhilH]

Polkemmet Colliery loco shed with left to right: Andrew Barclay 885/00, Hunslet 2880/43 (partly hidden) and Grant Ritchie 539/17 outside




Andrew Barclay 1175/09 + 2358/54 coupled on to another loaded train ready for the climb to the exchange sidings


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