New Year’s Day 2015 saw the now-traditional New Pilots event at Jet Age Museum, Staverton, enhanced by the museum’s own N gauge layout Church Hislop. Normally reserved for outreach at model engineering exhibitions around the county, Church Hislop was set up behind the fence protecting Jet Age’s Link Trainer exhibit to the delight of children of all ages. Indeed, so popular did Church Hislop prove that it remains in place and will be operated on Sundays when suitable volunteer coverage is available.
Since its last public appearance at the Gloucestershire Steam Extravaganza at South Cerney in August 2014, Church Hislop had been upgraded with new vehicles in the parking lot of the National Trust property, silver topped red oil drums backing the pile of ballast and, most noticeably, a flock of sheep on the incline rising up from the aviation fuel depot.
Sheep have long been associated with oil and explosives depots as they can keep grass under control without creating sparks – most memorably for me just outside Swindon as they roamed the semi-buried tank farm next to the line from Kemble. Sadly that spectacle is no more, but fortunately pre-painted plastic sheep are available in N gauge – complete with shepherd and sheepdog – in a set from German manufacturer Preiser. More scale sheep – controlled by collies rather than an Old English sheepdog – were also sourced via Rural Railways at Thornbury with the Gem white metal set and were painted white to match the Preiser livestock.
In fact much as some of the flatter farmland around the National Trust Visitor Centre was firstly filled with pigs and cattle, I had long wanted sheep on Church Hislop as they had enabled large parts of otherwise wild North Yorkshire to be adapted to farming in the Middle Ages. The wealth of such Cistercian Abbeys as Fountains and Rievaulx relied on the ability of sheep to survive on rough pasture and yield wool, milk and sheepskins. Undyed white wool was used to make the Cistercian monk’s distinctive white habits as well as blankets to keep out the cold. Milk could be processed into butter and cheese while sheepskins formed the basis of the monk’s illuminated scrolls and sheep manure helped fertilise both the high grazing used in summer and the lower pastures occupied by wintering flocks.
Collectively, Cistercian flocks numbered thousands of sheep and made an important contribution to the economy of Mediaeval England. However, just as King Henry VIII was dissolving the wealthy Yorkshire monasteries from 1536, a large deposit of graphite was discovered at Borrowdale in Cumberland, popularising the use of the carbon allotrope as a way of marking the fleeces of different sheep. From the reign of Henry’s daughter Elizabeth I, graphite was also used to line moulds for cannonballs, making the resultant projectiles rounder, smoother and more aerodynamic: thus contributing to the strength of the Royal Navy.
1795 saw Nicolas Jacques Conte invent graphite pencil lead while during the 19th Century graphite and linseed oil were mixed to form a protective coating for steam locomotive fire and smokeboxes. By 1962, the era that Church Hislop portrays, graphite was also being used as a moderator for nuclear fission reactors, without which atomic bombs would not have been developed and the layout’s aerodrome would not have been visited by dispersed V-bombers.
Today graphite is also an important part of the lightweight composite components used in the automotive industry, but New Year’s Day at Jet Age also offered a glimpse back in time to when metal ruled the roads – and sometimes the fields as well! As a suitable N gauge civilian Series 1 Land Rover still eluded me, I decided to let my vetinary surgeons visit their farmer client in a black Morris Minor. Originally due to be called the Morris Mosquito in homage to the twin engined de Havilland wartime bomber, the Morris Minor – named after a pre War Morris tourer – first appeared at the Earls Court Motor Show in 1948. The millionth example rolled off the assembly line in January 1961 before this quintessentially English car ceased production ten years later. In the Daily Telegraph of 3 January 2011, cultural and design critic Stephen Bayley wrote:
“In the popular imagination the Morris Minor is the car of schoolmasters, district nurses, midwives, openly Anglican vicars, helpful rural grocers and men wearing hats who are, generally, not in a hurry. If the staid institution of English afternoon tea were motorised, it would look like this. The Minor is a symbol of a gracious England unspoiled by sodium lights, bypasses, tower blocks, KFC and greedy consumerism…surely the industrial equivalent of a drover’s cart.”
Surprisingly then, the Morris Minor was designed by an engineer born to Greek and German parents in what was is now Izmir in Turkey but at the time was known as Smyrna. After the Great Fire of Smyrna in 1922 led to an exodus of the city’s Greek professional classes, 17 year old Alec Issigonis arrived in London and enrolled at Battersea Polytechnic. An intuitive rather than an academic designer who claimed that mathematics suffocated the creative spirit, Issigonis also raced an Austin 7 which he had extensively modified to include independent suspension with rubber springs – a feature which his good friend Alex Moulton would later further develop for the Austin Mini.
Indeed, Issigonis himself was to first of all work on advanced suspension systems when he joined Morris Motors of Cowley in 1936 and his original vision for the post War Morris Mosquito included four wheel independent suspension as well as a sophisticated flat-four “boxer” engine. Although both these features were ruled too expensive by Viscount Nuffield’s organisation, the Morris Minor’s engine bay remained much larger than it finally needed to be.
“The new Morris Minor makes the most of your petrol, goes farther on a tankful. Traditional Morris reliability and low maintenance are inherent in this modern design.”
While the cars light structure and crisp steering helped make up for its slow acceleration and top speed of just below 60 mph, causing the Morris Minor to be dubbed “one of the fastest slow cars in existence.” As it happened, the Earls Court Motor Show of 1948 also launched the Jaguar XK120, the fastest production car in existence and their two descendents – the Austin Mini and the E-Type – would similarly bookend the motoring possibilities of the 1960s.
Although Issigonis’s “Moggy” would become as strongly identified as the British people’s car as its equivalents in Germany ( Ferdinand Porsche’s Volkswagen Beetle ), France ( Pierre Boulanger’s Citroen 2CV ) or Italy ( Dante Giacosta’s Fiat 500 ), the Morris Minor was never developed in the same way – partly due to Morris and Austin merging in 1952 to form the British Motor Corporation and also due to Issigonis focusing from 1956 on Project XC9003 – later to become the Mini.
Ironically one man who hated the Issigonis Morris Minor – and likened it to a poached egg – was Viscount Nuffield himself. Born in 1877, he left school at 15 and worked as a bicycle repairer before designing his first Morris Oxford in 1912. Awarded a baronetcy in 1934, he took his title from the village of Nuffield near Henley on Thames where he lived – at Nuffield Place – from 1933 until his death in 1963.
However, so modest was this self-made man that his bedroom was carpeted with offcuts from the Morris factory in Cowley and his only car – a Wolseley – was a gift from his workers. Having no children, he divided his wealth among charitable causes and founded Nuffield College at Oxford University. During the polio epidemic of the 1940s and 50s he also paid for 5 000 iron lungs to be distributed throughout the Commonwealth.
Another Morris Minor – this time painted brown – was seen in the National Trust car park along with black and white and green and white Minis and, nearest the camera, a Volkswagen Beetle. Although the two designs might appear similarly shaped at first glance, the Morris Minor can always be distinguished by a radiator grille at the front. Ferdinand Porsche’s 1938 vintage “People’s Car” meanwhile was designed with luggage compartment at the front and an air cooled engine at the back.
Like the Mini, the Beetle, officially known as the Volkswagen Type 1, has been reinvented as a larger car for the 21st Century but the original design platform remains the most manufactured and longest-running car in history with examples being built in Brazil and Mexico after the last unit left Wolfsburg in 1978.
Originally intended for use on Germany’s new autobahnen – as opposed to the peasant dirt track Citroen 2CV or B-road dwelling Morris Minor – the Beetle nearly became a British car after World War II as part of the Morgenthau Plan to pastoralise Germany. However, the factory was not dismantled and moved across the English Channel as no British manufacturer was interested in the Beetle. And an official American report of the time claimed
“the vehicle does not meet the fundamental technical requirement of a motor-car … it is quite unattractive to the average buyer … To build the car commercially would be a completely uneconomic enterprise.”
A decade and a half later, Decca Records would turn down the Beatles with a similar refrain of “guitar groups are on the way out, Mr Epstein.”!
As it was, Beetle production re-started in Wolfsburg as a job creation scheme for Germans to provide the British army with cars which proved very popular in other countries!
Back in the days when most cars on British roads were actually British, some larger automobiles more of their time than the iconic Volkswagen Beetle were the Humber Super Snipe (seen in the guise of Oxford Diecast’s Smoke Green and Sage Green NSS006 with the licence plate 123 KTX) and PADX Vauxhall Cresta Friary Estate (pictured as Oxford Die Cast’s silver grey and black NCFE004, registered as CFO 546) The Humber Super Snipe name could be traced back to the 1930s although this particular example had its origin in the “new” Super Snipe series from 1958. Production of the Super Snipe ended in 1967 by which time Humber’s parent company Rootes Group was part of the Chrysler Corporation of America.
ODC’s Vauxhall PADX Cresta Friary Estate (so called because the bodywork was by Friary of Basingstoke) meanwhile was a replica of the vehicle owned and beautifully restored by Mr Richard Ashby from Northamptonshire. The PADX Cresta Friary Estate was built between 1960 and 1962 and the majority of the cars produced were two-tone.
While the PADX Cresta Friary Estate was new in 1962, the brown hued coach next to it was already an old timer. The Bedford OB – introduced in 1939 – had a wheelbase of over 14 feet, and was designed to move 26 to 29 passengers with its 27 horsepower engine. Although only 73 were built prior to World War II, it reappeared in a largely unchanged form at the end of the war, continuing in production until 1951. A total of 12,766 were produced making it one of the most popular buses of its type, ever.
Bedford co-developed with Duple, the ‘Vista’ coachwork for the OB fronted by a classic bullnose design. The ash framework was reinforced with steel and the floor made from hardwood with softwood tongue and groove boarding. Geared to reach speeds of at least 40mph, fast for its day, the OB was remembered by many for its characteristic gearbox whine. There are known to be just 180 still in existence with just 70 in roadworthy condition.
While the scenery of Church Hislop continued to evolve in a predictable way however, I had not reckoned on the effect of trying to use Digital Command Control on a layout in a very cold hangar! Fortunately I had already invested in some suitable analogue motive power so that Church Hislop would still be available when Colin’s DCC fleet was otherwise occupied . And when various DCC powered trains started to freeze up I quickly changed both locomotives and control boxes.
Although plunging temperatures prevented the use of Colin’s WD 2-8-0, an even more sure footed analogue replacement was English Electric Type 4 D306. Taking the 180 degree curves very well too, the only drawback to this iconic 1950s design was the length its body took up in the passing loops.
As such, it was eventually put in charge of just one horsebox and three Conflat wagons – the latter given a firmer ride by adding lead weights to the insides of their hollow containers. Luckily, in the context of the Derwent Valley Light Railway, such an over-powered consist could be explained by an urgent need to move the locomotive – probably in excess of the real DVLR’s axle loading at the time – from British Railways Eastern Region’s Foss Islands Branch to Cliff Common avoiding the East Coast Main Line south of York. And if the Class 40 was taking up a path in so moving, it might as well haul some rolling stock at the same time!
Between May 1960 and February 1963, twenty five of the 200 Class 40 diesel electric locomotives built by English Electric for British Railways from 1958 to 1962 were named after ocean liners based at the Port of Liverpool. These ranged in number from D210 “Empress of Britain” to D235 “Apapa” and each locomotive carried a beautifully cast nameplate featuring the flag of the relevant shipping company inside a ship’s wheel. However, after the line from London Euston to Liverpool was electrified in 1966 and the 2 000 bhp Class 40s found other work, the nameplates were gradually removed.
D306 in fact only wore its name as a preserved locomotive, the title “Atlantic Conveyor” being applied on 11 August 1984 as a memorial to the Cunard merchant ship lost in the 1982 Falklands Conflict. As an N gauge model however, this name and number are so small that only a true rivet-counter would contend that D306 “Atlantic Conveyor” was inappropriate for a model railway set in 1962.
D306 is also an interesting locomotive in its own right, being one of 20 English Electric Type 4s with 1Co-Co1 bogies assembled at the former Robert Stephenson & Hawthorn factory in Darlington to allow space in the Vulcan Works for the 22 production Deltics to be built. After a brief repaint in BR Blue in 1978, the then 40 106 was outshopped from Crewe in her original Brunswick Green but with full yellow ends. In this livery she appeared in the Rocket 150 celebrations at Rainhill before being sold into preservation in March 1984. After her naming ceremony, the now-restored D306 became the first Class 40 to haul a passenger train in preservation although she became better known to a wider audience in 1988 playing the part of D326 in the Phil Collins film “Buster”. For this role, D306 was fitted with dummy split four-digit headcode boxes like the actual Great Train Robbery locomotive rather than its disc headcode system as built.
Wagons for moving horses were used since the earliest days of the railways but due to a change of policy regarding the carriage of animals, and the lack of rail links to many stables and race courses, British Railways horse boxes were withdrawn by the end of 1972 and few have survived due to the acidic nature of horse manure. One of the last examples produced to Diagram 751 – based on the British Railways Mark 1 carriage – was the two axle Eastern Region horsebox E96346, represented by Graham Farish product 373-361.
E96346 was built by BR Earlestown ( just north of the Vulcan Foundry) in 1957 to Lot 30146 as was E96347 (now preserved on the Colne Valley Railway) and the National Railway Museum’s S96369, which was withdrawn at Mitcheldever in 1971. Each one featured separate compartments for the horse and groom and a toilet. Of the Diagram 751 horseboxes originally painted maroon 96300-4 were allocated to London Midland Region, 96305-54 to Eastern Region and 96355 -58 carried a W prefix. Southern Region’s S96359 – 414 were unique in being painted green.
The use of containers to convey loads from door to door, being moved to the railway depot by road, thence by train to the depot nearest its destination, and finally by road again, is an idea dating back almost to the beginning of railways in Britain. However, the impetus to develop these assets came from stiff competition from road hauliers after World War One. All the Big Four companies had their own containers with LMS designs forming the basis for British Railway’s standard range in the 1950s. Similarly, British Railway’s standard container wagons owed much to their antecedents from the Great Western, featuring a 10′ wheelbase that allowed these Conflat As to run at passenger train speeds.
The three Conflat As supplied in Graham Farish set 377-335 represent the earlier BR pattern with four shoe rather than the later 8 shoe brake gear and in this instance are carrying the light blue liveried variant of the AF container. Like all the small A series furniture containers, these had doors at one end only and would either be carried singly or in pairs on each Conflat A. In this instance, each single AF container is mounted centrally on its Conflat A for balance. Conflat As could also carry the larger B series container which were the same lengths as themselves and either had a door at one end or, in the case of the BD, an end door and two side doors. With the arrival of the now-familiar ISO standard Freightliner type containers in the 1960s, Conflat As and their relatively small furniture containers were withdrawn.
Notice too that this train was tailed by a Midland pattern brake van rather than the more usual LNER inspired BR standard variety.
Having already mentioned the Class 40s – directly descended from OVS Bulleid’s English Electric powered 1Co-Co1 – all the Class 08 and 09 diesel electric shunters of British Railways and many other derivatives besides can be traced back to an 0-6-0 diesel prototype shunter from the 1930s that was fitted with a a 6-cylinder engine built at the Rugby works of English Electric subsidiary Willans & Robinson. Among these, D3406 was built at BR’s Derby works and allocated new to 88B Newport Pill in December 1957. Renumbered 08336 in March 1974, the 350 bhp diesel electric was withdrawn from York depot in April 1981 and cut up at BREL Swindon in March 1982.
Assuming a temporary re-allocation to the DVLR in 1962, D3406’s train on 1 January 2015 comprised 14 ton capacity bitumen tank wagons in weathered black Tarmac livery and three of Peco’s 16 ton mineral wagons numbered B170121, B171510 and B174727.
Something of a design classic, the 16 ton mineral wagon of British Railways began life during the Great Depression of the 1930s when the coal transport industry sought longer lasting alternatives to traditional wooden private owner wagons that were labour-intensive to build and maintain. The outbreak of World War II also made the efficient movement of coal on Britain’s crowded railways imperative and saw the Ministry of Transport both requisition pioneering steel coal wagons made by Charles Roberts and The Butterley Company and ordering improved wagons for mass production.
Although the Ministry specified that these would have a 9′ wheelbase for their two axles, measure 16′ 6″ over headstocks, two side doors and one end door and be capable of taking either vacuum or air brakes, the new wagons were only to be fitted with traditional Moreton hand brakes on one side only, applying to two wheels.
In addition, contracting out construction to a range of different wagon builders – and to engineering firms which had never built railway vehicles before – meant that the resulting 16 ton capacity wagons, although an improvement on the old seven plank wagons they replaced, varied widely. Some had sloping sides rather than straight, others were welded or riveted and had either pressed or fabricated steel doors.
55 000 16 ton mineral wagons were inherited directly from the Ministry of Transport by the new British Railways in 1948 and given a five digit number prefixed with the letter B while a further 5 000 16 ton mineral wagons acquired from the LMS and LNER were given the prefix M.
The numbers B19xxx were applied in 1951 to the 16 ton mineral wagons built from 1945 by British manufacturers for the war ravaged railways of France. These were distinguished by two piece “cupboard” rather than single downward hinging doors in each side and although 10 000 were initially ordered by SNCF, their low capacity for the more generous Continental loading gauge meant that British Railways took delivery of 9 000 of them.
British Railways then ordered over 300 000 of their own 16 ton mineral wagons from 1950 to 1959 although only 10 000 of these had Moreton hand brakes linked across the underframe and applying to all four wheels. 85% of these were to Diagram 1/108 with welded construction while 10% followed the riveted assembly of Diagram 1/109.
One of the most common variants within both Diagrams was the downward opening flap above the side door. This was known as the London Trader’s flap and was designed to ease the task of unloading coal by hand. Although not present on the riveted Diagram 1/109 N gauge wagons modelled ready to run by Peco, it was a feature of the famous OO Airfix (now Dapol) kit depicting a welded wagon. However, the presence of the London Trader’s flap not only made construction more complicated but weakend the overall structure. It was eliminated when many rusted-out wagons were later rebodied.
A comparison of the two models also reveals different end door designs although in both cases the end door location is indicated by a diagonal white stripe across the appropriately sided door panel.
From 1966, 5 000 16 ton mineral wagons were fitted with vacuum brakes actuating clasp shoes on both sides of each wheel for use in block trains but by the 1970s not only was Britain’s requirement for household coal reduced by the spread of gas central heating and the electric National Grid but electricity was being generated in a smaller number of larger power stations. These were to be supplied with merry-go-round trains formed of more efficient larger capacity hopper wagons. As a result, unfitted 16 ton mineral wagons disappeared from capital stock in 1982 with vacuum brake fitted examples bowing out by 1987 – departmental examples surviving to 1999.
One of the biggest challenges to suddenly switching from DCC to analogue operations on 1 January 2015 was having to replace Colin’s late-crest J39 0-6-0 64838 (pictured) with the early “lion on a bike” marked 64960 I had bought as an insurance policy just the day before. Happily Graham Farish product 372-401 worked perfectly, literally straight out of the box! I was particularly keen to have a back up J39 as there are very few small LNER tender engines available in N gauge and this is the nearest approach that I can currently make to the smaller J21s that habitually worked on the real Derwent Valley Light Railway. In the same way, the Class 08 is currently the closest I can get to the DVLR’s “Lord Wenlock” until I can get my hands on a Graham Farish Class 04.
Nigel Gresley’s J39 Class – introduced in September 1926 – was a development of his first LNER Group Standard design, the 35 strong 0-6-0 J38 Class. The J39 was essentially a J38 with larger wheels and could be distinguished from its antecedent by the presence of splashers 6″ high above the running plate.
The J39 became the new LNER Group Standard 0-6-0 goods locomotive with 289 built over fifteen years, making it the most numerous of Gresley’s designs. All the J39s were built at Darlington except for one batch of twenty eight built between 1926 and 1937 by Beyer, Peacock & Co. Many of the Darlington J39s were built with boilers constructed by the contractors Armstrong Whitworth & Co, and R. Stephenson & Co.
The first twelve locomotives had Westinghouse brakes for the locomotive, tender, and train; and vacuum brake for alternative train braking. These operated in the North East (NE) section, and twenty locomotives built between 1928 and 1929 for the Great Eastern (GE) section were similarly fitted. The remaining J39s built until 1934 were fitted with a steam brake for the locomotive and tender, and vacuum brake for the train. From 1935, the J39s were built with vacuum braking only. The NE section Westinghouse J39s were converted to steam braking during the 1930s, but the GE section J39s kept their Westinghouse brakes until disposal.
As well as these main variations, there were other smaller variations as would be expected over such a large class built over an extended period. The first forty four J39s had steam reversing gear, sight feed lubrication, and vertical slide regulators. The next 52 had screw reversing gear, a pair of mechanical lubricators, and Owen regulators. From 1935 the axleboxes were lubricated with a Fountain sight-feed lubricator, and were fitted with a new type of twin-handled slide regulator.
Superheaters of the Robinson long return bend type were fitted as standard. No. 1270 was built with a Cruse-Gray superheated supplied by Bolton’s Superheater & Pipe Works. This superheater is reported as heating the steam by about 100 degrees Fahrenheit in excess of the standard Robinson type. Gresley was impressed enough to consider ten sets of the Cruse-Gray superheater for D49 4-4-0 locomotives. Although Bolton’s were asked for a quote, no order was placed. The superheater on No. 1270 was removed and replaced by a standard Robinson type in August 1931.
Common with many inside cylinder 0-6-0 designs, the coupling rod throws on either side were separated by 90 degrees. The coupling rod throws were 180 degrees from their adjacent connecting rod cranks. The net effect was a twisting force on the axleboxes. Due to the powerful nature of these locomotives, this twisting force was particularly severe and resulted in heavy maintenance. The Darlington Mechanical Engineer reported to Gresley in 1938, that the axleboxes were experiencing heavy wear and that the right axleboxes tended to overheat more than the left axleboxes. Gresley had also observed this on other inside cylinder six-coupled locomotives. Various axlebox modifications were tried, but these did not lead to an improvement. The possibility of reducing loading by placing the coupling rod throws on the same centres as the connecting rod cranks was considered in 1946, but not acted upon. Divided axleboxes were fitted to six locomotives from 1947 at Gorton Works. After 1950 it was decided to not fit any more divided axle boxes and to remove those that had already been fitted.
The J39s were powerful and versatile locomotives, and could be seen throughout the LNER network. As well as being called upon to haul general goods trains, they were also used to haul heavier oil and coal workings. Although primarily a goods locomotive, the J39s did make appearances on passenger trains and even expresses, especially on summer excursions during the 1930s.
From 1946, B1 4-6-0s took over most of the J39 passenger duties although they were still occasionally called upon in emergencies. Withdrawals started in 1959 and were very quick with all 289 J39s being withdrawn from service by the end of 1962. This rapid withdrawal of the class was due to higher than average maintenance costs due to the hot axlebox problems which were never solved. No. 64747 survived at Woodford shed as a stationary boiler, until October 1964.
1 January 2015 also offered the opportunity to run the set of six black liveried Berry Wiggins tank wagons that were supplied to me by Robbie Burns, each being individually numbered. Exactly the sort of bespoke helpful service that you can expect from Robbie’s Rolling Stock!
As is described on other pages, Berry Wiggins supplied petrol and fuel oil as well as the bitumen that made their name from refineries in Kent and Manchester Docks via depots in Somerset and Gloucestershire. In fact so well remembered was Berry Wiggins – Doctor Who appearance aside – that the idea of a rake of their tank wagons for Church Hislop came from an exhibition visitor at Gloucester in 2014. Real life Berry Wiggins tank wagons were procured from such firms as G.R. Turner and Charles Roberts of Wakefield.
Meanwhile, The Gloucester Railway Carriage and Wagon Company Limited was responsible for more Presflo cement wagons than any other manufacturers and these two-axle vehicles were the only wagon type specifically mentioned by name in S.J. Reading’s definitive history of The Derwent Valley Light Railway published by The Oakwood Press in 1967. Add to the mix that they are my favourate wagons and it was inevitable that a six strong rake of them was going to appear on Church Hislop!
In the absence of N gauge models of Gloucester RCW or Metropolitan Cammell built Cemflo wagons too, the Graham Farish supplied sextet also serves to tell the story of the famous Associated Portland Cement Marketing Cliffe-Uddingston cement trains. At this time, private operators were aiming for maximum utilisation of their assets by rapidly turning wagons round for high mileage journeys – which were now being completed in days rather than weeks.
APCM thus formulated a requirement for a lightweight 4-wheeled wagon with a low tare to weight ratio with one particular working in mind: taking Blue Circle cement from their works at Cliffe, Kent – made accessible to rail vehicles late in 1961 – to Uddingston near Glasgow for onward lorry transport. These trains were to travel around the western edge of London and take the East rather than West Coast Main Line. They were also remarkable because Birmingham RCW Type 3 diesel electric locomotives ( later Class 33) were to provide traction as far as York – and sometimes all the way to Uddingston – well away from their normal Southern Region haunts!
As such, the Derwent Valley Light Railway might have been one of the few places north of London where a lone Class 33 could have been seen hauling cement wagons – arguably moving Presflos from a longer double hauled train via the DVLR to avoid the East Coast between York and Selby. Filling this role on Church Hislop was the Graham Farish model of D6572, built with Birmingham RCW works number DEL 176 and introduced to 73C Hither Green depot in October 1961. Seen above at Clapham Junction, D6572 was renumbered 33 054 in February 1974, the Type 3 Bo-Bo was withdrawn from Stewarts Lane on 17 December 1986 and subsequently scrapped at Eastleigh.
Finally, although the DVLR was not a passenger railway, it would not be impossible for a crew training turn to be filled by Gloucester RCW Class 122 “Bubble Car” such as 55003, the real version of which has successfully operated on the Gloucestershire Warwickshire Railway. It remains on standby as a spare!