Large Engines on the Lickey Incline: 1956-1964

The history of the large banking engines following the withdrawal of 58100 'Big Bertha' in May 1956 is quite interesting. After so many years with the same engine, this period was to produce up to eight separate bankers, an average of one different engine every 12 months.



Riddles 9F

 The first signs of British Rail's intent became apparent in August 1955 when standard Class 9F 2-10-0 No. 92008 was sent to Bromsgrove for banking trials (remaining until 24 August). An observer at Bromsgrove on 23 August considered the banking performance of 92008 to be "particularly impressive", and certainly the trials were obviously regarded as successful by the authorities, because when 58100 was withdrawn the permanent replacement turned out to be another 9F, 92079, which on and off stayed for the next 7½ years. In fact, the resident large banker (this tradition was carried on right to the end of steam at Bromsgrove) was a 9F type throughout this period.

The full list is as f ollows:

 

92079

92079

92079

92135

92231

92005

92079

92234

92079

92223

92230

To this list can be added one additional banker which is included because although it might not be regarded as large compared to 'Big Bertha' or 92079, it was a one-off as a banker and quite different from the Jinties or Pannier tanks. In February 1958 a change in regional boundaries took place so that the line to the south-west of milepost 52½. (Including Blackwell, the Incline, and Bromsgrove) came under Western Region jurisdiction. It was probably this fact that caused the visit to Bromsgrove of two ex-GWR tank locomotives 2-8-2T No.7235 and 2-8-0T No.5226.



GWR 7200 class 2-8-2 No 7202 at Severn Tunnel Junction
 26 April 1964. Copyright - Richard Postill

Another influence was that the regular large banker 92079 was away at Crewe Works and perhaps the authorities were looking for some powerful temporary substitute. Whatever the reason, 7235 arrived in mid-April for banking trials, but when she was tried on 18 April she fouled the platform edges at Bromsgrove. A few days later she was noted on Bromsgrove shed out of use, the test being deemed a failure because of the clearance problem and 7235 was sent back to Worcester. This engine had been specifically transferred to 85A Worcester in April from 87F Llanelli, to be available for trial purposes. It was fairly rare for this class of locomotive to be shedded outside South Wales, and after a brief stay at Worcester and Gloucester she returned to Llanelli in March 1959.

42XX GWR 5235 Severn Tunnel Junction.
26 April 1964. Copyright Richard Postill

The next move was to try 5226, which arrived in May 1958, being officially allocated at the time to 85C Hereford. As a matter of interest this engine was another of the few heavy freight tank locomotives to 'escape' from South Wales when it was allocated to 82C Swindon in July 1952, being moved to Hereford in October 1955. This engine did not have any clearance problems, presumably associated with its shorter frame and wheelbase compared to 7235, and was passed for use at Bromsgrove. If she had come as a temporary measure (and the fact that she was not officially transferred to Bromsgrove 85D until November 1959 lends credence to this view) she was obviously thought by the authorities to be worth an extended stay, because she remained at Bromsgrove until April 1960, then being re-allocated to 85A Worcester.

She was to remain there until early 1964 when she returned to South Wales being allocated to 88H Tondu, 87F Llanelli, and 86E Severn Tunnel Junction in quick succession. She was withdrawn in March 1965 and cut up at Cashmores, Newport, in June 1965. During her stay at Bromsgrove she was in fairly regular use, but whilst offering an interesting change from the normal bankers, 5226 was not regarded as either a resounding success or a dismal failure. As a postscript 5226 was to meet again some of her old colleagues at Bromsgrove when she visited Stafford Road Works, Wolverhampton in 1961. A visit on 5 November recorded her with 92079, two of Bromsgrove's ex-GWR pannier tanks 8405 and 8409, and a similar engine from Worcester, 8415, which over a number of years was to help out on banking duties many times.

Returning to the 9F 2-10-0's listed earlier, some brief records of their careers are tabulated below:

92005

Was allocated to 86A Newport Ebbw Junction when new but had become an 86C Cardiff Canton engine by the time she acted as temporary banker at the end of 1959. She was to work for almost 3 years from 50A York Shed before withdrawal in August 1965.

92008

Was a l5A Wellingborough engine at the time she came to Bromsgrove for trials in 1955, but was transferred to 21A Saltley in June 1957. She was subsequently sent to Rowsley (17C), Kirkby (16E), Speke (8C), and Warrington (8B) before withdrawal in October 1967.

92079

Arrived at Bromsgrove in May 1956 (having been allocated new to 18A Toton in April) to replace 58100 'Big Bertha'. By early June she was well into her stride complete with 'Big Bertha's' electric headlight, and on 10 June was observed banking the 2.10 pm Bristol- .Bradford. In the period August-November 1957 she visited Crewe Works, being noted on a freight on the Leeds-Huddersfield line on 5 October. The next day she was at Farnley Junction Shed. Whilst she was ,away banking duties were covered on a week by week basis by Sa1tley's recently acquired 9Fs, such as 92135 - 92139 In early 1958 she paid her second visit to works; she was noted at Crewe Works through March and by 5 April was at Birkenhead in ex-works condition, obviously running-in (by coincidence she would spend the latter years of her life based at Birkenhead). By 10 May she was banking again on the Lickey. A year later she was dead on Bromsgrove Shed with a defective boiler and was despatched to Swindon Works this time for attention. She was to be away for some while - it wasn't until 5 January 1960 that she was noted ex-works at Paddington on a running-in parcels turn, newly fitted with a double chimney, and it was later in the month before she returned to Bromsgrove. (As a matter of interest the fitting of a double chimney as standard commenced with 92183 and included the rest of the class up to 92250.

Riddles 2-10-0 on shed

Of the locomotives preceding them only three were later converted, the original 92000, 92079 and 92178. The fitting of a double chimney is designed to make the engine more free-steaming, a feature that should be particularly beneficial to a banking engine required to work very hard for relatively short periods. Whether in fact there was any real benefit in practice to 92079 is not known). Certainly Swindon Works had not appeared to be in any great hurry because 92079 had stood in the works yard through June to end September. The next occasion she was to leave Bromsgrove was late in 1961 when another short visit to works was deemed necessary, this time to Stafford Road Works, Wolverhampton.

In February 1963 she was used in trials on the Incline when Brush Type 4 No. D1500 was tested, although it only involved following the test train at a reasonable distance as a safety precaution in the event of a breakaway or the train stalling. October 1963 was to bring her reallocation to 8H Birkenhead where she survived until November 1967, the interim period including another visit to Crewe Works in late 1964, and various visits back to the Midlands. She was observed at Stourbridge Junction Shed on 19 September 1966 and at Saltley on 25 September 1966. After a period of store at Speke Junction she was cut up at Campbell's, Airdrie in April 1968

92223

Arrived at Bromsgrove (850) in October 1963 as a replacement for 92079. Since being allocated new to Banbury (84C) in June 1958, this engine had been to Plymouth, Banbury again, Swindon and Newport Ebbw Junction, so she was a much-travelled member of her class. Her travels had also included visits to Swindon Works in November 1960 -February 1961 and most unusually, to Gorton Works (Manchester) where she was noted in the erecting shed on 11 November 1962. As it happened, her travelling was to come to a rapid halt because within a few weeks of arriving at Bromsgrove she was out of service with cylinder problems.

After checking by an inspector sent up from Swindon 92223 was officially withdrawn in February 1964 due to scoring of both cylinders. She was the first 9F to be withdrawn, after only 5½ years service. For the next 3-4 months she lay at the back of Bromsgrove Shed before being despatched to Swindon Works where she was recorded on 26 July. She was in a very poor external condition following the many weeks of inactivity. During this delay the authorities had reconsidered the position and decided it would be economic to repair the locomotive; she was duly reinstated (on the books) to 2A Tyseley, effective June 1964.

In the event she was still in the erecting shop at Swindon Works in late November. After this 'resurrection' she was to survive until the very last days of steam, being allocated to Saltley and Carlisle Kingmoor before withdrawn from 10A Carnforth depot in April 1968. In this later period she paid a return visit to Bromsgrove on 8 June 1965 with a passing freight, was seen at 8A Edge Hill on Boxing Day 1966 with a newly-cast smokebox number plate (the original having been prematurely sold) and was the only steam locomotive noted during several hours of observation near Carlisle on 15 November 1967.

92230

Was the last 9F to be allocated officially to Bromsgrove (from January-August 1964) and so was the last of the large steam banking engines. Allocated new to Banbury in August 1958 she subsequently spent time at Old Oak Common, Newport Ebbw Junction, and Gloucester. She was recorded at Swindon Works in August 1958, February 1961 (on this occasion in company with 8406, 8427 and 92223, all associated with Bromsgrove), and May-August 1962. After the problems with 92223 at the beginning of 1964, 92230 was recorded on banking duty on 10 February. After leaving Bromsgrove when the shed was closed in September 1964, she was seen around the Midlands quite often before her withdrawal in December 1965, being cut up at Cashmores, Newport about June 1966.

92231

Was allocated new in August 1958 to 86G Pontypool Road but was soon moved to Severn Tunnel Junction and then to Cardiff Canton. In April 1959, when 92079 went to Swindon Works, 92231 was sent as a temporary substitute arriving on 8 April and staying until about October, when she retired to Worcester Works for some minor but necessary repairs. She was reported in the works during November but after repair returned to Cardiff Canton, her home depot. She was never officially transferred to Bromsgrove. In January 1961 she was moved to 71A Eastleigh (one of the few engines of this class to be allocated to the Southern Region), paid a visit to Eastleigh Works in April, and was seen at Bromsgrove again on 26 October 1961 at the head of a Fawley to Bromford Bridge oil train. The later part of her career was spent working from 50A York Shed, from which she was withdrawn in November 1966, to be cut up at Drapers, Hull.

92234

started life new in August 1958 at 86G Pontypool Road (like 92231), but during 1959 she was almost constantly on the move, her home sheds being 86E Severn Tunnel Junction, 86C Cardiff Canton, and then 84C Banbury.

She was officially transferred to Bromsgrove (85D) in the 4-week period ending 7 October 1961, but was actually recorded as having arrived as early as 25 August. She was in use as a banker when trials were carried out by Peak diesel D40 hauling unbanked test trains. When she arrived at Bromsgrove she was in ex-works condition having just emerged from Swindon Works where she had been noted in the 'A' shop during May and June. Her stay at Bromsgrove was, however, short; when

92079 arrived back from Wolverhampton Works, 92234 was transferred in December 1961 back to Banbury. During the next few years she remained a Midlands-based engine, being allocated to Tyseley and Saltley before eventually arriving at 8H Birkenhead in December 1966. In the period 1962-66 she visited Crewe Works three times (late 1963, mid 1965 and Autumn 1966). She was withdrawn from Birkenhead in November 1967 being sold to Campbell's, Airdrie in February/March 1968 for scrapping.

There were other 9F types in use as bankers from time to time, normally Saltley-allocated members on temporary loan; one known example is 92138, another being 92135 for a few days at the beginning of April 1959.

Riddles 9F at Wolverhampton

In summary, the 9Fs in their relatively short period as bankers were liked by the engine crews and did a good job. The disappointment of losing 'Big Bertha' in 1956 was forgotten when the value of 92079 was realised and from then on the future of this type of locomotive at Bromsgrove was secure, albeit that there was a considerable 'chopping and changing' of these engines over the remaining years of steam. Fortunately, some examples of this class have been preserved, the most well-known being the last-built example 92220 'Evening Star', which will act as a reminder for future rail enthusiasts of the last of the large Lickey banking engines.




Source: 'The Railway History of Bromsgrove and the Lickey Incline' Part 2



'A miscellany of local railway events, operating practices, banking engines, services and a locomotive traffic survey, for the period 1949-1983. Compiled by Robert Danes on behalf of the Bromsgrove Steam Enthusiasts Club.

This is an excellent anthology of information on the Lickey Incline. Part 1 does not seem to have been published. Attempts to trace Mr Danes have come to nought and the Club no longer seems to function.

See more of Richard Postill's splendid photographs of steam on British Railways here 

Working the Lickey Incline - 1949 - 1956

Locomotives allocated to Bromsgrove and employed on banking 1949 - 1956

This period is dominated by the two visits of the ex LNER Beyer-Garratt Class VI 2-8-8-2T No. 69999 and, of course, the final years of the ex- Midland Railway 0-10-0 No. 58100, known by all as 'Big Bertha'.

The need for a large banking engine specifically to work on the Lickey Incline had been recognised as long ago as 1845 by Joseph McConnell, the locomotive engineer who was the superintendent of the Birmingham-Gloucester Railway from 1842. He built an 0-6-0 saddle tank weighing about 30 tons, No. 38, named 'Great Britain', which was capable of hauling 135 tons up the Incline at 8-10 mph. This engine was rebuilt at least twice before final scrapping in 1901 after 56 years service. The concept of a specialised banking engine had been established.

The Midland Railway continued this tradition when they began to consider a special banker in 1911. During the next few years various designs were considered, including a 2-10-0 tank locomotive, an articulated 2-6-6-2 tank engine and an 0-6-6-0 tank loco with a rigid frame. In the event the design adopted was an 0-10-0, the only decapod tender engine in service at the time. She was the most powerful and largest engine built for the Midland Railway with four enormous cylinders (16t-in x 28-in stroke) and a tender cab which was essential as she spent half her life in reverse and protection for the crew was imperative. The specially superheated boiler originally fitted was numbered 4886; a second similar boiler No. 5395 was fitted in December 1922 and these two boilers were then fitted alternately through the engine's life.

The newly-built engine was recorded in the erecting shop at Derby Works at the end of November 1919 ready for painting. The first steaming took place on 1 January 1920 at Derby and the engine, numbered 2290, was soon despatched to Bromsgrove, arriving on 20 January 1920.

The Midland Railway's Lickey Banker

It was to remain at Bromsgrove for the next 36 years other than occasional visits to Derby Works for overhaul, and a very brief spell on trial, hauling coal trains between Toton and Brent in 1924. This was not a success and no further similar engines were built. The powerful headlight for buffering up in the dark was fitted in 1921, the current being provided by a steam turbo generator fitted in front of the cab below the running plate on the left-hand side. The tender could hold 2050 gallons of water and 4 tons of coal - each ascent consumed about 7 cwt.

The principal features of the new engine were the ten coupled wheels, four simple-expansion cylinders, and a steam distribution arrangement by which two ordinary piston valves regulated the steam supply to four cylinders. With one exception - that of the well-known "Decapod" tank locomotive formerly on the Great Eastern Railway - the new Midland engine was the first locomotive working in Britain to run upon five coupled axles, and was therefore the first tender engine built for the home railways of the 0-10-0 type.

Great Eastern Railway  - James Holden's Decapod

As a British freight engine it was also unique in employing four cylinders working with simple expansion; and the valve arrangement was a novelty in the UK since it represented the simplest means known for distributing steam to four cylinders, needing no rocking levers, extra valves, etc, and therefore adding not one single moving part to the valve motion over and above what was required for an ordinary two-cylinder machine. The system adopted by Sir Henry Fowler merits particular attention. Walschaerts' gear, of exceedingly light and elegant design, and arranged with a maximum cut-off of 75% drove an outside-admission piston valve situated in the normal position above the outside cylinder.

The front piston valve head served the front port of the outside cylinder and the back port of the outside cylinder and vice versa, the ports of the latter cylinder being crossed and the cranks of course set at a relative angle of 180 degrees. This arrangement achieved two ends: firstly it secured the utmost freedom from the complications which detract from the recognised benefits of multi-cylindering, and secondly, it solved the problem of suitably locating valves for the interior cylinders when these had to be placed high up with little room to spare between them and the smoke box floor. The only disadvantage apparent lay in the disparity of the clearance between the direct and cross-ported cylinders, but with an engine intended for such highly specialised service as this locomotive under notice, this objection was not really a problem. In foreign examples of this univalvular dual distribution, the valve was generally situated above and between the two cylinders, and thus the clearances were more or less equalised, but this was out of the question in this Midland engine by reason of the lack of space, and moreover usually demanded the slight additional complication of a rocker or other means of transferring the movement from the valve gear to the valve spindle.

The drive from all cylinders was taken by the third or central pair of wheels. This allowed adequately long connecting rods for all sets of motion and the placing of four cranks upon the middle axle was also advantageous in other respects. In order that the connecting rods could clear the second axle without unduly raising and inclining the cylinders, that axle was slightly cranked in two places, thus giving clearance to the connecting rods when the cranks were near their lowest points. The cylinders were composed of a two-piece casting, bolted together in the central vertical plane, and were inclined at a slope of 1 in 7 to the horizontal. Their covers at the back and front were of the same diameter, which enabled the cylinders for both sides of the engine to be cast from one pattern. Cylindrical bushes were fitted to the outside big-ends and coupling rod pins, with the exception of those of the leading wheels, where the bearings were adjustable. Reversing is effected by a steam-operated servo-motor placed near the reversing arm shaft, pipes from the footplate controlling the steam and cataract cylinder valves. Great attention had been paid to the lubrication, both cylinders and axle boxes being supplied by mechanical pumps of the Midland Company's own type.

Suspension for all wheels was by flat laminated springs with compensating beams between the first and second, fourth and fifth axles. Brakes were applied to all wheels, the first three pairs being actuated by a steam cylinder behind the crank shaft, and the two rear pairs by an independent cylinder located under the drag box. An engine hand brake was also provided, acting upon all wheels, as it was deemed inadvisable to rely solely upon a tender hand brake, in consequence of the relative lightness of the tender by comparison with the great weight of the engine.

Big Bertha waiting for a train

The boiler was furnished with a Midland type super-heater of 27 elements. The firebox was 10 ft long and had a grate area of 311 sq ft. It was tapered in two directions, the crown sloping downwards towards the back, and the two sides inwards in the same direction, the back plate being in fact similar to that used on the Midland compound express engine. Though actually designed for a pressure of 200 Ib per sq in, the normal working pressure was 180 lb per sq in, at which pressure the four safety valves were set to discharge. The feed was by two hot water injectors, and special provision was made for warming the water in the tender by utilising steam which otherwise would have been dissipated at the safety valves.

The tender was of moderate size arid weight, and fitted with a neat but spacious shelter. As the service required was intermittent, there was no necessity for large fuel and water capacity, opportunities for replenishment being frequent. It was first intended to construct the engine as a ten-coupled tank, but preference was eventually given for a tender, this permitting a large boiler without unduly loading the wheels, the maximum axle weight being the very moderate one of 15~ tons on the middle pair of wheels.

'Big Bertha' as she beame known was from the outset well liked and a popular engine and was to pound up and down the Incline for successive crews over many years, amassing an unbelievable 838,856 miles by the time of her withdrawal in May 1956. In 1947 and late 1948 she had been renumbered 22290 and then 58100.

During the last six or seven years of her life covered by this record she shared all the banking duties with the Class 3F 0-6-0 'Jinty' tank engines which had been introduced in 1924. The regular engines of this class at Bromsgrove during this time were:

47257/47276/47301/47303/47305/47308/47425/47502/47565/ 47635. They were supplemented by the 21C-allocated Class 3F 0-6-0 locomotives 43186/43462/43667.

In March 1950 she was recorded at Derby Works in ex-works lined black, was back at the Works in January 1954 and again in November 1954 when she was noted on both occasions in the erecting shop. On 16 April 1955 she banked the special railtour 'The Lickey Limited' hauled by Castle Class 7017 'G J CHURCHWARD' (an unusual visitor) with the ex-LNER observation car at the rear, but by June she was back at Derby for a routine boiler examination.

While she was away ex-LNER Garratt 69999 arrived in August (more about this later) at the same time as British Railways Standard Class 9F 2-10-0 No. 92008 for trials as an assistant banker. All these developments gave rise to a rumour that the withdrawal of 58100 was imminent and the local newspaper printed an obituary. Bromsgrove crews were reported as petitioning Derby for a reprieve and one driver proposed to organise a farewell dinner to 'BIG BERTHA', to which Bromsgrove engine crews past and present, senior railway officials, railway enthusiasts and civic dignitaries would be invited. However, this was not necessary as no decision had been made to withdraw 58100 and she was back at work by late August.

Unfortunately, the reprieve was only temporary because withdrawal took place only a few months later in the 3-week period ending 19th May 1956. She was stored at Derby Works from May 1956 to March 1957 being cleaned up for her final appearance at the Works Open Day in August 1956. There was some suggestion of preservation but cutting up took place on 6th/7th April 1957 in the erecting shop with only the special multiple cylinder block being retained as a relic of this unique locomotive.

Whilst 'BERTHA' had been performing as well as ever in her last years, it was a different story for the Garratt 69999. Built in 1925 by Beyer-Peacock (see Pathe News clip below) for banking duties on the Worsborough Incline (between Wath and Manchester on the Woodhead route) she became redundant in 1949 when the line was electrified. It was decided to send her to Bromsgrove to be tried on the Lickey Incline, so she was officially transferred to 2lC arriving on 7 March 1949. When she arrived she was the wrong way round according to local drivers; wrong way because it was preferable for the cab-end to lead on the ascent making buffering up easier.

The LNER Beyer Garratt at work

She was accordingly taken to Worcester to turn on their turntable but was too long and was returned to Bromsgrove; the problem was solved by running her up to Kings Norton and turning her on the Lifford triangle. Initially her use as a banker was limited because a local railwayman stated that "it only worked between 11 am and 3 pm because the inspector in charge is on a day turn and must not be delayed in reaching home by 5 o-clock".! She was noted on 23 July 1949 banking trains hauled by Class 5's 44665 and 44802, still bearing MEXBORO on her buffer beam.

69999 was to remain at Bromsgrove for only just over a year because by June 1950 she was noted at Derby Works and by November 1950 was back on the Eastern Region. After a period in store at Mexborough she was noted banking at Worsborough in May 1951. The Bromsgrove locomen had a poor opinion of the engine - it would not steam properly, consumed 4/5 cwt of coal more than 'BIG BERTHA' for every ascent (which made it hard work for the fireman), and had very poor braking capabilities. Some typical comments were:

"it wouldn't steam properly"

"it's a useless great thing, always short of steam"

These views, however, were not new; as long ago as 1933 a certain Mr Beastall of the LNER during a discussion about synchronisation of the Garratt exhausts went on record as saying

"these questions are asked in view of the fact that we are experiencing some little trouble with the steaming of the Garratt engine under my supervision at Mexborough "

There was one occasion in March 1950, recounted in some detail in a railway periodical of the time, when ex-LMS Garratt 47972 arrived at Bromsgrove with 42 loaded wagons and was banked up Lickey by 69999. The train stalled half-way and had to be rescued by 58100 'BIG BERTHA'

Having been returned to Mexborough as unsuitable for banking on the Lickey, the authorities had to decide what to do with her. The events of the next 3 years are catalogued below:

April 1951
Consideration given to the fitting of a mechanical stoker, but the idea was rejected

August 1952
Gorton Works received authority to fit oil burning equipment in order for the engine to work on the Lickey Incline. It would also receive an electric headlamp together with the necessary generators and conducting and a larger steam-pipe from the cab to the brake cylinder on the leading wheel unit. So both the steaming and braking problems were tackled

August/ September 1952
At Gorton Works receiving attention and modifications

November 1952
Acquired electric headlight

December 1952
Ex-works at Gorton (7/12/52), conversion to oil-burning complete

21 December 1952
Ex-works 69999 worked a test train from Dewsnap sidings (near Manchester) to Dunford Bridge, on the Woodhead route. The load was equal to 41 heavy wagons and the schedule (including a 10 minute waterstop) was 61 minutes from Dinting to Dunford. The actual time was 175 minutes including a 33 minute stop at Woodford, the main problem being shortage of steam

July 1953
Gorton Works under repair

August/ September 1953
Another test run to Woodhead took place, but no details are available

11 October 1953
A 43-wagon train was hauled from Dewsnap Yard to Crowden to test the steaming characteristics

November 1953
At Gorton in a "woebegone" condition

18 March 1954
The Garratt left Dewsnap Sidings at 12.45 pm with a test train of some 40 wagons, in a dense cloud of smoke

October 1954
Back at Gorton Works

By this time, over three years had been spent trying to get things right and 69999 had been in and out of works many times. Whether by now everyone was satisfied or had just done their best and run out of patience and resolve, is not known. What is clear is that the authorities decided to send 69999 back to Bromsgrove to give her another try at banking. She was despatched from Gorton on 29 June 1955 and reached Kings Norton before failing with a hot-box. This caused her to return to Burton Shed (where she stayed at least from 30 June to 5 July presumably en route back to Derby, the nearest works. She finally arrived at Bromsgrove on 7 August 1955, being used' on the first trip on 9 August. By 23 August there was a notable trio at Bromsgrove comprising 69999, 58100 and 92008 (still on trial), the 9F being the only engine of the three in steam.




To the top of the Lickey Incline at Blackwell, Worcestershire, with banker at rear of an ascending freight, View northward, towards Blackwell and Birmingham; ex-Midland Birmingham - Bristol main line. The Lickey Banker in 1957 was BR Standard 9F 2-10-0 No. 92079, successor to 'Big Bertha'. Here it is near the top of the two-mile 1-in-37 bank from Bromsgrove, with Blackwell in sight.

Photo by Ben Brooksbank




After a brief period of banking, which was no more successful than her previous efforts as a coal burner in 1949-50, she was retired to Bromsgrove Shed where she was noted on 8 September "be-grimed and dead". By 18th September 1955 she was at Burton Shed, being officially transferred to 178 Burton during September, followed quickly by her official transfer back to 39A Gorton, recorded as the 4-week period ending 22nd October 1955. She was condemned in November and on New Year's Day 1956 was observed at Doncaster Works, awaiting scrapping. So all the efforts to improve this locomotive had been unsuccessful and in hindsight it might have been better if she had been consigned to the scrapheap in 1949.

The withdrawal of these two giants within 6 months of each other signalled the end of an era on the Lickey; steam banking was to continue for another 8 years but with much more modern locomotives and even ex-GWR motive power.

Source: 'The Railway History of Bromsgrove and the Lickey Incline' Part 2
'A miscellany of local railway events, operating practices, banking engines, services and a locomotive traffic survey, for the period 1949-1983. Compiled by Robert  Danes on behalf of the Bromsgrove Steam Enthusiasts Club.

This is an excellent anthology of information on the Lickey Incline. Part 1 does not seem to have been published. Attempts to trace Mr Danes have come to nought and the Club no longer seems to function.

Film of the LNER Garratt here

THE MONSTER - FILMED AT GORTON, MANCHESTER

Railways in Film

Apart from the many amateur and professional clips of railway subjects on YouTube such as the British Transport Commission Film 'This is York'' and 'Paddington Station 1939'  from the film 'The Last Journey'. The BBC has an 'on line ' archive as part of its 'Nation on Film' site here.

John Huntley wrote what was the definitive book on railways in the movies with 'Railways In The Cinema' published in 1969 and updated in 1993 as 'Railways on the Screen' . John who who died in 2003 compiled a number of video anthologies of railways in the cinema including newsreels and some are still available as DVDs from Amazon and others including the 'Steam on 35mm' series, 'Trains From The Arc' and 'Classic Railway Newseeels' all by Video 125.

John Huntley's obituary from The Guardian can be found here.
Many of the films featured in Railways in the Cinema can be rented from LoveFilm.com