‘Cromwell’s’ light engine run to Norfolk
the never-before-published first-hand account of Oliver Cromwell’s last day in steam on british rail, by the man from the british transport museum who rode with it from carlisle to norwich in August 1968: R. COGGER ensured the ‘brit’s’ safe passage on its final and ‘secret’ run…
On Sunday August 11 1968, heading the last British Rail standard gauge steam-hauled train for the Manchester-Carlisle portion of its journey, Oliver Cromwell experienced a delay at Blackburn owing to difficulty with the water supply, resulting in arrival at Carlisle 37 minutes late. Inspector Greenwood of the Carlisle Railway Police provided seven or eight men to ensure the security of No. 70013. As the locomotive came to a standstill it was surrounded by a large crowd of enthusiasts asking Driver R. Grogan and Passed Fireman D. Watton to sign their names on souvenir tickets. Running Shift Foreman F. Watson from Accrington joined me on the footplate after we’d made ourselves known to Headquarters Locomotive Inspector John Hughes, who had travelled on the locomotive to Carlisle in company with a cameraman.
The locomotive carried an indicator board on the top lamp bracket with train number ‘0Z00’. Worksplates and nameplates were not fixed.
With two railway constables, Mr M. Carrier (Assistant Area Manager, Carlisle), Pilot Driver D. Bulman, Driver Grogan, Fireman Watton, Mr F. Watson (who was present in the capacity of Acting Locomotive Inspector) and myself on the footplate, the locomotive backed slowly out of the station after photographs had been taken, the whistle sounding frequently. We were held for the dummy signal at the end of the platform for a few minutes and then proceeded to Upperby Motive Power Depot for water, where more photographs were taken of staff. The two policemen and Mr Carrier now left the engine and the pilot driver took us out on to the triangle, where he alighted. We then began our long journey to Norwich.
‘A GOOD SERVANT OF MAN’
The weather was fine and warm. We were off shed at Carlisle at 4.15pm – 15 minutes late. Carrying out operating rules, the Area Manager (Appleby) came aboard at Appleby and left us at Grisburn. The long climb to Ais Gill was taken slowly and there were large numbers of people along the route taking photographs, although great efforts had been made to keep the journey a secret. At one point we were slowly passing a stationary passenger train when one of its passengers called out “Take it away and scrap it”, to which Fireman Watton replied “There’s no need for that, she’s going home. They never hurt no-one, they have been a good servant of man.”
Our booked stop for water at Blea Moor was omitted. By now we were only three minutes late and Blackburn was passed seven minutes early. Arrival at Lostock Hall Motive Power Depot was 17 minutes early and here Driver Grogan and Fireman Watton left us, but not before I had photographed Mr Watton and his young lady by the locomotive.
Mr Watson put the engine under the hopper and filled the tender, watered and oiled her and then turned her, the table being only about two inches longer than the total wheelbase.
Tea was provided by the running foreman. The yard was full of
London, Midland & Scottish Railway Class 5s and 8s; one ‘Five’ being cleaned and ready to leave (dead) for the USA [does anyone know anything more about this apparent proposal? – Ed].
Our fire was cleaned but some clinker had jammed in the bars and was removed with some difficulty by fitters [see Tommy Jones’ memories in SR483].
Eastern Region Locomotive Inspector R. Hescoe was awaiting us with Driver D. Furness and Fireman B. Wright. Off shed at 9.30pm, delay was experienced at Hospital Crossing owing to a Matisa Tamping Machine ahead of us. Blackburn was passed at 10.21pm, 28 minutes late. Mr Watson was set down at Accrington. At Hebden Bridge, the Eastern Region was entered and Motive Power Inspector J. Mitchell of Wakefield came aboard. We ran on through scenery barely discernible in the moonlight with the engine rarely exceeding 35-40mph, the footplate lit by the brilliant glare of the fire, the smell of hot oil and steam, the air filled with flying particles of coal dust – all never to be experienced again. The noise and vibration in the enclosed cab of the Standard ‘7MT’ was considerable. Although in fairly good condition, the engine was rough-riding. The speed recorder and drive were missing and the steam chest pressure gauge was not working. The gauge lamp cast a feeble light on the gauges, but the footplate was kept very clean throughout the journey.
At Wakefield Kirkgate we were 24 minutes late and took water. Inspector Hescoe left us here and Driver J. Newton and Fireman D. Vincent took over and we left at 12.20am (August 12), 22 minutes late. The station was deserted. The locomotive was driven at moderate speed via Crofton West Junction, Hare Park Junction, Kirby Junction and Adwick Junction, then past Bentley Crossing to Doncaster station, where there was only one man on the platform, taking photographs.
PLENTY OF TEA ON TAP!
Inspector Mitchell, Driver Newton and Fireman Vincent got down here and their places were taken by Driver S. Matthews of Carr Motive Power Depot, Doncaster, and a young fireman whose name I failed to obtain. Mr Matthews’ dry comment was “She feels pretty solid; did you leave the springs at Carlisle?”
He watered the engine and berthed her on No. 2 road at the shed where we arrived at 12.55am, five minutes late, and remained in the cab while I sought out the chief running foreman, who promptly produced tea (as did all the firemen throughout the journey.) He and one of his staff, Mr Beaumont, made me welcome and provided much-needed hot water for a wash. The fire was
WE RAN ON THROUGH SCENERY BARELY DISCERNIBLE IN THE MOONLIGHT…
trimmed in the presence of the Railway Police (one officer who had arrived on his bicycle in the course of his rounds and before visiting Doncaster station refreshment room, which is open all night). At 4.15am Driver R. Edlington and Fireman J. Bristowe appeared, followed a little later by Locomotive Inspector G. Ross. We left the depot at 5.05am, ten minutes early, and we had to wait at Black Carr Junction for the road.
The signal box was passed at 5.25am, seven minutes early, and running quite slowly we passed Trent Junction at 6.03am (six minutes early), Gainsboro’ Lea Road at 6.06am (six minutes early), and Sykes Junction at 6.22am (nine minutes early).
Arrival at Lincoln Central was at 6.42am, nine minutes early. Here we had to shunt to allow a passenger train to precede us, again take water and receive two visitors. One was from Control and he begged permission to photograph the footplate, and the other, the driver of the diesel shunter at the station, asked for a last look at the footplate. It may be mentioned here that both the driver and fireman were in diesel uniform.
Progress at a leisurely pace was as follows: Greetwell Junction 7.03am (13 minutes early); Sleaford North Junction at 7.28am
(25 minutes early); Sleaford South Junction 7.31am (25 minutes early); Spalding 8.09am (23 minutes early); Cowbit 8.21am (nine minutes early); and March Motive Power Depot was reached at 9.12am (eight minutes early). Here more tea was provided, coal pushed forward and more water taken.
A FITTING END
The Doncaster crew were relieved at March by Driver T. Allcock and Fireman K. Smith of Norwich. Mr W. Harvey, depot master at Norwich, took the place of Inspector Ross.
Off shed at 10.50am (five minutes early), we ran slowly via March station at 10.55am (five minutes early); Ely West Junction at 11.25am (one minute early); Ely North Junction at 11.30am (one minute early); and ran wrong road from Shippea Hill to Lakenheath. Attleborough was passed (eight minutes early); Trowse Lower Junction at 1.21pm (nine minutes early); Wensum Junction at 1.25pm (11 minutes early) and left, tender-first, at 1.27pm
(13 minutes early); Norwich Motive Power Depot was entered at 1.32pm (13 minutes early).
Mr Harvey fired for part of the journey and Driver Allcock was heard to observe that this was “like the good old days, when we weren’t paid so much but were happier.”
The BBC was in attendance at the depot and Mr Harvey and the driver and fireman were interviewed. Driver Allcock and Fireman Smith must go down in history as being the last crew of a steam locomotive (standard gauge) and they, together with Mr Harvey and myself, closed the book opened in 1804.
The great privilege of travelling home on the last standard gauge locomotive of British Rail in steam was assigned to me by John H. Scholes, Curator of Historical Relics, British Railways Board, and my presence was for security purposes. As Norwich is responsible for the upkeep of this locomotive during its retirement, a Norwich shedplate is being made for it and I have been allowed to keep the shedplate (10A, Carnforth) carried during the last few months, and on this last journey of all, as a souvenir.
It is fitting that Oliver Cromwell’s short but notable career in steam should end on the Eastern Region at Norwich where she commenced her life’s work and is held in such high esteem.