‘Secondary’ Eastern Stars
Locomotives like A4 No. 4498 may steal the show at galas, but thanks to groups such as the LNER Coach Association, we can also enjoy authentic pairings of locomotives and stock. Owen Hayward looks at some of the projects LNERCA is currently progressing with.
Undeniably, there are steam locomotives that steal the show wherever they go, such LNER A4 Pacific No. 4498 Sir Nigel Gresley and its recent appearance at the North Yorkshire Moors Railway’s autumn steam gala. But thanks to groups such as the LNER Coach Association, we can also enjoy authentic pairs of locomotive and stock, which can truly recapture lost moments of history, reports Owen Hayward in words and pictures.
The appearance of the Gresley ‘Streak’ was no doubt one of the main attractions for the North Yorkshire moors Railway’s September 22-25 Steam Gala, which attracted more than 6000 visitors. Over six days in the weeks following, No. 4498 was also used on several exclusive round trips, paired up with the LNER Coach Association’s exquisitely restored teak-liveried carriages – a formation reminiscent of the World War Two era, with No. 4498 still in wartime black livery. Though historically accurate locomotive carriage pairings are not uncommon, the appeal of this particular one could arguably have been the pinnacle of offerings, and while the 1937-built locomotive was the literal face of the train in either direction, the stock behind was just as crucial – and is the result of many years’ hard graft by LNERCA volunteers.
Formed in 1979, the group not only set out to obtain, restore, and operate its own fleet of LNER stock, but to also act as an umbrella organisation for members who privately own appropriate LNER and constituent company vehicles to help their projects. Members have made numerous trips to Scotland seeking out grounded bodies on farms to recover spare parts.
Vice-chairman Murray Brown was a founding member. “When we founded the association, we felt it was rather a naïve ambition to form a complete set of restored LNER carriages, yet more than 40 years later, we’ve done just that,” he recalled. “Whenever we went out to find parts from grounded bodies we’d been told about, many of which were in Aberdeenshire, having been sold by Inverurie Works, it was always surprising to see how positive the reactions were of those whose land they were on. Initial scepticism when we first knocked on the door turned into interest and encouragement after we explained who we were and our goals.”
Murray spent some of his career working for BR’s Eastern Region, where he was in charge of disposal of condemned carriages. Some of the vehicles that survive today can be attributed to his desire to ensure they weren’t sent for scrap and to help preservationists in their bid to acquire them.
“If a vehicle like one of these iconic Gresley designs came up for retirement from service, I would initially see if it could be repurposed as an internal user departmental vehicle to prevent it from going to scrap or notify interested would-be preservationists,” he explained. “What’s been pleasing is that a couple of vehicles in our collection exist because of that, and it has been a joy to look into their history to discover that I had a hand in their survival when they were up for retirement with BR.”
Pickering projects
Of a collection of 28 vehicles, there are currently six different LNER vehicles in service, comprising both Gresley and Thompson designs – and no less than six of the remainder are being worked on in some form, with a potential seventh being started on soon.
As reported on News pages 14/15, East Coast Joint Stock Restaurant Third Open No. 189, built in 1894, is one of the prominent projects making rapid progress in the Atkins Shed at Pickering. Withdrawn in 1927 and ending up as a piggery in East Yorkshire, it was purchased in 1988 and fitted to an LNER first class carriage underframe. It could now be in a limited operational condition as soon as next year.
Its clerestory roof (there were only ever four built to this diagram) with gold leaf patterned glazing and gold leaf on the specially-made Lincrusta strips that run the full length of the saloon will stand out amid the rest of the association’s vehicles, with tables in the room interior offering potential revenue by way of private hire on dining or even some service trains.
Ahead of it on the same road is North Eastern Railway Third Open No. 945, a new addition to the LNERCA asset list having been transferred into custodianship from the NER Coach Group, which has been carrying out a painstaking restoration at Levisham. Internally, the seating bays have been refitted and reupholstered, with ornate wood carvings visible throughout. There are still some ‘niceties’ to be installed, such as luggage racks, but the initial impression – even when walking into the saloons as they currently are – is one of high standards.
Externally, the vehicle is having panels removed by LNERCA volunteers to assess the sub-structure and replace those that have been split or rotted. Past repairs have seen galvanised steel sheets affixed over the teak panelling in many places, likely to overcome the high cost faced that comes with obtaining this specialist hardwood in the modern age. Steam heat equipment is one of the upcoming big fitting-out jobs for the vehicle, as is a new roof canvas to ensure that the carriage is kept watertight, but once finished it is set to look stunning in lined NER livery, a definite contrast to the varnished teak finish of the LNER.
The eagle-eyed may have spotted that the doors at each end are inset rather than flush with the body; a deliberate feature of the original design that sought to make the bodies as wide as possible to maximise use of the loading gauge, thus increasing capacity. The doors are therefore inset slightly so that catches and grab handles do not protrude from this.
With teak being so costly, LNERCA is always considering ways to reduce wastage when split panels have to be removed from a carriage body. Where possible, the panel will be cut down to remove the damaged section and the unaffected section repurposed elsewhere. If not possible, then it gets turned into beading for finishing off body panels, ensuring that as much a useful life as possible is obtained from every valuable piece.
New worksite
About two miles away from the NYMR, the LNERCA has taken out a five-year lease on a large industrial unit that has enabled it to get three additional vehicles under cover to dry store and progress more restoration projects.
Among the three vehicles currently within this unit at Kirby Misperton is a second NER carriage, Restaurant First Open No. 22118, an ex-Tinplate Group (Great Central Railway)owned vehicle that was transferred to the association in 2013 but stored outside and sheeted on a private farm near Malton. It was the first vehicle to transfer to the unit in 2021 to allow it to dry out and undergo assessment to determine the extent of the work required to restore it – and restore it they shall.
The structure is fragile, but inside remains some original mahogany features. Drawings have been sourced from the National Railway Museum to help rebuild it to the original look, the carriage having been downgraded to third class sometime during the 1940s.
One avenue being investigated to expedite overhaul is to partner with local colleges or universities to teach students the skills involved in such a process, benefitting all parties involved. Educational schemes in this manner can benefit further from external support when it comes to funding, of which No. 22118 will certainly need a large amount.
Adjacent to this sits Gresley corridor third No. 23896. Built in 1935 and withdrawn in 1961, it was fitted out for use in the Eastern Region Control Train, intended for use in the event of war and for which it was converted to a generator vehicle. Purchased by Resco Railways in 1980, LNERCA took ownership of it sometime after it was put in store at Carnforth in 1984. Though externally good, having had bodywork repairs undertaken by a Carnforth contractor when acquired from Resco,
No. 23896 requires the toilet and compartment partitions to be reinstalled, which were ripped out when the conversion to departmental use took place.
To complete the compartments, LNERCA is looking to commission a run of reproduction moquette for the upholstery – the fourth pattern to be recreated following on from those used in several of the Gresley opens, Brake No. 3669 and Thompson corridor third No. 1623. In readiness for finishing off, thoughts are turning to the fixtures and fittings that will need to be installed; although most are in stock, there is a
shortage of heater and ventilator controls, and LNERCA appeals for anyone with such spares and who is prepared to sell them to get in touch.
The final vehicle being worked on in-house by the association is what is believed to be the solesurviving Thompson-designed non-corridor composite lavatory No. 88339, one of the first carriages to arrive on the embryonic NYMR in March 1970.
Having previously been operational, the carriage is now undergoing a much-needed body overhaul, with new timbers installed for the wooden framing in areas such as the corners and below the windows. The order for new steel sheet cladding was due to be placed as this edition of Heritage Railway went to press.
When delivered new in 1947, the first and third class compartments were divided by two toilets back-to-back and seperated by a partition. These were removed when run in early NYMR open days to make it easier for ticket inspectors to pass through the vehicle. These toilets are set to be reinstated, returning this vehicle to its original layout.
One major benefit of the location of this unit is that the immediate neighbour is the NYMR’s off-site engineering base, which has undertaken bogie and brake system overhauls for the association’s projects, including the bogies to go under ECJS No. 189.
Saloon with a view
Perhaps the most exciting restoration is that of Great Northern saloon No. 3087, which is undergoing overhaul with Rampart Engineering at Barrow Hill.
Built in 1909, it is one of the earliest surviving Gresley carriages and has been modified several times during its life, with its first duty as an ‘invalid’ saloon that contained a mix of beds and seating to transport sick or infirm passengers and their friends, families, and/or attendants.
In later years, it was converted to a small observation saloon at one end, retaining the gangway connection at the other, and it was in this guise that the carriage ran on the NYMR until it was withdrawn in 2019.
The overhaul will see the saloon area expanded by way of removing the unoriginal guard’s compartment, with double doors fitted to allow disabled access to the vehicle. Though one wall of this compartment is a BR addition; the second has been present since construction and thus internal strengthening of the structure will be needed.
The kitchen and lavatory facilities will be retained, making it an ideal vehicle for private hire, and it is capable of accommodating up to 24 people in comfortable chairs.
Once the major structural work has been completed, No. 3087 will likely return to Pickering for finishing off, including appropriate lining out in GNR varnished teak livery. Discussions with the NYMR are ongoing to determine its potential use upon relaunch into traffic.
In the meantime, the association has joined the carriage hire business, with two of the operational tourist third opens – No. 56856 and NRM-owned No. 23956 – going on hire to the Cholsey & Wallingford Railway for its Polar Express services, bringing in some useful income at a time of year when the NYMR does not operate the fleet.
A spokesman for the C&WR said: “We are delighted to host these historic vehicles this Christmas for the Polar Express. With more than 27,000 tickets sold, we needed to hire in extra coaches, so we are grateful to the LNERCA for its help. We do not believe that LNER teak coaches have ever run on our branch line before, so they will make an unusual but very welcome sight.”
A further NER association coach, namely 1890-built luggage composite No. 1111, is currently under a 30-year loan agreement with the Stainmore Railway company at Kirkby Stephen East, where it will be restored and returned to operational condition there, while at Wirksworth on the Ecclesbourne Valley is NYMR-owned Gresley TTO No. 43632 that is being restored with disabled access; the latter was due for completion imminently.
To support LNERCA by donating or joining as a member, telephone 01653 669599, email info@lnerca.org, or visit lnerca.org