STATES swansong
The Southern’s useful ‘USAs’ became one of the very last class of locomotives used in 1967. J. CROSSE recounts their history.
Most enthusiasts would say that Southern Region steam came to an end on July 9 1967, and that ‘3MT’ No. 77014 was probably the last steam locomotive to work on the region. While the second part of that notion is almost certainly right, the last withdrawal of a Southern Region steam engine did not occur until September 1967, when ‘USA’ 0-6-0Ts Nos. DS237 and DS238 (formerly Nos. 30065/70) were condemned, outlasting five classmates that were withdrawn at the same time as the rest of the region’s steam fleet. The ‘USA’ tanks could not claim any Southern pedigree other than their purchase by the Southern Railway shortly before Nationalisation, as the most cost-effective solution to a pressing need to replace the 19th century-built Adams ‘B4’ class 0-4-0Ts that had been in use at Southampton Docks from as long ago as 1893. Dock areas were well known for both tight curves and weight restrictions, which led to the survival of various non-standard types around the BR system; Southampton was no exception. Following the widespread neglect and lack of materials during the war, many locomotives were in need of much attention and expenditure; in the case of the ‘B4s’, most required new boilers which, in 1945, were quoted at £1,580 per engine with a delay of over a year before they could be supplied. Various ex-War Department tanks were considered and rejected due to their condition and the length of the wheelbase, but the ‘USA’ tanks fitted the bill with just a tenfoot wheelbase and a price tag of £2,500 each. Most had minimal mileage on the clock and one hadn’t been in service at all. At the end of April 1946, ‘USA’ No. 4326 was taken to Eastleigh works before despatch to the docks in mid-May for trials. These were clearly successful, as the Southern purchased 13 more engines from storage at Newbury Racecourse. These were built by both Vulcan and Porter, but with detail differences between the two types, the Porter-built engines were exchanged for more Vulcan examples - except for one, as there were insufficient suitable Vulcan-built locomotives available. Initially numbered 61-73 by the Southern, they became BR Nos. 30061-73. The original engine, No. 4326, never carried a Southern number, but did appear as BR No. 30074.
‘SOUTHERNISATION’
Various minor modifications were carried out to ‘Southernise’ the ‘USAs’, including the enlargement of the coal bunkers. A further Porter engine was acquired to provide spares and ended up as just a set of frames, which languished at Eastleigh for many years. As early as 1951 their steel fireboxes required replacement but, as Eastleigh was already an expert in these, it did not pose any major problems. It did, however, lead to the temporary use of a pair of LBSCR ‘E1’ 0-6-0Ts at the docks - Nos. 32138 and 32689. One difficulty encountered was in the removal of ash from the smokebox as there were minimal footholds at the front end. Following a serious accident in 1951, hinged plates were fitted.
During the mid-1950s, turbo generators were fitted, as were radio telephones, a move which met with the disapproval of crews as it meant that control could check on what they were doing! However, the objections disappeared when crews realised that they could use the system to advise control that they were due to be relieved.
STANDING THEIR GROUND
The ‘USA’ tanks generally stayed firmly on their patch, but in 1955 No. 30061 was loaned to Kentish Town shed and No. 30066 to Bank Hall. Both returned after a few months, with No. 30061 going away again in 1956, this time to Cricklewood and returning home in January 1957. After a reign of only 15 years, modernisation came in 1962 with the arrival of the Ruston & Hornsby diesel shunters. However, this did not bring the immediate end, as only No. 30063 was withdrawn. A number of the class were, however, moved to other duties. Six were transferred to departmental stock and renumbered. No. 30061 became No. DS233 and worked at Redbridge sleeper works, while No. 30062 went to Meldon Quarry as No. DS234. Lancing Carriage Works received Nos. DS235/6 - formerly Nos. 30066/74 - while the final pair, Nos. DS237/8, went to Ashford wagon works, these having originally being Nos. 30065/70. At the same time, No. 30072 was transferred to Guildford for shed pilot duties, where it became probably the most frequently photographed member of the class. When No. DS234 required repairs in 1966, No. 30064 had a brief spell at Meldon, becoming the last operational steam engine on the Western Region. Nos. DS237/8 at Ashford were repainted in Malachite green and named Maunsell and Wainwright, while green was also applied, but without naming, to Nos. DS235/6 and Nos. 30064/73, the latter two being the regular Eastleigh pilots. No. 30068 fell by the wayside in 1964 and Nos. DS235/6 followed in 1965, but the rest all survived into 1967, and two were still employed at Southampton in February of that year. Nos. DS233/4 were condemned in March, while Nos. 30064/7/9/71/2 were all withdrawn at the official end of Southern steam in July, giving Nos. DS237/8 the honour of being the last steam engines on the Southern Region’s books. The reason for their late condemnation is not clear, as No. DS237 did not work after April and No. DS238 was laid aside in June, but the official withdrawal date was September 1967. The pair were sold in March 1968 to Woodhams but never made it to South Wales. The class had been prone to hot axleboxes on long trips and these two were no exception, running hot and being dumped at Tonbridge. They languished there until August 1968, before being sold to the Kent & East Sussex Railway for preservation. The five capital stock engines went to Salisbury for disposal, but No. 30064 was saved by the Southern Preservation Company Ltd and moved initially to Droxford and then to Liss. When the Liss site was closed in 1971, it went to the Bluebell Railway. No. 30072 was also saved, landing up at Keighley.