TRAVELS WITH GRESLEY IN THE 1990's
Adapted and updated from an article written by Richard Hill in 1999 for the Gresley Society.
Many Society members must have nostalgic memories of pre-war summer days with the sun glinting in trains of
varnished teak coaches hauled by apple green engines. Those days can never return, of course, but the Severn
Valley Railway (SVR) comes as near to recreating such images as anyone is likely to more than half a century after
the demise of the LNER. And this is not in a museum aspic sense but in everyday regular working of that line's
passenger services. If you have not sampled the glorious delights of that wonderful valley, its river, scenery and
interesting country towns, then do so soon. The cream on the cake is one of two major collections in Britain of working
Gresleyana, thanks to the Herculean efforts of the LNER (SVR) Coach Fund - referred to in this article as 'the LNER
Fund'.
First, the dry statistics of the fleet:
Adapted and updated from an article written by Richard Hill in 1999 for the Gresley Society.
Many Society members must have nostalgic memories of pre-war summer days with the sun glinting in trains of
varnished teak coaches hauled by apple green engines. Those days can never return, of course, but the Severn
Valley Railway (SVR) comes as near to recreating such images as anyone is likely to more than half a century after
the demise of the LNER. And this is not in a museum aspic sense but in everyday regular working of that line's
passenger services. If you have not sampled the glorious delights of that wonderful valley, its river, scenery and
interesting country towns, then do so soon. The cream on the cake is one of two major collections in Britain of working
Gresleyana, thanks to the Herculean efforts of the LNER (SVR) Coach Fund - referred to in this article as 'the LNER
Fund'.
First, the dry statistics of the fleet:
2701 was built at Doncaster in August 1922 as one of ten carriages to Diagram 164K. A corridor composite, it seats
21 first class passengers in 3 ½ compartments, and 24 in four rather less luxurious thirds. Despite being involved in a
collision at Retford in the autumn of its first year, it ran in service until 1958, and may well have been included in the
Kings Cross-Cambridge "Beer Trains". Following withdrawal, it was converted at Stratford to a Camp Coach (157),
and served at Mundesley from 1959 until 1963. Entering departmental service, it ended up on isolated track at Boston,
from where it was purchased by the Swineshead pub landlord for conversion to a dining room. This never happened,
and it moved to another public house at Heanor in Derbyshire from where it was purchased in 1994 for restoration by
the LNER Fund. Unfortunately the outside panelling was almost entirely plywood, so the LNER Fund took the
opportunity of a temporary relaxation in the Thai 'teak ban' to order the panels with the help of loans and donations.
On arrival, none of the original interior existed and most fittings were missing, but fortunately the Fund had available a
stock of many of the 'difficult' bits. During 2001 the Heritage Lottery Fund awarded a grant of £84,300 towards the
estimated total restoration cost of £160k. Full restoration was completed in 2008, allowing the carriage to re-enter
public service in July magnificently restored to its former glories, which now include a small exhibition area. A vehicle
without a brake section, it will provide the required balance of first class accommodation in SVR's teak set.
GNR 2701, especially its First Class section, has steadily built-up its own club-style clientele with many passengers
coming to the Railway with one of their aims being to have a ride in its sumptuous seating. The quality of its restoration
has been recognised nationally by the Heritage Railway Association, who chose it as their ‘overall winner’ in the rolling
stock section of their 2009 awards competition. This award was marked by a plaque that 2701 now carries in its
exhibition section. The Engine House at Highley have also had a display to mark the Coach Fund’s achievement, with
a two-year loan of a special lamp linked to the award.
See Also Carriage Survey Entry for 2701.
21 first class passengers in 3 ½ compartments, and 24 in four rather less luxurious thirds. Despite being involved in a
collision at Retford in the autumn of its first year, it ran in service until 1958, and may well have been included in the
Kings Cross-Cambridge "Beer Trains". Following withdrawal, it was converted at Stratford to a Camp Coach (157),
and served at Mundesley from 1959 until 1963. Entering departmental service, it ended up on isolated track at Boston,
from where it was purchased by the Swineshead pub landlord for conversion to a dining room. This never happened,
and it moved to another public house at Heanor in Derbyshire from where it was purchased in 1994 for restoration by
the LNER Fund. Unfortunately the outside panelling was almost entirely plywood, so the LNER Fund took the
opportunity of a temporary relaxation in the Thai 'teak ban' to order the panels with the help of loans and donations.
On arrival, none of the original interior existed and most fittings were missing, but fortunately the Fund had available a
stock of many of the 'difficult' bits. During 2001 the Heritage Lottery Fund awarded a grant of £84,300 towards the
estimated total restoration cost of £160k. Full restoration was completed in 2008, allowing the carriage to re-enter
public service in July magnificently restored to its former glories, which now include a small exhibition area. A vehicle
without a brake section, it will provide the required balance of first class accommodation in SVR's teak set.
GNR 2701, especially its First Class section, has steadily built-up its own club-style clientele with many passengers
coming to the Railway with one of their aims being to have a ride in its sumptuous seating. The quality of its restoration
has been recognised nationally by the Heritage Railway Association, who chose it as their ‘overall winner’ in the rolling
stock section of their 2009 awards competition. This award was marked by a plaque that 2701 now carries in its
exhibition section. The Engine House at Highley have also had a display to mark the Coach Fund’s achievement, with
a two-year loan of a special lamp linked to the award.
See Also Carriage Survey Entry for 2701.
GNR 2701out shopped on 8th July 2008
GNR 2701 arrives on the SVR and during restoration
Coach
1946 No.
Type
Diagram
Compartments
Seats
Built
Current Status
Owner
42701
Composite
164K
3 ½ /4
21/24
1922 Doncaster
Entered Service July 2008
LNER (SVR) Coach Fund
9131
Buffet
167
1 ( c )
24
1937 York
In Service
SVRH ( d )
9162
Kitchen Composite
187
1 ( c ) / 1 ( c )
12/18
1936 Doncaster
Restoration in Progress
RST ( e)
10078
Composite Brake/Corridor
175
2/4
12/24
1937 York
In Service
RST ( e )
24105 ( b )
13306
Open Third
186
1 ( c )
64
1936 Metro Cammell
In Service
LNER (SVR) Coach Fund
13354
Open Third
186
1 ( c )
64
1934 York
In Service
RST ( e )
13366
Open Third
186
1 ( c )
64
1934 York
In Service
SVRH ( d )
13547
Open Third
186
1 ( c )
64
1935 York
In Service
RST ( e )
N/A
Gangwayed Full Brake/Pigeon Van
245
N/A
Nill
1943 York
Static Use
RST ( e )
( a ) Replaces GNR No. 229; see text.
( b ) Now modified to Diagram 186A, seating 50 plus four wheelchairs.
( c ) Centre corridor
( d ) SVRH = Severn Valley Railway (Holdings) plc
( e ) RST = SVR Rolling Stock Trust Co Ltd (Registered Charity 1092723)
( b ) Now modified to Diagram 186A, seating 50 plus four wheelchairs.
( c ) Centre corridor
( d ) SVRH = Severn Valley Railway (Holdings) plc
( e ) RST = SVR Rolling Stock Trust Co Ltd (Registered Charity 1092723)
LNER Open Thirds
The SVR has four teak open thirds to Diagram 186 from a build of 410 coaches constructed between 1934 and 1938
to a design mainly for excursion and tourist work. The basic design comprises an open saloon seating 64 passengers
arranged 2+2 either side of a central gangway and with two lavatories at one end. The relative 'emptiness' of a saloon
nearly 50 ft in length is broken by arched fairings running from the saloon sides to the roof. As built, bucket seats of
the Tourist stock type were used for all open thirds and upholstered in orange and brown 'jazz' moquette. Following
complaints from passengers, the bucket seats were replaced by high-backed winged armchairs from 1946 onwards.
The early batches of these open thirds completed at York in 1934, of which No. 43600 is an example, were of interest
as the underframes were the first of welded fabrication; this reduced the tare weight by one ton as against those with
riveted underframes.
Three of these carriages are also survivors from the British Railways Eastern and North Eastern Region Emergency
Control trains. These trains were developed in the 1950s Cold War era to be available as mobile district control
offices in the event of future hostilities in a war emergency. The carriages concerned are No’s 43600, 52255, and
the wheelchair-access carriage 24105. Carriages 24105 and 43600 were in the York-based train, and 52255 was in
one of the two Retford/Doncaster trains.
Murray Brown, chairman of the NYMR Historical Railway Trust and of the LNER Coach Association, wrote an article
on these trains and their vehicles, which was published in the June 1981 issue of Railway World. This article gives a
detailed insight into this interesting corner of 'secret' railway history. It may be found on the LNERCA's website at:
http://www.lnerca.com/controltrains.html
These open thirds are popular on the SVR, both with passengers and operators. Their 64-seat capacity makes them
especially suited for large booked parties, whether these be of school children or pensioners, as well as for the high
loadings of Santa Specials and 'Thomas' trains. They also make easier ' at-seat sales' of refreshments and the
checking of tickets. But their relative 'ordinariness' and work-a-day function mean that many visitors no doubt fail to
appreciate their age nor huge effort in time and resources by the LNER (SV) Coach Fund in restoring them to a
standard which allows them to run turn and turnabout with SVR's other coach sets.
to a design mainly for excursion and tourist work. The basic design comprises an open saloon seating 64 passengers
arranged 2+2 either side of a central gangway and with two lavatories at one end. The relative 'emptiness' of a saloon
nearly 50 ft in length is broken by arched fairings running from the saloon sides to the roof. As built, bucket seats of
the Tourist stock type were used for all open thirds and upholstered in orange and brown 'jazz' moquette. Following
complaints from passengers, the bucket seats were replaced by high-backed winged armchairs from 1946 onwards.
The early batches of these open thirds completed at York in 1934, of which No. 43600 is an example, were of interest
as the underframes were the first of welded fabrication; this reduced the tare weight by one ton as against those with
riveted underframes.
Three of these carriages are also survivors from the British Railways Eastern and North Eastern Region Emergency
Control trains. These trains were developed in the 1950s Cold War era to be available as mobile district control
offices in the event of future hostilities in a war emergency. The carriages concerned are No’s 43600, 52255, and
the wheelchair-access carriage 24105. Carriages 24105 and 43600 were in the York-based train, and 52255 was in
one of the two Retford/Doncaster trains.
Murray Brown, chairman of the NYMR Historical Railway Trust and of the LNER Coach Association, wrote an article
on these trains and their vehicles, which was published in the June 1981 issue of Railway World. This article gives a
detailed insight into this interesting corner of 'secret' railway history. It may be found on the LNERCA's website at:
http://www.lnerca.com/controltrains.html
These open thirds are popular on the SVR, both with passengers and operators. Their 64-seat capacity makes them
especially suited for large booked parties, whether these be of school children or pensioners, as well as for the high
loadings of Santa Specials and 'Thomas' trains. They also make easier ' at-seat sales' of refreshments and the
checking of tickets. But their relative 'ordinariness' and work-a-day function mean that many visitors no doubt fail to
appreciate their age nor huge effort in time and resources by the LNER (SV) Coach Fund in restoring them to a
standard which allows them to run turn and turnabout with SVR's other coach sets.
These Open Thirds also arrived on the SVR in 1980; 43600 was purchased by the LNER Fund and 52255 by an
individual. Work on restoring No’s 43600 and 52255 to 1935 livery was undertaken in the mid-1980's, with the
LNER (SVR) Coach Fund being involved with both projects. Both these carriages along with buffet car No. 643
provided the Gresley presence on the SVR for many years. Although it is common to find varnish dating from LNER
days on the coach ends and between the windows, all traces have usually gone from the long panels. Old sign writing
occasionally leaves its outline on the teak, showing up at the sanding stage. On No. 43600, not only did the original
number appear, but superimposed on it was the post-1946 number 13354. During early BR days an 'E' prefix had
been added to the latter and was clearly visible, but not in the officially recognised Gill Sans style. This one was in
full pre-war style and obviously cut out of a redundant LNER transfer sheet.
The interiors of Nos. 43600 and 52255 are very much a compromise with their BR Mark 1 seating. The high standards
being set by Nos. 24105, 43612 and 2701 mean both Nos. 43600 and 52255 need a face-lift to give them the full
Gresley treatment. Plans are in hand for this - see ‘Can You Help? on this website. Meanwhile these high capacity
carriages perform a useful work-a-day revenue earning function in daily SVR services. Research at the Birmingham
Reference Library, and in the Metro-Cammell and Birmingham RC&W Company collections, has unearthed drawings
of LNER bucket seats for Diagram 186 coaches. If time and funds permit, it may be practicable to build two examples
to test public reaction and whether they were really so uncomfortable.
See Also Carriage Survey Entry for 43600 and Carriage Survey Entry for 52255.
individual. Work on restoring No’s 43600 and 52255 to 1935 livery was undertaken in the mid-1980's, with the
LNER (SVR) Coach Fund being involved with both projects. Both these carriages along with buffet car No. 643
provided the Gresley presence on the SVR for many years. Although it is common to find varnish dating from LNER
days on the coach ends and between the windows, all traces have usually gone from the long panels. Old sign writing
occasionally leaves its outline on the teak, showing up at the sanding stage. On No. 43600, not only did the original
number appear, but superimposed on it was the post-1946 number 13354. During early BR days an 'E' prefix had
been added to the latter and was clearly visible, but not in the officially recognised Gill Sans style. This one was in
full pre-war style and obviously cut out of a redundant LNER transfer sheet.
The interiors of Nos. 43600 and 52255 are very much a compromise with their BR Mark 1 seating. The high standards
being set by Nos. 24105, 43612 and 2701 mean both Nos. 43600 and 52255 need a face-lift to give them the full
Gresley treatment. Plans are in hand for this - see ‘Can You Help? on this website. Meanwhile these high capacity
carriages perform a useful work-a-day revenue earning function in daily SVR services. Research at the Birmingham
Reference Library, and in the Metro-Cammell and Birmingham RC&W Company collections, has unearthed drawings
of LNER bucket seats for Diagram 186 coaches. If time and funds permit, it may be practicable to build two examples
to test public reaction and whether they were really so uncomfortable.
See Also Carriage Survey Entry for 43600 and Carriage Survey Entry for 52255.
With Pete Waterman on the footplate and the moon clearly visible, Visiting N2 No.1744 really looks the part
hauling the Teaks as she races up Eardington Bank with the 1620 service to Bridgnorth. 26th September 2009.
Photo Phil Jones www.aportraitofsteam.com
hauling the Teaks as she races up Eardington Bank with the 1620 service to Bridgnorth. 26th September 2009.
Photo Phil Jones www.aportraitofsteam.com
GNR 229 taken on 19th April 2008 at Llangollen
This brake composite from 1912 was built at Doncaster in 1912 to Diagram 21 8F with a heavy Edwardian decor and
gas lighting. In addition to the brake compartment it comprised two groups of three compartments providing 12 first
class and 24 third class seats respectively. It was only converted to electric lighting in 1932, when it also gained
Gresley 'Moulton' bogies in place of the GNR type. The original intention of the LNER Fund was to restore it to its
1912 condition after its long use at Bewdley as a mess and tool van for the GWR 4150 Group. When acquired by the
LNER Fund in 1986 No. 229 was repainted as No. E4229E in BR blood and custard livery pending restoration - as the
only authentic and acceptable scheme giving an improvement over black. Reluctantly, however, the LNER Fund
disposed of this vehicle in 1996 in order to finance the purchase of a 'new' 1922-built composite, No. 2701, as a more
practicable addition to the SVR teak set and a fine contrast with the open thirds which make up most of its
accommodation. No. 229 has now moved to Llangollen, where it is hoped to restore it to service. This will be a
challenging project, but No. 229 should be suitable for fairly limited passenger service or as a museum exhibit.
See Also Carriage Survey Entry for 229.
This brake composite from 1912 was built at Doncaster in 1912 to Diagram 21 8F with a heavy Edwardian decor and
gas lighting. In addition to the brake compartment it comprised two groups of three compartments providing 12 first
class and 24 third class seats respectively. It was only converted to electric lighting in 1932, when it also gained
Gresley 'Moulton' bogies in place of the GNR type. The original intention of the LNER Fund was to restore it to its
1912 condition after its long use at Bewdley as a mess and tool van for the GWR 4150 Group. When acquired by the
LNER Fund in 1986 No. 229 was repainted as No. E4229E in BR blood and custard livery pending restoration - as the
only authentic and acceptable scheme giving an improvement over black. Reluctantly, however, the LNER Fund
disposed of this vehicle in 1996 in order to finance the purchase of a 'new' 1922-built composite, No. 2701, as a more
practicable addition to the SVR teak set and a fine contrast with the open thirds which make up most of its
accommodation. No. 229 has now moved to Llangollen, where it is hoped to restore it to service. This will be a
challenging project, but No. 229 should be suitable for fairly limited passenger service or as a museum exhibit.
See Also Carriage Survey Entry for 229.
The LNER (SVR) Coach Fund acquired BGP No. 70759 from Buckfastleigh where it was surplus to requirements.
It is a full brake with guard's compartment and fold down racks intended for the transport of racing pigeons. It was
part of the final batch of Gresley carriages built in 1943, and could possibly be the newest survivor. Withdrawn by
British Rail in 1972, it became a store for publishers David & Charles at Newton Abbot. Twenty years later it moved
to the South Devon Railway at Buckfastleigh, again being used for storage until early 2005 when the LNER Fund
purchased it. Following movement to Bewdley on 17th/18th March 2005, one end has been converted (in an easily
reversible manner) to serve as the Station Fund Shop, with the rest in use as a store.
There is a need for a second brake vehicle in the LNER set. Although several potentially suitable vehicles survive in
preservation, all are either in use or, if any became available, would require extensive repair and restoration work
before they could be useful to the SVR.
It is therefore intended to convert 70759 to a brake 3rd. The "Short" van and guard's compartment (about half the
length of the vehicle) would be overhauled and restored to original condition with pigeon racks. The "long" van, which,
at present contains the shop, could fairly easily be converted for passenger use by re-positioning the doors, and
moving the body side up rights to accommodate windows but retaining the roof, bottom sides & ends. Several layout
options have been examined, and the four compartment side corridor arrangement shown overleaf is widely felt to be
the best, both for traffic reasons and for making best use of the Fund's available spares.
Detailed design work is in hand, and many components for the "new" 70759 have already been obtained. In 2010
along with vehicles 24068 and 43600, the LNER (SVR) Coach Fund transferred this carriage to the SVR Rolling Stock
Trust Co. Ltd. A benefit of this is that the major fund-raising needed for this project can now secure tax-efficient Gift
Aid on qualifying donations. The Rolling Stock Trust welcomes donations towards the cost of restoration. See ‘Can
You Help?’ for details of the parts sponsorship scheme.
See Also Carriage Survey Entry for 70759.
Gresley enthusiasts everywhere owe a great debt to those SVR volunteers working on the restoration and care of the
Gresley stock on the Railway. There is still a way to go before a complete eight coach train can be seen in regular daily
service. But with GNR No. 2701 completed, there is now a respectable teak train of seven vehicles for general public
service - and the potential for the occasional eight with the addition of composite restaurant/kitchen car No. 7960. And
what a great sight they make!
Before its untimely demise following the movement of a driving wheel on its axle, Gresley K4 No. 3442 'The Great
Marquess' and the teak train had recreated the atmosphere of the West Highland Line in a quite magical way. Sadly,
both the K4 and A4 Pacific 60009 ' Union of South Africa' have since left the SVR. But other visiting engines
occasionally reinforce the Gresley influence deep in this GWR territory. These have included the ex-LNER B12 4-6-0
No. 8572, which attended the SVR's 1998 Autumn Steam Gala (recreating the vision of 'The Day Continental') and
V2 2-6-2 4771 'Green Arrow', which came for the 2007 Autumn Gala and looked so totally 'right' in combining the
grace of apple green and teak (see our video link elsewhere on this website). In 1992 A4 No. 4498 'Sir Nigel Gresley'
also visited the line in its garter blue livery days, and we were delighted to have a return visit by this fine machine for
the SVR's 'Festival of Steam' Gala in March 2009. This time it was in its BR blue livery as 60007.
2009 proved to be a vintage year for those who appreciate the Gresley style, as GNR Class N2 0-6-2 tank locomotive
No.1744 also made its first ever SVR visit for the Autumn Gala and October half-term week. This powerful and
economic engine once hauled heavy suburban trains from King's Cross and Moorgate out to London's 'Northern
Heights' suburbs. It now normally lives on the Great Central Railway and proved popular with our visitors and SVR
working members - and of course looked superb with our teak carriages. But that was not all. Perhaps the crowning
glory of 2009 was the October visit on the new-build Peppercorn Pacific 60163 'Tornado'. This popular engine
represents the ultimate development of the principles adopted by Gresley in his first Pacific ('Great Northern') in 1922.
It attracted many visitors to the SVR and concluded a wonderful year for all GNR/LNER enthusiasts. 2009 will be a
difficult act to follow.
With the prospect of a restored Gresley pigeon brake, No. 70759 converted to a Brake Third compartment coach,
SVR visitors can look forward to the sight of a full eight coach LNER teak train in the not too distant future.
In writing this article I have been greatly assisted by the LNER (SVR) Coach Fund, and in particular by the regular
reports in 'Severn Valley Railway News' by Richard Gunning and Hugh McQuade on the Fund's restoration work. The
Fund is always in need of support, whether it be practical help or finance. If any Gresley Society member wishes to
offer support of any kind, they should contact Richard Gunning via the SVR's Bewdley office, marking the envelope
for his attention; the address is Severn Valley Railway, Bewdley Station, Worcestershire, DY12 1BG.
It is a full brake with guard's compartment and fold down racks intended for the transport of racing pigeons. It was
part of the final batch of Gresley carriages built in 1943, and could possibly be the newest survivor. Withdrawn by
British Rail in 1972, it became a store for publishers David & Charles at Newton Abbot. Twenty years later it moved
to the South Devon Railway at Buckfastleigh, again being used for storage until early 2005 when the LNER Fund
purchased it. Following movement to Bewdley on 17th/18th March 2005, one end has been converted (in an easily
reversible manner) to serve as the Station Fund Shop, with the rest in use as a store.
There is a need for a second brake vehicle in the LNER set. Although several potentially suitable vehicles survive in
preservation, all are either in use or, if any became available, would require extensive repair and restoration work
before they could be useful to the SVR.
It is therefore intended to convert 70759 to a brake 3rd. The "Short" van and guard's compartment (about half the
length of the vehicle) would be overhauled and restored to original condition with pigeon racks. The "long" van, which,
at present contains the shop, could fairly easily be converted for passenger use by re-positioning the doors, and
moving the body side up rights to accommodate windows but retaining the roof, bottom sides & ends. Several layout
options have been examined, and the four compartment side corridor arrangement shown overleaf is widely felt to be
the best, both for traffic reasons and for making best use of the Fund's available spares.
Detailed design work is in hand, and many components for the "new" 70759 have already been obtained. In 2010
along with vehicles 24068 and 43600, the LNER (SVR) Coach Fund transferred this carriage to the SVR Rolling Stock
Trust Co. Ltd. A benefit of this is that the major fund-raising needed for this project can now secure tax-efficient Gift
Aid on qualifying donations. The Rolling Stock Trust welcomes donations towards the cost of restoration. See ‘Can
You Help?’ for details of the parts sponsorship scheme.
See Also Carriage Survey Entry for 70759.
Gresley enthusiasts everywhere owe a great debt to those SVR volunteers working on the restoration and care of the
Gresley stock on the Railway. There is still a way to go before a complete eight coach train can be seen in regular daily
service. But with GNR No. 2701 completed, there is now a respectable teak train of seven vehicles for general public
service - and the potential for the occasional eight with the addition of composite restaurant/kitchen car No. 7960. And
what a great sight they make!
Before its untimely demise following the movement of a driving wheel on its axle, Gresley K4 No. 3442 'The Great
Marquess' and the teak train had recreated the atmosphere of the West Highland Line in a quite magical way. Sadly,
both the K4 and A4 Pacific 60009 ' Union of South Africa' have since left the SVR. But other visiting engines
occasionally reinforce the Gresley influence deep in this GWR territory. These have included the ex-LNER B12 4-6-0
No. 8572, which attended the SVR's 1998 Autumn Steam Gala (recreating the vision of 'The Day Continental') and
V2 2-6-2 4771 'Green Arrow', which came for the 2007 Autumn Gala and looked so totally 'right' in combining the
grace of apple green and teak (see our video link elsewhere on this website). In 1992 A4 No. 4498 'Sir Nigel Gresley'
also visited the line in its garter blue livery days, and we were delighted to have a return visit by this fine machine for
the SVR's 'Festival of Steam' Gala in March 2009. This time it was in its BR blue livery as 60007.
2009 proved to be a vintage year for those who appreciate the Gresley style, as GNR Class N2 0-6-2 tank locomotive
No.1744 also made its first ever SVR visit for the Autumn Gala and October half-term week. This powerful and
economic engine once hauled heavy suburban trains from King's Cross and Moorgate out to London's 'Northern
Heights' suburbs. It now normally lives on the Great Central Railway and proved popular with our visitors and SVR
working members - and of course looked superb with our teak carriages. But that was not all. Perhaps the crowning
glory of 2009 was the October visit on the new-build Peppercorn Pacific 60163 'Tornado'. This popular engine
represents the ultimate development of the principles adopted by Gresley in his first Pacific ('Great Northern') in 1922.
It attracted many visitors to the SVR and concluded a wonderful year for all GNR/LNER enthusiasts. 2009 will be a
difficult act to follow.
With the prospect of a restored Gresley pigeon brake, No. 70759 converted to a Brake Third compartment coach,
SVR visitors can look forward to the sight of a full eight coach LNER teak train in the not too distant future.
In writing this article I have been greatly assisted by the LNER (SVR) Coach Fund, and in particular by the regular
reports in 'Severn Valley Railway News' by Richard Gunning and Hugh McQuade on the Fund's restoration work. The
Fund is always in need of support, whether it be practical help or finance. If any Gresley Society member wishes to
offer support of any kind, they should contact Richard Gunning via the SVR's Bewdley office, marking the envelope
for his attention; the address is Severn Valley Railway, Bewdley Station, Worcestershire, DY12 1BG.
When newly restored this carriage set another milestone against which all other LNER teak vehicle restorations will be
measured. No. 43612 together with No. 24105 and 2701 justify a visit to the SVR on their own account. No. 43612
was withdrawn from BR service in 1963, after which it was used as an office until condemned in 1977. It came to the
SVR in 1979 from Norwich, but original restoration was stopped in 1982. It underwent a lengthy restoration at
Bridgnorth in the 1980s. The first of the required new teak panels arrived in 1986 and were fitted to one side of the
coach in the following year, when considerable effort was applied to the interior panelling, freeing one of the Pullman
gangways of rust and restoring interior water pipes and the buckeye coupler. 1987 also saw a brief shunt into
Bridgnorth Station, partly for a photo call but also to reposition the coach to enable teak panelling of its other side to
proceed. The roof was also re canvassed and heavily coated with weather proofing paint. By 1989 good progress
was being made on the plumbing for the steam heating and toilets, fitting the roof tanks, brake equipment and the
re chroming and fitting the sliding window units. Among equipment arrivals was a genuine LNER sink with marble
patterning, discovered on a Scottish farm by a volunteer on his holiday and purchased for a fiver; this completed the
pair for this coach. Attention turned to external beading and transfers, with No. 43612 regaining its LNER identity after
a 42 year absence. By 1992 No. 43612 was on temporary bogies while it own were being overhauled at
Kidderminster. As an example of the attention to detail in this year-long task, repairs to the brake rigging involved
making 44 new pins on the lathe and the reaming and re bushing of 120 holes. The work of remodelling the seating
and decorating its ends with Rexine was resumed, and a complete set of wall lights was dismantled and re chromed,
followed by a major varnishing offensive. Between 1994 and 1996 the main tasks remaining were completion of the
interior, making sixteen new table tops and LNER-style tubular steel legs, fixing LNER pattern 'smoking prohibited'
roundels, installing twelve oval mirrors (framed in aluminium coated to simulate Bakelite and fixed with correct style
screws), laying new lino, upholstering the seating and knitting the luggage racks! The final touch has been the addition
of some excellent art-deco wall panel pictures of scenes on the SVR.
The final result of this outstanding restoration appeared in traffic in September 1996, 33 years since it last carried
fare-paying passengers. No. 43612 shows how the inside of a Diagram 186 open third should look, and it provides an
incentive to do something about the stark interiors of Nos. 43600 and 52255 and generally to bring the SVR's Gresley
stock up to the same standard.
See Also Carriage Survey Entry for 43612.
measured. No. 43612 together with No. 24105 and 2701 justify a visit to the SVR on their own account. No. 43612
was withdrawn from BR service in 1963, after which it was used as an office until condemned in 1977. It came to the
SVR in 1979 from Norwich, but original restoration was stopped in 1982. It underwent a lengthy restoration at
Bridgnorth in the 1980s. The first of the required new teak panels arrived in 1986 and were fitted to one side of the
coach in the following year, when considerable effort was applied to the interior panelling, freeing one of the Pullman
gangways of rust and restoring interior water pipes and the buckeye coupler. 1987 also saw a brief shunt into
Bridgnorth Station, partly for a photo call but also to reposition the coach to enable teak panelling of its other side to
proceed. The roof was also re canvassed and heavily coated with weather proofing paint. By 1989 good progress
was being made on the plumbing for the steam heating and toilets, fitting the roof tanks, brake equipment and the
re chroming and fitting the sliding window units. Among equipment arrivals was a genuine LNER sink with marble
patterning, discovered on a Scottish farm by a volunteer on his holiday and purchased for a fiver; this completed the
pair for this coach. Attention turned to external beading and transfers, with No. 43612 regaining its LNER identity after
a 42 year absence. By 1992 No. 43612 was on temporary bogies while it own were being overhauled at
Kidderminster. As an example of the attention to detail in this year-long task, repairs to the brake rigging involved
making 44 new pins on the lathe and the reaming and re bushing of 120 holes. The work of remodelling the seating
and decorating its ends with Rexine was resumed, and a complete set of wall lights was dismantled and re chromed,
followed by a major varnishing offensive. Between 1994 and 1996 the main tasks remaining were completion of the
interior, making sixteen new table tops and LNER-style tubular steel legs, fixing LNER pattern 'smoking prohibited'
roundels, installing twelve oval mirrors (framed in aluminium coated to simulate Bakelite and fixed with correct style
screws), laying new lino, upholstering the seating and knitting the luggage racks! The final touch has been the addition
of some excellent art-deco wall panel pictures of scenes on the SVR.
The final result of this outstanding restoration appeared in traffic in September 1996, 33 years since it last carried
fare-paying passengers. No. 43612 shows how the inside of a Diagram 186 open third should look, and it provides an
incentive to do something about the stark interiors of Nos. 43600 and 52255 and generally to bring the SVR's Gresley
stock up to the same standard.
See Also Carriage Survey Entry for 43612.
This coach was built in 1936 for the LNER's North Eastern section either by the Birmingham Railway Carriage and
Wagon Company or by Metro-Cammell. In the early 1960s the coach became part of one of the six four-coach sets
formed of ex-LNER carriages to act as mobile control trains for use in the event of war. No. 24105 was the control and
apparatus car in the York train, and though heavily modified its basic structure remained intact. The rebuild involved
panelling over most of the windows in a skilful, almost undetectable, but reversible manner. More importantly, double
doors were fitted to one side.
No. 24105 came to the SVR in 1980 in the then ownership of an Erlestoke Manor Fund trustee but is now owned by
the LNER Fund. It spent many years at Bewdley in use as a restoration fund sales shop. In recent years No. 24105
undergone an extensive restoration at Bewdley, and after much careful thought it has been restored with access for
up to four wheelchairs, retaining its control train double door modification to facilitate this. By fitting an extra half door
on the side opposite to the existing double doors, wheelchairs can enter the coach from either side. This will help
achieve the SVR's long term aim of having a wheelchair-friendly vehicle in each train. As modified to Diagram 186A,
No. 24105's seating capacity was initially reduced to 50 seats. Later adjusted to 47 to make space for additional
wheelchairs. One of the two original lavatories is retained, and as slightly modified it is suitable for wheelchair access
- though there is insufficient room to provide a standard size disabled person's toilet.
With the aid of some spectacular fund raising the overhaul of No. 24105 has been extensive, including new exterior
panels, restoring the blanked off windows, repairs to the roof, rewiring, fitting heating radiators, equipping the lavatory
compartment, and new floorboards. The interior cladding has been fitted using 'Glasroc GRG' kindly donated by British
Gypsum. Forbo Fabrics (formerly Nairn Floor Coverings) also donated quantities of 'Vynide', a modern fire retardant
material, to allow a reasonable representation of the traditional LNER Rexine finish - in this case in the grey and green
scheme applied to some of the original 'tourist' coaches. Seating presented a challenge - there was none! Rather than
making replicas of the allegedly uncomfortable original tourist bucket seats, it was decided to make a new set of seats
based on a single example of the later (1939) seats as fitted to Diagram 186 and its successor Diagram 302 coaches.
With completion approaching the exterior was given seven coats of yacht varnish before the complex lining out and
lettering, lino was laid and seating and wall furniture fixed. Attention to detail allows passengers to travel in an authentic
environment. Proceeds of a 1996 charity walk were devoted to LNER pattern tables, coat hooks, authentic lamp fittings
and other finishings. After a long and thorough restoration, No. 24105 made its first service appearance on 6 February
1998 in the set for the 10.30am departure from Kidderminster. It was duly "christened" in the LNER Fund's traditional
manner with a bottle of strong brown ale smashed on the buffer! Hopefully those who travel in its magnificence will
appreciate the loving work that has gone into it.
Sponsorship from the National Westminster Bank subsequently enabled the luggage racks to be made, and fitted in
time for its official launch, by Sir William Lawrence, on Good Friday of that year.
See Also Carriage Survey Entry for 24105.
Wagon Company or by Metro-Cammell. In the early 1960s the coach became part of one of the six four-coach sets
formed of ex-LNER carriages to act as mobile control trains for use in the event of war. No. 24105 was the control and
apparatus car in the York train, and though heavily modified its basic structure remained intact. The rebuild involved
panelling over most of the windows in a skilful, almost undetectable, but reversible manner. More importantly, double
doors were fitted to one side.
No. 24105 came to the SVR in 1980 in the then ownership of an Erlestoke Manor Fund trustee but is now owned by
the LNER Fund. It spent many years at Bewdley in use as a restoration fund sales shop. In recent years No. 24105
undergone an extensive restoration at Bewdley, and after much careful thought it has been restored with access for
up to four wheelchairs, retaining its control train double door modification to facilitate this. By fitting an extra half door
on the side opposite to the existing double doors, wheelchairs can enter the coach from either side. This will help
achieve the SVR's long term aim of having a wheelchair-friendly vehicle in each train. As modified to Diagram 186A,
No. 24105's seating capacity was initially reduced to 50 seats. Later adjusted to 47 to make space for additional
wheelchairs. One of the two original lavatories is retained, and as slightly modified it is suitable for wheelchair access
- though there is insufficient room to provide a standard size disabled person's toilet.
With the aid of some spectacular fund raising the overhaul of No. 24105 has been extensive, including new exterior
panels, restoring the blanked off windows, repairs to the roof, rewiring, fitting heating radiators, equipping the lavatory
compartment, and new floorboards. The interior cladding has been fitted using 'Glasroc GRG' kindly donated by British
Gypsum. Forbo Fabrics (formerly Nairn Floor Coverings) also donated quantities of 'Vynide', a modern fire retardant
material, to allow a reasonable representation of the traditional LNER Rexine finish - in this case in the grey and green
scheme applied to some of the original 'tourist' coaches. Seating presented a challenge - there was none! Rather than
making replicas of the allegedly uncomfortable original tourist bucket seats, it was decided to make a new set of seats
based on a single example of the later (1939) seats as fitted to Diagram 186 and its successor Diagram 302 coaches.
With completion approaching the exterior was given seven coats of yacht varnish before the complex lining out and
lettering, lino was laid and seating and wall furniture fixed. Attention to detail allows passengers to travel in an authentic
environment. Proceeds of a 1996 charity walk were devoted to LNER pattern tables, coat hooks, authentic lamp fittings
and other finishings. After a long and thorough restoration, No. 24105 made its first service appearance on 6 February
1998 in the set for the 10.30am departure from Kidderminster. It was duly "christened" in the LNER Fund's traditional
manner with a bottle of strong brown ale smashed on the buffer! Hopefully those who travel in its magnificence will
appreciate the loving work that has gone into it.
Sponsorship from the National Westminster Bank subsequently enabled the luggage racks to be made, and fitted in
time for its official launch, by Sir William Lawrence, on Good Friday of that year.
See Also Carriage Survey Entry for 24105.
This Gresley designed carriage 7960 is the last surviving LNER Kitchen Composite and was built at Doncaster in
1936 to Diagram 187. The coach comprises an entrance vestibule giving access to the third-class saloon, seating 18,
followed by the first-class saloon, seating 12. A side corridor leading from the first-class saloon gives access to a
pantry compartment, kitchen and finally an attendant's lavatory.
The interior of the third-class saloon is finished in varnished teak with polished brass metal fittings, whilst the first-class
saloon has quartered fiddle back veneered panels with mahogany trim and polished chrome metal fittings. The kitchen
was originally equipped with a sink, refrigerated cupboards and an electric cooker and oven. Two Stones dynamos
rated at 7·2Kw where mounted on the underframe to provide power, belt driven from one of the axles and
supplemented by batteries. The carriage rode on heavy-type compound bolster bogies. The body is 9ft 3in wide and
length over buffers 63ft 6 in.
7960 spent all its passenger working life on the former Great North of Scotland route between Aberdeen, departure
7.00 am and Inverness return 12.30 pm. In 1957 British Rail initiated a five-year programme, comprising 430 new
catering vehicles, with the aim of replacing all of those of pre-1939 construction. Some all-electric cars were
converted to propane equipment from 1958 to extend their working lives, but this did not include 7960, which was
withdrawn in 1961.
7960's wonderful and sumptuous restoration was very much the personal project of the late Phil James. Phil was a
pharmacist by profession and closely involved for many years with the coach restoration work of the Great Western
(SVR) Association. But Phil most regrettably died in March 2009 after a lengthy illness and so never saw his LNER
carriage fully finished and in working order. Nor was he able to see his 7960 in full varnished teak glory on display at
Kidderminster during the SVR's 2010 Autumn Gala.
Phil had purchased 7960 after it had lain in the depths of Kidderminster yard for a decade. From 1990 he started with
a very small team to return the vehicle from dereliction, working in the open initially at Kidderminster and later at
Bewdley. By 2008, by when Phil's illness was beginning to affect his ability to work, the project was nearing completion
apart from the kitchen fittings.
It is our good fortune that ownership of this superbly restored vehicle is now securely vested in the SVR Rolling Stock
Trust. Future plans for it will hopefully see its inclusion in a projected SVR quality charter dining set for private and
corporate bookings.
See Also Kitchen Composite No. 7960 web site and Carriage Survey Entry for 7960.
1936 to Diagram 187. The coach comprises an entrance vestibule giving access to the third-class saloon, seating 18,
followed by the first-class saloon, seating 12. A side corridor leading from the first-class saloon gives access to a
pantry compartment, kitchen and finally an attendant's lavatory.
The interior of the third-class saloon is finished in varnished teak with polished brass metal fittings, whilst the first-class
saloon has quartered fiddle back veneered panels with mahogany trim and polished chrome metal fittings. The kitchen
was originally equipped with a sink, refrigerated cupboards and an electric cooker and oven. Two Stones dynamos
rated at 7·2Kw where mounted on the underframe to provide power, belt driven from one of the axles and
supplemented by batteries. The carriage rode on heavy-type compound bolster bogies. The body is 9ft 3in wide and
length over buffers 63ft 6 in.
7960 spent all its passenger working life on the former Great North of Scotland route between Aberdeen, departure
7.00 am and Inverness return 12.30 pm. In 1957 British Rail initiated a five-year programme, comprising 430 new
catering vehicles, with the aim of replacing all of those of pre-1939 construction. Some all-electric cars were
converted to propane equipment from 1958 to extend their working lives, but this did not include 7960, which was
withdrawn in 1961.
7960's wonderful and sumptuous restoration was very much the personal project of the late Phil James. Phil was a
pharmacist by profession and closely involved for many years with the coach restoration work of the Great Western
(SVR) Association. But Phil most regrettably died in March 2009 after a lengthy illness and so never saw his LNER
carriage fully finished and in working order. Nor was he able to see his 7960 in full varnished teak glory on display at
Kidderminster during the SVR's 2010 Autumn Gala.
Phil had purchased 7960 after it had lain in the depths of Kidderminster yard for a decade. From 1990 he started with
a very small team to return the vehicle from dereliction, working in the open initially at Kidderminster and later at
Bewdley. By 2008, by when Phil's illness was beginning to affect his ability to work, the project was nearing completion
apart from the kitchen fittings.
It is our good fortune that ownership of this superbly restored vehicle is now securely vested in the SVR Rolling Stock
Trust. Future plans for it will hopefully see its inclusion in a projected SVR quality charter dining set for private and
corporate bookings.
See Also Kitchen Composite No. 7960 web site and Carriage Survey Entry for 7960.
