Scan of a slide taken in October 1991; I've sometimes wondered which steam loco I've snapped the most, something that the ease and relative cheapness of digital photography will have skewed. However, of my film era snaps 'Met No. 1' must be a contender.
Previously I've written up a history of 'Met No. 1' from scratch, but this time the following is a straight lift from the Buckinghamshire Railway Centre website:
"The Metropolitan Railway, a substantial part of which now forms the Metropolitan Line of the London Underground, once had a fleet of steam locomotives. The steam classes saw most use on surface lines, although trips underground were part of the daily routine for most types.
No. 1 is the only survivor of a class of seven engines designed by the Chief Mechanical Engineer of the Met, Mr T. F. Clark, for use on the Baker Street to Verney Junction service. (Verney Junction was the Metropolitan Railway's furthest outpost, where it joined the LNWR Oxford to Bletchley line). No. 1, built in 1898, was the last locomotive constructed at Neasden Works. It was built as a replacement for "A" class 4-4-0T No. 1, which was broken up after an accident at Baker Street, at the junction of what is now the Inner Circle. Two identical locomotives, Nos. 77 and 78 were also built at Neasden, with a further four built by R & W Hawthorn Leslie of Newcastle in 1900-1. It seems likely that the class, designated "E", was to have been larger, as a gap was left in the list of locomotive numbers, the next number used being 90.
No. 1 and its classmates proved very successful and were more than capable of the work asked of them. On 4th July 1904, gaily decorated with flags and bunting it headed the first passenger train on the opening of the Uxbridge branch from Harrow on the Hill. The completion of the Metropolitan Railway’s electrification programme made more engines of the same type unnecessary and also led to the removal of the condensing apparatus which had been fitted for working in the underground tunnels. For over twenty years these locomotives were the mainstay of the Metropolitan services to Aylesbury, and still appeared after the introduction of larger engines, such as the "H" class tanks, in the 1920s.
From about this time the class was gradually used for less strenuous work on branch lines and freight and engineering workings, although all survived to be taken into London Transport stock when the Metropolitan was taken over by the London Passenger Transport Board on 13th April 1933. Met No. 1 became London Transport L.44, and it is known that by July 1936, though probably earlier, Met. 1 was repainted in London Transport livery. The duties of the class at this time included passenger services on the Chesham Branch, pilot engine at Rickmansworth, and goods transfer and engineering trains around Neasden.
Nos. 78, 79 and 82 were withdrawn in 1935, and No. 80 (L.47) in 1941, while the remaining three survived until 1963-4, when Nos. 77 and 81 (L.46 and L.48) were scrapped. In the immediate post war years L.44, L.46 and L.48 frequently worked the Baker Street to Aylesbury trains, possibly even getting as far as Quainton Road. These locomotives also frequently worked permanent way trains from Neasden, sometimes getting as far as Aylesbury to run round and take water. For example L. 44 was recorded at Aylesbury on 21st August 1955 on a permanent way train.
These much loved LT locomotives also became popular on tours and specials including the 50th Jubilee of the Uxbridge Line and the Railway World Special, which did reach Quainton. No. 1 survived to work the last steam train on the Chesham Branch in July 1960 and the last steam-hauled passenger train anywhere on LT in 1961. But it was another two years before the locomotive was withdrawn, after a final moment of glory when in took part in the Metropolitan Centenary parade at Neasden on 23rd May 1963, where it hauled four bogie coaches and a milk van.
An appeal, the Met Tank Appeal Fund, was set-up in 1962, originally to purchase the Metropolitan Railway 0-6-2 'F' Class locomotive L.52. This appeal changed its focus, as it was found that L.52 had a cracked mainframe, and L.44 was selected instead. The Met Tank Appeal fund was helped by the committee members of the London Railway Preservation Society (LRPS), a forerunner of the Quainton Railway Society. If it was not for the foresight of these preservation pioneers, we may not have an operational Metropolitan tank available today.
Following its final activities for London transport, L.44 was purchased by LRPS / Met Tank Appeal Fund. Met No. 1 was delivered in steam on 26th March 1964 to the LRPS's temporary store at Skimpot Lane, Luton. Whilst at this depot an attempt was made to prepare the locomotive for a live steam appearance at the Bedford Centenary Exhibition in October 1968. Some defective stays were replaced and the Bedford shed boilersmith made plans for an hydraulic test, but unfortunately the locomotive was not permitted to be in action for the journey or in steam at the Exhibition.
The locomotive was subsequently moved to Aylesbury, where she was stored for two years. Transfer by rail to Quainton followed on 23rd September 1970, with a track slew from the mainline into the Down Yard."
Scan of a slide taken in October 1991 at the Buckinghamshire Railway Grand Autumn Steam Up.
From the BRPS website:
"No. 1900, believed to be Britain's smallest standard-gauge steam locomotive, was built to the order of Courtaulds Ltd. in 1936 at a cost of £840. Courtaulds' plant at Flint in North Wales was split in two by the LMS Chester to Holyhead railway, and the rail link between the two parts via a very low tunnel through the main-line embankment. It was for this reason that such a small engine was required. No. 1900 is the only one of its type, but Peckett still managed to incorporate a few of their standard parts, some of which came from narrow-gauge designs.
The eleven-ton loco's main duty was the shunting of wagon loads of waste, from the Rayon fibre manufacturing process, out of the plant and onto the sea wall from where it was dumped. There were, however, fears about the safety of this operation. The tunnel was in the dip of two very steep inclines and No. 1900 had to work flat out down one side in order to gain sufficient momentum for the climb up the other! Quite rightly the works management were worried that somebody might be injured during these helter skelter proceedings. So eventually, 1954, No. 1900 was replaced by two engines, one on either side of the tunnel, the wagons being worked by a rope between the two.
Made redundant from Flint the loco was returned to Atlas works for an overhaul, during which it received a new firebox, before being sent to Courtaulds' Grimsby plant. Here an extension was fitted to the cab and the engine was set to work on construction trains. When the factory was completed Courtaulds took delivery of a Sentinel locomotive and No. 1900 was kept as a spare. Courtaulds last used it in the early sixties and it then lay in store until purchase by a QRS member.
The locomotive was brought to Quainton in September 1971, and restoration commenced. For a while whilst at Quainton, the locomotive was named Jill. However before work was completed the loco was sold to another member who completed the overhaul. At the same time the opportunity was taken to remove the unslightly cab extension. During 1980 the engine returned to service and fitted with vacuum brakes, it was employed on lightweight passenger trains and demonstration freight trains.
The locomotive spent the summer of 1983 on the shores of Windermere - working on the Lakeside and Haverthwaite Railway. It was the Cumbrian line's tenth anniversary and the L&HR invited No. 1900 to take part in special events. Here it completed 35 miles on light passenger service (with thanks to Alan Middleton's L&HR locomotive mileage records). On the way home the tiny locomotive visited Steamtown Carnforth and spent two months in the company of such engines as Flying Scotsman and Lord Nelson.
During 1985 No. 1900 was invited to visit Chatham Dockyard by the North Downs Steam Railway. No. 1900 left Quainton in November 1985 for a NDSR event in late November, with another open day in the Spring prior to 1900's return to Quainton. However, prior to that event NDSR's tenency at Chatham Dockyard expired, so the Spring open day did not occur. No. 1900 was steamed again for the NDSR members before its return to Quainton.
After a number of years operation the locomotive's boiler ticket expired, and also required further major work. It is now undergoing its second major overhaul in preservation. On the 29th April 2014 a major step forward was taken with the frames being rewheeled.
With its diminutive size, it is known to many as The Flying Bufferbeam, though for a while at Quainton it had been named Jill."
The tank wagon was built at Pickering in 1939 for the Air Ministry and was subsequently acquired by Esso and arrived at Quainton Road in 1982.
Scan of a slide taken in October 1991 at the Buckinghamshire Railway Grand Autumn Steam Up. Would today's H&S rules allow Quainton to plonk Granny in an open wagon and run her up and down the Down Yard?
A history of No. 2087 from the internet:
"This OY-1 class was built by Peckett & Sons to work at the Aber Works of Courtaulds in Flint. It was one of a class of six locomotives of which four were built for Courtaulds in 1948. At the Aber Works it was named Dafydd.
This OY-1 class was built by Peckett & Sons to work at the Aber Works of Courtaulds in Flint. It was one of a class of six locomotives of which four were built for Courtaulds in 1948 as class OY1-S locomotives.
These four were built for Courtaulds to undertake heavy shunting duties. They had 200psi boilers, 16in x 24 in cylinders, 3ft 10in diameter wheels, a tractive effort of 22,706lbf and weighed 41tons when working.
2087 started life at the Aber Works in Flint where it was named Dafydd.
The locomotive was transferred to Wolverhampton where it lost its name.
It then moved to the Red Scar plant at Preston where it was rebuilt with parts from scrapped classmate Works No 2086. Here it was given the name Miranda and remained working until replaced by a diesel in 1968.
After withdrawal the locomotive was purchased by the Lytham Creek Motive Power Museum.
In March 1980 it was transferred to the Lakeside and Haverthwaite Railway but was never steamed there.
A Quainton Railway Society member purchased the locomotive in 1983, and in December of that year it was moved to Quainton.
At Quainton it has appeared in a number of liveries, both permanent and temporary. These include BR Black, London Transport and Fords. It has carried the name Gibraltar in some liveries.
During 2004 Gibraltar had a hot box, and was sent to Bill Parker’s Flour Mill restoration base for maintenance, including wheels being turned at Tyseley works.
The locomotive was based on the Mangapps Railway Museum where it arrived in 2018 but spent time on the East Kent Railway in 2019.
The locomotive moved to the East Kent Railway for the second time in February 2020 where it is to be fitted with air brakes in order to work the coaches available on the line. The locomotive is expected to remain in operation on the line until 2026."
preservedbritishsteamlocomotives.com/peckett-sons-works-n...
Scan of a slide taken in October 1991 at the Buckinghamshire Railway Grand Autumn Steam Up. Having not been to Quainton for about 25 years a I scan these slides it is interesting to note which locos remain there and which have moved on. Whilst either 'King Edward 1' or the Ivatt Trust locos may be the high profile departures, No. 2087 is also one of the locos that have moved on and is now at the East Kent Railway.
A history of No. 2087 from the internet:
"This OY-1 class was built by Peckett & Sons to work at the Aber Works of Courtaulds in Flint. It was one of a class of six locomotives of which four were built for Courtaulds in 1948. At the Aber Works it was named Dafydd.
This OY-1 class was built by Peckett & Sons to work at the Aber Works of Courtaulds in Flint. It was one of a class of six locomotives of which four were built for Courtaulds in 1948 as class OY1-S locomotives.
These four were built for Courtaulds to undertake heavy shunting duties. They had 200psi boilers, 16in x 24 in cylinders, 3ft 10in diameter wheels, a tractive effort of 22,706lbf and weighed 41tons when working.
2087 started life at the Aber Works in Flint where it was named Dafydd.
The locomotive was transferred to Wolverhampton where it lost its name.
It then moved to the Red Scar plant at Preston where it was rebuilt with parts from scrapped classmate Works No 2086. Here it was given the name Miranda and remained working until replaced by a diesel in 1968.
After withdrawal the locomotive was purchased by the Lytham Creek Motive Power Museum.
In March 1980 it was transferred to the Lakeside and Haverthwaite Railway but was never steamed there.
A Quainton Railway Society member purchased the locomotive in 1983, and in December of that year it was moved to Quainton.
At Quainton it has appeared in a number of liveries, both permanent and temporary. These include BR Black, London Transport and Fords. It has carried the name Gibraltar in some liveries.
During 2004 Gibraltar had a hot box, and was sent to Bill Parker’s Flour Mill restoration base for maintenance, including wheels being turned at Tyseley works.
The locomotive was based on the Mangapps Railway Museum where it arrived in 2018 but spent time on the East Kent Railway in 2019.
The locomotive moved to the East Kent Railway for the second time in February 2020 where it is to be fitted with air brakes in order to work the coaches available on the line. The locomotive is expected to remain in operation on the line until 2026."
preservedbritishsteamlocomotives.com/peckett-sons-works-n...
Scan of a slide taken in October 1991 at the Buckinghamshire Railway Grand Autumn Steam Up and in this one No. 2087 is chucking out some smoke.
A history of No. 2087 from the internet:
"This OY-1 class was built by Peckett & Sons to work at the Aber Works of Courtaulds in Flint. It was one of a class of six locomotives of which four were built for Courtaulds in 1948. At the Aber Works it was named Dafydd.
This OY-1 class was built by Peckett & Sons to work at the Aber Works of Courtaulds in Flint. It was one of a class of six locomotives of which four were built for Courtaulds in 1948 as class OY1-S locomotives.
These four were built for Courtaulds to undertake heavy shunting duties. They had 200psi boilers, 16in x 24 in cylinders, 3ft 10in diameter wheels, a tractive effort of 22,706lbf and weighed 41tons when working.
2087 started life at the Aber Works in Flint where it was named Dafydd.
The locomotive was transferred to Wolverhampton where it lost its name.
It then moved to the Red Scar plant at Preston where it was rebuilt with parts from scrapped classmate Works No 2086. Here it was given the name Miranda and remained working until replaced by a diesel in 1968.
After withdrawal the locomotive was purchased by the Lytham Creek Motive Power Museum.
In March 1980 it was transferred to the Lakeside and Haverthwaite Railway but was never steamed there.
A Quainton Railway Society member purchased the locomotive in 1983, and in December of that year it was moved to Quainton.
At Quainton it has appeared in a number of liveries, both permanent and temporary. These include BR Black, London Transport and Fords. It has carried the name Gibraltar in some liveries.
During 2004 Gibraltar had a hot box, and was sent to Bill Parker’s Flour Mill restoration base for maintenance, including wheels being turned at Tyseley works.
The locomotive was based on the Mangapps Railway Museum where it arrived in 2018 but spent time on the East Kent Railway in 2019.
The locomotive moved to the East Kent Railway for the second time in February 2020 where it is to be fitted with air brakes in order to work the coaches available on the line. The locomotive is expected to remain in operation on the line until 2026."
preservedbritishsteamlocomotives.com/peckett-sons-works-n...