Railcar 22

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Railcar 22.

The Great Western Railway introduced Diesel Railcar units in the 1930s as a more economic replacement to steam traction on smaller branch lines. They were first used around the Kidderminster / Bewdley / Hartlebury triangle from 1936, entering service on the rest of the Severn Valley and Tenbury branches in 1941 where they continued in use until the 1960s. Railcar 22 is owned by the Great Western Society at Didcot but was resident on loan at the SVRSevern Valley Railway in the 1960s and 1970s.

Railcar 22 in service

The first 18 diesel railcars built between 1934 and 1937 featured a streamlined shape which gave rise to the nickname "flying banana". Railcar 22 was one of the next batch of 18 built at the GWRGreat Western Railway's Swindon works between 1940 and 1942; these featured a more angular design sometimes described as "razor edged". Railcars in this batch were equipped with two AEC diesel engines of 105 hp each, and were fitted with standard buffers and drawgear to which could be coupled a 60 ton tail load, allowing the railcar to tow a coach or act as the local pick-up goods train at off-peak times. The railcar could carry 48 passengers and included a large luggage department.[1][2]

Railcar 22 entered service from Newport shed on 18 September 1940.[2] On 30 July 1941, 22 and sister number 23 were noted in the Kidderminster area, believed to be on test runs for the introduction of railcar services on the Severn Valley and Tenbury Branches which began that year.[3] Thereafter Railcar 22 was based in the Bristol area and between 1950 and 1954, in the Reading area where it had been paired with Car 38 after sister Car 35 was destroyed by fire. For the next few years 22 was based at Leamington, before a move to Worcester in 1958 from where it regularly worked services on the Severn Valley Branch as far as Shrewsbury and also on the Tenbury Branch. A railcar servicing depot had been established at Worcester in the Carriage & Wagon works area. This was north of Shrub Hill on the opposite side of the main line to the steam shed. Vehicle fuelling points were provided both inside and outside the shed and there were underfloor maintenance pits.[4]

For much of its BRBritish Rail or British Railways life 22 was painted in maroon and cream, but in August 1958 it was repainted in BRBritish Rail or British Railways mid-green. Following the introduction of more modern BRBritish Rail or British Railways single diesel units, 22 was reduced to standby status in 1961, and finally withdrawn in October 1962.[1]

Railcar 22 in preservation

Railcar 22 at Bridgnorth in BRBritish Rail or British Railways green livery in 1967

After withdrawal, W22W was stored at Swindon until being bought by the Midland Group of the Great Western Society in 1967. The Railcar left Swindon on 3 May 1967 as part of the DownIn reference to the direction of travel means away from the major terminus (i.e. towards Bridgnorth on the present day SVR) Swindon to Gloucester parcels train, and arrived at Kidderminster as part of another freight train on Friday 5 May. On Friday 12 May it travelled to Alveley Sidings as part of the Alveley empties coal train, from where it was propelled onto the SVRSevern Valley Railway's section of the railway by BRBritish Rail or British Railways's Type 2The British Railways classification for diesel locomotives of 1001 bhp to 1499 bhp diesel after platelayers had temporarily replaced the section of rail normally removed to ensure no unauthorised movements took place across the boundary. On Saturday 13 May 1967 it was collected by 3205 and GWR Brake Composite 6562 and delivered to Bridgnorth.[5][6]

Immediately after arrival, the fuel oil was drained and replaced and the cooling water filled. Initial examination revealed water leaks from the cooling system and water reaching the oil in the sumps of both engines through fractures in the oil coolers. After much work by Don Wilcox and Henry Muller, assisted by other SVRS members, the No 1 engine worked for the first time on Sunday 11 June and on 23 June W22W moved under its own power for the first time.[6]

On 22 October 1967 the SVRSSevern Valley Railway Society staged a "Railcar Weekend" with W22W making hourly trips to Hampton Loade and back. The day also saw the arrival of 2047 Warwickshire.[7]

Restoration at Bewdley, which included repainting in original GWRGreat Western Railway livery as No. 22, was completed in September 1968 by a team led by RW (Bob) Timmins. The final lining, lettering and varnishing were completed 'round the clock' by Bob at Tyseley diesel depot in time for No. 22 to part in the first Tyseley Open Day. The SVRSSevern Valley Railway Society Committee passed a vote of thanks for their work, noting that it was the first restored item of rolling stock at the railway.[8]

Railcar 22 was used during the opening weekend of service in May 1970. On the Saturday the Mayor's speech included an expression of interest in the proposed Saturday shoppers' service to Hampton Loade. No. 22 also worked the Sunday 11.00am departure from Bridgnorth.[9]

The Saturday shopper's service quickly proved popular, being extended throughout the winter season with two round trips from Bridgnorth at 10.30am and 1.00pm. Work on the Underbridge at Hampton Loade in January and February 1971 meant the service terminated north of the bridge with a walkway provided for the final 50 yards to the station.[10]

The Saturday specials continued through 1973. In June 1972 No. 22 was used in the filming of Doctor at Large at Waterworks Crossing.[11]

1974 saw the opening of the line as far as Bewdley. The timetable was planned to include short workings between Bridgnorth and Hampton Loade (often referred to as the "shuttle") with a 45 minute interval.[12] Good Friday saw the first passenger services to Highley, with No. 22 working the inaugural service from Bridgnorth to Highley and thereby making the first crossing of passenger services at Hampton Loade with 600 Gordon which had worked ECSEmpty Coaching Stock to Highley earlier that morning. On Saturday 18 May 1974 the first through passenger service from Bridgnorth to Bewdley was also worked by No. 22, with Jinty 47383 operating the Hampton Loade "shuttle". Normal practice became for the shuttle to use the railcar on Saturdays, and a small tank locomotive with 2-3 coaches on Sundays.[13]

By the end of 1974 most passenger departures from Bridgnorth were to Bewdley with the shuttle being lightly loaded. In October 1974 the Railcar's owners G.W. Preservations gave notice of the intention to terminate the current loan agreement with a view to the parties reviewing its future.[note 1] Reporting of this at the 1974 AGM led to some adverse comment from SVRSevern Valley Railway members and in turn ill feeling from GWSGreat Western Society members. The approved 1975 timetable saw the end of the early Saturday shopper service and the shuttle. It also excluded the railcar due to its 'uncertain future'.[14]

In Spring 1975 SVRSevern Valley Railway News noted that "…it is the intention of both G.W.P. and SVRSevern Valley Railway that Railcar 22 should remain on the SVRSevern Valley Railway, subject to a special agreement concerning the two bodies, to be discussed further in the future". The eventual agreement that summer concluded that "The G.W.P.'s Railcar No. 22 would remain on the SVRSevern Valley Railway. for a minimum period of five years, after which removal from the line would be paid for by the SVRSevern Valley Railway. The vehicle is to be kept in a condition satisfactory to the owners and G.W.P. publicity will be displayed in the vehicle. G.W.S. and its Group to be able to operate the vehicle on up to six occasions each year without charge.

In the later part of 1975, the railcar was used occasionally as a standby, all services being timetabled to be steam operated.[15] It saw little further use, and in autumn 1977 the SVRSevern Valley Railway announced it would be returning to Didcot at the request of the GWSGreat Western Society after essential maintenance work was carried out.[16] The work was carried out at in the first half of 1978 by a combination of the C&WCarriage & Wagon and Manpower Services Commission teams, after which No. 22 left the SVRSevern Valley Railway.[17][2]

No 22 made a return appearance at the May 1990 Diesel Gala.

Other GWRGreat Western Railway Railcars on the Severn Valley Railway

The first generation diesel railcars were used around the Kidderminster / Bewdley / Hartlebury triangle from 1936.[18] However they were not then used on the Tenbury Branch as they were not capable of hauling an extra coach on the steeper gradients involved. The advent of the second generation railcars saw them introduced there from 18 August 1941.[19]

Other GWRGreat Western Railway railcars were also used in service on the Severn Valley and Tenbury branches. In the early 1940s these included streamlined railcars numbers 5, 6 and 7.[3] A photograph by Mike Cuthbert shows W7W at Bewdley on 14 September 1957. SVRSevern Valley Railway News 43 includes a picture of a burned out railcar in the up sidings at Bridgnorth following a serious fire. The caption identifies this as W7W in August 1956, although it is probably W10W which was destroyed in a fire at Bridgnorth on 9 March 1956. W7W survived till 1959.[20]

Apart from Railcar 22, later examples known to have worked in the area in the 1940s include 14, 26, 27, 28, 29, 30 and 32.[3]

Worcester's allocation between 1960 and withdrawal was 20, 22, 23, 24, 26, 29 and 32. Twin railcars 33/38 were also allocated, but it is thought they were not used on Severn Valley services.[4]

Railcar W20W is seen in this picture at Tenbury Wells in 1959.

Another railcar, possibly W32W, is seen in this colourised photograph on the Tenbury Branch.

The Sellick Collection has four images of unnumbered railcars in operation on the Severn Valley in 1959 and 1962.

Railcar workings

The page below is extracted from the GWRGreat Western Railway's internal document "GWRGreat Western Railway Birmingham and Worcester Divisions, Working of Coaches (rail motor, auto cars etc), 5 October 1942". It shows the working arrangements for the GWRGreat Western Railway Railcars which were based at Worcester.[note 2] Three cars ("A", "B", and "C") were used daily. "B" mainly served the Severn Valley Branch, including services to and from Highley mainly for the use of miners working at Highley Colliery. "C" mainly served the Tenbury Branch. Both "B" and "C" are referred to as "New type".

GWR WC B-WR 1942-10-05 23.jpg


1950s

Steve Bartlett has blogged about 1950s diagrams:

It emerged there was also a dedicated Worcester railcar drivers’ link; the drivers stayed with their railcars as they roamed over the Severn Valley system [..] Worcester’s Severn Valley turns started with early morning positioning empty stock movements. In 1950 no less than three of Worcester’s four diesel railcar diagrams started the day on the Severn Valley system. First out was a 4.55am Worcester to Highley empty stock to form a 6.07am Highley to Bewdley. Next out was a 5.10am to Kidderminster empty stock to form a 5.53am Kidderminster to Alveley Halt [..] This railcar then made a three minute empty stock movement to Hampton Loade where it reversed and worked a 6.33am unadvertised service back to Alveley Halt. Both trips were for the conveyance of colliers to work. The third Worcester diagram, the daddy of them all, was a 5.35am forty-eight miles empty stock movement to Ludlow via Shelwick Junction, on the approaches to Hereford. There it reversed and went up the North & West route to Ludlow where it formed a 7.25am Ludlow to Woofferton, continuing from there as an 8.09am to Kidderminster, via Bewdley. Having spent the day working this section its return home was equally worthy of record. This was a 7.26pm Woofferton to Worcester Shrub Hill advertised service via Leominster and Bromyard[4].

See also

Notes

  1. Correspondence in SVRSevern Valley Railway News suggests GWP's concern was principally that they were responsible for maintaining the vehicle but received no reciprocal benefit from the SVRSevern Valley Railway's use of it
  2. The services shewn to at the foot of this page refer to trains for workers at the Royal Ordnance Factory in premises commandeered from Cadbury's, which produced ammunition during both World Wars. Blackpole was an unadvertised halt to the north of Worcester built to serve the factory and operated only during and immediately after the Wars.

References

Wikipedia article Retrieved 22 Jan 2015
Past editions of SVRSevern Valley Railway News.

  1. 1.0 1.1 SVRSevern Valley Railway Stock Book 5th edition
  2. 2.0 2.1 2.2 Didcot Railway Centre Railcar 22 Page
  3. 3.0 3.1 3.2 Turley (2005) P. 41.
  4. 4.0 4.1 4.2 Bartlett, Steve, ‘Worcester’s Great Western Diesel Railcars Working on the Severn Valley’, Pen & Sword blog, 30 September 2020 (Retrieved 8 November 2021)
  5. A G Cleaver, "The Early Days Of The 'Severn Valley'", SVRSevern Valley Railway News 190 (2015) p24.
  6. 6.0 6.1 SVRSevern Valley Railway News 6
  7. SVRSevern Valley Railway News 7
  8. SVRSevern Valley Railway News 10, 11, 14
  9. SVRSevern Valley Railway News 17
  10. SVRSevern Valley Railway News 18
  11. SVRSevern Valley Railway News 24
  12. SVRSevern Valley Railway News 30, 31
  13. SVRSevern Valley Railway News 32
  14. SVRSevern Valley Railway News 34
  15. SVRSevern Valley Railway News 38
  16. SVRSevern Valley Railway News 46
  17. SVRSevern Valley Railway News 48, 49
  18. Beddoes & Smith (1995) p. 116.
  19. Beddoes & Smith (1995) p. 133.
  20. Great Western Archive

Links