LMS Princess Royal Class 6201 Princess Elizabeth powers down the mainline just north of Helpston on 6th May 2011.
6201 was built in 1933 at Crewe Works, the second of its class. She was named after the 7-year-old elder daughter of Albert, Duke of York (later King George VI), Princess Elizabeth (today HM Queen Elizabeth II). Despite the class officially being named after 6200 Princess Royal, the class received the nickname “Lizzies” after 6201.
After nationalisation in 1948, British Railways renumbered her 46201. 46201 was withdrawn in 1962.
46201 was bought by the then Princess Elizabeth Locomotive Society straight from BR service when withdrawn in 1962. Initially kept at the Dowty Railway Preservation Society’s premises at Ashchurch, Glos, and then subsequently at the Bulmers Railway Centre in Hereford. When the Bulmers Centre closed in the 1990s the loco moved to the East Lancashire Railway. Since April 2009 it has been based at the Crewe Heritage Centre.
Princess Elizabeth is one of two preserved Princesses; the other being 46203 Princess Margaret Rose.
A diesel shunter at work at Peterborough East station in 1963 against a backdrop of resting steam engines.
Pictured leaving Peterborough East in March 1966 is Class 27 No. D5386 working the 13:57 Peterborough to Leicester train. This locomotive was one of eight in the class to be preserved and currently works on the Dean Forest Railway.
Barnwell Station was opened in 1845 and closed on the 4th May 1964.
The station building – the roof of which can just be seen on the far right of the image – was erected in 1884 for the use of the Royal family when visiting Barnwell Manor, the home of the Duke of Gloucester. After the closure of the line in the early 1970s, the building was carefully removed and re-sited as the main waiting room at the Nene Valley Railway HQ at Wansford.
Third Class Railway ticket for travel on the 7th February 1948 from Peterborough East to Whittlesey, shown here with its original spelling of Whittlesea.
Third class travel was absorbed as second class in the summer of 1956 !
Peterborough East Station pictured sometime after closure to passenger services in 1966. The station continued as a parcels depot until 1970.
M&GN Class A Rebuild No.4 outside of Midland Shed in August 1932.
Known as “Peacocks” after their builder Beyer-Peacock, the rebuild refers to modifications to the boiler to make the 1880s engines more powerful. These engines were all withdrawn in the mid to late 1930s.
A lovely atmospheric shot from 1935 of engines in the Midland Shed near Spital Bridge.
Prototype English Electric type 4 “D400″ class (later class 50) DP2 pictured at Peterborough North in August 1964.
Built in early 1962, DP2 was used extensively to gauge just how powerful diesel traction could be and during one test it managed to start a 16 coach train on an upward gradient and obtained 30mph in just 575 yards ! This immensely powerful engine went on to become the fore-runner of the class 55 Deltic engines that went on to haul many a main line express right up to the 1980s.
DP2 eventually came to grief on 31st July 1967 at Thirsk. While hauling a passenger service, it collided with derailed cement wagons, the damage being so severe that after removal to its owner’s works a decision was taken to scrap the engine, with dismantling taking place in 1968.
Many thanks to Allan Sibley for information on this loco and also to Martin who adds ………..
DP2, meaning Diesel Prototype number 2, was a prototype Type 4 mainline diesel locomotive built in 1962 by English Electric at their Vulcan Foundry in Newton-le-Willows to demonstrate its wares to British Railways. As the Deltics were then in production, it was decided to produce the locomotive on the same production line; the bodyshell used for DP2 reputedly being the eighteenth made. While DP2 looked like a Class 55 Deltic locomotive in outline, there were many detail differences; particularly the large bodyside radiator vents at one end, and the single roof fan as opposed to the four symmetrically placed fans on the Deltics. These differences revealed that DP2 was totally different from the twin-engined Deltics internally, having only a single V16 diesel engine and generator. The loco was later updated with electronic control systems to become the forerunner of the Class 50.
It was of Co-Co wheel arrangement and was fitted with an English Electric 16CSVT engine of 2700-hp. It had a maximum speed of 90 mph and weighed 105 tons. It was initially painted in standard BR Brunswick Green livery and later (from 1965) in two-tone green livery with a light green lower bodyside band.
BR tested it initially on London Midland Region services out of London Euston and later on the Eastern Region from London King’s Cross. Here it was frequently rostered on Class 55 diagrams but had difficulty in keeping to schedules – possessing only 82% of the power of a Deltic. On 31 July 1967 it was involved in a serious accident at Thirsk, colliding at speed with the de-railed Cliffe (Kent) to Uddingston (Glasgow) cement train. The damage proved to be so great that it was considered uneconomical to repair. It was withdrawn from BR service in September 1967 and moved to the Vulcan Foundry where it was stored until it was scrapped in 1970, its reusable parts being provided to the Class 50 pool of spares, its engine initially went to D417/50 017 ‘Royal Oak’, but ended its working days in 50 037.
Three superb images of GNR 4-2-2 Stirling Single No.1 at Peterborough North on an RCTS railtour in the 1930s.
The engine was built in the early 1870s and though it may look cumbersome by later steam design standards, it was capable of averaging in excess of 60mph on long hauls up and down the main line.
Thomas the Tank Engine fans might recognise the character ”Emily” who was based on this engine which is preserved to this day and on show at the National Railway Museum in York.
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