Gareth Evans visits Didcot Railway Centre and learns about the latest motive power developments at the Oxfordshire home of the Great Western Society.
Entering Didcot Railway Centre is a step back in time – an oasis of Western Region heritage surrounded by a busy triangle of main line passenger and freight traffic to Paddington, Oxford, the West of England and South Wales.
The former steam shed serves as the headquarters of the Great Western Society (GWS) and is home to an invaluable collection of buildings, rolling stock, infrastructure and artefacts.
Preserving the past can also mean keeping up with the present. A new, fully accessible pedestrian entrance is under construction (RM May) and following the restoration of the coal stage, the engine shed is due be sensitively restored.
There is an awareness that the operation has to be commercially sustainable while maintaining interest and not dumbing down the offering.
On the day of my visit – Saturday, April 13 – it was an ‘off-peak’ diesel day, with both the Class 14 and 31 in operation. The centre was bustling with families. It’s easy to forget the vastness of the site and quite how much there is to see and experience.
While some enthusiasts may be more selective about visiting when their favourite loco is in operation, a regular member of the public may appreciate a train ride in one of the finely restored vintage carriages. As a result, there is a role for smaller steam locos (which are more economical to use) as well as diesels; both of which help to keep the costs of operation in check while still providing interest and value for money for visitors. Larger locos continue to operate on key days.
The engine shed and part of the loco workshop are open to the public, but for safety reasons, a lot goes on out of the public gaze – so it was time for The RM to find out the latest developments.
Steam loco strategy
In terms of deciding which locos will return to steam, locomotive manager Leigh Drew outlined some of the considerations: “I never say never for any of them, but it’s all money and workshop capacity. I know a ‘Hall’ is different to a ‘Saint’, but while we’ve got the ‘Saint’ running, do we need a ‘Hall’ in traffic?
“The ‘Hall’, ‘Saint’ and ‘38XX’ have the same boiler size – they all take about the same amount of coal and water to run. The enthusiastic part of me would love to see as many as possible of them in action – but clearly, we have to be realistic.
“You could say the same about Large Prairies Nos. 4144 and 6106. With No. 4144 in ticket and in good condition, do we need two of them at the same time? That’s not to say No. 6106 will never steam.
“Everything here has run at some point – No. 5900 Hinderton Hall and No. 6697 not that much, for example, but all have steamed. No. 6697 is in the same category as Nos. 4144 and 6106 in terms of boiler size.”
Richard Jermyn, general manager said the vast majority of locos on site are either owned in their entirety by the GWS or the society holds a 50% share in them.
He added: “We are exhibiting them in an authentic setting. The list and order they’re overhauled in is more about what may work commercially – be it operating them here or hiring them out.
“We need a certain number of locos to run the site – and if we can hire some out, it helps us financially. It also means we’re not just repeating the same show. Rotating the locos and hiring them out helps continue to attract people here.”
Maintenance programme
Hunslet 0-6-0T King George is in traffic. “It’s a nice, economical engine for us,” enthused Leigh. “It had the side tanks fitted with the idea of it being a ‘famous blue locomotive’, but due to Covid-19 we stopped doing those events. It’s not a permanent conversion – the saddle tank can be refitted in future if desired. However, after we decided to stop doing those particular events, we assessed the condition of the saddle tank to put it back and it was not as good as the two new side tanks we had, plus we needed a small loco in traffic, so we continued with the conversion.
“It runs nicely, it’s popular with the crewsand being blue, the livery is different to other steam locos here. Families love it – a little engine with a name on it. It’s proving to be quite a hit!”
In mid-April, GWR Large Prairie No. 4144 was undergoing routine maintenance.
“It’s proved popular wherever it goes,” said Leigh. “It’s due to go on hire to another heritage line for a few weeks this summer. It’s been out regularly – it’s probably our best earning engine at present. We chose to mainly keep it here this year.”
A new brick arch is to be fitted and the motion is due to receive attention prior to it going out on hire. With the 2-6-2T having received its last BR overhaul in early 1964, only to be withdrawn in May of that year, many of the bearings are Swindon Works products. Since then, No. 4144 has operated 18 years in service on BR bearings.
Leigh added: “It’s a good economical loco and commercially, it would be helpful if it had a name on it to help the interaction with families. Named engines always seem to strike a chord with the public.”
Restoration and overhaul work
The restoration of GWR 2-8-2T No. 7202 from Barry scrapyard condition continues to progress. The boiler is the last big piece of the jigsaw – plus the plumbing.
“No. 4144 comes out of ticket at the end of 2026, so we hope that by the end of 2025 we would like to see the ‘72XX’ replacing it in our fleet,” said Leigh.
“Although No. 7202’s boiler is a bit bigger than that on No. 4144, ideally, we would like to have a year with them both running. This would enable No. 7202 to have its first season here to remove snags etc before it starts to go out on hire.”
No. 7202 is one of three class members in preservation, none of which have been returned to steam – so performance is something of an unknown in the heritage railway era.
“I expect it will be able to pull anything,” said Leigh. “Hopefully for that reason it will be a hit in the heritage railway scene. We believe it will happily haul nine-coach trains at 25mph.”
Richard agreed: “While it will be a headline act to start with, after that it will be great for someone who wants a solid engine to haul peak season heavy trains.
“It’s not going to be glamorous, but it will do the job you need it to do in an efficient manner. It’s similar to a ‘52XX’ or ‘38XX’ – powerful locos which have been found to be economical to run.”
Work on returning 0-6-0ST No. 1363, the oldest GWR-built loco at Didcot is progressing well. It has been out of action for more than 40 years.
“We are cracking on with it,” said Leigh. “No. 1363 has had a new bunker and new rear section of frames – plus all the motion has been checked, and new bearings and pins fitted as required.
“The last two large components for No. 1363 are the boiler and tank. The boiler is receiving reasonably extensive work. Repairs to the tank are well under way, with the replacement of rotten sections. I’m not going to put a date on it, but hopefully it won’t be too much longer.”
As is the norm for the GWS, it is planned for the loco to spend a year at Didcot following restoration, before being made available for hire.
Leigh said: “South Devon’s No. 1369 is essentially the Pannier version of No. 1363, so our loco has the potential to do the same duties as No. 1369. It’s an ideal loco for us here – much like King George – and for us it will fill that slot. An added attraction is that No. 1363 has got main line heritage – plus it’s unique.
Having last operated in 2016, GWR ‘57XX’ 0-6-0PT No. 3650 is undergoing overhaul. It is one of the few locos on site not owned entirely by the GWS. It is being returned to steam by its owner, a GWS member, and the society.
“It ran for approximately nine years on its last ticket – it was the condition of the tyres which finished it off, so new tyres are a key part of this overhaul,” explained Leigh.
“The re-tyred wheels recently returned to Didcot after fitting and machining at South Devon Railway Engineering.”
New tanks were delivered in mid-April and placed temporarily on the loco, along with the cab roof. The boiler is having similar repairs to Nos. 1363 and 7202 – except that where possible the work is being done by a volunteer team. The boilers for Nos. 7202 and 1363 are being overhauled by contractors, which are based at Didcot on a self-employed basis and work for other groups.
The work on all three boilers includes the replacement of sections of the throat plate, door plate, back plate and the two side sheets. The Pannier’s plates have been fitted up but not yet prepared for welds – whereas those for Nos. 7202 and 1363 have had the first welds completed.
“The order for the tubes for Nos. 7202 and 1363 was placed at the end of 2023 – delivery is expected by late May – that’s the lead time. While we don’t need the boiler tubes just yet, if we’ve got them here ready to go, we can progress that stage once we reach it.
“Both locos require new front tubeplates – which are also to hand – fitted first. Saying the tubes will be on site sounds like it’s almost home straight time, but it isn’t. All the required components are coming together nicely but it’s then about completing each stage.”
Others in the pipeline
Robert Stephenson & Hawthorns 0-4-0ST Bonnie Prince Charlie (BPC) has been moved into the workshop for assessment.
Under the guidance of some of the workshop team, younger volunteers are currently undertaking work to assess the feasibility of the loco going further into a full overhaul. It will include things like lifting the tank and cladding to assess the condition of the boiler.
If it is deemed feasible, those aged 16-18 will be able to get some hands-on experience before they assist with other projects.
“The work currently being done to the loco will help it either way,” said Leigh. “If it can go ahead, it potentially can take the place of Trojan when it comes out of traffic. BPC has a name and it’s an 0-4-0, so it ticks several key boxes for operation at Didcot.”
Based on information to hand from when the loco was last overhauled, it is expected that not too much work will be required – but it will remain an unknown until the assessment is complete. However, if it is deemed too expensive, the loco will remain a static exhibit for the foreseeable future.
Construction of new-build Hawksworth 4-6-0 No. 1014 County of Glamorgan is ongoing inside the workshop at Didcot.
Components required for the chassis and boiler are being sourced with a view to the boiler returning to contractor HBSS in Merseyside by end of the year. Outstanding items include a regulator and a header – plus boiler tubes.
Profiling of copper piping and fitting cladding for the backhead are underway. Completion of the valves and cylinder lubrication system is progressing.
Outside motion is to hand and awaits fitting, while a lot of the inside motion has been machined at Tyseley Locomotive Works. Final fitting of the con rods has started.
The tender is close to finishing – it awaits the completion of cosmetic work, plus a water test. It is estimated that approximately £150,000 is required to finish the loco.
Also in the works is the Fawley Hill Railway’s Hudswell Clarke 0-6-0ST No. 31 (1026/1913), which arrived in January for its 10-year overhaul. With its home line being a mere 30-minute drive from Didcot, it is the closest railway workshop that the line’s volunteers can work on their loco’s overhaul. The boiler is also receiving attention at Didcot, including the fitting of new tubes.
Meanwhile, ‘14XX’ 0-4-2T No. 1466, the Society’s first engine, bought from BR in April 1964, is undergoing contract overhaul at the West Somerset Railway’s Williton works.
“The chassis is complete and the boiler is now back to being one complete article, having received a multitude of work, including a new inside copper tubeplate and doorplate within the firebox,” explained Phil Morrel, project manager for No. 1466.
“By the end April, all of the crown stays had been fitted – and fitting all of the steel and copper side stays was underway. Next will be the fitting of the boiler tubes, which have already been delivered – and we will then be on to hydraulic and steam testing.
“We are running a bit behind on schedule, but this is mainly down to external factors beyond our control.”
Steam railmotor No. 93 is likely to remain a static exhibit for the foreseeable future. The boiler certificate expired in spring 2021 and the vehicle awaits a boiler overhaul and considerable remedial work to the exterior wood cladding, which has not lasted well.
While the framework and internals are fine, the plywood panelling has separated and will have to be reskinned. The problem is, Didcot’s carriage and wagon department volunteers are committed to restoring Churchward third class, nine compartment ‘Dreadnought’ coach No. 3299, and does not enough team members to work on both projects.
No. 93’s boiler is believed to not require much work, but finding a contractor to repair No. 93’s bodywork will not be straightforward, as the work is specialist in nature.
Leigh said: “Another problem is that we can’t remove the boiler without the coach body being disassembled, as we haven’t currently got a crane operational which can lift sufficiently high. That brings us to the question of what happens first. There are a couple of people working on our 50T crane – it’s happening – but it’s a slow, big task.”
Cosmetic attention
In mid-April, ‘Manor’ 4-6-0 No. 7808 Cookham Manor was stabled inside the works.
“It’s not in here for any major work,” explained Richard. “During the winter we have too many display locos for the main shed, so some of them come into the workshop as we’ve reduced the number of locos we’re working on at any one time. At one point, we had up to 10 locos on the go.”
Leigh said: “Since King George and Pendennis Castle returned to steam, we’ve not dismantled any other locos, which has freed up some space. I suspect Cookham Manor will get some cosmetic attention in due course.
“Being dry stored means they don’t deteriorate as quickly as they would if they were stabled outside, but locos have got to be looked after. There are a couple of locos, which even though they may not be returned to steam for the foreseeable future, require a level of restoration to keep them as museum pieces. It’s not to say the ‘Manor’ will never run again – but it’s important to look after it.”
Another loco which is receiving cosmetic attention is gas turbine loco No. 18000 which is displayed by the turntable, affectionately known as ‘Kerosene Castle’, which is on loan from the Waterman Heritage Trust (WHT).
“Part of the agreement is that the GWS has a limited obligation to keep it presentable,” said Richard. “Clearly, if the costs begin to get larger, WHT will then help. Some of our volunteers are working on it. They’re trying to deal with the valance, which has rotted away. Once that’s in place. I suspect it’s appearance will be transformed.
“Since it returned to Britain from Switzerland, no metalwork was replaced – the attention it received was more along the lines of another coat of paint. Eventually, you reach a point where you can no longer apply a coat of paint if there’s nothing for you to apply it to. That’s the point where we got to. We’re at the end of the chain – where it was gradually rotting away because we did not control it before that.”
Leigh stressed: “It’s not sat there rotting – it’s got a team with a plan. It may take some time to get there but there is a commitment.”
Former ‘Barry Ten’ GWR 2-8-0T No. 5227, which donated key components for several new-build loco projects is no longer going to be broken up. It has been bought by Andrew Cole as a long-term restoration project. It has received cosmetic attention.
The diesel fleet
A small but varied diesel fleet is on site – including BR Class 08 No. 08604 Phantom and Hunslet 0-6-0DM No. DL26, loosely based on a BR Class 05, both of which are operational.
Class 14 No. D9516 was acquired to enable trains to be run in a cost-effective manner on what had historically been regarded as quieter days.
“When the coal price shot up 200%, we had to have a Plan B, so I looked around for another diesel,” explained Richard.
“I was offered privately-owned Class 31 No. 31270. Mechanically, the loco is in fine fettle. During the two years it took to arrive here, the bodywork deteriorated – it carries Regional Railways livery. The owner has limited free time available, which has delayed plans to improve the bodywork.”
Richard highlighted some of the commercial advantages of diesel traction: “It does mean that on this weekend (April 13/14) for example, in the past we would either have not run or we would have had to operate a steam loco, which by default costs more.”
GWR railcar No. 22 is normally available for traffic – but the 1940-built vehicle can be temperamental. It is hoped No. 22 will see public service this summer.
Not to be forgotten, ‘Western’ No. D1023 Western Fusilier is on loan from the National Collection and is displayed in the workshop. At Didcot, it tells the next step of the Western Region motive power story.
■ See https://didcotrailwaycentre.org.uk for more details.
This article originally appeared in the June 2024 issue of The Railway Magazine. To read similar articles, subscribe to the magazine.
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