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GCR London Extension - express passenger workings

The London Extension is a big subject and I'm going to start with a look at the first years and express passenger traffic to and from Marylebone. Many of the photographs are not dated, or the date is suspect but the locos changed quite a bit at first so I shall try to arrange them initially by approximate year of loco construction.

And focus on the Marylebone end where at first the GCR had to share the Metroplitan's suburban line out of Baker Street and the GCR service was photographed a lot.


The Pollitt Class 13 4-2-2 singles did not last long on the extension and by 1903 had been transferred from Neasden to Leicester from where they could still reach Marylebone, of course, and by 1904 to the Cheshire Lines where the work was less demanding. No 967 is passing West Hampstead in 1901 with the 5.40pm Marylebone-Manchester express. The five carriages included two of the clerestory catering cars. Photo: author's collection.


The date is approximately 1900 and Pollitt 4-4-0 Class 11A No 872 is near Northwood with an Up express made up with four gangwayed Parker carriages. This was a common length for some time. Photo: author's collection.


Northwood, not far from Pinner was a popular location with photographers and this Up train is headed by another Pollitt Class 11A but with a secondary service. At first the headlamp code was the same for all the GCR trains running along the Metropolitan and it can be hard to distinguish between the long distance flyers and the intermediate secondary services. Photo: author's collection.


In 1901 Robinson introduced the more powerful Class 11B 4-4-0 and No 1022 (built 1902) is approaching with another secondary service. Photo: author's collection.


Class 11B No 1033 was built a month later and is in charge of a heavy gangwayed express made up to 6 carriages, probably from Manchester. Photo: author's collection.


Ah, the sleek lines of another Class 11B, so sad that they were all rebuilt with larger boilers as Class 12D; more powerful they may have become, but at the expense of their good looks. The Edwardian era ushered in some of the most handsome locos the country ever saw, especially the 4-4-0s, and this was one of the best. No 104 is approaching with another tidy four-carriage express. Photo: author's collection.


When rebuilding of the 11Bs started, Robinson had already introduced his "Atlantics", initially Class 8A (LNER C4), one of which, No 1086 is passing with a gangwayed express that has been made up to five carriages. Photo: author's collection.


This time it's one of the compound "Atlantics", Class 8D No 258. All four were named, albeit not very attractively to the travelling public, after senior officers of the GCR, this one The Rt.Hon. Viscount Cross GCB GCSI. Photo: author's collection.

The Newcastle-Bournemouth

The precursor to the long-lived Newcastle-Bournemouth was established quite early, in 1901, although the timetables referred to through carriages and the main train was known as a York-Bournemouth service.

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The date is 15th April 1911 and in a scene at Ashby Magna, the 10.23am York-Bournemouth is passing, headed by GWR Dean single No 3073 Princess Royal, with Leicester pilot Class 11B, No 1037. How far the single had worked earlier is unknown but my guess is between Oxford-Leicester. A GCR loco would have brought the train from York to Leicester. Photo: author's collection.

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This is a tiny print showing a Dean single at Leicester, date unknown, probably similar to the picture above. At least one Parker carriage can be seen with a 6w strengthener behind the tender. It looks like a GWR one and its addition to a cross-country express beggars belief. All I can do is quote a GWR authority at Pendon who states blithely that the GWR did not rate the cross-country services very highly and thus supplied poorer carriages than the GCR. I once spoke to somebody who travelled on these trains and he recalled that there were definite differences between the carriages provided by the two companies and it helped to seek out the better ones. It looks as if the northbound train had been over-crowded and needing to add a strengthener to a gangwayed express with catering, the GWR had added an old banger - in which the passengers would not be able to reach the catering. It's possible that the GWR, given its provision of motive power in the shape of a single, wouldn't have wanted to add too much weight.

A general question arises about the GWR's choice of motive power for this service bearing in mind the preceding picture with around eight carriages and an 11B 4-4-0 placed in front of the GWR single. The Leicester station picture shows part of the tender of a GCR loco as well. It's possible that assistance was provided where the train left GWR metals for the GCR, ie. at Banbury. The GCR's ruling gradient was 1:176 but the Banbury Branch had some 1:100 where trains leaving Banbury are known to have stalled and my feeling is that GWR singles would not have been up to the task and had to be assisted by a GCR loco, which could have provided by Woodford. Photo: Author's collection.

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An enlargement of the Dean single's name and number plate. Three viewers, John Suckling, Neil Parkhouse and Frank Routledge, identified it as 3056 Wilkinson.

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Later developments

In 1911 the train was modernised with a 6-set of Robinson matchboard carriages (details to follow).

To be continued...

GCR carriages: London Suburban - are here.

GCR carriages: Banrnums - are here.

GCR carriages: Matchboard - are here.

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