EMAILS RECEIVED IN THE SHEDMASTER'S OFFICE

Contact the Shedmaster Nine Elms if you want to get in touch with any of the writers you see below.

Email response from Alan Goodwin :
I am a train driver based at Tonbridge, Kent, and old enough to have been thrown out of 70A when trying to 'bunk' the shed! Re Paul Cooper’s e-mail. The only information I have is from John Bird’s 'Southern Steam Surrender'. He records that 73029 was a Nine Elms loco at the beginning of 1966 and also from 1st January 1967 to the 9th July. If no information to the contrary it might be reasonable to assume it was a Nine Elms loco from January 1966 to the end.

If it of any use to Mr. Cooper I can provide him with some of 73029’s workings during the last five weeks of steam, which brings me to my request. For some years I have been recording as many steam workings as I can from those last five weeks, i.e. from the 5th June 1967. Your website is one that has been very useful to me. If Paul Cooper, or indeed, yourself and any of your colleagues or contacts with diaries or photographs of that time could provide me with any information I would be extremely grateful. I probably have most of the Bulleid workings as they were pretty well photographed and documented, but there are many gaps in the Standard locomotives work, especially those Guildford ballast jobs (hardly surprising). I guess there wasn’t as much interest in them at the time.

Another name that was mentioned by Tony Clare on the (Merchant Navy injectors) item was Terry Potter, this sounds like my old chum from Worcester Park, we fired together at Nine Elms in the sixties and the last I saw of him was in 1965 when he told me he had joined the Bluebell Railway as a fireman. I by then had also moved on and the rest is history. Is this, I wonder, the same Terry Potter so mentioned?

Email from Ron Petrie :
This is the short answer I can give the long one if it is required. No steam locomotives injectors will work with a feed water temperature of 38c / 100f or above. If water had been taken from a road tanker that had been sitting out in the sun for hours this problem does not surprise me. I can remember this problem with the condensing locomotives the N2s at Kings Cross. I think all locomotive owners that use road tankers when out on the main line in summer should be made aware of this.
Please pass on to Tony Clare MNLPS. Regards Ron Petrie C&GLI (Boilers) 70A Engineman.

Email from Bob Cartwright :
One idea that came up in conversation was that the delivery pipes may be scaled up. If this be the case they would need uncoupling, one end bunging up and then filling with an acid to dissolve the scale. It would also be an idea to check that the clacks have uninterupted movement. One can only assume that the tender and sieves have been cleared, a filthy job that I remember doing once when I was a cleaner boy.

Email from Alan Newman :
In response to Tony Clare I can only recollect one incident of both injectors suffering a problem. The problem I have I am not sure what I am going to say next is any better than a old wife's tale. The incident I recall was at Branksome we had worked the Down Bournemouth Belle. It was a very warm Sunday and while we stood in the yard we had problems with both injectors. My Driver was Jim Robinson (Senior) he thought the problem was the feed water had become very warm due to standing still for for over one hour. Jim opened both water feeds and let the water run for several minutes until it ran cold and the injectors had cooled down. The strange thing is they both worked perfectly after this. Sadly I cannot be sure which engine it was for certain, but I think it was 35016. We did not have any problems on the return to Waterloo.

Jim Lester commented:
Personally I never had any problems at all with them and actually found them to be extremely good performers!

Email from Tony Clare from Merchant Navy Locomotive Preservation Society:

My interest in the (Nine Elms) depot is the fact that I started the Society that preserved 35028 and when she was transferred from Weymouth depot in March 1967. I went to see the shed master Edwin Richardson in the January to start finding out if 28 was the best Merchant left to save given that we wanted to keep her in ‘working order’. He kindly let me visit whenever I wished. Incidentally I invited Edwin, the last shed master, out with 28 on a trip last year not having seen him since 1967. I visited Nine Elms many times in 1967 and got to know the mechanical staff especially Jim Cook very well and the boilersmith Percy...? quite well. Jim gave us his copy of MP11 the ‘bible’ for loco maintenance, which was used until recently for scheduling maintenance. I only knew a few drivers, but over the years got know Fred Prickett very well and he used to come and stay with my wife and I when we lived in Wales. I shall do an article about Fred for your website in due course, which will contain some interesting tales. He was ‘on the shovel’ until he was 41, which was quite late even in the 1940’s. I also got to know Bert Hooker well another fine engineman together with Jim Evans, who I haven’t seen for quite a few years and Gordon Porter and Gordon Hooper. We also had as members of the MNLPS, John Silvester, who was at Nine Elms in the 1950’s and Terry Potter, who was a fireman at Nine Elms in the 1960’s. I have a photo of Terry that should suffice for your collection. Until he died a few years ago we had Jack Finch as a member, who up until his retirement was regional boiler maker, but for many years was the boilermaker at Nine Elms.

35028 had a problem in June when the injectors both failed and she dropped several fusible plugs in the firebox and had to drop the fire out on the main line. Since then, despite exhaustive tests and renewal of steam, combining and delivery cones in the injectors, we have not been able to get to the bottom as to why they failed. I am hoping that some of your ex colleagues might be able to bring out a bit of their wisdom and experience on this matter, because I cannot believe this is the only time this problem has ever occurred. It is by far the most difficult problem we have had with the loco since it was bought from BR all those years ago.

When I used to sneak into Nine Elms shed as a lad, I recall an enormous spanner leant against the wall adjacent to the turntable. I have often wondered what this was for as it seems too big to be of any use? Any thoughts as to its purpose, or did I imagine it?

Jim Lester confirmed to the Shedmaster a few days ago that the 'mystery spanner' did actually exist, but it's precise function remains shrouded in the steam and smoke of history!

The Shedmaster heard further comments at the 2010 Reunion to the effect that the likely use of the spanner was to work the central pivot nut on the turntable.

Just like to say thanks for a fabulous web site, which I can't stop reading - it's stopping me from working! My grandmother, and later my parents, lived in Brighton and I used to go down each summer, spending time in Brighton shed, and at Woking and Basingstoke. The Bulleid pacifics were a favourite. I'm completely fascinated by the stories of footplate men.

First I would like to say what an evocative site this is. I can't quite put my finger on it but its superb, maybe because you focus not just on the locos but on the men as well. I am a driver at Victoria (Gatwick Express) and of course our depot is Stewarts Lane and being born in 1963 I am too young to know anything regarding Nine Elms as a depot. But try as I might, I cannot find any maps or track plans of Nine Elms especially the turntable area. Are you able to help me in this matter or point me to any books on the subject, as I would like to produce a small OO gauge model of Nine Elms featuring the turntable and the block of flats behind it.

Les Hoath has suggested:

Can I suggest in answer to Jonathon Wagstaff e-mail, that he clicks on the History section then - Early Nine Elms maps.

The Shedmaster replies: keep watching the Nine Elms website - I will be adding some photos shortly including from the coaling tower in the 1960's which show much of the track layout.

I wonder if the visitors to the 'Nine Elms' site could help me. A friend of mine is trying to trace his family history and is doing quite well, but there is a matter on which he requires help. He is anxious to find any information about his Grandfather, the details are as follows:-

Name. WILLIAM RICHARD GOLDSACK
Born. 1878
Grade. Guard.
Depot. Orpington / Petts Wood
Lived at Farnborough Kent in the 1920s to the 1950s.
Retired. 1945/46
Died 1952.

Any information no matter how trivial would be welcomed.

Looking at Bryan Benn's latest article he mentions an O'Sullivan at Nine Elms in 1965, I must confess not guilty on this one. The O'Sullivan he was talking about was, I think, in fact driver Jim Sullivan whom I knew very well but was not related to in any way. I hope that clears things up for Bryan.

Bryan Benn's story page

Does anyone have a listing of duty numbers (numbers displayed on white route discs) and their details, for Nine Elms and other depots for the 50’s 60’s period ?

Further to the earlier mysteries, there is a mention in the Nine Elms book by driver Jim Evans, of 34034 returning to 70A in August 67, for repair to a hot box. Page 47 shows it in Surbiton goods yard. It apparently returned 6 days later. If true, someone would have photographed it there. This would make it the last steam job at the Elms. Who were the fitters? Where did they come from? The story of the depot will never be complete until this and other post-closure events are documented, to close the book on the history of Nine Elms.

In 45 years of railway interest, I have never seen a detailed account of what closing a depot actually entails. This site, with the many ex. Nine Elms men sharing their memories, offers a unique chance to put down on record exactly what happened after July 9.

After the closing day, there must still be many tasks to carry out, beyond just towing away dead engines. Various books and magazines carry snippets of information. We know the footplatemen either retired or transferred to Waterloo but, what about all the other staff? Apparently, the clerical staff stayed on for a while, before moving to Feltham. When was their last day at the Elms?

The stores must gave needed clearing out, who did that? Where did all the spares and other tools go or, were they just left there and abandoned?

Some photos taken after July 9, show all the roads outside the New Shed, empty yet, other pics show locos pulled out of the shed for tender emptying. So, which diesel shunted the locos, an 08 or 33 perhaps? Did it stable there, or just arrive as required?

The coal removal was carried out by the rail mounted steam crane, that must have scuttled around the depot for a few weeks after closure. These were therefore the last steam movements at Nine Elms. Who drove and fired it?

Did the breakdown train leave on July 9 or, 10? When were the various wagons removed? On what date were the last dead engines towed away?

How many months between operational closure and, total abandonement of the site, leaving it to the demolition men to finish off? Many questions I know but, the complete record of the final end of Nine Elms is still to be told.

I have been commissioned to write an article on the 82000 class tanks which NE men used on the ECS workings to/from Waterloo. This piece is being done in conjunction with the 82045 org. who are building one from scratch at the SVR. If you, or any of your pals, have any photographs of these engines that you could lend for publication with the article they would be most welcome. I am committed to giving some of my fee to the project, but I would be happy to make a small payment for any photos, if that was what was needed/wanted. Any photos used would, naturally, be credited to the photographer/provider.

Looking at Roger Carrell's email I remember the fumigation of the cabin in '62 ( I thought it was for bedbugs at the time ) so I am glad that has been cleared up.

The story about standing by a.o.. ( as ordered ) reminds me of the time when in the dual link and my driver Tommy Coles was tram driving I was sat in the cabin a.o. when Len Trigg popped his head round the door and said "ere look pop round on 340-- and get her ready the fireman's dropped it ( gone sick )" - and a wonderful old driver appeared on the footplate, his name was Dicky Knopp and a really nice gentleman. Having got the loco prepared and now standing outside the top yard shunters cabin, Len Trigg said to Dicky " 'ere look, hang on a minute I got fireman Withey coming on in a minute - he can take over look...". As I was only 16 and never been past Clapham, the loco was going to Salisbury on a runner but Dicky had other ideas. He asked me if I would like to carry on and complete the turn, then told Len Trigg "he's ok, he got the loco prepared, he'll do the turn..." This was my first trip down the main line and under the guidance of this wonderful man, it went like a dream.

And as for the table gang, that was my first posting. Eight months earlier, I was with driver Bill Austin - he was a wonderful man and I learned a lot from him, especially on shed safety. As for prep and disposal I always enjoyed handing over an engine having made sure that all was well, a good fire, footplate cleaned, windows wiped and coal trimmed and a smile, plus a nod from the senior fireman.

I'm not, and wasn't (eyesight problem) an engineman but always wanted to be (I am a long time railwayman though) and I remember my first holiday to Ilfracombe behind your locos and crews, and later ones to Weymouth, Wareham etc............and then I spent all of my paper round money riding the last express steam services in England in 1966/7. The steam crews were our heroes, still are!

Firstly, let me say what an excellent site! I never worked on the railway and it is so refreshing to hear the views of ‘real’ railwaymen who actually relied on the railways to pay their wages. I have grown tired of the various articles in the railway press by written by ‘enthusiasts’ and ‘experts’ whose background was far removed from that of the actual railwaymen. I always find them patronising.

However, I do have a sort of affiliation with Nine Elms on two counts. A mate of mine used to live in Brooklands Road and their house used to back onto the turntable, it is actually his bedroom window which appears in the background of many of the shots of the turntable! In the mid sixties we would spend hours around his mum’s house listening to the Beatles, Stones and Bob Dylan. We had no interest in railways then( they were just part of the south London backdrop,) I don’t think we even bothered to look out of the window at the turntable! I do remember we were sitting in his mum’s kitchen one day in 1966 when there was an almighty ‘explosion’, we all jumped off our chairs crying, ‘What on earth was that?’ His mum didn’t move and calmly said, ‘Oh, it’s just the railway over the fence’ and carried on with what she was doing. The kitchen could only have been 20 feet at most from the end of the turntable and the engine cylinder cocks were probably opened.

My other tenuous connection with Nine Elms is that some years later I joined the MNLPS and had the honour of meeting Fred Prickett. What an absolute gentleman and what a wealth of knowledge. I remember Fred took any new members under his wing and immediately took you up onto the footplate and showed you what was what. When the engine was in steam at Hereford, Fred would always encourage you to actually have a go at moving the engine, obviously under his supervision. To say I drove 35028 is an exaggeration ( although I do tell people I ‘drove’ it, well it sounds impressive in the pub!) I moved the regulator and the brake with Fred stood beside me. Tame stuff for you chaps but thrilling for me.

35028 is still going strong but dear old Fred, Nine Elms and my mate’s mum’s house are all just a memory.

Thankfully, those memories live on through your site. Peter Clift

Firstly may I thank you for your website's contributions to my Torrington Milk request earlier in the year. They helped to make up 3 articles in my group's magazine. May I now ask something else, this time closer to home than North Devon? In the March 1963 edition of Modern Railways magazine it referred to Schools Class locos being used on snowplough duties after their mass withdrawal at the end of December 1962. You'll remember that the winter of 1962/3 was a terrible one. I have a photo of 30921 in store at 70A in March 1964. There were also two other Schools' stored there at the same time. Could these 3 have been retained into 1963, after withdrawal, for those snowplough duties? I know that 11 Schools tenders were converted into snowploughs but that was in 1964 so is of no relevance to this enquiry. I'm not convinced that using locos with 6' 7" driving wheels on snowplough duties would have been a good idea, but does any of this mean anything to anybody?

Barry Lewis has commented:

I could not think of a locomotive less suited to snowplough duties than a Schools, great engines though they were. At Stewarts Lane we had a redoubtable Ashord C class 0-6-0 assigned to this duty. I would have thought that a similar simple solid reliable 0-6-0 engine (a 700 class possibly?) would have proved a far better prospect on the South Western?