(Readers may recall that some issues ago, a list of the Departmental Depots and Stabling Points was published in the Engine Shed Society magazine LINK. Partially from the response to this I have been able to start the compilation of a detailed analysis of these sites, but one of the aspects that I have found fascinating is the servicing arrangements and deployment of the B1 4-6-Os used on carriage heating. I had not come across any sort of definitive article on the subject so, as well as being just a part of the overall write-up, I hope it will prove to be useful to produce a piece devoted solely to this topic).

Following the elimination of steam in most of East Anglia by 1962, long haul locomotive duties were taken over by diesel traction. However, the speed with which the locomotives were replaced was, needless to say, not matched by that of the rolling stock, and the majority of the carriages remained steam-heated. Of course, this was not a difficulty in itself as diesel locomotives for passenger haulage were equipped with boilers, but a problem arose when it came to pre-warming the rolling stock in the carriage sidings overnight - the neighbours complained!
BR was receiving letters from residents living near to carriage sidings in which stationary diesel locomotives were noisily employed in raising steam for the heating and these were proving to be an excessive nuisance, especially in the very early hours of the morning.

Although it must have been an anathema to a Region that had just banished steam locomotives, using them for a short period appeared to be some sort of solution. With a huge selection of withdrawn locomotives to pick from, why it turned out that they were all Class B1's is not known, but it is more than likely that the fact that they were generally only about 20 years old came into consideration. In 1963 a number of these 4-6-O's was available at March MPD, and in the autumn the first batch - Nos. 61059 (17), 61181 (18), 61204 (19), 61205 (20), 61233 (21 [2ndl), 61252 (22), 61300 (23), 61323 (24) and 61375 (25) - was organised, ready for dispersal across the area to carry out the work. Even at this stage it was not all plain sailing as No. 61323 lasted only a couple of months before failing and was withdrawn. It did not receive its Departmental Number, 24, and this was given to No.61375 instead.
As these locomotives were no longer registered, nor insured for revenue-earning service, the drawbars were removed from the locomotives (although not the coupling hook) to prevent them from pulling trains, but anecdotal evidence suggests that there were numerous instances of "unauthorised use", not least when one of the Norwich Thorpe MPD-allocated engines was deployed on a freight to March.
Thanks to the recollections and research of Vince Christie we are able to record some of the details of those allocated to Norwich Thorpe MPD (17, 19, 20 & 26). These locos were used at three locations - Norwich Thorpe, Lowestoft and Yarmouth Vauxhall stations. During the winter of 1963/64 they were rotated on a weekly basis, probably to ensure that each of the locomotives was able to make use of the only surviving coaling plant in the area, at the closed Lowestoft MPD. They returned to Norwich Thorpe MPD on Saturday for light servicing and despatched on Sunday, ready for use for the Monday morning trains. The loco at Lowestoft stabled in the goods yard or at the closed MPD during the day, where it was able to use the engine pits to dispose of ash, and moved to the carriage sidings in the evening. The weekly rotation ceased during the winter of 1964/65, following the demolition of the Lowestoft coaling plant in the summer of 1964, and the coaling arrangements then available are unknown but almost certainly consisted of hand coaling from a coal wagon in the East Anglian area, apart from Norwich Thorpe MPD, locomotives were also allocated to sheds at March (18 & 26) and Ipswich (22). The primary, although not exclusive, use for the two locomotives at March MPD was to ensure that diesel locomotives remained operational throughout the winter. During the previous January a line of 18 engines had totally frozen up and using the B1’s was seen as a temporary method to counter this potentially serious problem.
Three other locomotives were moved to locations at Kings Lynn (24) and Cambridge (21 [2nd] & 23). The Kings Lynn locomotive was stationed at the Carriage Sidings there and Derek Barham, a former fireman and driver at Cambridge MPD has been able to furnish us with details of the servicing arrangements at the latter. Following the closure of the MPD on 18th June 1962, the building was demolished and a Servicing Point established in the yard. The two B1 s were serviced here and travelled under their own steam to the Carriage Sidings.

Just as the withdrawn B1s were being utilised on carriage heating in East Anglia, life-expired Capital Stock B1’s were starting to be similarly employed in other areas. At Kingston upon Hull Nos. 61010, 61032, 61406 and 61255 were successively used between 1965 and 1967 for warming coaches at Hull Paragon Station and two depots in the GN area; Kings Cross and New England supplied similar locomotives. No.61200 of Kings Cross MPD was extensively used at Wood Green between 1961 and 1963, and numerous B1s from New England MPD were stationed at various points in the area, principally Hitchin and Holloway Park Carriage Sidings. Nos.61314, 61389 and 61272 [later No. 25] were noted in use at Hitchin during December 1963, but the use of specific engines on this task only continued until February 1964 when the B1 on the afternoon pick-up freight was seconded as required. Subsequently, No.61105 [later No.27 was observed here on 25th November 1964 and No.61274 on 25th December 1964 - warming a row of diesel locomotives as a prevention against freezing up. Between January and March 1964 no less than seven locos were noted on carriage heating at Holloway Park Carriage Sidings: 61041, 61097, 61105 [later 271, 61109, 61138 [later 26], 61162 and 61302.
After April 1964 all the locomotives were serviced daily at the home depot and, if they ran out of coal or water, hauled back "dead". When a steam generator was installed at Kings Cross in December 1964, and the one at Hornsey renewed, use of B1 s on these tasks all but ceased, and after New England MPD closed to steam in the following month its remaining allocation was either withdrawn or dispersed. Three of the B1’s were reprieved and added to the Departmental List in early 1965. No.25 (as No.61272) was already in use for carriage heating at Hitchin, No.26 (ex-61138) became a direct replacement for the withdrawn No.20 and No.27 (ex-61105) was sent to a new location for carriage heating: Parkeston Quay.

In August 1965 No.61194 was withdrawn from service, renumbered as No.28, and sent to Stratford for use at Thornton Fields Carriage Sidings - the final allocation to the East Anglian area. The second locomotive, No.29 (ex61264) was unique amongst the Departmental B1s as it was never used for carriage heating but took over stationary boiler duties at the shed from No.25, which itself had been seconded from carriage heating at Hornsey in mid-1965.

The last three B1’s to join the Departmental List, Nos.30-32, were transferred in early 1966. Nos. 61050, 61051 and 61315 were officially the last remaining locomotive sat Langwith Junction MPD when it closed on 6th February 1966, but they had probably been based at Canklow MPD since October of the previous year and already in use in Sheffield at Heeley and Nunnery Carriage Sidings when renumbered as 30, 31 and 32 respectively.

THE LOCOMOTIVES

No.17:  Allocated to Norwich Thorpe MPD in October 1963 as No.61059 and transferred to Departmental Stock on 7 December 1963. It was initially used at Norwich Carriage Sidings but later also at Lowestoft Central and Yarmouth Vauxhall stations. It carried No.17 (from March 1964) and returned to the MPD each Saturday during the winter, rotating between the three locations on a weekly basis. It was stored at the shed during the summer of 1964 and reallocated to Ipswich MPD for the winter of 1964/5 (to replace No.22). The locomotive was officially withdrawn on 2 April 1966, sold for scrap to Birds Commercial Motors Ltd. of Long Marston and removed on 17 June 1966.

 

No.17 at Ipswich Wagon Works in 1965 when it was being used, "unofficially" for shunting
and carriage steam heating testing. Ipswich MPD Engineman Reg. Farrow is on the footplate.
 

No.17 at Ipswich

No.17 at Ipswich

No18.(61181) in regular service, passing through High Wycombe with a passenger train on July 7th, 1962.
Alec Swain/Transport Treasury

No.19: Allocated to Norwich Thorpe MPD in October 1963 as No.61204 and transferred to Departmental Stock on 7 December 1963. It was used at Norwich Carriage Sidings, Lowestoft Central and Yarmouth Vauxhall stations, and returned to the MPD each Saturday during the winter, rotating between the three locations on a weekly basis during the winter of 1963/4. The locomotive was stored at the MPD during the summer months (being noted as such in April 1964) and carried No.19, painted directly over the former BR number. It was withdrawn in February 1966 and, whilst in store at Norwich Thorpe MPD, was sold for scrap to A. King & Sons Ltd. of Norwich on 5 May 1966.

No.19 on Saturday May 7th, 1966, awaiting scrapping at King’s Yard, Norwich.
John Howard

No.19 on Saturday May 7th, 1966, awaiting scrapping at King’s Yard, Norwich.
John Howard

No.19 on Saturday May 7th, 1966, awaiting scrapping at King’s Yard, Norwich.
John Howard

No.20: Allocated to Norwich Thorpe MPD in October 1963 as No.61205 and transferred to Departmental Stock on 7 December 1963. It was used at Norwich Carriage Sidings, Lowestoft Central and Yarmouth Vauxhall stations and returned to the MPD each Saturday during the winter, rotating between the three locations on a weekly basis during the winter of 196314. It was stored at the MPD during the summer months and was the first of the Norwich Thorpe allocated locos to receive its Departmental number, No.20, appended to the cab sides on a dark blue background with the former BR number obliterated. The locomotive was used until early 1965 when it required heavy repairs to the smokebox and was withdrawn in March 1965. The locomotive remained at the MPD, in store at the rear of the depot, until 12 May 1965 when it was  sold for scrap to A. King & Sons Ltd of Norwich, towed away, and cut up on 2 July 1965.
 

No.20 at Kings Yard, Norwich in May 1965, shortly after arrival for scrapping.
John Howard

No.20 in the Goods Yard at Lowestoft between carriage heating duties in the 1960s.
Courtesy of Vince Christie

No.21 (2nd):Allocated to Cambridge in October 1963 as No.61233 and transferred to Departmental Stock on 7 December 1963. It was used at Cambridge Carriage Sidings and travelled under its own steam for servicing at the Stabling Point established on the site of Cambridge MPD after it closed on 18 June 1962. The locomotive was stored at March MPD during the summer months of 1964 and 1965 and was observed in steam at Kings Lynn on 22 March 1965. The loco was withdrawn in April 1966 and sold for scrap to Birds Commercial Motors Ltd of Long Marston in May 1966.

No.21 (61233( awaiting to depart from Liverpool Street Station in March 1951.
JC Flemons/Transport Treasury

No.22: Allocated to Ipswich MPD in October 1963 as No.61252 and transferred to Departmental Stock on 7 December 1963. By February 1964 it had been renumbered and although officially in use at Ipswich Station was unofficially utilised on some yard pilot duties and even called out in 1963 to tow D8223 back to the shed when it overran the track into Croft Street, at the rear of the depot ("Great Eastern Railway Engine Sheds", Vol.2, p244). The locomotive was withdrawn in May 1964 and stored at the MPD until sold for scrap to A. King & Sons Ltd of Norwich in 1965.
No.22 at Ipswich MPD in February 1964. Derek Barham

 

No.22 (61252) at ???

No.22 (61252) at ???

No.23:
Allocated to Cambridge in October 1963 as No.61300 and transferred to Departmental Stock on 7 December 1963. It was used at Cambridge Carriage Sidings and travelled under its own steam for servicing at the Stabling Point established on the site of Cambridge MPD after it closed on 18 June 1962. The locomotive was stored at March MPD during the summer months of 1964 and, following its winter use in 1964/5, went into permanent store at the depot and was withdrawn in November 1965. It remained at March MPD until February 1966 when it was sold for scrap to Garnham, Harris & Eltharn Ltd of Lockerford Sidings, Chesterfield.
No.23 at Cambridge on February 7th, 1964.  - Derek Barham
 

No.24: Allocated to Kings Lynn in October 1963 as No.61375 and transferred to Departmental Stock on 7 December 1963. It was initially allotted No.25, but was renumbered as 24 when the original recipient, No.61323 (qv), was prematurely withdrawn. It was used at Kings Lynn Carriage Sidings, east of the station, and was reportedly seen at this location minus connecting rods. The servicing arrangements can only be assumed: additional coaling may have been effected from a wagon but the method of water supply is not known. The loco could possibly have travelled light engine to March MPD on Saturdays for servicing and returned on Sunday evening. It was stored at March MPD during the summer months of 1964 and 1965 and transferred, under its own steam, to Norwich Thorpe M13D on 5 March 1966 as a replacement for No.20. It was withdrawn shortly afterwards in April 1966 and stored at various points around the shed yard until 7 June 1966, when it was sold for scrap
                                to Birds Commercial Motors Ltd. of Long Marston and cut up in August.


 

No.25:
Allocated to New England MPD when withdrawn from normal service on 3 January 1965 as No.61272. It was transferred to Departmental Stock, renumbered as No.25 and used at Hitchin during the winter. Around the end of steam working in the area some watering facilities were still available at the nearby Hornsey MPD, and it was also usual for any steam locomotives working in the area to receive coal at Kings Cross Station Stabling Point. After this facility was withdrawn it became normal practice for the loco to travel to the depot each day for coaling and watering. It returned to the MPD for summer storage, being seen at the shed in April 1965, but was moved later that year to Colwick to replace Class K3 2-6-0 No.61943 on stationary boiler duties. This was only a brief employment as it failed and was withdrawn in November 1965, being replaced by No.29. The locomotive was sold for scrap to Garnham, Harris & Elton Ltd of Lockerford Sidings, Chesterfield, and it was moved there in March 1966  and cut up in the following month. 

No.25 (61272) at ????

No.26:
Allocated to New England MPD when withdrawn from normal service on 3 January 1965 as No. 61138. It is believed that it was then re-allocated to Kings Lynn but almost immediately transferred to Departmental Stock on 23 January 1965 and moved to Norwich Thorpe MPD as a replacement for No.20. It was used at Norwich Carriage Sidings, Lowestoft Central or Yarmouth Vauxhall stations and returned to the MPD each Saturday during the winter. By 27 February 1965 the locomotive had been renumbered as No.26. It was stored at the MPD during the summer of 1965 and transferred, under its own steam, to March MPD) on 10 December 1965, where it was utilised at March Sidings. The locomotive was observed in store at the MPD on 27 March 1967 and was withdrawn in October in the same year. It was sold for scrap to TW Ward of Killamarsh and moved there in January 1968.

No.61138 in happier days just a few years previously! Ex-works at Leicester Midland MPD on March 25th, 1961.
Alec Swain/Transport Treasury

No.27:
Allocated to New England MPD and used at Hornsey as No.61105 until transferred to Departmental Stock on 9 January 1965. The locomotive was re-allocated to Parkeston M1311) for use at Parkeston Quay Station and was observed in transit at Stratford MPD on 5 March 1965. In May 1965 it was noted at Parkeston with its new number but minus connecting rods. The locomotive was withdrawn in May 1966, sold for scrap to A. King & Sons Ltd of Norwich and towed to Norwich Thorpe MPD for disposal on 22 July 1966.

No.27, not long after arrival at Parkeston MPD on March 27th, 1965. By this time it had received its
Departmental Number and was still able to move from depot to carriage heating point under its own steam.
Dave Goodyear

No.61105 at Hadley Wood on Capital Stock duties.
George Heiron/Transport Treasury

No.27 at ????
 

No.27 at ????
 

No.27 at ????

 

No.27 at ????

No.27 at ????

No.28: Allocated to Colwick MPD as No.61194 when transferred to Departmental Stock on 29 August 1965. It was allotted No.28 but never carried it and, although still officially based at Colwick MPD, it was sent to Thornton Fields Carriage Sidings in Stratford, London, travelling there under its own steam on 21 August 1965. The servicing arrangements are not known, but at some stage during the winter the locomotive was replaced by an oil burning heating plant, and on 5 March 1966 it was observed in the "New Shed" at Stratford amongst engines scheduled for preservation. It was withdrawn in June 1966 and sold for scrap to A. King & Sons Ltd of Norwich, being removed on 21 September 1966.
No.28 at the time of its official withdrawal, on June 19th, 1966 and still identified on the smokebox as 61194. It was stored amongst locos scheduled for preservation inside No.2 Shop at Stratford MPD.
Courtesy of Robert Pritchard

No.29:
Built by the North British Locomotive Company in Glasgow for the LNER and entered service as No.1264 on 5 December 1947. It was initially allocated to Parkeston MPD and remained there until it was moved to Colwick MPD in November 1960. The locomotive was withdrawn from normal service in November 1965 as No.61264 and transferred to Departmental Stock and renumbered as No.29 in the same month. It was never employed on carriage heating, but replaced No.25 as the shed's stationary boiler. The locomotive, along with the depot, was transferred to the London Midland Region in January 1966 and this inadvertently secured the long-term existence of the engine. It was withdrawn in July 1967 and replaced by No.75016, and, after being stored at the shed until June 1968, it was sold for scrap to Woodham Bros. of Barry   Dock, rather than to one of those firms with contracts on the Eastern Region. It arrived at Barry in August 1968 and, along with many other locomotives here was eventually purchased by a preservation group and restored to full working order, this particular one by the Thompson B 'I Locomotive Trust.    
     

The locomotive in Barry Yard in 1971. It was purchased by a group of enthusiasts [who later formed the Thompson B1
Locomotive Trust] for £6,325 in June 1974 and removed to the Great Central Railway at Loughborough in July 1976.
Thompson B1 Locomotive Trust

After £230,000 of investment and 21 years of hard graft the locomotive was returned to active service in
March 1997. It is seen here on a steam special between Scarborough and Driffield on March 13th, 2004.
© Dave Johnson
 

No.30:
Although officially moved to Canklow MPD from Langwith Junction as No.61050 when the shed closed on 6 February 1966, evidence suggests that the locomotive had already been based at Canklow from October 1965 and employed on carriage heating at Sheffield Nunnery Sidings. It was withdrawn from normal service on 10 February 1966, transferred to Departmental Stock as No.30 and re-allocated to Barrow Hill MPD when Canklow shed closed totally in September 1966. The engine ran 'light engine between duties to take water at Rotherham Masborough and coal at Royston and, later, Normanton MPD, and was last used in December 1967 when it ran a hot box and was withdrawn in April 1968. Along with No.32 it was towed to the 1968 Derby Works Open Day for display on 24 August and remained in store at Derby MPD until sold for scrap to W. Heselwood of Sheffield in September 1968. It was cut up in the following month.

No.30 at Barrow Hill MPD
 

No.32 [2nd]:
Although officially moved to Canklow MPD from Langwith Junction as No.61315 when the shed closed on 6 February 1966, evidence suggests that the locomotive had already been based at Canklow from October 1965 and employed on carriage heating at Sheffield Nunnery Sidings. It was withdrawn from normal service on 10 February 1966, transferred to Departmental Stock as No.32 and re-allocated to Barrow Hill MPD when Canklow closed totally in September 1966. The engine ran 'light engine between duties to take water at Rotherham Masborough and coal at Royston and, later, Normanton MPD, and was last used on 8 January 1968. It was withdrawn in April 1968 and, along with No.30, was towed to the 1968 Derby Works Open Day for display on 24 August. The locomotive remained in store at Derby MPD until sold for scrap to W. Heselwood of Sheffield in September 1968 and was cut up in the following month.

No.32 (61315) at Canklow MPD

No.32 (61315) at ????

61010 Wildebeeste
Allocated to Hull Dairycoates MPD; June 14th, 1959-November 17th, 1965
Known Duties; Used at Hull Paragon Station for Carriage Heating during the period September to November 1965
Serviced at Hull Dairycoates MPD
Disposal; Withdrawn on November 17th, 1965 and sold for scrap to A Draper of Hull in December 1965. It was cut up on February 28th, 1966.
Photo: No.61010 Wildebeeste in the Sculcoates Yard of A Draper on February 27th, 1966, just one day before it was cut up. Bernard Stubbs/I Scotney

No.61010 at Hull Dairycoates

No.61032 Stembok
Allocated to Hull Dairycoates MPD; December 15th, 1963-November 27th, 1966
Known Duties; Used at Hull Paragon Station for Carriage Heating during the period November 1965 to 1966
Serviced at Hull Dairycoates MPD
Disposal; Withdrawn on November 27th, 1966 and sold for scrap to A Draper of Hull in February 1967. It was cut up on May 1st, 1967.
No.61032 Stembok in the Sculcoates Yard of A Draper in Hull on April 30th, 1967 Bernard Stubbs/B Egan
 

61041
Details Required
Used at Holloway Carriage Sidings for Carriage Heating during the period January to April 1964]. Serviced at New England MPD.

61097:
Allocated to New England MPD from 30 October 1963 and used at Hornsey, but not transferred to the Departmental list. Although Hornsey shed had closed to steam in June 1961 watering facilities remained available, and until April 1964 it was normal practice for the remaining steam locomotives working in the area to receive coal at Kings Cross Station Stabling Point. After this date the loco was serviced daily at New England MPD and was probably stored there during Summer 1964. It remained in use until the shed closed to steam on 3 January 1965 and, after withdrawal on 9 January 1965, it was stored at the shed until sold for scrap. The loco was removed to A. King & Sons Ltd of Norwich in April 1965.
 

61097 at A King's Scrapyard, Norwich

61109
Allocated to NEW ENGLAND MPD; November 10th, 1963-July 12th, 1964Known Duties; Used at Holloway Carriage Sidings for Carriage Heating during the period January to April 1964]. Serviced at New England MPD.
Disposal; Withdrawn on July 12th, 1964 and stored at New England MPD  
until sold to A King & Sons Ltd of Norwich in August 1964.

 

61162
Details Required
Used at Holloway Carriage Sidings for Carriage Heating during the period January to April 1964. Serviced at New England MPD.

61200
Details Required
Used at Wood Green between 1961 and 1963.

61255:
Allocated to Hull Dairycoates MPD in 1962 and used at Hull Paragon Station but not transferred to the Departmental list. When it was first used for carriage heating and for how long, is not known but by 1967 it was in store at the MPD. The shed closed to steam on 24 June 1967 and, along with other redundant B1 s and WD 2-8-0s, it was moved to Goole MPD [which itself had closed on 8 May 1967] where it was officially and belatedly withdrawn from service on 29 July 1967. Despite the efforts of a local group of enthusiasts, the locomotive was sold for scrap to Garnham, Harris & Eltharn Ltd of Lockerford Sidings, Chesterfield.

61302
Details Required
Used at Holloway Carriage Sidings for Carriage Heating during the period January to April 1964. Serviced at New England MPD.

61314
Details Required
Used at Hitchin late 1963/early 1964.

61323:
Allocated to Cambridge in October 1963 and due to be transferred to Departmental Stock as No.24. It was used at Cambridge Carriage Sidings and travelled under its own steam for servicing at the Stabling Point established on the site of the MPD after it closed on 18 June 1962. The proposed transfer and renumbering did not take place as by November it was in store at March MPD, the premature demise probably being due to overall poor mechanical condition. Following official withdrawal from service in early 1964 it was removed to Doncaster Works in the February and cut up in the following month.

No.61323 double-heading a train along with Ex-LNER Class B12 4-6-0 No.61563 at Kittybrewster in October 1949.
Sandy Murdock/Transport Treasury


 

61389
Details Required
Used at Hitchin late 1963/early 1964.
 

61389 at Huntingdon. 7th August 1952

61406
Allocated to Immingham before being transferred to Doncaster in February 1966
Used between 1965 and 1966 for warming coaches at Hull Paragon Station.
Withdrawn 1966.

61406 on Hessle Road flyover in 1966

61406 at Immingham MPD

OPERATING FACILITIES & SERVICE LOCATIONS

CAMBRIDGE MPD
Location; On the east side of the line, opposite Cambridge Station
The B1s were parked in the centre of the sidings, at about TL46205718, and trains requiring steam heating were made up on both sides of the locos and shunted into position. The locomotives transferred from the Carriage Sidings to the servicing area under their own steam.
Servicing Arrangements; A Servicing Area, located at TL46265750 was established at the north end of the shed yard following the closure of Cambridge MPD on June 18th, 1962. It was used briefly for any remaining steam workings into the area and afterwards as a Diesel Stabling Point. Although the Coaling Stage was not demolished until November 1st, 1964 there is no confirmation that it was available for use until this date and coaling was probably expedited by hand from a coal wagon. However, the engine pits and a water column did remain in situ and were utilized as required.

LOCOMOTIVES USED AT THIS LOCATION;
21 [2nd], 23 & 61323
ALLOCATED TO; Cambridge
Distance from Home Depot; Negligible
 

HITCHIN
Location; The B1 Locomotives were utilized in the Carriage Sidings.
Servicing Arrangements; Around the end of steam working in the area watering facilities were still available at Hornsey MPD [25½ miles] and it was also usual for any steam locomotives to receive coal at Kings Cross Station Servicing Point. In April 1964 this facility was withdrawn the B1 then travelled to the depot each day for coaling and watering and, if it ran out of coal or water, hauled back "dead".

LOCOMOTIVES USED AT THIS LOCATION;
25, 61314 & 61389
ALLOCATED TO; New England MPD
Distance from Home Depot; 46 miles

KINGS CROSS STATION SERVICING POINT
TQ30238343



HULL
Location; At TA08992875 at Hull Paragon Station.
The B1 was used during the early morning to warm the London Train on Platform 9 and, after the train locomotive was coupled on, moved over to Platform 10 to heat the four coaches to be used on the Yorkshire Pullman later in the morning.
Servicing Arrangements; The locomotive returned to Hull Dairycoates depot on a daily basis.
LOCOMOTIVES USED AT THIS LOCATION;
61010, 61032 & 61255
ALLOCATED TO; Hull Dairycoates MPD
Distance from Home Depot; 2 miles
61304
ALLOCATED TO; Doncaster MPD
Distance from Home Depot; 38 miles
 

LOWESTOFT CS
Location; In the Carriage Sidings on the south side of Lowestoft Station at TM54619286.

The B1 was employed to heat five trains, commencing with the 05.29hrs to Liverpool Street, through to the 10.30hrs to York.
The Locomotive stabled in the Goods Yard on the south side of the line, 500 yards east of Lowestoft Station at TM54149284 and moved light engine to the Carriage Sidings as required.
Servicing Arrangements; Initially ash drops, coaling and watering took place in the yard at the closed Lowestoft MPD, just west of the Goods Yard but it is probable that once the coal stage at the shed was demolished in the summer of 1964 then light servicing and fuelling was carried out where the locomotive stabled in the Goods Yard. The B1 was sent to the home depot each Saturday and returned on Sunday night. The depot closed on July 7th, 1962 but the yard remained in use to service visiting steam locomotives until 1964.
LOCOMOTIVES USED AT THIS LOCATION;
17, 19, 20 & 26
ALLOCATED TO; Norwich Thorpe MPD
Distance from Home Depot; 23 miles
 

NORTH LONDON - HOLLOWAY PARK
Location; On the west side of the line, south of Finsbury Park Station.
The B1 was stationed at the south end of the sidings at TQ30688528 and the coaches shunted into position.
Servicing Arrangements; The locomotives returned to New England MPD daily and were also able to utilize the facilities at Hornsey MPD if required.
LOCOMOTIVES USED AT THIS LOCATION;
61041, 61097, 61109, 61162 & 61302
ALLOCATED TO; New England MPD
Distance from Home Depot; 74½ miles
 

NORTH LONDON - HORNSEY
Location; Precisely where the B1 was used is not known.
Servicing Arrangements; The locomotive returned to New England MPD daily and was also able to utilize the facilities at Hornsey MPD if required.
LOCOMOTIVE USED AT THIS LOCATION;
61097
ALLOCATED TO; New England MPD
Distance from Home Depot; 72 miles

NORTH LONDON - WOOD GREEN
Location; On the east side of the line, north of Wood Green Station.
Precisely where the B1 was used is not known but it was probably in the vicinity of the Carriage Shed at TQ30159080.
Servicing Arrangements; The locomotive returned to Kings Cross MPD daily and was also able to utilize the facilities at Hornsey MPD if required.
LOCOMOTIVE USED AT THIS LOCATION; 61200
ALLOCATED TO; Kings Cross MPD
Distance from Home Depot; 5 miles

SHEFFIELD - NUNNERY CARRIAGE SIDINGS
Location; On the south side of the line, east of Sheffield Victoria Station.
The locomotives were stationed at Sheffield Nunnery Carriage Sidings, at SK36838780, and moved from siding to siding as required.
Servicing Arrangements; Until September 1966 the locomotives were serviced at Canklow MPD, which had been retained as the steam servicing point for the area. Following closure the locos moved to Barrow Hill MPD but all steam servicing facilities had been removed when it closed to steam on October 4th, 1965. The locomotives were able to take water at Rotherham Masborough Station but the nearest depot to obtain coal from was Royston MPD and, after this closed in November 1967, Normanton MPD. Hand coaling, from an adjacent coal wagon, was also available between depot visits. No.30 was withdrawn in December 1967 and No.32 one month later when the Normanton shed closed totally in January 1968.
LOCOMOTIVES USED AT THIS LOCATION;
30, 31 [2nd] & 32
ALLOCATED TO; Canklow MPD
Distance from Home Depot; 5½ miles
RE-ALLOCATED TO; Barrow Hill MPD
Distance from Home Depot; 11 miles

Rotherham Masborough Station

Normanton MPD

THORNTON FIELDS CS
Location; On the west side of the line, south of Stratford High Level Station.
The locomotive was stationed at the end of a siding at the south end of the yard at TQ38028382.
Servicing Arrangements; Not precisely known but the locomotive may have received daily basic servicing in situ with a coal wagon being supplied from Temple Mills via a trip working. It is known that, when required, it travelled under its own steam to Stratford MPD. A water column may have still been extant at TQ37738435, at the north end of the   Carriage Sidings.
LOCOMOTIVE USED AT THIS LOCATION;
28
ALLOCATED TO; Colwick MPD
Distance from Home Depot; 120 miles

YARMOUTH VAUXHALL MPD
Location; On the west side of Yarmouth Vauxhall Station.
The locomotive was stationed on a siding in the Goods Yard, located at TG51940810.
The B1 was only employed for the early London trains and the rolling stock to be heated was drawn from the station by the pilot [usually a Norwich Thorpe-allocated Class 03], shunted into the yard and connected to the B1.
Servicing Arrangements; Yarmouth Vauxhall MPD had closed on January 5th, 1959 and by the time that the B1s were used here no steam loco facilities remained. The loco received water by means of a hose from the station and it was hand coaled from a coal wagon. It then returned to the depot under its own steam every weekend.
LOCOMOTIVES USED AT THIS LOCATION;
17, 19, 20 & 26
ALLOCATED TO; Norwich Thorpe MPD
Distance from Home Depot; 20 miles

(I would like to convey particular thanks to ESS member Richard Day for his help in preparing this article - Paul Smith).