Specials on the Kingham and MSWJ Branches

'City of Truro' out of retirement and working a railtour bound for Southampton over the MSWJ from Andoversford

having left Cheltenham and seen here near Hatherley Road bridge on 14 May 1960.

My first memory of a steam train was seeing double-headed 'Manors' chimney to chimney heading up the branch to Andoversford past Gloucester Loop Junction. This would have been late July or early August 1951. Three 'Manors' were shedded at Gloucester at that time: 7815 Fritwell Manor, 7818 Granville Manor and 7824 Iford Manor. At that date there were around thirty or so regular trains to be seen on a weekday between Cheltenham and Andoversford. Loco types were GW classes, usually 'Manors', 'Mogul' 2-6-0, 'Small Prairie' 2-6-2T, 'Large Prairie' 2-6-2T, Collett 22XX 0-6-0, 2-8-0s and 0-6-0PT.

Arguably the GWR and BR never utilised the full potential of the Cheltenham – Kingham line. It was a shorter route from Cheltenham to London than the main service which went via Gloucester (reverse), Stroud, Kemble and Swindon. You could travel easily from Oxford to Cheltenham via Kingham, but the GWR preferred to promote its bus service between the two places, which started in October 1928. One problem was that the route was single line for just over 16 miles from Andoversford Junction to Kingham and there were some stiff grades, though no worse than up the Stroud valley.

The MSWJ was very much a secondary route after takeover by the GWR, to the extent that the line from Andoversford & Dowdeswell to Cirencester, which had been double track, was singled in 1928, reducing the route's capacity. Nevertheless one passenger train each way still carried a class 'A' express headcode until June 1957. 

SUNDAY SCHOOL EXCURSIONS

These were an annual feature right up to 1962 (which see). The 'Railway Observer' mentioned that on 9 August 1949 two excursions from Leckhampton to Weston-super-Mare were operated via Hatherley Loop. Motive power was 5990 Dorford Hall and 4996 Eden Hall, both being 85B locos.

An ECS train with 'Mogul' 6348  at an unknown date, passing Cheltenham Leckhampton on its way to Andoversford to run round

the train and return.  At St James' this loco would run round again and take the train away to its destination. Photo John Dagley-Morris

ROYALS ON THE LINE

The Kingham line was good enough for a Royal Party to use it on Friday 16 March 1951 as set out in a BR 'Notice of 'Deepdene' Train Arrangements'. The Royals set out from Paddington in two coaches – Saloon No.9006 (kitchen end trailing) and Brake Compo No.7377 (brake end trailing) – attached to the rear of the  9.15am service to Taunton which left from platform 1. The loco was 5003 Lulworth Castle, carrying the normal Express Passenger Train Head Code, the total load being 12 coaches. Six of the coaches, includingthose of the Royal Party, were detached at Swindon to form the 11.18am to Cheltenham Spa, hauled by 4079 Pendennis Castle, which was based at 85B Gloucester Horton Road shed. Arrival at Kemble was at 11.35am where the Royal Party alighted. Upon arrival at Gloucester, the two Royal coaches were worked by the station pilot loco at 12.28pm to Gloucester South Junction, where the engine ran round and took the coaches to Cheltenham Spa St James', due at 12.58pm. The Royal Party later rejoined the train,the 5.45pm St James' to Kingham, at Malvern Road station, being formed of the two Royal coaches plus two regular service coaches. As usual, the instructions specified that the coach gangway was to be connected, but that the corridor doors were to be kept locked. No chance of a stray commuter wandering amongst the Royal Party! The loco was specified as Cheltenham Malvern Road based 7824 Iford Manor which was virtually brand-new, having emerged from Swindon Works in December 1950. It was also unusual power for a Kingham train, regular locos were small and large GW 2-6-2T or sometimes GW 'Mogul' 2-6-0s. 7824 was normally used on MSWJ line services from Cheltenham Lansdown to Southampton. At Kingham, the two Royal coaches were attached to the 4.48pm Hereford – Paddington headed by 5055 Earl of Eldon, leaving at 7.9pm, due Paddington at 9.5pm.

There is cine film showing the Duke of Edinburgh arriving by train at Malvern Road station on 8 March 1957, his visit was in relation to the opening of extensions to St Paul's College. The loco is immaculate 'Mogul' 6336 of 81F Oxford, so it is possible the train came via Kingham.

BUFFET CAR EXCURSION

A Buffet Car Excursion from Paddington to Cheltenham was advertised to run on Sunday 13 September 1953. Leaving Paddington at 9.45am, it was into Oxford at 11.10am, Kingham at 11.55am, Bourton-on-the-Water at 12.10pm and Cheltenham St James' at 12.50pm – a time of 3 hours 5 minutes which compared more than favourably with regular services via Swindon and Gloucester. This working probably meant some signal boxes on the branch having to be specially opened, as there was no scheduled service on a Sunday.

Motive power was most likely to have been a GW 'Mogul' 2-6-0, though mixed traffic 4-6-0s were also allowed on the branch.

The return working was due away from Cheltenham at 6.42pm, with arrival in Paddington at 10.10pm.

DIVERSIONARY ROUTE

On Sunday 16 May 1954, due to engineering works at Shrivenham on the main WR line from London to Swindon, a well-patronised half-day excursion from Paddington to Gloucester was worked via Oxford, Kingham and Hatherley Loop, hauled by two WR 'Moguls'. Use of the Hatherley Loop, which enabled trains to go direct from the Kingham line to Gloucester thus obviating a reversal at Cheltenham, was fairly rare by this date. I can remember seeing two WR 'Moguls' on a down passenger working use the loop, but if memory serves, that was round about 8am on a sunny Saturday morning. The loop fell into disuse, being closed in August 1956 and taken up in 1960, with the bridge across Hatherley Road adjacent to the Paragon Laundry and behind Hatherley Junction Signal Box being removed+.

A special including LMS coaches for the Tidworth Tattoo in 1937 with two GW 'Moguls' near Chedworth tunnel.

It was not unusual for heavier trains over the route to be double-headed.

This type of excursion traffic still ran over MSW metals in BR days until the late 1950s.

EXCURSIONS ALONG THE MSWJ

The MSWJ was a popular route for excursions from its early days. The Cheltenham Original Brewery advertised that its annual outing for 1902, planned for Saturday 14 June, would be over the MSWJ to Southampton.

A special from Cheltenham to Portsmouth Spithead for the Coronation Naval Review on 15 June 1953 was worked throughout by GW 'Mogul' 6348 of 82C Swindon

BR ran an excursion on Sunday 22 August 1954 from Stroud, Gloucester and Cheltenham to Southampton and Portsmouth, hauled by a GW 'Mogul' The train had eight coaches which combined at Swindon Town with the 10.30am stopper, making a total of 11 coaches. Arrival back at Gloucester was 1am. This seemed to have been an annual excursion with the 1955 trip on 21 August from Gloucester Central and Cheltenham St James to Eastleigh and Southampton. Motive power from Cheltenham was 'Mogul' 5398 with ten coaches, which apparently were full by the time Swindon Town was reached, having stopped at various local stations including Leckhampton. Arrival back in Gloucester was 2.15am! There was another one on 18 August 1957 hauled by Gloucester's 'Mogul' 6373 heading for Southampton, Portsmouth and the Isle of Wight.

5 March 1955 saw a 10-coach football special from Walsall to Swindon via the MSWJ. It went forward from Lansdown with a GW 'Mogul'. Another football excursion, again from Walsall to Swindon Town was run on 10 September 1955, worked into Cheltenham by 'Crab' 2-6-0 42929, where a change of engine was presumably made!

On Sunday 10 June 1956 an 11 coach excursion ran from Cheltenham and Swindon Town to Portsmouth hauled by 'Moguls' 6320 and 6384, both Swindon engines.

The RO reported that a rugby football special ran from Cheltenham St James to Southampton on 1 March 1958, but there is no mention of the route taken or the motive power.

SPECIAL TRAIN FOR HUNGARIAN REFUGEES

A former Cheltenham Malvern Road fireman, Brian Knight, recalls taking empty stock into Southampton Docks where refugees from the Hungarian Uprising of 1956 had arrived by ship. This would have been November 1956. The refugees were transported along the MSW line to Chisledon Camp Halt where a reception centre had been set up in the military base. Brian recalled that at Cheltenham he and his mate took over an ECS working from Birmingham which consisted of eight ‘Southern Region green’ carriages. They had a GW Mogul as power. On arrival at Andover, they expected to get relief, but instead worked to Southampton Terminus accompanied by an inspector and pilotman. After turning the loco, they worked the train again, but now it contained refugees from Hungary. The train went to Chisleden Camp Halt, where lights had been rigged up and medical personnel were in attendance to deal with the refugees. As there was only a short platform, the train had to draw forward several times.

PIGEON SPECIALS

Pigeon specials were a regular feature on the MSWJ line from the summer of 1895 until the connection at Lansdown Junction to Lansdown station was removed in October/ November 1958. The 'Railway Observer' for August 1952 reported that pigeon specials from Preston to Southampton Docks had been running since June. With as many as 20 bogie vans, they were usually doubleheaded by two GW 'Moguls', but one was reported as having a 'Mogul' piloted by a 45XX 2-6-2T.  A pigeon special going up from Cheltenham to Andoversford on 20 May 1961 was journeying from Chesterfield to Andover behind GW 'Mogul' 7341 and must have come along the Honeybourne line to get to Cheltenham. John Dagley-Morris photographed it at Pilley Bridge, Leckhampton.  There was another pigeon special around the same date with a 'U' 2-6-0.

TROOP TRAINS

These were a regular sight over the MSWJ, going to and from Ludgershall, seven miles short of Andover Junction, and the two and a half mile branch from there to the army garrison at Tidworth. The 'Railway Observer' reported that three troop specials worked out of Cheltenham over the MSW on 9 August 1953. One had 'Moguls' 5371 and 6373 on 14 coaches, said to be the longest loaded train ever seen on the line - though perhaps not entirely accurate as 14 coach ambulance trains were reported in World War 2. A special on 20 August 1955 photographed leaving Cheltenham Lansdown made the front cover of 'Trains Illustrated'  - Collett 2-8-0 3866 was the motive power. Another troop train that day had sister engine 3805 and possibly there was a third as well, seen below.

Mogul 6379 is approaching Hatherley Road bridge during 1960 with special Z25 from London to Porthcawl via Oxford, Kingham and Cheltenham - seems rather a long way round! Also the train went into St James and then back towards Gloucester  and South Wales. There is a photo of another Mogul 6368 leaving St James with Z25 on 21 August 1960 - don't know if it was the same train. Photo Ross Lewis

BANANA SPECIALS

Trains from Southampton Docks to the Midlands were seen coming over the MSWJ into Cheltenham until 1958. Rare locos glimpsed on a couple of late evenings in the 1950s were a Southern Region Q and a Q1 0-6-0 which came down with what were probably banana specials. The BR Traffic notice stated: 'it is important that these trains should start punctually and maintain their schedules throughout and all concerned are requested to give the working special attention.'

A 'CASTLE' NO LESS

GW 'Castle' class locos were not allowed to run between Cheltenham and Kingham. However, at some unknown date in the mid-1950s, I did see one venture up from Lansdown Junction to Gloucester Loop Junction. It then reversed down the loop to Hatherley Junction. I can only think it was off a Cheltenham Race special or some other special working and had come up to turn. 'Castles' were too long to use the turntable at Cheltenham St James' station, so normally would have gone over to Gloucester to use the triangle there or the turntable at Horton Road loco shed.

NEW LOCO ON THE LINE

In November 1954, BR Standard class 4 4-6-0 75029, new to traffic in July that year, was allocated for just one month to 85B Gloucester Horton Road and was used over the MSWJ. According to 'Trains Illustrated' magazine, it took over the 10.11am Cheltenham - Southampton passenger and 4.36pm return from the 'Manors'. The class never became regular on the MSW,only one or two others were recorded at the Cheltenham end.

ENTHUSIAST RAILTOURS

The Gloucestershire Railway Society tour on 9 May 1953 is seen climbing from Rushey Platt to Swindon Town on the MSWJ

with the last active MSWJ loco, 2-4-0 1336. Photo A E Durrant.

Specials along the MSWJ were a popular choice for enthusiast railtours. The Gloucestershire Railway Society ran a railtour,its first,over the MSWJ from Gloucester Central on 9 May 1953 with ex-MSWJ 2-4-0 1336 and three coaches to Andover. As it came from Gloucester, this was routed from Hatherley Junction over the Hatherley Loop to Gloucester Loop Junction, then on towards Andoversford.

On 14 June 1953 the Stephenson Locomotive Society had a tour from Birmingham Snow Hill which came into Cheltenham Lansdown and went up the MSWJ to visit Swindon Works. It was hauled by 'Dukedog' 4-4-0 9000.

The RCTS ran The East Midlander railtour from Nottingham to Swindon Works on 6 May 1956. The train came into Cheltenham Lansdown with 2P 4-4-0 40454 where sister loco 40489 of Gloucester Barnwood was attached and the two doubleheaded up to Andoversford, then branched off on the MSWJ to Swindon.

                                                              40489 and 40454 in unfamiliar territory, near Cricklade, on 6 May 1956. Photo Les Elsey

The Gloucestershire Railway Society was very active in running enthusiast railtours and one, on 11 May 1957 hauled throughout by Barnwood 2P 4-4-0 40540, went from Gloucester via the SMJ to Wolverton Works - photo below - and returned from Bletchley to Yarnton Junction, near Oxford, then to Kingham, departure from there at 8.12pm with arrival in Cheltenham Lansdown at 8.58pm^.

A Railway Enthusiasts Club railtour into St James' on 20 April 1958 was worked by 'Dukedog' 4-4-0 9017 - the tour started at Windsor & Eton Central with the route from Oxford being via Kingham and Andoversford.

'Dukedog' 4-4-0 9017 was not a normal sight at St James'. It came in on a railtour on 20 April 1958.

Another GRS railtour occurred on 14 May 1960 when the famous restored loco 3440 City of Truro headed the Society's special from Gloucester Central and Cheltenham via the MSW to Southampton Old Docks. The loco worked tender-first from Gloucester, running round at St James' before stopping at Malvern Road to pick up Cheltenham passengers. The special crossed the Andover - Cheltenham passenger at Foss Cross.

The last passenger train from Cheltenham to Southampton ran on 9 September 1961*. On the following day, two railtours ran over the line, one into Cheltenham promoted by the RCTS, the other out of Cheltenham by the Stephenson Locomotive Society, the latter returning later in the day. Motive power for the RCTS was 'Mogul' 5306 while the SLS had 7808 Cookham Manor both ways. 7808 travelled over the MSW many times, so was an appropriate choice, though now shedded at 84E Tyseley.

'MISHAP'

Cheltenham Leckhampton station and signal box, renamed  AYBURY, was the location for a British Transport staff training film released in 1958  titled 'MISHAP' concerning 'the operating procedures necessary for protection on a double track in the event of a mishap to a train which fouls the opposite line. The film also illustrates steps to be taken by station staff in such an emergency, and then shows how normal working is resumed.' Sandywell Park tunnel near Andoversford was featured as was Andoversford station and signal box, renamed BEATON. I remember seeing the special passenger train used, headed by a BR Standard Class 4 4-6-0. The film confirms it was 75025++, an 82C Swindon engine. The filming was done on a Sunday 30 June 1957 as shown during the film by the date on a 'wrong line order' ticket.

As previously noted, any train on a Sunday was unusual, and this particular working seemed even more odd at the time, with the train stopping in section near Warden Hill Road bridge and railway employees walking along the tracks. I had no idea a film was being made. One strange thing on which Jim Irwin comments: 'The train stopped as you know at the Hatherley Loop starter for about an hour,I could see it clearly from my house and during the time it stopped there 75025 was renumbered 75174 in a sequence shown in the film , I remember seeing them changing the numbers. I looked in my ABC but the numbers obviously didn't exist.'

Quite why it was thought necessary to put false numbers on the engine is a bit baffling - it seems to be one of those things that film makers do. It might be because 75025 was seen in the film leaving Malvern Road and passing Lansdown Junction with the breakdown train, so presumably somebody decided a scene showing the crashed passenger train up the line  should have a different engine, hence 75025 masquerading as 75174! 

The film is available to view on YouTube, with recent shots of the locations added for comparison - https://www.youtube.com/watch?v=vnCdr1r5YxI

Another loco featured in the film is BR Standard Class 3 2-6-2T 82007, which I don't recall seeing on the day. This was shedded at 84G Shrewsbury, so maybe it had been visiting Swindon Works.

A couple of other locos are in the film, a WD 2-8-0, might be 90685 or 90691, both of 85B Gloucester Horton Road,  at Andoversford on a freight – these did appear on the MSWJ. Also clearly seen is BR Standard Class 4 76012, a 71A Eastleigh loco, leaving Leckhampton station on a freight, almost certainly the regular 3.20pm Cheltenham High Street – Eastleigh working. The freights would have been filmed on a weekday.  No regular trains, passenger or freight, ran on the route on  Sundays.

DIESEL MULTIPLE UNITS

These never worked between Cheltenham and Kingham as far as I am aware. The only diesel working I know of was an ex-GW railcar which operated on the line during an enginemen's strike - and possibly one or two other occasions. However DMUs were often seen between Cheltenham and Andoversford from 1956 to 1961, new Swindon built units on test or driver training. They did a circuit from Swindon to Gloucester South and Malvern Road where they reversed before travelling to Andoversford then on the MSW for return to Swindon. This sometimes happened two or even three times a day. The 'GRS Newsletter' reported that on 6 December 1956 a new 3-car unit climbed Andoversford bank at 37 mph in third gear.18 May 1961 saw a DMU throughout from Cheltenham to Andover conveying members of the local TUCC - Transport Users Consultative Committee - possibly in connection with the forthcoming cessation of passenger services.

DIESEL MULTIPLE UNITS

These never worked between Cheltenham and Kingham as far as I am aware. The only diesel working I know of was an ex-GW railcar which operated on the line during an enginemen's strike - and possibly one or two other occasions. However DMUs were often seen between Cheltenham and Andoversford from 1956 to 1961, new Swindon built units on test or driver training. They did a circuit from Swindon to Gloucester South and Malvern Road where they reversed before travelling to Andoversford then on the MSW for return to Swindon. This sometimes happened two or even three times a day. The 'GRS Newsletter' reported that on 6 December 1956 a new 3-car unit climbed Andoversford bank at 37 mph in third gear.18 May 1961 saw a DMU throughout from Cheltenham to Andover conveying members of the local TUCC - Transport Users Consultative Committee - possibly in connection with the forthcoming cessation of passenger services.

EMPTY STOCK TRAINS

These were often run in conjunction with troop trains, with full coaches one way and empty stock in the other direction.

1962 - THE END IS NEAR

On 15 January, 4F 0-6-0 44160 of 21A was a most unusual sight coming down the Andoversford line, light engine. What it had been doing, I have no idea.

Saturday 16 June saw the last of what had been locally organised annual excursions from Charlton Kings and Leckhampton stations. Train 1Z26 had 2-6-2T 4106, while 1Z28 was headed by 4-6-0 5968 Cory Hall. The locos and empty stock went from Cheltenham to Andoversford for running round. After the passengers had boarded, the trains went back into Cheltenham to run round again before departing for a day at the seaside.

There was a particularly notable Women's Institute excursion on 5 July, all the way from Somersham in East Anglia to Cheltenham, via the Bletchley – Oxford line and Kingham. Just as noteworthy was the motive power, no less than 9F 2-10-0 92240.The eight coach train, again with 92240, returned by the same route. If anybody knows another occasion when a 9F traversed the Kingham branch, I would be interested to receive details.

A rare visitor to the Kingham line on 3 August was 0-6-0PT No. 1627. It had been a long-time 85B loco, but was transferring to 81F, Oxford, so going via Kingham made sense and it qualifies as a special, albeit only a light engine.

With the announcement of withdrawal of services on and from 15 October 1962**, there was the inevitable last railtour over the branch. Called 'Western Sunset' it was organised by Ian Allan and ran on Saturday 22 September with nine coaches. After arrival at Cheltenham St James from Gloucester, the train left at 5.34pm and went up the branch double-headed by grubby bunker-first 2-6-2T 5154 and clean 'Mogul' 7335. 5154 assisted to Notgrove.

DEMOLITION TRAINS

Qualifying as a special movement exactly fifty years ago (this entry is being written on 1 January 2015) was 7808 'Cookham Manor' coming down the line past the erstwhile Gloucester Loop Junction with a brake van in tow on New Year's Day 1965. This was in connection with the dismantling of the branch, with rails now rapidly being taken up and it was only a matter of weeks before the track had all been removed back to Cheltenham Lansdown Junction - but then this section of line had closed for all traffic on and from 15 October 1962. Interestingly, the 'Engine Restrictions' on the branch stated that 'Engines of the 78XX Class are permitted to work over the running lines only' so presumably 7808 did not venture into any sidings. According to Colin Maggs 'the very last train of rails to leave Andoversford (for Cheltenham) ran on 23 December 1964, pulled by an ex-Midland engine, 4F 0-6-0 43887.'

Footnotes

+ The bridge was removed in  March 1960. A double decker bus lost its roof there a week prior to removal! 

++ BR Standard class 4 4-6-0s were not regular on the Cheltenham - Andoversford section. However 75029 had a month at 85B Horton Road in November 1954, during which it worked trains over the MSWJ.

* 10 September 1961 also saw the last service passenger trains between Swindon Town and Andover.

** Freight services continued to operate between Kingham and Bourton-on-the-Water, until withdrawal on and from 7 September 1964.

^ The GRS recorded the four coach train attaining a maximum speed of 72 miles per hour on the West Coast main line at Roade.