1960
The first six Derby built Class 45's (D11-D16) after a brief allocation to Derby (17A) were all allocated to the North Eastern Region, all going to Leeds Holbeck (55A) except D13 which in the interim was allocated briefly to Darnall (41A). The first to arrive were D11 & D14 in December 1960, the others had arrived by February 1961.

The first to reach Holbeck on loan was D14 but was worked out of Neville Hill for crew training. D11 followed shortly afterwards. Both the Peaks & D302 were used on a turn to Appleby West - reporting number N580, leaving Neville Hill at 9.31am, arriving Appleby West at 11.43am, departing there at 12.55pm. They were also used regularly on a short Stourton - Lancaster van train, leaving Stourton at 9.30am, returning from Lancaster at 2.15pm. Future plans were for the big Type 4's to take over the 'Thames-Clyde' north of Leeds, currently in the hands of Britannias, Royal Scots & A3's. After these training sessions the Peaks would normally be found working south of Leeds.

An interesting undated view of D12, maybe early 1961? Still with shiny paint on the nose, the locomotive has gained the small yellow warning panel. It is entering No. 14 Road, a maintenance road, perhaps to have the missing windscreen wiper replaced. The locomotive still retains its gangway doors, applied to the earliest of the Class 45's, but soon discontinued in production and generally quickly replaced on the Class 45's that were delivered with them. Photograph courtesy Wally Hobson.

1961
In February the allocation of Holbeck's Class 45's was transferred to Neville Hille (55H) whilst Holbeck's facilities were updated to better handle the growing diesel fleet. D13 which was still at Darnall moved to Neville Hill in February. Eventually the allocation of Class 45's here would be D11 - D32, initially after delivery they were allocated to Derby (17A), remaining close to the Works for ease of rectification of faults that might occur during their shakedown runs.

On February 5th D14 was sent north on a Neville Hill - Tyneside test train of fourteen bogies. Brand new Crewe built D70 was used on crew training between Cricklewood & Turvey, crews from Sheffield & Leeds also received training on the Type 4's.

On February 25th D19 was noted at Carlisle in charge of the Harpenden - Bonnybridge car train. Additionally the Peaks were making intermittent workings on the Leeds - Glasgow St Enoch services whilst on June 14th D91 was noted working two round trips of empty vans over the Waverley route - between Carlisle & Hawick, seen as a precursor to the use of the Peaks on the Edinburgh - Leeds workings.

An early view of D20 at Neville Hill standing in front of the 'new' building, later the TMS (Train Maintenance Shed). To the extreme right are the three fuel roads and what looks like either a 45 or 46 stood awaiting fuel. D20 has been pictured prior to the addition of any type of yellow warning panel or steam style allocation plate. The multiple unit jumpers are still in place and the nose-side grilles have not yet been fitted with hinges and latches added. Photograph courtesy Wally Hobson.

Beginning the week of June 12th the Up Thames-Clyde was diesel hauled as much as possible, the first week saw D20 & D26 (twice) in use alongside Royal Scots & Britannias whilst the sleeper services had more Peaks diagrammed, D12 on 16th. By June 28th more Peaks were on the Waverley route, D101 worked the down Waverley from Carlisle, returning with the 10.50pm sleeper, D29 working these on July 4th. On July 3rd D25 started to work the down sleeper from Leeds returning with the up Waverley. During July more of Derby's Peaks were transferred, three to Neville Hill (55H)(all Derby built) and three to the WR (all Crewe built), though more would soon follow to both locations. From July 3rd further passenger services over the Settle & Carlisle became diesel hauled, in addition to the Thames-Clyde & Waverley, and in recognition of this growing diesel fleet major reconstruction was taking place at Leeds Holbeck. Steam continued on a number of the S&C local services or those that were not of a daily nature. In July a couple of arriving services at St Enoch had steam/diesel combinations, the 13th's 9.25 ex St Pancras had D11 & 46109 and the 10.27am ex Leeds had D18 & 70044. Other Peaks had worked in on the Saturday's only 11.53 St Enoch - Ayr, D26 & D28 in late June, presumably a fill-in turn before heading south with an overnighter.

As the year closed Neville Hill received Class 46 D144.

1962

The Peaks were not delivered in numerical order, Crewe took over some of Derby's build to allow it to handle the Class 46's, thus D62 seen here was delivered from Crewe in March 1962 whilst Derby was outshopping D157 & D158. The locomotive is not long out of Works, the roof mounted water filler cover is still present! Photograph courtesy Wally Hobson.

Another Class 46 arrived at Neville Hill, D151 in January, but didn't stay long, it was gone by February, as would be D144 which left in July. Also moving south in July were D11,12,13 - returning to Derby (17A),

With Holbeck depot expecting an allocation of perhaps 120 diesel electric locomotives something needed to be done to provide support for these machines. To allow the depot to continue working with as little interruption as possible the diesels were temporarily allocated to Neville Hill whilst the upgrading work was done. 1 & 2 machine shops were selected as a home for the new diesel facilities, the high pitched roofs were replaced by lower level concrete and glazed roofs. Three 200ft long pitted tracks were laid on raised steel supports, leaving the rail 2ft 6in above the floor. One track was placed in 1 shop, two tracks were in 2 shop. Raised concrete walkways bordered each track allowing footplate level access to the diesels.

These shops have access only from the south end, new approach tracks were built. A seven ton overhead travelling crane was installed to service the locomotives and to support activity on the wheel lathe. A lean-to building outside the north end of the shed accomodated battery charging, air filter cleaning and re-oiling and cleaning of engine parts.

Refuelling of the locomotives was provided for with the typical concreted and partially covered fuelling gallery, supplied with fuel from three 25,000 gallon storage tanks. Engine sump oil was stored in two 1,500 gallon tanks - this oil was fed through lines to the oil changing berths in the repair shed. Lines also took away the used sump oil to a 10,000 gallon tank, the used oil being burnt to provide heat for the depot facilities.

The 'new' diesel facilities at Holbeck, featuring D135.Photograph courtesy British Railways. By December 1962 the modernisation at Holbeck had been completed and the Class 45's then at Neville Hill (D14 - D32) were re-allocated to Holbeck (55A). One of these machines was already quite well travelled, D24 had spent fifteen months allocated to Corkerhill (67A) prior to a stint at Derby & Gateshead before reaching Neville Hill in June 1962.

1963
In the extreme weather of early 1963 three new Darlington built Class 25's were delivered to Holbeck, D5176/77/78. These were the first of the class to be fitted with the lighter traction motors and minor body styling changes, they were also were provided with a train heating boiler unlike the earlier Class 25/0's. For these Type 2's passenger work was the order of the day, both local and longer distance workings as D5178 was so provided on February 14th for a run to Morecambe only six days fresh out of Darlington. By this time the vast majority of the Leeds local services were in the hands of DMU's.

Two views of the 1M24 Sundays Only 11.15 Bradford Forster Square - London St Pancras circa 1963. The left view shows the train arriving from Bradford, at about 11.38 if the train is on time. The right view shows the same train, now with D59 to take the train up to London. Departure should be at 11.48 with stops at Normanton and Sheffield Midland. Photographs courtesy John Wraithmell

During July D189 - D192 were transferred from Gateshead to Holbeck. Other Peak allocations at this time were D33 - D42 on the WR, D43 – D137 except D57 were mostly at Derby with some at Toton & Cricklewood, Class 46’s D138 – D166 were mostly at Derby with D167 – 188/193 at Gateshead.

Photograph courtesy E A Wood.Typical of the duties for the Holbeck Type 2's would be many of the local passenger workings, D5176 is seen here at Harrogate, possibly in 1963.

1964
On March 2nd a number of DMU's took over former Type 2 workings on the Leeds - Morecambe service, the displaced Type 2's returned a week later to cover other diagrammed passenger workings from Morecambe to Leeds or Bradford Forster Square. Noted workings included the 8.30am Bradford - Morecombe and return 12.30pm Morecombe - Leeds with D5190, D7585 & D7580 noted on the first week.

An overcast day perhaps sometime in 1964 finds five Peaks lined up for their next turns of duty, their destinations potentially being all very different, from the capitals of England and Scotland, west to Bristol or perhaps north to Newcastle, or maybe just a quick out and back turn to sunny Morecambe. Photograph courtesy Wally Hobson.

A view looking down from the Leeds Holbeck coaling tower provides an unusual view of D5227 on June 13th 1964. The locomotive has been in service only about ten months, interestingly the engine exhaust port is in the revised position nearer the engine room, which suggests the locomotive may have had recent works attention, including making the change to the location of the exhaust port. Photograph courtesy Keith Long.

A famous name to be lost was that of the 'Waverley', the through Edinburgh - St Pancras daytime service was discontinued from September 7th. It would now only operate as a portion of the 'Thames-Clyde' service on slightly different timings, worked by a Holbeck Peak and four coaches, the Peak filling in as it laid over between its nocturnal Edinburgh - Leeds sleeper workings. The former path of the 'Waverley' was now partially filled by a DMU between Edinburgh & Hawick. The 'Thames-Clyde' also found itself a new home, the winter timetable saw the service diverted from St Enoch to Glasgow Central, the last down working of the train arrived behind D21 and the last outbound working to St Pancras, the 21.25 up sleeper departed behind D22.

The late evening of September 27th found the 21.20 London St Pancras - Edinburgh passenger train in trouble near Hunslet South Junction. Hauled by D131 it comprised eight coaches including two sleepers and three six wheel milk tankers, these were marshalled next to the locomotive. It was running about 60mph when the leading milk tanker derailed, but remained upright. The train continued in this condition for over two thousand yards before a combination of circumstances finally completely derailed the tanker, leading it to striking an overbridge and causing the locomotive to part from the train.

All three milk tankers were badly damaged, the first one ending up across the Up main. The buck-eye couplers more or less held the train in line though one sleeper did overturn, injuries to the passengers and crew were fortunately of a very minor nature. No definate cause could be found for the derailment, rather an unusual combination of frequency patterns in the milk tankers springing, the speed of the train and the profile of the track led to the derailment.

1965
D5176 hauled the NE Region General Manager's saloon on an inspection of lines encompassing York, Knottingley, Goole & Hull on February 4th, this was normally in the hands of a B1. Driver training continued on the York - Scarborough line with Holbeck Peaks and Midland Type 2's featuring frequently.

D5177 moved to York (50A) in November. Also arriving in November after a long period of stability for the Holbeck Peaks was the transfer of D33 from the WR. It would be followed in January 1966 by D34 & D35.

By the end of the year there was only one Holbeck diagram out of St Pancras, that being the 21.45 St Pancras - Bradford parcels, and frequently a Peak from another depot covered the turn. However into Kings Cross the Holbeck Peaks were still frequently seen on the workings to/from Leeds & Bradford.

	Not sure of the date on this view, but is believed to be about 1965. D7576 heads a lineup of mixed Type 2 & 4 locomotives, but still with plenty of evidence of the infrastructure required to look after the diminishing steam locomotive fleet. D7576 was never allocated to Holbeck so the locomotive has probably arrived on a working from the London Midland Region. Photograph collection of webmaster
	An atmospheric view of D5177 at Harrogate sometime during December 1965 waiting to work the 08.30 Harrogate - Leeds parcels. The train is standing at Platform 3, the Up line to Leeds. The locomotive is steaming nicely, all for the benefit of the guard. At this time D5177 was allocated to York (50A). Photograph collection of webmaster

1966
During March the York - Stockport mails (21.50 forward from Leeds) was double headed between Leeds & Stalybridge with the piloting Holbeck Peak taking the Manchester portion forward from Stalybridge, then returning with the 02.15am Manchester - Leeds newspapers.

	Holbeck No.3 Road with D40 & D5253 in view. Note sure of the date but probably late 1964 or early 1965. Photograph courtesy John Wraithmell
	It looks like D7629 is not too long out of the Beyer Peacock Works so this view is probably September/October of 1965. This batch of locomotives were initially allocated to Tinsley (41A) so they would be frequent visitors to Leeds Holbeck. Photograph courtesy John Wraithmell

At the very end of 1965 the LMR & Thornaby swapped nine Class 25's (D5248 - D5256) for a like number of Class 27's. The Class 25's remained at Thornaby for about six months prior to their transfer to Holbeck in May & June, with the exception of D5256 which moved in October. The Type 2's were to cover much of the extra summer traffic generated from the area, without the local sheds having to resort to steam power.

The thrice-weekly Stirling - Newhaven car-sleeper, which surprisingly took a Peak to the South Coast, was during 1966 diagrammed for a Holbeck Peak.

A familiar line up at Leeds Holbeck on August 7th 1966 with D115, D47 & D1980 awaiting their next duties. D115 became 45067 and almost eleven years later whilst working the 11.50 Glasgow - Nottingham, via Leeds collided with derailed coal wagons near Ilkeston which led to its withdrawal. Photograph courtesy Pete Rigby.

Between October 1966 & May 1969 eleven of Thornaby's Class 25/0's were transferred to Holbeck. They came over in four moves D5172 - D5175 in October 1966, D5168 - D5171 in November/December 1967, D5166 & D5167 in October 1968 & finally D5165 in May 1969. They had a mixed history at Holbeck, D5175 spent six years here continuously, whereas the others although spending less time allocated to Holbeck also were transferred in and out a couple of times! When finally allocated away six went to Gateshead between October 1971 & August 1972 (5169 - 5174) and the others to Tinsley in October 1972 (5165 - 5168, 5175).

During December boiler equipped D5176 & D5178 moved to Thornaby.

1967
In January Gateshead sent down D5179 - 5181 to Holbeck, they would remain here for almost four years. At the same time D5252 - D5256 were transferred to the LMR.

Holbeck's three 'new' Class 25's from early 1963 returned from York and Thornaby during April (5177) and September (5176 & 5178). They would remain here until July 1971.

Between April and October D5096 - D5101 were transferred in to Holbeck, all would remain here until the summer of 1971. During November 5147 moved from Gateshead to Holbeck.

An unidentified Class 24 passes Mill Lane Junction, Bradford with a three coach passenger working. The train has just left Bradford Exchange (now called Interchange), the signals behind the train indicate that it is going to Leeds. Mill Lane signalbox is just out of picture to the left, and the buffer stops to the left of the locomotive mark the former entrance of the L&Y freight yard. Photograph courtesy G W Sharpe

D5100 and a 2-6-4 tank locomotive pass Laisterdyke West Box on the approach to Bradford. The photograph is taken from Planetrees Road bridge. Despite the recent outshopping of the Class 24 it still retains the original location for the exhaust port, above the boiler room. Photograph courtesy G W Sharpe

At the beginning of May, in time for the new timetable Leeds Central closed with all traffic diverted to Leeds City. On the final evening of regular services D23 was in charge of an engineers train scheduled to make new connections to the local trackwork once the final service had run.

D5154 & D5155 arrived from York in June, by September they had been transferred to Thornaby.

During July a number of Holbeck Peaks were turning up on the Edinburgh/Newcastle - Newton Abbott car carrier, this was a Brush Type 4 working, but the Peaks had no problem filling in. In the opposite direction Holbeck Peaks were frequent visitors to Edinburgh, normally over the Waverley route but oftimes via the ECML. On the afternoon of July 15th D15 worked the 12.20 Edinburgh - Scarborough whilst D45 handled a teatime relief to Newcastle. A shorter and much lighter working was the Leeds portion of the service to Poole, combining with the Bradford portion at Huddersfield, the Leeds portion was three coaches and a Type 4! This had until this season been a Jubilee working.

The LMR sent over six Class 25's (D7568 - D7573) to Holbeck in August, mostly received from Cricklewood (14B). Four went back to the LMR in the early summer of 1968 whilst two (7568, 7572) remained at Holbeck until August 1972. Also recieved during August were D7624 - D7626 from Tinsley (41A).

Class 46 No. 190 and withdrawn Jubilee Class 4-6-0 No. 45675 Hardy at Holbeck on August 6th 1967. 45675 had been retired during June 1967, it would spend a brief time dumped at Wakefield prior to scrapping at Cashmores, Great Bridge during November 1967, just prior to its 32nd 'birthday'. 190 (46053) would end its days at Derby Works after a service life of barely 18 years. Photograph collection of webmaster.

The six LMR machines were exchanged for D7627 - 7632, these being used to replace steam on Leeds - Bradford workings. By October 1st the ER fleet of steam was reduced to twenty one locomotives, based at Royston, Low Moor and Holbeck, however transfers of Class 20's from Scotland and Class 37's from Wales would soon make these steam allocations extinct. An Open Day at Leeds Holbeck on September 30th, no doubt celebrating the twilight of steam in the area, especially the few remaining Jubilees, found the following Sulzer Type 2's on 'display': D5096, 5100/73/79, 5254/90, 7526/48/68-70/95 & 7625.

During October D5112 & D5113 were transferred from Gateshead to Holbeck.

	An overcast day sometime in October 1967 finds a track gang taking a break whilst D175 waits for time. This is most likely a service over the NE/SW route completing the last leg of its journey to Bradford. D175 already has five years of wear and tear on it, and will run until March 1982, when, as 46038 it is stopped for the final time with a bad main generator. Photograph collection of webmaster
	Another view from October 1967 finds D5112 running through Platform 5 at Leeds City station, possibly making its way to Neville Hill for its next turn of duty. D5112 had only recently been transferred from Gateshead to Holbeck and would remain here until October 1971 when it was sent to Polmadie. Photograph collection of webmaster.

The last quarter of 1967 found small changes to the Peaks, some of the first arrivals from 1961 (D18, 21 & 33) were replaced by four Class 46's from the LMR (139, 148, 153 & 164), in addition to five transferred from Gateshead (D189 - 193).

During November & December Holbeck sent D5248 - D5251 on to Carlisle (12B). At years end Holbeck had a total of eighty two diesels allocated, seventeen of these were shunters, the remainder were all Sulzer powered machines:
Class 24's : 9
Class 25/0 : 8
Class 25/1-3 : 16
Class 45's : 20
Class 46's : 10
Class 47's : 2

During December the ER withdrew its last remaining steam locomotive, 2-6-0 K1 62005 from Holbeck, the only steam locomotives allocated to British Railways were now all on the LMR.

1968
Although this January was a remarkably mild one heavy snowstorms on January 9th & 10th brought considerable chaos to many parts of the country. Particularly hard hit were the London commuters with most of the termini suffering many cancellations due to frozen up equipment. Perhaps because of this it was no surprise to find Holbeck based D5112 at St Pancras on 9th, whilst on 13th D7573 was noted southbound through Newark with the 08.25 Leeds - Kings Cross, albeit with four coaches only! On 12th D153 was in charge of the Up 'Talisman' coming back with the next day's 10.20 Kings Cross - Leeds.

With the ER now steamless and the LMR fleet being rapidly reduced many secondary services were converting to diesel. Converted to diesel during January was the Leeds City North - Patricroft (3M15) parcels - noted on this working in January were D5147 (10th), D5096 (12th) & D7573 (26th). On the 19th preserved steam visited Holbeck, a Type 2 hauling 80 Thundersley & 1217E was required to call in at Holbeck for attention to a hot box on 1217E. This convoy eventually reached Bedford on February 1st, where 1217E was still suffering from a hotbox - Brighton (Preston Park) was the eventual destination!

Holbeck's Peaks were ranging well into the West Country,not only on passenger workings but were regularly reaching Exeter on freights from Severn Tunnel Jct & Manvers Main.

During May 7586/7593/7596 arrived from the LMR, all were sent north to Gateshead in September.

Throughout 1968 Holbeck continued to gain Class 46's and during August exchanged with the LMR five of its early Peaks with five Crewe built examples.

Holbeck's Type 2's were involved in a most unusual pairing on the 12.06 Heysham - Neville Hill and 06.40 Heysham - Ecclesfield oil tanks. Carnforth utilised the last two operating 9F's, 92160/167, paired with a Class 24/25, with the diesel leading. The arrangement was short-lived due to the failure of both 9F's. On June 12th 92167, already running with a boiler defect dropped its rods working back from Leeds. Repairs were denied as were those to 92160 several days later, both were quickly condemned. All was not lost however as the pairing continued using 8F's, so noted were 48115 (12th) and 48167 (27th), the Type 2's not being identified!

7626 moved to the Manchester Division (D09) in September.

At the beginning of the winter timetable Holbeck recieved 5148 - 5150 from Gateshead, along with 5147 they would remain at Holbeck until October 1971. By the end of 1968 Holbeck's diesel allocation was eighty one, a change of one from the end of 1967, there were fourteen shunters and the mainline fleet still remained all Sulzer powered, though the two Class 47's had moved on.

Class 24's : 12
Class 25/0 : 10
Class 25/1-3 : 12
Class 45's : 20
Class 46's : 13

5167 at Hunslet, date unknown. Photograph courtesy G W Sharpe

Well approximately 40 years have gone by since the above view of 5167. Time has marched on, the railway yards and sidings found in many cities have long since been closed and lifted and became just so much wasteground. Then along came the developers with their mini-malls and carparks aplenty. Now lorries bring goods to the shops and these goods no longer hail from local manufacturers or parts of the British Empire....... Photograph courtesy Michael Kaye

1969
A realignment of the Class 45/46 fleet would create something of a consolidation of the Class 46's, with the class to be split between Gateshead and Bristol. It would take awhile to get all the transfers in place and would remove the Class 46's from any allocation on the LMR. This would cause the occasional shuffling of Class 46's between Gateshead & Holbeck over the next couple of years.

A shortage of locomotives on the Eastern Region led to the LMR sending six Class 24's (5000/01/09/13/19/90) to Holbeck. Most of these machines had been out of service (withdrawn or stored) for much of the early part of 1969, and most needed a visit to Derby Works prior to their transfer, D5090 had been at Derby awaiting collision damage repairs prior to its move to the ER. These locomotives reached Holbeck in October and November all remaining here until 1971 when they were reallocated to the Scottish Region or Gateshead. Joining the ex-LMR machines were 5112 & 5113 from Gateshead, arriving in October, and also moving to Polmadie in October 1971.

By the end of 1969 the allocation at Holbeck had increased slightly to eighty nine locomotives, thirteen of which were shunters, and the remainder were again all Sulzer powered.
Class 24's : 17
Class 25/0 : 11
Class 25/1-3 : 12
Class 45's : 20
Class 46's : 12
Class 47's : 4

Sometime during 1969 7272 is seen at Leeds City, presumably bringing in the Bradford portion of an express destined for the West Country. Photograph courtesy John Law

1970
To assist the Western Region in its plan to withdraw its hydraulic fleet a number of transfers were made, these including the movement of non-boilered 5179 - 5181 & 7624/7625 to Newport (86B) during November.

There was little change to Holbeck's allocation at the end of 1970, perhaps the biggest difference was the loss of half of the Class 25/1-3's, also ominous was the allocation of one dual braked Class 31 (5848).
Class 24's : 17
Class 25/0 : 9
Class 25/1-3 : 6
Class 31 : 1
Class 45's : 20
Class 46's : 13
Class 47's : 4

1971
A timetable oddity involved the 10.05 1L09 Kings Cross - Leeds, one of the few remaining vacuum braked East Coast workings. This returned to the capital as the 1A35 18.20 York - Kings Cross, making the fill-in turn from Leeds to York as the 1L58 16.11 eleven coach local, Class 25 hauled with some pretty sharp point to point timings!

The two ex-Gateshead and the six ex-LMR Class 24's which had been received by Holbeck late in 1969 were reallocated between May & October either to Polmadie or Eastfield to assist in the removal of the few remaining NBL & Clayton diesels, or to Gateshead.

5096 - 5101 all moved during the summer, 5096 to Gateshead (52A) in May, 5097 - 5101 to Polmadie (66A) in July. Polmadie and Eastfield also recieved 5112, 5113 & 5147 - 5150 in October from Holbeck. To replace these machines 5157 - 5160 were transferred in during July and August followed by 5162 - 5164 in October. 5157 moved to Eastfield in October.

5000 would spend two years (September 1969 - October 1971) allocated to Holbeck, it is seen here at Leeds City on July 27th 1971. Photograph courtesy Tony Sayer.

Also moving on were Holbeck's boiler fitted 5176 - 5178, these also went north of the border to Eastfield (65A) in July. Immingham borrowed 12 between July & October, also that month Holbeck swapped more Class 46's for Class 45's, included were some of Holbeck's first arrivals from a decade ago, 13/18 & 20-22.

October found 7586, 7593 & 7596 back at Holbeck, their stay here was brief, by January 1972 all were once again returned to Gateshead.

Photograph courtesy David Rogers

Its December 1971 and 5173 & 5174 are seen at Holbeck awaiting their next duties.

1972
5158 - 5160 moved to Eastfield in January.

As detailed previously the fourteen ex-Thornaby Class 25/0's (5162 - 5175) finally moved on, six to Gateshead and eight to Tinsley, the last of these moves being completed by October. Those machines that initially went to Gateshead eventually joined the others at Tinsley.

After five years at Holbeck 7568 & 7572 moved south to the Nottingham Division (D16) in August.

	A typical line up of the locomotives to be found at Holbeck during the 1970's. July 1st 1972 - my birthday! Presumably the 1V55 headcode on D5228 suggests its use on one of the inter-regional express starting at Bradford and requiring a reversal at Leeds. Photograph courtesy David Rogers.
	An un-identified Class 31 stands alongside 5173 & 5229 at Holbeck on July 1st 1972. Photograph courtesy David Rogers.

Six brief visitors called Holbeck home for a short while during 1972. 5183 - 5185 arrived from Willesden (D01), 5214 from Cricklewood (14A) and 5228/5229 from the Nottingham Division (D16), transferred to Holbeck between April and August, by October they had all been sent on to Tinsley (41A). Twenty Class 45's arrived for the start of the winter timetable, again many that had been at Holbeck years before plus some which had spent many years working out of St Pancras.

1973
The Class 46 transfers throughout 1973 were to clear Holbeck of these machines to Gateshead with the last three going in May. There were about a dozen Class 45 transfers, mostly swapping locomotives between Holbeck and the Midland depots. This year would see the first renumbered Class 45's at Holbeck including some of the eth fitted Class 45/1's, these stayed only briefly at Holbeck, perhaps for crew training, they always were quickly returned to Toton.

The last Class 25 transfers to Holbeck were 25016 & 25018 during October, they remained here until March 1974 when they were transferred back to Tinsley. The only Class 25's now to be found at Holbeck would be visitors from other depots.

1974
Five Class 45's were swapped during 1974, all boilered examples and all traded with Toton.

1975
There were no transfers affecting Holbeck's Class 45 fleet during 1975.

1977
June 4th found Leeds Holbeck short of power to handle the 09.35 Carlisle - Nottingham, all they had available was 25124. To this machine was added 25159 borrowed from a parcels train, this fine pair then making the run to Nottingham and returning with the 15.52 to Glasgow, being relieved at Leeds by 47467.

After several years of relative stability with the Holbeck 45's the end of the summer timetable brought a major change to Holbeck's allocation. During October twenty Class 45/0's were moved to Tinsley, part of the re-allocation of locomotives away from Holbeck to permit its closure.

1978
During May the final sixteen Class 45's at Holbeck moved away to York thus ending almost eighteen years of direct association with the depot. The Class 45/46's could still be found at Holbeck but only as visitors.

45010 & 45038 await their next turn of duty from Holbeck shed on Monday April 17th 1978, 45010 was on the depot with 45038 that day, 45010 went on to work 3V20 parcels train from Leeds - Sheffield, then Light Engine 0J03 to Tinsley, 45 038 was stabled there all day, both are in 12 road. Within a month Holbeck's fleet of Class 45's will be transferred away, though in actuality they will remain as visitors to Holbeck for the next ten years. Photographs courtesy Peter Ryan

1987
During the second week of April 25908 was moved from Springs Branch to Toton for use as a training vehicle. After this move 25912 was selected for use as a staff training vehicle at Holbeck, its move commencing on April 15th from Crewe via Bescot, Toton and Tinsley to Leeds Holbeck, finally arriving on May 6th. (This is a whole other story, partially covered under the 25322 page. More details will be added to this page in relation to 25322 shortly).

Undated Views

	D163, the only named Class 46 waits in Bradford Forster Square East Carriage sidings, date unknown. The headcode suggests this might be an internal working within the Eastern Region, perhaps up to Kings Cross. The hut on the left survived just about everything else in this view, lasting into the 1990's. Photograph courtesy Wally Hobson.
	A steaming 7568 heads a Leeds bound stopping service at Keighley, date unknown. Photograph courtesy Wally Hobson
	A rather ropey looking 7571 awaits departure from Leeds City. The hinged grilles on the side of the locomotive indicate this is a dual braked locomotive, used by Holbeck to handle the ecs movements of the ECML workings equipped with dual braked stock. Photograph courtesy Andy Parr

Diesel Allocation Of Holbeck M.P.D. 55A

The following list is provided courtesy of Michael Kaye and is compiled from research carried out by Michael. It clearly shows the Midland influence of its allocation in the early days of dieselisation (the Class 24/25 & 45/46's), then a transition later to a more Eastern Region feel (Class 31 & 47's)

Class 03.

D2074. September 1964 - March 1967.
D2081. (03 081) January 1967 - October 1967.
D2092. (03 092) May 1965 - May 1971.
D2093. May 1965 - May 1971.
D2095. (03 095) December 1968 - August 1969.
D2112. (03 112) October 1969 - February 1971.
D2160. (03 160) January 1967 - May 1971.
D2162. (03 162) Febraury 1967 - November 1972.
D2174. (03 174) February 1971 - November 1972.

Class 04.

11218. D2248. September 1964 - September 1967.
11219. D2249. October 1966 - September 1969.
D2260. August 1967 - March 1968.
D2261. August 1968 - May 1968.
D2267. July 1967 - June 1964, also September 1964 - December 1968.
D2271. April 1958 - May 1967.
D2272. (Allocated New to Holbeck) March 1958 - May 1967.
D2273. (Allocated New to Holbeck) April 1958 - August 1966.
D2325 February 1967 - October 1967.
D2339. February 1967 - October 1967.

From the above information it appears that D2272 & D2273 were the Drewry shunters allocated to Holbeck for the longest continuous time. They are shown here at Holbeck, date unknown. Both would eventually be transferred to Bradford Hammerton Street and withdrawn from there; D2273 in October 1967 and scrapped at CF Booths, Rotherham, and D2272 in October 1970, but seeing further use with British Fuels, Blackburn. Photographer unknown.

Class 05.

D2596. (Allocated New to Holbeck) February 1960 - June 1960.
D2597. (Allocated New to Holbeck) June 1960 - July 1960.

Class 08.

13235. D3235. (08 167). October 1963 - May 1965.
13240. D3240. (08 172). October 1972 - March 1977.
13276. D3276. (08 206). January 1987 - March 1988.
13294. D3294. (08 224). August 1967 - July 1968.
13295. D3295. (08 225). August 1967 - February 1978.
13296. D3296. (08 226). August 1967 - October 1978.
D3375. (08 305). January 1987 - October 1988.
D3378. (08 308). January 1987 - August 1987.
D3379. (08 309). January 1987 - October 1988, also November 1988 - February 1990.
D3380. (08 310). June 1964 - May 1965.
D3547. (08 432). February 1970 - January 1971.
D3564. (08 449). November 1988 - December 1988.
D3568. (08 453). July 1974 - October 1978.
D3652. (08 497). November 1966 - October 1978.
D3653. (08 498). November 1966 - October 1978.
D3654. (08 499). August 1967 - October 1978.
D3655. (08 500). August 1967 - October 1978.
D3656. (08 501). November 1966 - October 1978.
D3658. (08 503). November 1966 - October 1978, also January 1987 - Janaury 1988.
D3678. (08 516). January 1987. Febraury 1990.
D3679. (08 517). March 1977 - October 1978.
D3705. (08 541). August 1969 - November 1969.
D3746. (08 579). January 1987 - November 1988.
D3826. (08 659). January 1987 - February 1990.
D3868. (08 701). January 1987 - November 1988.
D3873. (08 706). January 1987 - February 1990.
D3874. (08 707). August 1987 - February 1990.
D3934. (08 766). September 1972 - October 1978.
D3941. (08 773). January 1987 - Febuary 1990.
D3944. (08 776). August 1987 - February 1990.
D3950. (08 782). January 1987 - February 1990.
D3951. (08 783). February 1988 - February 1990.
D3974. (08 806). November 1988 - February 1990.

Class 10.

D3454. (08 369). August 1967 - October 1978.

Class 24.

D5000. (24 005). October 1969 - October 1971.
D5001. (24 001). October 1969 - October 1971.
D5013. (24 013). October 1969 - October 1971.
D5019. (24 019). October 1969 - May 1971.
D5090. (24 090). November 1969 - May 1971.
D5096. (24 096). June 1967 - May 1971.
D5097. (24 097). October 1967 - October 1971.
D5098. (24 098). June 1967 - October 1971.
D5099. (24 099). June 1967 - July 1971.
D5100. (24 100). April 1967 - July 1971.
D5101. (24 101). October 1967 - July 1971.
D5112. (24 112). October 1967 - October 1971.
D5113. (24 113). October 1967 - October 1971.
D5147. (24 147). November 1967 - October 1971.
D5148. (24 148). September 1968 - October 1971.
D5149. September 1968 - October 1971.
D5150. (24 150). September 1968 - October 1971.

Holbeck allocated D5099 heads through Hest Bank on a sunny July 27th 1968 with Class 5 4-6-0 No.45017 in tow. This is the last week of steam on British Railways. Photograph collection of webmaster.

Class 25.

D5154. (25 004). June 1967 - September 1967.
D5155. (25 005). June 1967 - September 1967.
D5157. (25 007). July 1971 - October 1971.
D5158. (25 008). July 1971 - January 1972.
D5159. (25 009). August 1971 - January 1972.
D5160. (25 010). August 1971 - January 1972.
D5162. (25 012). October 1971 - October 1972.
D5163. (25 013). October 1971 - October 1972.
D5164. (25 014). October 1971 - October 1972, also November 1972 - May 1973.
D5165. (25 015). May 1969 - March 1970, also January 1972 - October 1972.
D5166. (25 016). October 1968 - May 1970, also January 1972 - May 1973, also October 1973 - March 1974.
D5167. (25 017). October 1968 - May 1970, also November 1970 - October 1972.
D5168. (25 018). November 1967 - May 1970, also November 1970 - October 1971, also April 1972 - October 1972, also October 1973 - March 1974.
D5169. (25 019). December 1967 - April 1972.
D5170. (25 020). December 1967 - November 1971, also January 1972 - April 1972.
D5171. (25 021). December 1967 - October 1971.
D5172. (25 022). October 1966 - October 1967, also December 1967 - November 1971, also January 1972 - August 1972.
D5173. (25 023) October 1966 - August 1972.
D5174. (25 024). October 1966 - August 1972.
D5175. (25 025). October 1966 - October 1972.
D5176. (25 026). (Allocated New to Holbeck) January 1963 - June 1963, also September 1967 - July 1971.
D5177. (25 027). (Allocated New to Holbeck) February 1963 - June 1963, also April 1967 - July 1971.
D5178. (25 028). (Allocated New to Holbeck) February 1963 - June 1963, also September 1967 - July 1971.
D5179. (25 029). January 1967 - November 1970.
D5180. (25 030). Janaury 1967 - November 1970.
D5181. (25 031). Janaury 1967 - November 1970.
D5182. (25 032). December 1967 - November 1970.
D5183. (25 033). August 1972 - October 1972.
D5184. (25 034). August 1972 - October 1972.
D5185. (25 035). July 1972 - October 1972.
D5214. (25 064). August 1972 - October 1972.
D5228. (25 078). April 1972 - October 1972.
D5229. (25 079). April 1972 - October 1972.
D5248. (25 098). May 1966 - November 1967.
D5249. (25 099). May 1966 - December 1967.
D5250. (25 100). May 1966 - December 1967.
D5251. (25 101). May 1966 - December 1967.
D5252. (25 102). May 1966 - December 1967.
D5253. (25 103). May 1966 - December 1967.
D5254. (25 104). June 1966 - December 1967.
D5255. (25 105). June 1966 - December 1967.
D5256. (25 106). October 1966 - December 1967.
D7568. (25 218). August 1967 - August 1972.
D7569. (25 219). August 1967 - March 1968.
D7570. (25 220). August 1967 - May 1968.
D7571. (25 221). August 1967 - August 1972.
D7572. (25 222). August 1967 - August 1972.
D7573. (25 223). August 1967 - May 1968.
D7586. (25 236). May 1968 - September 1968, also October 1971 - July 1972.
D7593. (25 243). March 1968 - September 1968, also October 1971 - January 1972.
D7596. (25 246). May 1968 - September 1968, also October 1971 - January 1972.
D7624. (25 274). August 1967 - November 1970.
D7625. (25 275). August 1967 - November 1970.
D7526. (25 276). (25 903). August 1967 - July 1968.

Class 31.

D5518. (31 101). January 1971 - March 1971.
D5529. (31 111). October 1974 - May 1976, also October 1976 - May 1977, also November 1977 - October 1978.
D5533. (31 115), (31 466). March 1975 - May 1976.
D5537. (31 119). May 1973 - May 1975.
D5540. (31 122). October 1972 - May 1973.
D5541. (31 123). May 1973 - March 1975.
D5545. (31 127). February 1978 - October 1978.
D5551. (31 133. (31 450). March 1973 - May 1973.
D5555. (31 137) (31 444). October 1972 - May 1973.
D5556. (31 138). October 1972 - May 1973.
D5560. (31 142). May 1972 - January 1974, also March 1975 - October 1976.
D5564. (31 146). November 1977 - October 1978.
D5577. (31 159). May 1977 - November 1977.
D5581. (31 163). January 1974 - May 1975.
D5584. (31 166). January 1974 - March 1975, also May 1977 - November 1977.
D5588. (31 170). May 1977 - May 1978.
D5591. (31 172) (31 420). October 1971 - January 1972, also October 1972 - September 1973.
D5594. (31 174). October 1972 - January 1972, also February 1972 - October 1978.
D5595. (31 175). May 1977 - November 1977.
D5596. (31 403). October 1971 - January 1972.
D5597. (31 176). October 1971 - January 1972.
D5599. (31 178). May 1977 - October 1978.
D5601. (31 180). May 1977 - October 1978.
D5603. (31 182). October 1971 - February 1972.
D5607. (31 184). October 1972 - March 1975.
D5656. (31 409). June 1972 - May 1973.
D5657. (31 230). May 1971 - November 1972.
D5658. (31 231). May 1971 - November 1972.
D5659. (31 232). April 1972 - June 1972.
D5661. (31 234). February 1978 - January 1980. (Last mainline locomotive to leave Holbeck on transfer)
D5662. (31 235). May 1971 - November 1972.
D5669. (31 410). July 1972 - October 1978.
D5681. (31 253) (31 431). Janaury 1974 - October 1974, also March 1975 - May 1977, also November 1977 - October 1978.
D5698. (31 268). May 1976 - October 1978.
D5800. (31 270). March 1973 - January 1974.
D5801. (31 271). October 1972 - May 1973.
D5802. (31 272). May 1975 - October 1975.
D5808. (31 278). November 1972 - October 1973.
D5810. (31 280). November 1972 - October 1974.
D5811. (31 281). November 1972 - December 1972, also March 1973 - October 1974.
D5820. (31 288). May 1973 - October 1973.
D5822. (31 290). May 1973 - October 1973.
D5835. (31 302). October 1972 - June 1974, also may 1975 - July 1975.
D5841. (31 308). October 1972 - January 1974.
D5844. (31 310) (31 422). October 1972 - September 1974.
D5848. (31 314). November 1970 - March 1971.
D5850. (31 316) (31 446). October 1975 - October 1976.
D5853. (31 319). March 1974 - October 1974, also October 1975 - May 1977.
D5856. (31 417). October 1973 - October 1978.
D5859. (31 324). October 1972 - May 1978.

Class 40.

D250. (40 050). February 1965, (period of three weeks, for intensive crew training purposes)

Class 45.

D11. (45 122). Janaury 1961 - Febuary 1961, also September 1961 - May 1973.
D12. (45 011). Janaury 1961 - February 1961, also September 1965 - July 1971, also October 1971 - May 1978.
D13. (45 001). September 1965 - January 1968, also October 1971 - May 1978.
D14. (45 015). December 1960 - February 1961, also December 1962 - May 1978.
D15. (45 018). February 1961 (for crew training), also December 1962 - May 1978.
D16. (45 016). February 1961 (for crew training), also December 1962 - May 1978.
D17. (45 024). December 1962 - October 1977.
D18. (45 121). December 1962 - November 1967, also October 1971 - December 1973.
D19. (45 025). December 1962 - October 1977.
D20. (45 013). December 1962 - August 1968. also October 1971 - May 1978.
D21. (45 026). December 1962 - October 1967, also October 1971 - October 1977.
D22. (45 132). December 1962 - August 1968, also October 1971 - May 1974.
D23. (45 017). December 1962 - May 1978.
D24. (45 027). December 1962 - October 1977.
D25. (45 021). December 1962 - October 1977.
D26. (45 020). December 1962 - May 1978.
D27. (45 028). December 1962 - March 1973.
D28. (45 124). December 1962 - January 1974.
D29. (45 002). December 1965 - July 1973, also September 1973 - May 1978.
D30. (45 029). December 1962 - October 1977.
D31. (45 030). December 1962 - October 1977.
D32. (45 126). December 1962 - August 1968, also September 1972 - March 1974.
D33. (45 019). October 1965 - January 1966, also September 1972 - May 1978.
D34. (45 119). January 1966 - November 1973.
D35. (45 117). January 1966 - August 1968, also October 1972 - May 1973.
D36. (45 031). October 1974 - October 1977.
D37. (45 009). November 1973 - May 1978.
D38. (45 032). October 1974 - October 1977.
D42. (45 034). October 1972 - October 1977.
D43. (45 107). October 1973 (for crew training)
D44. (45 035). October 1972 - October 1977.
D45. (45 036). October 1972 - October 1977.
D48. (45 038). October 1972 - October 1977.
D50. (45 040). October 1972 - October 1977.
D53. (45 041). August 1968 - October 1977.
D58. (45 043). October 1972 - October 1977.
D60. (45 022). August 1968 - October 1977.
D69. (45 047). October 1972 - October 1977.
D70. (45 048). December 1973 - October 1977.
D76. (45 053). May 1973 - October 1977.
D85. (45 109). July 1973 - September 1973.
D89. (45 006). August 1968 - May 1978.
D96. (45 101). July 1973 (for crew training)
D101. (45 061). October 1972 - October 1977.
D108. (45 012). January 1974 - May 1978.
D112. (45 010). May 1973 - May 1978.
D119. (45 007). May 1974 - May 1978.
D125. (45 071). May 1973 - October 1976.
D137. (45 014). September 1972 - September 1973, also March 1974 - May 1978.

Class 46.

D139. (46 002). September 1967 - July 1970.
D148. (46 011). October 1967 - July 1970.
D153. (46 016). November 1967 - July 1970.
D160. (46 023). August 1968 - July 1970.
D164. (46 027). December 1967 - March 1969.
D166. (46 029). May 1968 - November 1970, also November 1971 - April 1972.
D167. (46 030). May 1968 - April 1972.
D168. (46 031). Janaury 1972 - April 1972.
D174. (46 037). October 1970 - October 1971.
D179. (46 042). October 1970 - October 1971.
D181. (46 044). July 1970 - May 1973.
D183. (46 046). July 1970 - May 1971.
D184. (46 047). July 1970 - October 1971.
D185. (46 048). July 1970 - October 1971.
D186. (46 049). July 1970 - October 1971.
D187. (46 050). July 1970 - January 1973.
D188. (46 051). October 1968 - October 1971.
D189. (46 052). June 1963 - April 1964, also November 1967 - October 1971.
D190. (46 053). June 1963 - April 1964. also October 1967 - July 1970.
D191. (46 054). June 1963 - April 1964, also October 1967 - Janaury 1973.
D192. (46 055). June 1963 - April 1964, also October 1967 - July 1970, also August 1972 - May 1973.
D193. (46 056). October 1967 - November 1971, also August 1972 - May 1973.

Class 47.

D1100. (47 298). March 1975 - July 1975.
D1101. (47 518). October 1975 - October 1977.
D1102. (47 519). October 1975 - October 1977.
D1103. (47 520). October 1967 (for crew training) also May 1976 - October 1977.

Its a snowy January 16th 1977 as 47520 passes Beeston with the 1A16 10.30 Leeds - Kings Cross. This was Holbeck diagram 158, booking on at 10.13 to handle the 1A16, and coming back from London with the 1L22 15.55 to Leeds, booking off at 18.45. The normal booked load was ten coaches, 380 tons, although in this view the load is only eight coaches. Photographs courtesy Peter Ryan

D1104. (47 521). October 1967 (for crew training) also May 1976 - October 1977.
D1105. (47 522). October 1971 - October 1972, also May 1976 - October 1977.
D1106. (47 523). October 1971 - March 1975.
D1108. (47 525). November 1969 - May 1971.
D1109. (47 526). November 1969 - March 1975.
D1110. (47 527). November 1969 - March 1975.
D1111. (47 528). November 1969 - May 1971.
D1515. (47 416). May 1971 - October 1972.
D1516. (47 417). May 1973 - September 1973.
D1517. (47 418). May 1971 - October 1972, also May 1973 - September 1973.
D1533. (47 425). May 1974 - October 1977.
D1534. (47 426). May 1977 - October 1977.
D1535. (47 427). July 1971 - October 1971.
D1549. (47 434). March 1975 - October 1977.
D1570. (47 017). (Allocated New to Holbeck). March 1964 - April 1966.
D1571. (47 453). (Allocated New to Holbeck). March 1964 - February 1966.
D1572. (47 018). (Allocated New to Holbeck). May 1964 - February 1966, also October 1967 - October 1968.
D1573. (47 019). (Allocated New to Holbeck). April 1964 - April 1966.
D1577. (47 457). September 1973 - October 1977.
D1579. (47 459). March 1975 - October 1977.
D1580. (47 460). September 1975 - October 1977.
D1581. (47 461). September 1973 - October 1977.
D1582. (47 462). March 1975 - October 1977.
D1583. (47 542). January 1975 - May 1975.
D1588. (47 543). March 1975 - May 1975.
D1592. (47 544). January 1975 - February 1976.
D1620. (47 039) (47 565). May 1973 - January 1975.
D1629. (47 047) (47 569) (47 727) May 1973 - January 1975.
D1631. (47 049). May 1975 - February 1976.
D1632. (47 050). Janaury 1974 - January 1975.
D1633. (47 051). January 1974 - January 1975.
D1634. (47 052). October 1974 - Janaury 1975.
D1724. (47 549). January 1975 - March 1975.
D1737. (47 144). May 1973 - May 1974.
D1765. (47 170) (47 582). May 1965 - April 1966.
D1766. (47 171) (47 592). March 1965 - April 1966. also October 1972 - May 1973.
D1767. (47 172) (47 583). July 1965 - August 1966.
D1774. (47 179) (47 577). May 1971 - October 1972, also February 1976 (for crew training).
D1776. (47 181) (47 578). May 1971 - October 1972.
D1777. (47 182) (47 598). May 1971 - October 1972.
D1778. (47 183) (47 579). May 1971 - October 1972.
D1780. (47 185) (47 602). May 1971 - March 1973.
D1781. (47 186). May 1971 - March 1973.
D1862. (47 212). (Crew Training) October 1969 - November 1969.
D1863. (47 213). (Crew Training) October 1969 - November 1969.
D1864. (47 214). (Crew Training) October 1969 - November 1969.
D1865. (47 215). (Crew Training) October 1969 - November 1969.
D1868. (47 218). (Crew Training) January 1966 - February 1966.
D1872. (47 222). (Crew Training) February 1966 - March 1966.
D1873. (47 223). (Crew Training) March 1966 - April 1966.
D1894. (47 375). February 1966 - March 1967.
D1895. (47 376). February 1966 - March 1967.
D1950. (47 552). January 1975 - March 1975.
D1987. (47 285). October 1972 - March 1973.
D1988. (47 286). June 1975 - July 1975.
D1993. (47 291). October 1972 - March 1973.
D1994. (47 292). August 1966 - March 1967. also October 1976 - May 1977.
D1995. (47 293). October 1976 - May 1977.
D1996. (47 294). October 1976 - May 1977.
D1997. (47 295). October 1976 - May 1977.
D1998. (47 296). March 1975 - June 1975.

Class 48.

D1705. (47 117). May 1971 - October 1971.
D1706. (47 118). May 1971 - October 1971.

Photo credits: several of the pictures on this page were initially acquired without knowing who the photographer was. It has since been confirmed that some of the early black & white views were taken by former Holbeck driver Wally Hobson. Driver Dave Nicol writes:
I knew Wally in the late 70's/early 80's while I was a secondman at Holbeck & he was a driver at Neville Hill. I remember these photos as I recall he lent the negatives to another secondman at Holbeck so that he could take copies as he wished. I also remember Wally had quite a substantial photo collection from his early career in the 60's, which was a unique combination of the early days of diesel & the last of steam. I moved to Darlington for promotion to driver in 1984, but Wally moved to Newcastle when Holbeck & Neville Hill merged at Leeds City. We met up again when I moved to Newcastle in 1987. One highlight of his time at Newcastle was as co driver, with driver Jimmy Wolf, who between them set a new time record for the journey between Kings Cross & Edinburgh in the early 90's with the then new class 91/mk 4 trains. Sadly Wally died in 2004 after illness due indirectly to MRSA. I can safely say that anyone who knew him would describe him as a gentleman & true railwayman.

Michael Kaye commented: I knew Wally Hobson, he started just before me, can remember him at Holbeck and at Neville Hill, he was a great railway man, he’s sadly missed.

Page added September 18th 2004
Last updated September 2nd 2012

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