Prototype PhilH's Industrial Railway Photos

[hrmspaul]

Brakevan No.1 at NCB Littleton Colliery, Staffordshire, presumably ex BR. Like Granville the line from Littleton Colliery to the BR interchange at Penkridge was steeply graded in the direction of loaded trains and brakevans were normally used with the steam locomotives. The brakevans were not required after the introduction of diesel locomotives fitted with air brakes and the use of MGR hoppers.

Brakevan no. 3, an ex LMS one remained at Littleton when we visited in 1989 - used to take us down to the reception/exchange sidings (although we all had a cab ride in one direction or the other) The van was even "in steam Littleton Colliery, Cannock, Staffordshire in 1989 | NCB no. 3 MR-LMS brake van Littleton Coll. 89-03-29 P Bartlett [W]

Paul Bartlett York

 

[PhilH]

The Andorra Escatron Railway was a mineral railway in North Eastern Spain connecting lignite coal mines at Andorra with a power station at Escatron on the south bank of the River Ebro. The line was opened in 1953 and laid to the Spanish mainline gauge of 5'-6" with a length of approximately 50km. At Samper de Calanda, about 18km from Escatron, the line connected with the RENFE Barcelona to Madrid mainline.

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The German locomotive manufacturer Jung provided two new 4-8-4T locomotives for the opening of the line and this is ANDORRA Jung 11467/53 leaving Escatron with an empty train in May 1975. The houses on the outskirts of the town of Escatron are on the hillside to the left and the River Ebro is in the valley in the right distance.

ANDORRA waits to depart from Andorra with a loaded train.







The second Jung 4-8-4T ESCATRON works no.11468/53 was having minor repairs in the loco shed at Andorra.


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In 1958 the Spanish loco builder MTM (La Manquinista Terrestre y Maritima) provided a third 4-8-4T named SAMPER DE CALANDA works no.721, probably one of the largest tank locomotives in industrial service and the last steam locomotive built by MTM. The provision of smoke deflectors on an industrial tank loco is unusual and the horizontal cylinders above on each side would be feedwater heaters.

SAMPER DE CALANDA approaching the Andorra terminus with a train of empties.​

After my visit in May 1975 the line acquired 3 ex RENFE 2-8-2 tender locos:
141F-2416 built by Euskalduna of Bilbao in 1960
141F-2124 built by North British Locomotive Co. Ltd. in 1952
and the third obtained just for spare parts 141F-2402 built by Euskalduna in 1958

 

[PhilH]

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An unusual locomotive type for a mineral railway was this Pacific, ex RENFE No.231-2006 CABEZA GORDA built by Babcock & Wilcox of Bilbao works no.364 in 1930. It was originally built for the Andalusian Railway, one of ten similar locomotives which were withdrawn by RENFE in 1970 and all scrapped apart from 2006. It did see some use on the Andorra Escatron line and it's shown in action on a Youtube video -

(approx. 21 minutes in to the 35 minute video, which is a comprehensive study of the line with action shots of most of the locomotives, but only informative if you can understand Spanish !).
However by May 1975 it appeared to have been withdrawn from service. It has subsequently been preserved and is on display at the Madrid Railway Museum with its original Andalusian Railway number 3306.

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No.1 built by Baldwin in the USA works no.53437 of 1920 was working the various mine branches at Andorra. It was acquired secondhand and used in the construction of the line, having been supplied originally to a sugar factory at Tudela de Navarra.

The rear view emphasises the wide 5'-6" gauge on a relatively small locomotive.




The loco shed at Andorra with quite a contrast in motive power.




I've no idea on the origins of this one, but presumably it was converted from a road lorry.​

Steam working continued until closure of the full length of the line on 3rd August 1984. The southern section of the line from the junction with the RENFE Barcelona to Madrid line at Samper de Calanda to Andorra continued in use to serve the coal mines worked by RENFE diesel locomotives.

 

[PhilH]

A few more Spanish industrials, for those who might like small narrow gauge locos ?
Photos taken in May 1975 at 4 locations with respectively - working locos, out of use locos, derelict locos and preserved locos.

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First a rather neat metre gauge 0-6-0T built in 1885 by Sharp Stewart in Manchester, No.10 EL ESLA works no.3343, at Sabero Colliery, Cistierna near Leon. Originally from the Carinena to Zaragosa Railway, their No.5. Its now preserved at the Museum of Metallurgy and Mining in Sabero.

No.11 CISTIERNA, of unknown origin but rebuilt locally in 1945.


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The coal processing plant at Sabero, which was connected by a line approximately 3km long to the metre gauge La Robla Railway at Cistierna. The plant was originally connected to the various mines by a 600mm gauge system worked by a total of eight steam locomotives. After this was closed all eight locos were purchased by Peter Rampton circa 1968 and are now stored at a private site in the UK.

Metre gauge No.3 at Matallana Colliery, possibly built by Ansaldo in Italy. The position of the cylinders so far forward is rather unusual.


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No.2 at Matallana, a rather stubby 0-6-0T built by Societe Anonyme de St.Leonard, Liege, Belgium, works no.1680 in 1910. The chimney seems rather large for what's likely to go up it !

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A couple of derelict 600mm gauge 0-4-0WTs at Toreno Colliery near Pontferrada - No.2 by Maffei of Germany works no.4172 of 1925 (right) and No.1 by Henschel of Germany works no.8457 of 1907.

Nearby was another derelict - No.3 an 0-4-0T by Henschel works no.16070 built in 1918.




The working loco at Toreno was an Orenstein & Koppel diesel. Toreno Colliery was served by the metre gauge Pontferrada Villablino Railway.


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On display next to the car park of Industrias Lopez, a scrapyard at Zaragosa, was this metre gauge 0-6-0WT No.6-680 built by Orenstein & Koppel works no.10959 in 1925. Rather thoughtfully mounted on a raised plinth so it can be viewed above the parked cars.

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Next to it was this 600mm gauge 0-4-0WT numbered 13 and also built by Orenstein & Koppel. It carried no details of works number or date but the cast brass plate on the bunker reads: "Orenstein y (and) Koppel Arthur Koppel Madrid - Barcelona". OK were loco builders AK was a light railway equipment supplier. The two firms were amalgamated shortly after Arthur Koppel's death in 1908 and for a short period both names were used in the firm's title so the loco would have been built at about that period.

 

[John Ross]

A few more Spanish industrials, for those who might like small narrow gauge locos ?
Photos taken in May 1975 at 4 locations with respectively - working locos, out of use locos, derelict locos and preserved locos.

View attachment 168311​

First a rather neat metre gauge 0-6-0T built in 1885 by Sharp Stewart in Manchester, No.10 EL ESLA works no.3343, at Sabero Colliery, Cistierna near Leon. Originally from the Carinena to Zaragosa Railway, their No.5. Its now preserved at the Museum of Metallurgy and Mining in Sabero.

View attachment 168312

No.11 CISTIERNA, of unknown origin but rebuilt locally in 1945.


View attachment 168313​

The coal processing plant at Sabero, which was connected by a line approximately 3km long to the metre gauge La Robla Railway at Cistierna. The plant was originally connected to the various mines by a 600mm gauge system worked by a total of eight steam locomotives. After this was closed all eight locos were purchased by Peter Rampton circa 1968 and are now stored at a private site in the UK.

View attachment 168314

Metre gauge No.3 at Matallana Colliery, possibly built by Ansaldo in Italy. The position of the cylinders so far forward is rather unusual.


View attachment 168315​

No.2 at Matallana, a rather stubby 0-6-0T built by Societe Anonyme de St.Leonard, Liege, Belgium, works no.1680 in 1910. The chimney seems rather large for what's likely to go up it !

View attachment 168316​

A couple of derelict 600mm gauge 0-4-0WTs at Toreno Colliery near Pontferrada - No.2 by Maffei of Germany works no.4172 of 1925 (right) and No.1 by Henschel of Germany works no.8457 of 1907.

View attachment 168317

Nearby was another derelict - No.3 an 0-4-0T by Henschel works no.16070 built in 1918.


View attachment 168318

The working loco at Toreno was an Orenstein & Koppel diesel. Toreno Colliery was served by the metre gauge Pontferrada Villablino Railway.


View attachment 168319​

On display next to the car park of Industrias Lopez, a scrapyard at Zaragosa, was this metre gauge 0-6-0WT No.6-680 built by Orenstein & Koppel works no.10959 in 1925. Rather thoughtfully mounted on a raised plinth so it can be viewed above the parked cars.

View attachment 168320​

Next to it was this 600mm gauge 0-4-0WT numbered 13 and also built by Orenstein & Koppel. It carried no details of works number or date but the cast brass plate on the bunker reads: "Orenstein y (and) Koppel Arthur Koppel Madrid - Barcelona". OK were loco builders AK was a light railway equipment supplier. The two firms were amalgamated shortly after Arthur Koppel's death in 1908 and for a short period both names were used in the firm's title so the loco would have been built at about that period.

Fabulous collection of photographs, never really considered Spain's mining industry. Thanks for alerting me to these railways.

All the best

John

 

[d827 kelly]

Some great photos Phil. Especially on page 5, the photo 17 of Harton High Staithes. I've been working on and off on a plan for a layout based in part on the high staithes and finding decent photos of it has seemingly hard as most photos are typically of the Low Staithes. So that photo is a very good reference.

 

[PhilH]

Some great photos Phil. Especially on page 5, the photo 17 of Harton High Staithes. I've been working on and off on a plan for a layout based in part on the high staithes and finding decent photos of it has seemingly hard as most photos are typically of the Low Staithes. So that photo is a very good reference.

Unfortunately I didn't take any other photos of the staithe itself, but this was taken on the opposite side of the level crossing showing No.10 waiting the go ahead to cross the road.




I would guess that it was taken from or fairly near to the level crossing. If nothing else it shows the type of stonework in the wall on the left !
Interesting to note that the rails are still in place at the level crossing (or they were when Google Maps covered the area) although everything else has disappeared.

 

[PhilH]

The Rio Tinto Railway ran from the Rio Tinto copper mines to a pier on the River Odiel at Huelva in South West Spain, a distance of 83 km. It was laid to a gauge of 3'‑6" and opened for traffic in 1875. To work the line and the various branches serving the mine the railway had a total of 143 steam locomotives, mainly British built and predominantly 0-6-0Ts. From about the 1940s dump trucks began to replace rail haulage in the opencast pits and diesel locomotives were introduced in 1960. Mining declined from the 1950s and the line was finally closed in 1984.
A short 12km section of the line remains in use as a tourist railway, normally with diesel traction but occasionally with steam.

The photos were taken on a visit to the steam loco shed and yards at Rio Tinto in May 1975. By that date the main railway activity was a short distance down the line at Naya where a 7.6 km long tunnel worked by electric locos bringing ore from the workings emerged.

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2-6-0 No.201 and 0-6-0T No.51 in steam outside the 7 road locomotive shed at Rio Tinto. By May 1975 many of the steam locos had been scrapped and the shed just contained nine 0-6-0Ts and two 2-6-0s all out of use.

No.201 built by Robert Stephenson & Hawthorns works no.7700 in 1953 for use on the main line to Huelva.




No.51 built by Dubs & Co. of Glasgow works no.1890 in 1883, designated as Class I and the most numerous type in use at the mines.


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Krupp 0-6-0DH No.300 built in 1960 and the first diesel loco acquired by the company with a train of tip wagons used for the disposal of overburden and waste to the tips.

 

[PhilH]

At the rear of the loco shed a number of locos had been set aside for preservation.

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Beyer Peacock No.14 works no.1439, one of a batch of 12 Class C locomotives built in 1875 for the opening of the line. A further two were supplied by Beyer Peacock in 1890. They were originally intended for working the main line but later relegated to lighter duties at Rio Tinto when more powerful locomotives were introduced. No.14 sees occasional use on the short section of line preserved as a tourist railway.

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North British Locomotive Co. No.96 works no.18323 built in 1908. This was the last of the Class I locomotives which were intended for working at the mine. They were supplied in various batches between 1880 and 1908 by Dubs and their successors North British with an eventual total of 44 locos. The last batch of 4 locos built by North British had their tanks raised to allow better access to the motion between the frames.

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Most of the 0-6-0Ts were later fitted with a modified fuel bunker arrangement where coal was loaded by a conveyor into a hopper behind the cab then fed by chutes to separate bunkers on each side of the loco. Note on the loco in front of No. 96 (No.110) the unusual arrangement of the handbrake, which is applied by the handle on a horizontal shaft then by bevel gears to the vertical handbrake shaft itself.

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North British Locomotive Co. No.110 works no.18032 built in 1907. These Class K locos were a heavier version of Class I, with cylinders increased to 17" dia. and a weight of 40 tons compared with 15" dia. and 27 tons of the Class I locos. All were supplied by North British in batches between 1907 and 1912 with a total of 26 locomotives.

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Hawthorn Leslie crane tank No.150, works no.3785 built in 1930 and formerly used to shunt the workshops at Rio Tinto. A similar loco had been supplied in 1913 to shunt the Huelva Workshops.

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Beyer-Garratt No.146, Beyer Peacock works no.6561, one of a pair built in 1929 to work the main line following the introduction of new bogie hopper wagons. The other loco, No.145, was scrapped in 1963. No.146 still exists, but in rather sad condition as a rusting hulk minus front pony truck and cab roof.

In 1953/4 Robert Stephenson & Hawthorns Ltd. supplied six 2-6-0s to work the main line including No.205 works no.7704.


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[PhilH]

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Workmen's coach No.5 built by Gloucester Railway Carriage & Wagon Co.Ltd. The railway provided a passenger service for its own employees and in latter years had a total of 36 coaches. It was also required to provide a public passenger service by the terms of the sale agreement with the Spanish Government which gave the company the rights to mine at Rio Tinto. This service ceased in 1971.

Two A Class hopper wagons - similar wagons were used from the opening of the railway and in 1908 these numbered over 2000.




The vacuum braked M Class 30 ton capacity bogie hoppers were introduced by 1928.




The E Class side tip wagons were used within the mine mainly for the disposal of overburden and waste material to the tips.




Two short wheelbase vans rebuilt from variants of the A Class hoppers.


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[PhilH]

The railway seemed to be fairly well equipped with cranes:

6 wheel steam crane No.2 by H.Wilson & Co.Ltd., Liverpool.




Ransomes & Rapier breakdown crane, part of a complete breakdown train.




6 wheel hand crane by Ransomes & Rapier.


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The main marshalling yard at Rio Tinto - view towards the mine workings. The loco shed was at a higher level off the photo to the right beyond the breakdown train (with the 3 grey vans). The passenger station is in the centre and the line continued under the road overbridge then curved to the left along the hillside to reach Coso Station, which was in effect the end of the main line. Branches doubled back from there on each side to serve the workings, that on the west side being extended 9 km to the village of Zalamea. Just beyond and to the right of the overbridge is the high level signal cabin which controlled most of the trackage at this end of the yard. Beyond the signal gantry was a series of sidings and then the line entered the 11th Floor tunnel which was worked by the steam locomotives. Instead of the ore being raised out of the opencast or underground workings it was dropped through a series of shafts or 'glory holes' and loaded into wagons in the tunnel below. As the depth of the workings increased a much longer tunnel from the 16th Floor was excavated as mentioned previously, worked by electric locos and with an exit lower down the main line.

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View looking the other way towards Huelva. The line curving to the left was the start of a 2 km long branch to the village of Nerva. There is another signal cabin controlling this end of the yard at centre left.

The rather modest facilities at Rio Tinto Middle Station.


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One of the most unusual features of the Rio Tinto Railway compared with other industrial systems was the extensive use of signalling. It seems that all movements on the system were controlled by signals, including temporary lines on the waste tips and within the opencast workings. The major yards had large signal cabins with up to 60 levers, but elsewhere they would be operated by pointsmen working from small huts who would change the points manually then operate the signal alongside from levers at the foot of the post.

 

[PhilH]

Back to the UK and something with possibly more modelling potential. The majority of this was published some time ago in "another place", but since all the diagrams and photos have disappeared from there, probably never to return, it may be worth repeating it here with a bit more material.

For anyone considering modelling a colliery system, the layout at Bersham Colliery situated alongside the ex GWR Chester to Shrewsbury Line just south of Wrexham would be worth considering. The sidings at Bersham were very compact and restricted in layout and would be an ideal subject, either as a model of just the colliery itself or as an addition to a main line layout.

Sinking of the colliery began in the 1860s but proved difficult and the first coal for sale (as opposed to coal used for the sinking operation) was not produced until 1874. This may have been despatched by rail as the connection to the adjacent GWR line was made in 1869. The pit remained in production until final closure in December 1986. For most of this period the colliery sidings were operated by steam locomotives, all 0‑4‑0STs because of the tight curvature. In 1980 a Hunslet 0‑6‑0DM arrived but was obviously found unsuitable as within two months it was sent to Point of Ayr Colliery and Bersham received Point of Ayr's 88DS Ruston in return. In 1981 the yard was remodelled to accommodate MGR hopper wagons and a Hunslet 0‑6‑0DM then took over the shunting.

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View from the road overbridge in March 1977. The NCB Peckett 0-4-0ST HORNET stands at the entrance to the headshunt ready to shunt the first set of empty wagons to the top end of the colliery yard, while a BR Class 25, having just backed the empty wagons into the yard, runs round on the down main line to the front of the loaded train standing in the exchange sidings.

The operations detailed below were observed during the late 1970s when wagons were still loaded at the screens and shunted by steam locomotive. In the diagrams the NCB loco is shown in green, the BR loco in blue, the BR brakevan in purple, the loaded wagons in black and the empty wagons in yellow.

1. B.R. empty wagon train arrives from the Wrexham direction and stops on the rising gradient south of the road overbridge.


2. The brakevan is run by gravity from the rear of the train to the end of the full wagons in the exchange sidings.


3. B.R. loco backs the empty wagons into the colliery yard.


4. B.R. loco runs round to the north end of the full wagons via the main line, and departs in the Wrexham direction.


5. During the arrival of the B.R. train the NCB loco waits near the B.R. connection because the end of the rake of empty wagons fouls the line from the loco shed. When the B.R. loco has cleared the end of the sidings the NCB loco moves to the position shown.


6. The empty wagons are run down to the NCB loco by gravity, clearing the points into the empty wagon siding.


7. NCB loco propels the empty wagons up to the top end of the colliery yard.


8. NCB loco runs back through the yard to a position near the weighbridge.


9. The wagons are run over the empties weighbridge (not shown), then under the screens by gravity, loaded and then run by gravity to the weighbridge, where they are coupled to the NCB loco.


10. After weighing the NCB loco pulls the full wagons into the headshunt and propels them to the entrance of the exchange sidings.


11. The full wagons are then run by gravity into the exchange sidings.

The process is then repeated from step No.6 for the next set of empty wagons.


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[oldravendale]

Phil - as someone who never recognised the fascination possible with industrial steam these photos of yours are all eye openers. For me that's a huge number of opportunities missed. These photos, and your description of operations here are truly valued.

Brian

 

[PhilH]

Homemade conversion so apologies for the quality, best not viewed full screen !

This was shot on two occasions, first with the steam loco and then after the diesel had taken over. Other changes to note - on the second occasion the wagon lowerer was now wearing safety gear, helmet and orange overalls, and the full wagons were carefully placed in the exchange sidings by the loco, not allowed to roll down by gravity - Health & Safety at work !

 

[simond]

Phil,

do I recall correctly, the Pecketts had severely cut down cabs to get through a very limited clearance tunnel?

 

[oldravendale]

IMHO a very competent transfer, Phil, and a super-interesting subject too.

Although a potential rabbit hole would you let me know how you went about doing the transfer - I have a number of Tim's 8mm films which will need my attention.

Brian

 

[PhilH]

Phil,

do I recall correctly, the Pecketts had severely cut down cabs to get through a very limited clearance tunnel?

HORNET was similar to 3 locos supplied to BPCM in 1927, see: Greenhithe
Black Park Colliery acquired the loco new from Pecketts in 1937, but why they required a loco with restricted height I've no idea. There were no tunnels on their line and only one overbridge where the line passed under the A5 road. They had other locos including a Manning Wardle and a Hawthorn Leslie also acquired new but not built with restricted height.

IMHO a very competent transfer, Phil, and a super-interesting subject too.

Although a potential rabbit hole would you let me know how you went about doing the transfer - I have a number of Tim's 8mm films which will need my attention.

Brian

It was done rather crudely by projecting the cine film on a screen and recording from the screen with a digital camera mounted on a tripod. I would think its possible to get better results, notably a sharper image, and several firms or individuals offer cine to digital transfer services using specialised equipment but I've yet to try one of these out.

 

[oldravendale]

Phil - many thanks. I'm impressed that you've achieved such a good result. It's the first time I've knowingly seen a transfer made in the manner you describe. As for sharpness, I viewed on a small screen so probably not a good test, but nonetheless an impressive result.

I've been looking at the professional transfer services and may choose on of those. Then the question is which one.

Brian

 

[PhilH]

Bersham's steam locomotives:

SHAKESPEARE outside the loco shed in January 1967




From t'other side in March 1975 and looking a little cleaner.​

SHAKESPEARE built by Hawthorn Leslie works no.3072 in 1914 was a long time resident of Bersham, from circa 1928 to disposal for scrap in 1980. It was supplied new to the ill-fated Shakespeare Cliff Colliery, Kent's first coal mine intended to exploit coal seams discovered in boreholes at the old Channel Tunnel site. The colliery closed in 1915 after producing only a small amount of saleable coal, so SHAKESPEARE saw little if any use there and was requisitioned by the Ministry of Munitions for use at the National Filling Factory, Morecambe. It later passed into the hands of dealers Cudworth & Johnson of Wrexham, and after a period of hire at Bersham was purchased by the colliery company.

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For many years SHAKESPEARE was the sole motive power at Bersham, with other locomotives being brought in temporarily when repairs were required, either from other collieries or loaned from BR. In 1958 BR 47006 was on loan for a short period. SPIDER, a similar 14" cylinder Hawthorn Leslie works no.2623 of 1905 was transferred from Ifton Colliery in 1964 for a few months and is seen here with an internal user wagon. The internal user wagons were used to take landsale coal to the top end of the yard where it was transferred to road vehicles.

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HORNET arrived at Bersham in 1968 after the closure of Ifton Colliery. HORNET is a 14" Peckett works no.1935 built in 1937 and designated a Special W6, in effect a cut down version of the makers standard W6 Class. In January 1984 it went for preservation to Steamport, Southport and its now at the Ribble Steam Railway, Preston. The rather unusual replacement chimney, dented at the front presumably for venturing too close to the screens, was the work of a fitter at Ifton and apparently inspired by Western movies.

Both SPIDER and HORNET were originally supplied new to Black Park Colliery at Chirk and you sometimes wonder about the reasoning behind the naming of industrial locos, in addition to HORNET and SPIDER Black Park Colliery also had a locomotive named THE FLY !

 

[New Haven Neil]

That photo makes my heart sing - I spent far too much of my teens around there (in the dodgy part of South Shields) and often rode on 2 or 10 on that duty. I'm currently building a 7mm model of 10, from the Judith Edge kit.

Thank you for posting it.

Edit - oh this was meant to have a quote from the Harton number 10 photo some posts above - I haven't got the hang of the function yet obviously.