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GWR at Stourbridge and the Black Country Vol 2 by Clive Butcher
GWR at Stourbridge and the Black Country Vol 2 by Clive Butcher
The life, the times, the men
Oakwood Press
Soft Cover
256 pages
Copyright 2005
CONTENTS
Chapter One Stourbridge, A Black Country Shed 5
Chapter Two Shed and Footplate Staff 37
Chapter Three Through the Links 75
Chapter Four Locomotives 109
Chapter Five Firing Days at Stourbridge 141
Chapter Six In Control: Driving at Last 169
Chapter Seven Early Trade Unionism and the work of the Local Departmental Committee 207
Chapter Eight Accidents and Incidents on lines around Stourbridge 227
Postscript 254
AppendixLocal ASLEF Members on 26th September, 1909 255
Index 255
POSTSCRIPT
Since opening on 1st October, 1879 'Stourbridge Town' has seen many changes over the years, although its existence was never really threatened until the 1970s when an operating loss of around ,000 per annum almost sounded the death knell for the country's shortest branch line. Fortunately, the storm passed and the future of the branch appeared secure, especially after a ,000 investment led to the building of a brand new station in 1994. However, recent developments mean that Stourbridge Town station may once again be under threat.
The source of the concern was the unveiling by the Secretary of State for Transport, Alistair Darling, of the Strategic Rail Authority's 'Community Rail Development Strategy (CRDS) on 22nd November, 2004. The CRDS covers mainly local and rural lines and provides a broad framework for developing passenger usage and reducing operational cost. The Strategy lists 56 routes which the SRA proposes to designate as Community Rail lines, the future of which will depend upon effective partnerships being forged between local authorities, community groups, and passengers themselves. Central to the plan is the involvement of local communities in the support and development of these routes. One of these lines is of course the Stourbridge Town branch, one of three West Midland routes covered by the CRDS. Initially, seven routes: the St Ives Bay line; the Looe Valley line; and the Tamar Valley line, all of which are in Cornwall; the St Albans Abbey branch; the Grantham-Skegness line; the Penistone line; and the Esk Valley line, will be used as pilot schemes.
All of the lines identified in the plan have running costs which are said to be increasing whilst passenger numbers are reducing. On the Stourbridge branch, peak time services appear to be well used, unfortunately, during off-peak times there are many empty seats on the class '153' single diesel car which plies its trade up and down the branch in excess of 140 times a day (excluding Sunday). The SRA is encouraging partnerships to come up with imaginative ideas to reduce costs and encourage usage. Perhaps the introduction of the Parry People Mover will be the line's saviour? At the other end of the line is Stourbridge Junction and there appears to be no sign of flagging passenger numbers there. Car parking, such a problem at the site during weekdays, is set to be eased by the provision of additional facilities nearby.
Returning to the Town station, the signal box was closed on 25th August, 1935 however, it would seem that the building remained, surviving as a storage facility until the 1950s. Keith Tilbrook recalls the box being used by Charlie Millward and his Permanent Way gang for storing their tools; it was even used by Keith's father, Bill Tilbrook, who would leave his bicycle there when he was working in the signal box at Stourbridge Junction. Stourbridge Town box was eventually sold for a nominal sum, in accordance with the 'disposal of redundant materials to staff' arrangements, to a member of the local S&T gang who later found use for it at his house as a garden shed. Keith has also pointed out that in the early days of the single diesel units on the branch these machines were often strengthened at peak times by the addition of a driving trailer or occasionally, another single motorised unit. Furthermore, it was not unknown for the Town services to be worked by a three-car suburban set, with the first dass section locked off, whilst on occasion just the driving end trailers of the set would be used, the middle car having been knocked out. Finally, at least once a three-car Cross-Country set, complete with buffet (closed), was also put into service.
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