The Railway Magazine – July 2019

One classic narrow gauge locomotive that would be a

major asset to preservation if restored isTanfield-based

2ft-gauge Black, Hawthorn 0-4-0ST (748/1883). The

chassis, which needs much attention is locked away in

covered storage, but the boiler is stored outside.

A unique locomotive currently in open storage

awaiting overhaul on the Foxfield Railway is Kerr,

Stuart‘Witch’class 0-4-0ST(4388/1926).

Wigan Iron & Coal Co. 1887-vintage 0-6-0STLindsay making an appearance during the 2009 Carnforth open day.CHRIS MILNER

Cannock & Rugeley Collieries.Sadly, there are

instances in the railway preservation scene where

locomotiveshave been allowed to deteriorate

during storage or display in the open to such an

extent their very survival as a feasible prospect for

restoration is put at risk.

From the point of view of historical

importance, perhaps the most blatant example

is ex-North Pembroke and Fishguard Railway

0-6-0STMargaret.

Atrocious state
Built in 1878 by Fox, Walker and rebuilt in
1904 during the first of its two spells in GWR
ownership, this unique and valuable locomotive
has been displayed in the open for many years at
Scolton Manor Museum, near Haverfordwest,
where it has been allowed to fall into what can
only be described as an atrocious state of disrepair.
There is no other substantially complete
example of the pre-1922 generation of GWR
locomotive ‘absorptions’ extant on home soil,
and as regards sisters to such locomotives, the
only domestic surviving examples are Fox, Walker
(W/No. 242 and previously referred to) and,
at a stretch, Manning, Wardle (1532/1902)
Newcastle. Other than these specimens, there are

only the Swedish-based Beyer, Peacock products
0-4-2ST (239/1861)Thor(a slightly updated
version of GWR No. 342) and 0-6-0 (809/1867)
Jernsida(identical to 828-9 of 1868; GWR

Nos. 913 and 914, originally constructed for the

Llanelly [sic] Railway & Dock Co).

A recent conversation between a representative

of Pembrokeshire Cultural Services and the

author revealed that at the time of writing, some

£80,000 of external funding was being sought for

conservation work on the locomotive.

This amount is nowhere near sufficient to

fund the necessary remedial work and provide

secure covered accommodation, which is the very

least that is needed to ensure the locomotive’s

long-term survival. Unfortunately, politics

apply here: the desire has been expressed on

the part of the local powers-that-be during the

last four decades thatMargaretshould be kept

in the immediate area come what may, but

Scolton Manor is in its present form clearly not

appropriate for this purpose.

What is clearly needed here is for the

railway preservation movement as a whole

to engage in raising the funds necessary for

proper conservation and covered display of the

locomotive at a more suitable venue. Given

that Didcot or STEAM, Swindon may not be

politically acceptable in Pembrokeshire, might

Kidwelly Industrial Museum offer an alternative

possibility once the work has been undertaken?

Another unique Welsh-based 0-6-0ST is

in a similar position toMargaretas regards its

state of conservation. This is Hudswell, Clarke

Powell Duffryn No. 10(544/1900), currently

to be found at the Big Pit Mining Museum,

Blaenavon.

Remedial work

Once again, we have an industrial locomotive

with main line connections as its basic design was

adopted in 1920 for four locomotives supplied to

the Cardiff Railway. These were works Nos. 1404-

5/7-8, later GWR Nos. 681-684, and unlike

Powell Duffryn No. 10they were later rebuilt with

new boilers and pannier tanks.

In order to restorePowell Duffryn No. 10to

working order extensive work would be required,

including remedial work on the mainframes –

which have been cut away at each end to enable

lifting by crane – but given the engine’s size it

would be a useful addition to the operational fleet

of many a heritage railway.

As can be seen here, there are many historic

industrial and narrow gauge locomotives that

are currently not receiving due coverage and

mechanical attention on the railway heritage scene.

There is certainly much food for thought for

the various preservation bodies and individuals

in this field when deciding future restoration and

operational priorities. ■

“This amount (£80,000) is nowhere near sufficient

to fund the necessary remedial work and provide

secure covered accommodation, which is the very

leastthatisneededtoensuretheloco’s(Margaret)

long-term survival.”

58 •The Railway Magazine• July 2019

PRESERVATIONFOCUS