SCHOOL WAYS FOR SCHOOL DAYS
(Oldham - Greenfield - Delph Line)
"The Delph Donkey"
by Geoffrey Hilditch O.B.E.
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Updated: 4 September 2010
When I, as a then-resident of Delph, first entered Hulme in those now long-gone pre-war days, there were two ready means of undertaking my daily commuting journey.
The favourite was to catch a bus from the side of the wall that marked the boundary of the property of the London Midland and Scottish Railway Company’s Delph Station premises, but more of this establishment and its competitive services later, although when it came to frequencies, the buses won hands down.
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There were two such services to be found at Delph Station.
The first, at a quarter to every hour, ran to Piccadilly Bus Station, Manchester, travelling through Oldham via Yorkshire Street, the Market Place, and George Street before gaining Hollins Road and the main road from Hollinwood to Manchester.
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Luxury bodies also came to figure in North Westerns new standard single-deckers.
With Gardner five cylinder diesel engines, and crash gear boxes, they were rugged, reliable but noisy, vibrating when pulling hard. Travel, when in over-drive, gave, however, a totally different experience.
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This was always worked by the North Western Road Car Company, using from about 1936, a luxurious-bodied Bristol single decker that was powered by a Gardner 5 cylindered engine.
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On the climb to Scouthead, this provided noise and vibration in full measure, but, on favourable stretches of highway, the driver would engage overdrive with a satisfying “clank”, when vibrations disappeared completely, and 50 mph was not impossible.
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The evening Measurements double-deck working, circa 1938, was usually entrusted to a 1935 Leyland/Roe vehicle and similar to 116 (only this had an experimental metal-framed-body).
Riding from the GPO. to Delph on a double-decker bus and just waiting for its 5.00 p.m. departure from Greaves Street, was itself, circa 1937/8, quite an event.
Riding upstairs was much rougher, and vehicles of this vintage were devoid of heaters.
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The second service, of a circular nature, was also worked by North Western, this running to Greaves Street for the GPO. It left Delph at quarter past the hour. In the return direction, the bus from Manchester left the Market Place (Burtons stop at a quarter to the hour, buses being provided alternately by Manchester and Oldham transport undertakings.
The usual Oldham vehicle was number 18, a Roe-bodied Leyland single decker, fitted with a full front and side window glasses permanently fixed, that travelled along the legendary Manchester Piccadilly – Oldham - Uppermill via Scouthead road, so it was in effect route-bound. The corresponding circular service left Greaves Street at a quarter past the hour and was again always worked by an Oldham single decker. Delph seldom saw a double decker at this time except for a single working that left Greaves Street at 5-00 pm and travelled, via Delph, to the Measurements Works to provide finishing time travel facilities for the workers there.
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Now, if one had to be at Hulme for school starting time, the favourite way was to catch the 8-15 a.m. departure from Delph Station and board the Tilling-Stevens petrol-powered four-cylinder bus normally allocated to the working.
These came in two forms, either with original circa 1931 bodies, or with the luxurious Eastern Coachworks body with high-back seating, as found on the Bristols.
Now four cylinders did not offer much in the way of vibration, and even less when it came to urge but this was just as well as these Tilling-Stevens chasses did not possess front-wheel braking systems, and how drivers ever stopped those wartime conversions, fitted with perimeter seating that oft times loaded up to sixty persons plus, was always a mystery to me, but fortunately at that time most of the customers, and this scribe were unaware of any braking deficiencies. Then, when Tillings advertised the express Mark 11 chassis, they said “IT was designed with a policy of simplicity in mind”. They were not wrong.
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A 1931 Tilling-Stevens North Western single-decker of the sort to be found working the Saddleworth Area in pre-war days.
Powered by a four-cylinder petrol engine and devoid of front wheel brakes, they never offered a sparkling performance even downhill for a wise driver enjoyed a lower gear when descending gradients, say from Lydgate or Austerlands, but they were remarkably reliable.
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To digress, these services remained as set down until 1940 when double deckers began to work all Uppermill circular services plus the Manchester route, only this was cut to a two-hourly frequency, leaving Oldham and Delph at quarter to the even hour.
Now I did, at the outset, suggest one had a choice, but at this stage forget the word.
The bus fare from Delph to Oldham was 9d return for an adult or 5d return for a junior but this was expensive.
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The cheap day return fare by train was 6d for an adult and 3d for a junior, or even less, if ones parents purchased a term-long contract. If, however, one was attending Hulme after gaining a West Riding scholarship, a railway travel contract came with the award so the LMSR had a captive customer, and, that contract gave free travel in the holidays.
Unfortunately, there was a down side - there was not a half hourly version of the Delph Donkey to be seen against the Delph Station buffer stops.
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DELPHx STATION
in full working order
One of my friends lived at the house at the end of Barley Mill, and had, in effect, his own private entrance to the station.
NK writes:
The siding, which veers off to the far right, originally extended as far as Castleshaw Reservoirs above Delph, and was used when these were being constructed. Now little trace remains of this extension but this is just one of the topics that will be covered in Part 2 of this article, currently in preparation.
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The only convenient train left Delph at 7-48 a.m., this being the second departure of the day, and was scheduled to arrive at Clegg Street at 8-12 a.m. when one was faced with a walk across the Goods Yard,
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over Park Road, through a maze of mean and smelly streets, to cross Ashton Road before the hike over Chamber Road.
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In 1935, North Western began to re-body many Tilling-Stevens chassis luxurious high-backed seats for 31 passengers, concealed lighting and curtains, were standard fittings but did nothing to improve the power/weight ratio.
Some were withdrawn as early as 1939, but most ran through the war years, some being fitted with perimeter seating to increase overall capacity.
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This was not much fun on a wet morning for the bus traveller on arrival at the GPO via the 8-15 from Delph could catch the “A” bus there and pay 1d to ride to Chamber Road, or walk to the Star Inn
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and catch the same vehicle for only a halfpenny ........ and have half an hour longer in bed in the bargain. The train however did not always make it on time as there could be problems en route.
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In 1937, Oldham Corporation purchased six Daimler, C.O.G.6 chassis, which had six-cylinder engines and pre-selector gear boxes, the only ones of the type to be operated pre-war days, fleet numbers 168 to 173.
They were allocated to the Greenacres - Chapel Road “A” service, and so took generations of Hulmeians to and from School. Smooth running and boasting heaters, they carried shapely Roe-composite framed bodies.
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The train was always made up of four coaches, no two of which were ever identical but all were of the corridor type, and some actually possessed toilet facilities only these were now firmly boarded up, and so a typical formation consisted of an ex-LNWR compartment coach that was devoid of doors to the compartments, and so was decidedly draughty. Then came a second such vehicle that did have
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doors, to be followed by an open saloon with blue-red upholstery, and had recessed end doors, and which must have seen better days. The last vehicle was another open saloon only this had a central door, which had once been a composite with an enclosed former first class section. This had, for Delph purposes, been down-graded to all third, some having moquette seating, others rattan weave.
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A Webb coal tank. The apparatus on the side of the smoke-box is the vacuum regulator valve. When the driver so wished, he could cut-off the steam supply to the cylinders from his cabin at the leading end of the train, hence the two flexible pipes carried on the buffer beam. One was for banking purposes, the other to control cylinder steam supply when in pushing mode.
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At the Oldham end of this coach was the driving compartment, which accommodated the driver on the pushing run to Oldham, where that worthy was able to control the regulator, the brake, the whistle, and also indicate to the fireman, who remained on the engine, the direction of travel required, and if the valve gear should be notched up or not.
At the Delph, or business end, was to be found the motive-power, or, prior to 1938, an ex-London and North Western Webb designed “coal tank” that had been adopted for push-and-pull working, when it was always pull to Delph and push to Oldham. This prime piece of motive-power was based at the Lees shed, which, at this time, had an allocation of six or seven out of 20 locomotives in total.
Almost three hundred coal tanks were built from September 1881, being typical Victorian side-tank engines, with small diameter low-mounted boilers, carrying large funnels and sizeable domes. They were considerably smaller in size than the coaches they were coupled to, and, as they approached Delph station, it was easy to see how the coupling rods on either side were set on different quarters of
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the driving wheels. This small size, plus lack of adhesion weight (12 tons 10 cwt. on the driving axle, led oft times to problems occurring in Lydgate tunnel.
This had to be entered from a Grasscroft halt standing-start when travelling towards Oldham was on a continually-rising gradient, and was more than a little wet.
Very soon, after entering the tunnels, Grasscroft end, portal slipping would become apparent to the passengers, and, if the sanding gear was not up-to-par, this could be of a prolonged nature. The only good thing here was that, as the coal tank was pushing, smoke and steam might be left behind but do not bank on it. Eventually, after what seemed an age, a series of “clonks” announced the operation of the Grotton audible-warning distant signal, and thereafter, it needed only a few more slips before daylight was again reached. From the end of the tunnel it was downhill all the way to Clegg St. with a surprising number of passengers boarding at Grotton and at Lees, despite the much more intensive bus service both places then enjoyed.
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GREENFIELD
Down Main Line Platform
The metal plates in the foreground show the location of the subway. Go under the line by it and then walk towards the signal box in the background to gain that Bay Platform.
It was quite a hike!
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From a HuImeian point of view though, the worst hazard was the Guard. This official patrolled the train selling tickets to passengers boarding at Measurements, two trains per weekday from Oldham, one in the evening in the reverse direction, Dobcross, Moorgate, and Grasscroft, which, as halts, were unstaffed.
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These gentlemen were not going to tolerate any exuberant schoolboy horseplay, so discipline was the operative word, and peace was maintained. Fraternising with the young ladies, heading for the establishment next door, was not encouraged even if they were game, when purdah and a seat in a female section of the train might be decreed.
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Fowler 2-6-2 tank engine number 56 stands on Lees Shed.
Seventy of these locomotives were built from 1930.
They had a theoretical tractive effort of 21.485 lbs against the 16.530 lbs of the Coal Tanks, and certainly did seem to slip less when negotiating Grasscroft Tunnel. Nicknamed “Bread Vans”, they were unpopular with their crews, who complained of excessive heat in the cabs.
The vacuum-controlled regulator valve does seem though to be much neater then that carried by coal tanks.
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Even worse was the situation occurring when some misguided member of the Girls School staff decided to take up residence in the Saddleworth Area,
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and then travel to school by train - this really was too much, so an alternative had to be adopted.
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GREENFIELD
"Remote" Bay Platform
The “remote” bay platforms at Greenfield, photographed after the tracks on the line, thence to Oldham (closed on 11th April 1964), had been lifted.
From this platform departed the 8.20 a.m. for Stockport, as mentioned in the text.
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Leave the 7-48 a.m. at Greenfield, arrival 7-56 a.m., go under the subway, walk the long length of the down main platform, and so reach the bay platform located at the Oldham end of the premises.
From this rather remote location departed the 8-20 for Stockport, made up usually of two elderly compartment non-corridor coaches, horsed either by an ex Lancashire and Yorkshire 2-4-2 tank engine, also based at Lees or an 0-6-0 tender locomotive from the same Horwich/Lees stables.
This would run tender first to Oldham, giving the crews a goodly bout of very fresh air on a cold and frosty morning, or a continuous shower on a wet one unless the sheet that ran from cab-roof ....... cabs were very spartan....... to the front of the tender had been placed in situ when some protection was offered. My first ever footplate trip took place on one of these engines, working the morning goods train to Delph that arrived about 11-00 a.m. and then departed Mondays to Fridays at about 12-10 p.m. I had never previously appreciated how basic steam engines could be.
Non-corridor stock was also basic, but no guard could now monitor schoolboy behaviour, and so various nefarious activities could continue unmolested. This train arrived in Clegg Street at 8-35 a.m. and so gave sufficient time to undertake the aforementioned goods yard - Park Road - Chamber Road hike to Hulme.
School finished at 4-15 p.m., so, if one came from stations up to and including Greenfield, one could catch the 4-35 p.m. due to arrive at the latter station at 4-50 p.m. but for those travelling beyond, the 4-53 p.m. departure was the rule This reached Delph at 5-18 p.m. and so gave this eleven year old a rather long day.
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On Saturdays, with a noon school-finishing time, it was simply not possible to catch the 12-10 p.m. from Clegg St. Those heading for all points to Greenfield were favoured with departures at 12-31 p.m. and 12-48 p.m. , but, for those of intending to travel further, a wait until 1-10 p.m. was called for, our coal tank pulling its four assorted coaches, not coming to rest before the Delph buffer stops until 1-44 p.m. so those Saturday mornings at school with their four lessons were a real drag and certainly cut considerably into the weekend.
Towards the end of 1938, as I remember, came modernity to the Delph branch. The LMSR had been introducing electric trains on certain lines in the Wirral area and this released several Fowler designed 2-6-2 tank locomotives for use elsewhere and so numbers 56 to 62 inclusive took up residence at Lees shed, ousting completely the coal tanks in the process.
On the face of it, these were quite modern engines with outside cylinders and valve gear, and so must have been a boon to the shed staff, who no longer had to dismantle inside big-end bearings when these were suffering from excessive wear, or find steam gland blows difficult to eliminate, as I later found out during my training spell as a locomotive shed fitter.
These new Lees residents were larger than the coal tanks but could never be said to be sprightly performers, so timetables were not accelerated, nor were any extra trips provided.
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LEES (Oldham) SHED
(Latterly coded 6F)
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LEES SHED
(possibly in the early 50s)
Re-roofed and reduced to five roads in 1955 as the passenger services were withdrawn, it lasted until 11th April 1964, when the last locomotive, a wartime austerity, left for Ashton Moss Freight Yard.
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Opened in 1878 with 6 roads to replace a small earlier estabishment, which had been located in Oldham between Clegg Street and Glodwick Road Stations.
Turntable removed later but date not recorded.
Partially re-built, re-roofed, and reduced to five roads in 1955.
Originally built by LNWR, transferred by LMS, after grouping, in 1931 to Central (ex L&Y) Division when L&Y locomotives began to replace most the the-then LNWR stud.
Lost much passenger work as from 30 April 1955, when Oldham, Greenfield and Delph services were withdrawn.
Last such services ceased after 2 May 1959, when the Oldham to Stockport or Guide Bridge trains were discontinued.
Shed finally closed on 11 April 1964 - last engine off, Austerity 90708, with the complete closure of the line from Oldham to Greenfield.
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Allocations |
Year |
1917 |
1928 |
1939 |
1947 |
1950 |
1959 |
LNWR "B" 0 - 8 - 0 s |
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2* |
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LNWR "G" 0 - 8 - 0 s |
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2 |
5 |
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LNWR "O" 0 - 8 - 0 s |
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1 |
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LNWR Coal Tanks 0 - 4 - 2T |
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2 |
7 |
2 |
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LNWR 5' 6" 2 - 4 - 2 Tanks |
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1 |
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LNWR 4' 6" 2 - 6 - 2 Tanks |
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3 |
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LNWR 0 - 6 - 0 STs (Special) |
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1 |
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LNWR 17" 0 - 6 - 0 Goods |
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1 |
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LNWR OX 0 - 6 - 0 Goods |
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1 |
5 |
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LNWR 19" 0 - 6 - 0 Goods |
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3 |
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LNWR Watford 0 - 6 - 2 T s |
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5 |
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ex L&Y 0 - 6 - 0 Goods |
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5 |
10 |
7 |
7 |
ex L&Y 0 - 6 - 0 ST s |
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1 |
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ex L&Y 2 - 4 - 2 T s |
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4 |
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LMS, Fowler, 2 - 6 - 2 T s |
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6 |
8 |
8 |
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LMS, Fowler, 0 - 8 - 0 s |
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5 |
4 |
5 |
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LMS, Class 2, 2 - 6 - 2 Tanks |
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2 |
LMS, Class 2, 2 - 6 - 4 Tanks |
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1 |
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4 |
Austerity, 2 - 8 - 0 Goods |
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3 |
8 |
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TOTALS |
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14 |
25 |
23 |
23 |
23 |
21 |
* B Class 0 - 8 - 0, number 134, exploded at Buxton on 11 November 1920,
killing the crew as the result of an outside-contractor's faulty repair.
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Consequently Delph station continued to see its nineteen arrivals and departures each weekday with twenty on a Saturday but train travel on a Sunday from Delph was not possible, no Sunday service being offered, but the buses, Sunday or not, still offered a thirty-minute frequency from the side of the station wall. Additionally they did so on weekdays during the period when there was a nasty gap in the train service, for once the 10-09 a.m. pulled out from Delph… well actually all the driver needed to do we to release the brakes, and then free-wheel almost all the way to Moorgate Junction ....... the platform did not see another Oldham bound service until 1-18 p.m. In this morning gap was to be found the daily goods working that reached Delph at about 11-00 a.m. which stayed to approximately 12-10 p.m.
When the war started, which was to have a more profound effect than it had had in its earliest days, the train service to Delph was cut and ticket prices were increased. This came to affect passenger loadings, and they never really recovered, so that two-coach formations became the invariable rule.
The Delph station master did his best and Sunday trains, offering nine trips a day, were introduced in the summers of 1953 and 1954, but it was all too late, the end was in sight, and so the last train ran to and from Delph on Saturday 30 April 1955. I was a passenger on this working, which did have four coaches, and which left Clegg Street at 11-10 pm.
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Goods traffic continued on an ever-decreasing scale until the 4th November 1962 when final closure was effected, and by August 1964 the branch track had been lifted.
When the Delph trains were terminated, the service from Greenfield to Clegg Street, with certain extensions to or from Stockport, was also withdrawn, Grotton, Lees and Glodwick Road stations, the latter almost a total ruin, were closed.
Clegg Street, also in a mouldering condition, continued to serve as the terminus for trains from Stockport, and also those very few that started their journey at Guide Bridge, and which, in better days, had terminated at Glodwick Road.
This was a service I used daily from 1942 until 1947, seeing ever fewer passengers until Saturday 2nd May 1959 when I purchased the last ever ticket to be issued from Clegg Street station.
Lees shed and the line from Greenfield to Clegg Street was still operative at this date, but the Lees Shed closed in April 1964, and with it went the branch when Lydgate Tunnel became redundant.
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An ex-LYR 0-6-0 tender locomotive with its spartan cab, which could give a breezy tender-first ride on a Greenfield to Stockport local. They also for years worked the daily goods train to Delph.
Lees lost its final such residents in April 1962, and so departed a once very familar sight.
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During my school commuting days, I was never in any doubt that the bus represented the best way to travel to and from Hulme. However the train did have one positive advantage.
Thanks to its more stable running, one could do ones homework on it, whilst the Clegg Street waiting rooms, with a blazing fire in winter, provided an ideal location to complete at least some of the tasks set for that night when co-operative efforts were not unknown. Such joint activities could, though, attract retribution. Our ferocious French teacher, on more than one occasion, would hurl your homework book back towards you with the abrasive comment. “Another Clegg Street study circle effort - pity you not only got it wrong, but also identifiably wrong". Then the storm began.
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It is now over 70 years since I, as an eleven year old, first travelled from Delph to Hulme via the “Delph Donkey”. Now there are no trains, and no West Riding scholarship pupils being issued with a rail travel pass, but, thankfully, Hulme continues, and perhaps in another seventy years, a former pupil, like this scribe, will be able to describe in that days’ school magazine what it was like to be a young commuter in the days of yore, or 2007.
Finally, all the timings mentioned in this article, are taken from a free booklet that I obtained from Delph station as I started to use the train, a booklet that, by some miracle, has remained in my possession ever since.
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