The last decade

This was the last decade of railway passenger services that Lambourn's citizens would enjoy - although, alas, not enough to keep the line open. This page documents the last ten years of the Lambourn Valley Railway, which closed to passengers on 4 January 1960.

The southern half of the line remained open until 1973 for freight traffic to and from the USAF Welford Airbase, few would argue that this was the line's finest hour. However, we should be grateful that photography as a hobby took off after the war, as there were more high quality photos taken in that era than in any other.

An 0-6-0 Pannier Tank passes the signal box, probably running round then nudging its way to the platform to collect its train for the return trip to Newbury.

Above & right: the goods shed, which survived throughout the branch line's life. Photo: C. Gordon Watford

Photo: D. B. Clayton

A Dean Goods arrives at Lambourn in the early 1950s. Tender-first working was unpopular with the crews, as coal dust blew into their faces. Even travelling boiler-first, the Dean Goods' miserly cabs gave little shelter from harsh winter weather.

As the 0-6-0 Pannier Tank passes the signal box, watched by an onlooker in a coat - possibly a supervisor? - it crosses the pathway across the station throat.

The gas lighting used in the horseboxes was sourced from a Cordon (Gas Tank Wagon) based at the terminus, and visible in the bottom right of this image. The pressurised tanks were refilled from a GWR gasworks near the junction with the West London Line.

This three-ton crane, pictured here in the early 1950s, cost £158 and replaced the earlier one-ton version. The very first crane to exist at Lambourn was a one-ton 10 cwt model. Photo: C. Gordon Watford

A platelayer is seen lubricating the points on the approach to the terminus.

A rare view of the loading gauge protecting the branch line from outsized loads

A 2251 Class 0-6-0T No. 2221 from Newbury with its two-coach train. As replacements for the Dean Goods engines, they were permitted to use the line following a raising of the line's weight limit. Photo: Mike Esau

Most of the day's services were for many years provided by a single coach. This early series 0-6-0 PT Class 57xx sits at the terminus on 28th April 1956. Photo: E. Wilmshurst

This rare image shows the approach to the platform, whose western end was reinforced in order to accept vehicular traffic. The weighbridge is just visible bottom right.

A grimy 0-6-0PT awaits the right away to lead its one-coach train back down the gradient to Newbury.

A general view of the yard around 1950 from the buffer stops. Note the rope around the stop, used to stop wagons running away down the slight gradient. The small wooden hut (centre) contained pumping equipment to replenish the water supply. In the background, it appears that a a safety valve is blowing off as the two-coach train prepares to leave; judging from the angle of the sun (Lambourn station was aligned east-west), it might have been the 12.40pm departure. Photo: P. J. Garland

Railcar No. 18 awaits departure on 8th June 1954. This particular railcar was the first to feature cut-away bodywork that on all previous examples had shrouded the bogies, adding to the streamlined look so redolent of the 1930s. All subsequent examples followed this pattern, presumably to provide easier access to the mechanicals.

The station yard in 1954 with 0-6-0PT running round its train. The extensive loading bank in the foreground was required to cope with the large volumes of racehorse and cattle traffic. The Pacos (horseboxes) stabled in the yard were a familiar sight at Lambourn, some of the vehicles being allocated to particular trainers whose names appeared on the sides. The gas lighting in these vehicles was replenished from a Cordon (gas tank wagon) which was normally kept in the yard. Note the vehicle crossing to the goods shed.

A view from the end of the horse platform, looking towards the station. As the engine shed has gone - it was removed in 1938 - this undated photo was taken after then. Note what look like wagons full of hay or straw on the left, presumably for the feeding of horses, or for their bedding in the horse boxes.

A full goods siding. Photo: D. B. Clayton

A general view, with a railcar sitting at the platform awaiting its sparse passenger load. Photo: D. B. Clayton

This is from 1956, and we are back to solely steam-hauled trains; the railcars were not used again.

Left of the water pump housing is another picture of what must be the most-photographed gas tank wagon ever. In this image from 1956, beyond the 3000-gallon, conical water tower can be seen the concrete weighbridge office. The weighbridge capacity was increased in 1945 from six to 20 tons.

View from the goods yard of the platform and station name board, with its characteristic Great Western Railway font. The bench bears witness to its GWR heritage.

A view from the end of the station building, looking towards the platelayers' hut and signal box. Note the signal beyond the box, its location after 1938 when it was moved to allow for longer trains.

Engine 2212 waits to run round its train while a host of passengers disembarks. This example, built in 1940 and a member of the 2251 class, was a modernised Dean Goods. It shared the earlier design's main dimensions, but more modern features included a tapered boiler and full cab. A Hillman Husky interlopes on the platform: the future, as people thought at the time.

GWR 0-6-0PT 3740, having run round its train, awaits the right away. A member of the 8750 class, these engines were first built in 1933. The updated design included an improved cab with a higher roof, rectangular windows and grilles – in contrast to the earlier round windows, or spectacles, of the initial design – together with sliding shutters and hinged doors offering greater protection from the elements.

The late 1950s. A typical off-peak passenger service. The single coach waits as the 0-6-0 Pannier Tank runs round it, after having pushed it back to clear the loop points. It will then set back towards the station entrance and stand under the canopy to await departure.

On a similar day to the image above this one, 0-6-0PT No 4666 near the water tower. "The postman on the platform wheeling the trolley I believe to be none other than my old friend and work colleague, the late Cyril Prince", writes site creator Ken Tarbox.

This lovely image clearly shows the final configuration of the station, with the siding behind the box lifted and the engine shed removed. Photo: James S Doubleday.

Lambourn on 1 February 1958: a bleak mid-winter scene with an ex-GWR pannier tank and single coach. Photo: Chris Gammell

The driver reads his notice prior to departure on 1 February 1958. Photo: Chris Gammell

A platform scene from December 1959, just a month before final closure of the station, with GWR seats, platform trolleys and a handful of passengers. Photo: Chris Gammell

Lambourn station in context

And as a comparison, this is an image from Google Earth (with colour removed for easier comparison) showing roughly the same view as the image above it, but 70 years later in 2018. The station's location can be seen towards the upper right of the image.

The storm clouds gather over Lambourn station, as they did over the entire Lambourn Valley operation. Despite the fresh ballasting evident in this image, suggesting faith in the future, despite the rusty railheads, on 4th January 1960 the Lambourn Valley branch line officially closed to passengers. It had enjoyed a lifespan of just 62 years.

Stationmasters

During its 62-year lifespan, Lambourn station was managed by just seven stationmasters:

• 1898 – 1905: W Brain
• Dec 1905 – May 1915: J R C Williams
• May 1915 – March 1926: G H Gamble
• March 1926 – May 1933: W J Parmee
• May 1933 – July 1941: W R H Mager
• Nov 1941 – Sept 1949: A C Smith
• Sept 1949 – 1960: S W Knapp