10D - 4th August 1968 - The Last Day

10Dplate 4th AUGUST 1968 - THE LAST DAY

As detailed on the previous page, on the Saturday evening of 3rd August 1968, after stabling stock from 1P58, the 20-50
Preston to Blackpool South in the carriage sidings and having turned on Bloomfield Road turntable, No 45212 ran light-engine
to Preston Station, where, as part of its regular diagram, it then steam-heated sleeping cars removed from 1P54 until approx
08-00, following which it was then booked to run light to 10D. It was at shortly before this time, on Sunday the 4th, that Mr Ivan

Stewart photographed the engine stood at the south end of Platform 5 (nowadays Platform 3), with the sleeping cars still attached (see below).

For all of 40 years, most people had believed that No 45212 did then return to the depot as booked and, in all the haste to complete the preparations for the 16 engines steamed in connection with the six “Last Day Of Steam” specials - for which Lostock Hall was providing motive power - its failure to return had been totally overlooked by observers!

Changing trains at Preston later on the 4th, Mr Les Wheeler arrived at the station at around 12-30pm – to be extremely surprised to find a steam locomotive present, with No 45212 still very much involved in station pilot duties!

Some have expressed scepticism at a station pilot being required on a Sunday (that normally didn’t occur), but Les did provide irrefutable evidence in the form of a photograph – this clearly showing one of the platform clocks on Platform 5 displaying 2-30pm.

[LEFT] Shortly before 8-00am on Sunday 4th August 1968 and No 45212 stands in Platform 5 at Preston Station, steam-heating the two sleeping cars that had been left here by the 23-15 Euston – Windermere.

[RIGHT] Over 6½ hours later and, quite remarkably, No 45212 is still acting as station pilot! Indeed, with the engine having been known to still be present for around another couple of hours, No 45212 appears to have been the very last steam locomotive on BR to have been out working on a regular duty on this, the very last day of regular BR steam.

Yet a further person is now known to have visited the station to take another photograph with the clock showing 3-00pm. That person adds that he had to leave at around 4-00pm, but did confirm that, as he did so, the loco was still there, in the same position, facing south.

By the time that 45212 must have returned to shed, all the evidence now seems to suggest that this may well have been some while after the arrival back on shed of No 48493 – which had itself been shunting at Farington Junction yard for most of the day (see later). If confirmation can be received of actual times, obviously, as opposed to those still out hauling the enthusiast specials, No 45212 does now appear to have been the very last steam locomotive on BR to have been out working on a regular duty on this, the very last day of regular BR steam. Such a hitherto, almost entirely unknown, aspect is of extreme significance, almost certainly causing the history books to be re-written!

As regards the crew booked on the final part of 45212's lengthy sojourn at Preston Station, the driver has recently been identified by several Lostock Hall men as Bob Cooper and it is thought that the fireman was a Stuart Morley – of Preston S.O.P.

These, by now more regularly 'diesel men', do appear to have snatched, from the diehard steam men of 10D, the title for being the final steam crew to undergo regular line-work on the BR standard-gauge!

Freight traffic everywhere being almost non-existent on Sundays, 4 August 1968 was a far from active day at all three depots, but particularly so at Carnforth and Rose Grove. All the glory of the occasion, on such an auspicious day, obviously centred upon the various 'Farewell to Steam' specials; indeed, there had probably never before been such a concentration of workings of this nature in a single area, since there were no fewer than six steam hauled trains planned to be touring Lancashire at the same time. Footplate crews arriving to sign on duty shortly after dawn found the place already to be a hive of activity, with numerous engines being prepared to work various stages of the aforementioned specials. Official railway personnel on duty proved to be totally out-numbered, both by enthusiasts and other members of the public merely wanting to witness the passing of an era. 'Plod' had wisely kept away.

The final dawn of all for the condemned!

A view taken from the top of the Lostock Hall coaling plant, this historically important photograph depicts the last curtain-call of all for steam standing in the yard in all its majesty.

All the glory of the occasion had obviously centred upon the various 'Farewell to Steam' specials; indeed, there had probably never before been such a concentration of workings of this nature in a single area, since there were no fewer than six steam hauled trains touring Lancashire that Sunday.

Rows of immaculate locos reflecting the early morning sun-light, the engine cleaners of the M.N.A. had obviously been busy. Indeed, this was their swansong too - for after this marathon session, there would be no more!

Overnight, no less than an all-time record of 13 engines had been groomed to perfection.

Come the sunrise, the final curtain-call for steam stood in the yard in all its majesty, reflecting the early morning sun-light.

Replacement self-adhesive smokebox numerals and shed-plates had been applied where missing and buffer-beams re-painted.

No 45156 originally bore "Ayrshire Yeomanry" nameplates when it was a Glasgow St Rollox engine and, just for one day only, its 65B shed-plate had been restored.

At the conclusion of the final engine cleaning session of all, some of those involved pose with 8F 2-8-0 No 48476.

They are (left to right on the running plate) - Bob Clarke, Geoff Simpson, John Barnes, Dave Lacey, Dave Wilkinson, Ken Groundwater, Alan Castle, Ian Krause...and (below, left to right)- Jim Bodfish, Pete Proud, Kev Gould, Dave Gouldthorp, Tony Bending, Barry Buckfield, Neville Stead, Dave Williams, Mick York.

It should, perhaps, be noted that many of these personalities, even in 1968, were already involved in the steam preservation movement and later came to be instrumental in shaping this into what it is today with the East Somerset, North Yorkshire Moors Railway and Severn Valley Railway becoming the major benefactors.

[LEFT] Lostock Hall fitter Tommy Baldwin passes a wooden replica 'Oliver Cromwell' nameplate up to fitter Pete Whelan ready to affix to the smoke deflector of 70013.

[RIGHT] No 70013 is prepared by Driver, Frank Herdman, at Lostock Hall shed, prior to running light to Manchester Victoria. Alongside is No 45110, rostered loco to take over from 48476 at Blackburn on 1L50, the RCTS special. However, someone in the BR hierarchy had then decreed that a standby loco should be sent to Manchester for 1T85, and the depot foreman had selected the equally immaculate and fully lined-out 45110. The latter, being sent light to Manchester, was destined to stand there all day doing absolutely nothing, before then returning to the shed - a complete waste of a superb locomotive, but a typical example of the type of petty bureaucracy rampant on the railways at that time !

[LEFT] Lostock Hall fireman, Jimmy Marlor, prepares to accompany 8F No 48476 off shed, for its journey light engine (coupled to No 73069) to Manchester Victoria, and where the both of them will await the arrival from London of the RCTS special.

[RIGHT] The lull before the storm! Come the dawn and the marathon cleaning session is, at long last, over. The talk now is all of times gone by … and breakfast! Soon all the locos … along with this motley collection of ardent followers will all be gone.

For those who had laboured tirelessly through the night, before the very last steam chase began, there was now time to cogitate on various successes achieved over the years. “Where would we be going tomorrow? What engines would we be cleaning?” was the question on many of their lips, for realisation still had failed to hit home. But, there was no escaping the inevitable … there was nothing beyond The End. Whilst the various crews started to prepare their locos for their final day’s duties, the group milled around aimlessly amongst their discarded ladders, cleaning rags and cans of oil, perhaps looking for a solution in each other, but none was to come. The future was, indeed, bleak in the extreme!

In ones and twos, throughout the morning the last men and machines gradually depart to their allocated rendezvous points, leaving a shed yard eerily empty and silent – for even the enthusiasts had now deserted their ‘Mecca’.

The complete list of known motive power movements on 4th August 1968 - the final day of steam, was as below:

10A Carnforth

48773 (10F) Light-engine 10A to 10F, after servicing off 1L50

45390 (10A) & 45025 (10A) Light-engines 10D to 10A via WCML.

10D Lostock Hall

45212 (10D) Overnight station pilot duties and then return light to 10D at around 16.00. At end of the locos shift, the driver was Bob Cooper and the fireman was

Stuart Morley - both of preston Station signing-on point.

48493 (10F) 10D to Farington Jct Yard to shunt ballast wagons [09.00] and then back to 10D. Driver: Unknown Fireman: Norman Callaghan

45156 (10F) Light-engine 10D to Manchester (Vic) for 1T80 and then return light Stockport (Edgeley) to 10D.

44871 (10A) & 44894 (10A) Light-engines 10D to Manchester (Vic) for 1Z78 [dep 10.37], then return light to 10D.

45390 (10A) & 45025 (10A) Light-engines 10D to Manchester (Vic) for 1Z74, then return light to 10A, via WCML.

44874 (10A) & 45017 (10A) Light-engines 10D to Manchester (Vic) for 1Z79 [dep 11.00], then return light to 10D.

48476 (10D) & 73069 (10A) Light-engines 10D to Manchester (Vic) for 1L50 [dep 10.40], then return light to 10D.

44781 (10A) & 70013 (10A) Light-engines 10D to Manchester (Vic) for 1Z74/1L50 [dep 11.49], then return to 10D.

45305 (10D) Light-engine 10D to Manchester (Vic) for 1T85, then return light to 10D.

45110 (10D) Light-engine 10D to Manchester (Vic) as standby for 1T85, then return light to 10D.

45407 (10D) Light-engine 10D to Blackburn for 1L50 [dep 12.50], then return light to 10D.

70013 (10A) Light-engine Blackburn to Lostock Hall for 1L50, then return light to 10D.

10F Rose Grove

48519 (10F) Permanent way train shunt in Rose Grove ‘Up’ Sidings and then back to 10F.

48773 (10F) Light-engine Rose Grove MPD to Blackburn for 1L50, then return light 10A to 10F, after servicing.

The 6 Railtours were as below:

(1L50) Railway Correspondence & Travel Society “End of Steam Commemorative Railtour”

(Starting/finishing point: London Euston) 13-coaches

Stage 1: Manchester (Vic)-Thorpes Bridge Jct-Oldham (Mumps)-Milnrow-Rochdale-Bury (Knowsley St)-Bolton-Blackburn

Motive power: Class 8F 2-8-0 No. 48476 (10D) & Standard Class 5MT 4-6-0 No. 73069 (10A) – double-headed

48476 Driver: Harry Bolton (10D) Fireman: Jim Marlor (10D), 73069 Driver: John Burnett (10D) / Fireman: John Roach (10D)

Stage 2: Blackburn-Clitheroe-Hellifield (rev)-Skipton (reverse)-Colne-Accrington-Blackburn-Farington Jct.

Motive power: Class 5MT 4-6-0 No. 45407 (10D) & Standard Class 5MT 4-6-0 No. 73069 (10A) – double-headed

73069 Driver John Burnett (10D) / Fireman John Roach (10D), 45407 Driver: Fred Barron (10D)

Stage 3: Lostock Hall-Chorley-Bolton-Manchester (Vic)-Miles Platting-Denton-Stockport (Edgeley) (Train scheduled to run via Burscough, Southport and Olive Mount, but diverted due to very late-running.

Motive power: Class 7MT 4-6-2 No. 70013 “Oliver Cromwell” (10A)

Driver: Brian McFadden (10D) Footplate Inspector: Frank Watson

(1Z74) Locomotive Club of Great Britain “Farewell to Steam Railtour”

(Starting from London St Pancras and returning to London Euston) 12-coaches

Stage 1: Manchester (Vic)-Bolton (Trinity St)- Blackburn

Motive power: Class 7MT 4-6-2 No. 70013 “Oliver Cromwell” (10A) & Class 5MT 4-6-0 No. 44781 (10A) – double-headed.

70013 Driver: Frank Herdman (10D) / Fireman: Eric Ashton (10D), Footplate Inspector: Frank Watson

Stage 2: Blackburn-Hellifield-Carnforth (rev)

Motive power: Class 8F 2-8-0 No. 48773 (10F) & Class 5MT 4-6-0 No. 44781 (10A) – double-headed

48773 Driver Arnold Hodgson / Fireman Jim Walker (10F)

Stage 3: Carnforth-Hellifield-Blackburn-Farington Jct.

Motive power: Class 5MT 4-6-0 No. 45390 (10A) & Class 5MT 4-6-0 No. 45025 (10A) – double-headed.

45390 Driver: K Iveson (10A) / Fireman: Ken Nuttall (10A)

(1T80) G.C. Enterprises “Farewell to Steam Railtour”

(Starting/finishing point: Stockport (Edgeley) 8-coaches Route: Stockport (Edgeley)-Denton-Droylesden-Manchester (Vic)-Bolton-Blackburn-Hellifield-Carnforth (rev)-Hellifield-Blackburn-Bolton-Manchester (Vic)-Droylesden-Denton-Stockport (Edgeley)

Motive power: Class 5MT 4-6-0 No. 45156 “Ayrshire Yeomanry” (10D) throughout
Stockport to Blackburn: Driver Ronnie Clough (10D) / Fireman Joseph Booth (10D), Blackburn to Carnforth and return to Blackburn: Driver Colin Hacking / Fireman: Dennis Robinson, Blackburn to Stockport and LE to Lostock Hall: Driver Andy Hall (10D)

(1T85) British Railways “Last Days of Steam” tour

(Starting/finishing point: Manchester (Vic)) 8-coaches Route: Manchester (Vic)-Eccles-Olive Mount-Bootle Branch-Birkdale- Southport avoiding line-Wigan (Wallgate)-Manchester (Vic)

Motive power: Class 5MT 4-6-0 No. 45305 (10D) throughout
Man. Vic to Southport: Driver Vinny Commons (10D) / Fireman Paul Tuson (10D).

(1Z78) Stephenson Locomotive Society “Farewell to Steam Railtour” – Train No.1

(Starting/finishing point: Birmingham New St) 10-coaches

Manchester (Vic)-Stalybridge-Huddersfield-Sowerby Bridge-Copy Pit-Blackburn-Bolton avoiding line-Wigan (Wallgate)-Kirkby-Bootle branch-Stanley-Rainhill-Eccles-Manchester (Vic)-Droylesden-Stockport (Edgeley)

Motive power: Class 5MT 4-6-0 No. 44871 (10A) & Class 5MT 4-6-0 No. 44894 (10A) – double-headed.

44871 Driver: Cliff Nelson (10D) / Fireman: John Fletcher (10D), 44894 Driver: Ronnie Hall (10D) / Fireman: Tom Jones (10D)

(1Z79) Stephenson Locomotive Society “Farewell to Steam Railtour” – Train No.2

(Starting/finishing point: Birmingham New Street) 10-coaches

Motive power: Class 5MT 4-6-0 No. 44874 (10A) & Class 5MT 4-6-0 No. 45017 (10A) – double-headed.

44874 Driver: John Commons (10D) / Fireman: Roy Haythornthwaite (10D), 45017 Driver: Bill Wilson (10D) / Fireman: Billy Bamber

[LEFT] Nos 48476 and 73069 pass through an eerily deserted Bolton Station, heading light-engine from Lostock Hall to Manchester Victoria.

[RIGHT] Accompanied by a Class 25 diesel, the same two engines settle down for a long wait in the banking-engine road at Manchester Victoria.

[LEFT] 1L50 was already running late and the crews of the two locos had quite some time on their hands whilst waiting at Manchester Victoria. Time for a group shot for the album … and posterity! From left to right are John Burnett (driver 73069), Jim Marlor (fireman 48476), Harold Bolton (driver 48476) and John Roach (fireman 73069).

[RIGHT] Coupled-together, 3 more light-engines arrived from Lostock Hall. 'Oliver Cromwell' and 44781 double-headed the first steam leg of the LCGB special and then 70013 took over the final stage of the RCTS special (which had also originated in London). 45305 shortly afterwards ran up to Cheetham Hill Carriage Sidings to collect the stock of the BR-organised special to the Liverpool and Southport areas.

The Railway Correspondence & Travel Society had arranged a special train (1L50) to run from Euston to Skipton that, after arriving at Manchester Victoria, was scheduled for a trip via Rochdale, Castleton East Junction, Bury, Bolton, Blackburn and Hellifield, before arriving at Skipton. It was then booked to run via Colne, Blackburn, Lostock Hall, Ormskirk, Bootle Junction and Rainhill, before returning to Manchester via Earlestown and Kenyon Junction. This train comprised thirteen coaches totalling 442 tons and the initial stage between Manchester and Blackburn was worked by No. 48476 and No. 73069 - double-heading. It was then the turn of No. 45407 and No. 73069 - double-headed, to take the train forward to Hellifield and Skipton, before then returning to Lostock Hall. No. 70013 "Oliver Cromwell" was then scheduled to work forwards via Ormskirk, Aintree and Rainhill, before returning via St Helens Jct and Earlestown to Manchester Victoria. As was to transpire, by this time the special was running about four hours late and when it did eventually materialise at Lostock Hall, in order to attempt to regain some time, a decision had been taken by the RCTS officials to request Preston Control to permit the special to take a more direct route home. In the event 1L50 was to take the 'back line' from Lostock Hall Jct directly to Farington Jct and then ran via Chorley and Bolton to Manchester.

[LEFT] 1L50, the RCTS special, forging up the hill near Turton & Edgworth, is in charge of a Lostock Hall crew. Class 8F 2-8-0 No 48476 with driver Harry Bolton and fireman Jim Marlor, double-heads Standard Class 5MT 4-6-0 No 73069 with driver John Burnett and fireman John Roach.

[RIGHT] At Blackburn, the 8F was removed from the RCTS special and replaced by 10D's Class 5 No 45407 for the remainder of the journey to Carnforth. Here, driver Fred Barron looks out as the train climbs to Wilpshire Summit.

Meanwhile, the Locomotive Club of Great Britain had organised their own 12-coach rail-tour (1Z74) from St Pancras to Carnforth which, after arriving at Manchester Victoria, was scheduled a rather complicated route onwards to Carnforth. From Manchester it travelled via Bolton, Blackburn, and Hellifield to Carnforth. It was booked to return by the same route to Blackburn and then by way of Lostock Hall Junction, before rejoining the West Coast Main Line at Farington Junction, to return home via Crewe. From Manchester to Blackburn, motive power was No. 70013 'Oliver Cromwell' and No. 44781 double-headed, and from Blackburn to Carnforth it was No. 48773 (10F) and, again, No. 44781, double-headed. Returning from Carnforth, as far as Farington Jct. motive power was No. 45390 (10A) and No. 45025 (10A), double-headed.

[LEFT] No 70013 'Oliver Cromwell' and Black 5 No 44781 pass over Entwistle Viaduct with the LCGB special, composed of the unfortunately more usual (for the period) rake of mixed-livery stock, which caused so many problems for photography at this time. No 70013 was manned by driver Frank Herdman and fireman Eric Ashton, both of 10D.

[RIGHT]Lydgate Viaduct, on the Todmorden to Burnley route via Copy Pit. The first of two Stephenson Locomotive Society specials passes over, double-headed by Class 5MT 4-6-0 Nos 44871 with driver Cliff Nelson and fireman John Fletcher and 44894 with driver Ronnie Hall and fireman Tom Jones - once again, an all Lostock Hall crew!

The Stephenson Locomotive Society had organised two separate 10-coach trains (1Z78 and 1Z79) to run from Birmingham, via Manchester Victoria, to Huddersfield, returning via Copy Pit, Blackburn, Bolton, Wigan and Rainford, where they were booked a 10-minute stop prior to the both of them returning to Manchester and Stockport via Earlestown. The first special, 1Z78, departed Birmingham at 08.20, followed by 1Z79 at 09.05 and each was allowed time at Rose Grove, so that passengers could look around the motive power depot. Train No 1 used Nos. 44871 and 44894 double-heading and train No 2, Nos 44874 and 45017, again double-heading.

[LEFT] Working apparently flat-out, the second SLS special storms up the last leg to Copy Pit summit past Portsmouth with an all Lostock Hall crew on board. Motive power is No 44874 with driver John Commons and fireman Roy Haythornthwaite and 45017 with driver Bill Wilson and fireman Billy Bamber.

[RIGHT] With Lostock Hall driver Ronnie Clough and fireman Joseph Booth, No 45156 passes over the western end of the local beauty spot of Entwistle Reservoir with the 'GC Enterprises' tour. The unusually matching set of blue and grey stock was, perhaps, borrowed for the day from Longsight depot and away from its more usual Inter-City workings to Euston.

Another more-locally organised rail-tour (1T80) from Stockport to Carnforth, with 8-coaches, was operated by 'G.C. Enterprises', which, from Manchester Victoria, followed the same route to Carnforth as 1Z74, but upon arrival back at Blackburn, it then travelled via Darwen and Bolton back to Manchester and Stockport. Motive power was No. 45156 (formerly 'Ayrshire Yeomanry') throughout.

[LEFT] The spotlessly-cleaned and fully lined-out Class 5MT No 45305 rolls from the Southport direction into Wigan Wallgate, on the former L&Y main-line from Liverpool to Manchester, with the British Railways-organised "Last Days of Steam" Railtour of 4 August 1968. [RIGHT] Having endured an extended station stop to take on water, No 45305 stormed up the bank out of Wallgate station. The driver was Vinny Commons and the fireman was Paul Tuson.

BR London Midland Region's own contribution to the day was 1T85. Entitled, 'Last Days of Steam', this one turned out to be a much less ambitious affair than any of the others, as it only travelled from Manchester to Southport and back, leaving Manchester Victoria at 14.20 and arriving back at 17.10. The actual route being outwards via Eccles, Olive Mount, the Bootle Branch, Birkdale and the Southport avoiding line, the return being via Wigan (Wallgate). 45305 worked this throughout.

Meanwhile, back at Lostock Hall, there was only one other movement off shed all day. On the Saturday evening, No 48493 (10F) had found itself at the shed with no further booked work. It would never return to Rose Grove, but it was kept in steam until the following morning, there being one final duty for it to undertake. Shortly after sunrise and in the midst of a mass departure of gleaming light engines in convoy to their respective railtour rendezvous locations, almost unnoticed, the solitary grubby, work-stained and numberplate-less 2-8-0 crept off the shed - taking the 'back road' for the few hundred yards' journey to Farington Junction Down Yard.

Here it was seen shunting ballast wagons from around 9-00am, but, much later, at around 4-30pm, an observer present commented that No 48493 whistled mournfully before then accelerating exceedingly rapidly up to 30mph, "racing 'flat-out' in a cloud of black smoke back towards the shed". No 48493 was withdrawn upon arrival and, like the majority of the other engines sent to 10D for last day railtour duty, never returned to its home depot. This almost un-noticed and un-documented working was, therefore, the very last non-passenger steam working on BR.

The evening of 4th August 1968 and, for all the locomotives pictured below, it's now all over. With the onset of evening, very few observers remained to witness the bitter end and, by 10pm, there were 16 engines on shed that had been in steam that day (not all, of course, having been used on line work). With only Nos 70013 and 45156 still awaited back from specials' duty, in the eerie light and shade cast by a few flickering yard lamps, serried ranks of now withdrawn engines stood, many still exuding their final ebbing signs of life.

[LEFT] No 44874 still bears its 1Z79 reporting number board, from the SLS special that it worked earlier in the day and one of the loco head-lamps also remained in place. Arguably, there seemed little point in removing them, for they certainly wouldn't ever be needed again!

[RIGHT] Standard Class 5MT No 73069 and 'Black Fives' Nos 44874 45017 were all Carnforth engines, but they would never see their home shed again. Likewise for 8F No 48493, which was a Rose Grove engine, its next move was to be to the scrapyard.

No 73069 was the very last Standard Class 5MT working and had just been placed on No 2 Road for the final time by Driver John Burnett. Not one of John's favourite classes of engine, this example was, nevertheless, in such good mechanical order that it survived the closure of five previous depots: Neasden, Kentish Town, Leamington, Patricroft and Bolton. Its Bolton maintenance legacy and external smartness brought about its selection from the 'also ran' BR 5s at Patricroft for several 'end of steam' specials, which was also probably the main reason why it ended its career at Carnforth - a depot never previously having had any of these on its allocation.

With the onset of evening, very few observers other than diehard 'locals' remained to witness the bitter end. By 22.00 hrs, there were 16 engines on Lostock Hall shed in steam (not all, of course, having been used) and with only Nos 70013 and 45156 still awaited back from specials' duty. 'Oliver Cromwell' did finally materialise at some time after midnight, but No 45156 was, by far, the last engine of all to return. Indeed, it was around 04.00 hrs on the Monday morning that Driver Andy Hall backed his 'Black Five' onto a totally deserted shed. There was not another soul to be seen, so Andy's claim to have been the very last steam footplateman on British Railways (11th August special events, aside) appears to be justified.

Walking with his fireman in the eerie half-light down the serried ranks of now withdrawn engines, many still exuding their last ebbing signs of life, Andy proceeded into the engineman's lobby in order to sign-off duty, only to discover that the foreman's office had been ransacked, presumably by railwayana hunters, with even the two shed telephones having been ripped off the wall. The bodies of our dearly departed were not yet cold, but the vultures were already striking!

Lostock Hall MPD 1882-1968

R.I.P.

Unfortunately that’s all we have in this section for now, so before you continue on to the next page, please do consider the following.

What you have just been reading is, of course, only a small part of the story of Lostock Hall MPD …. all of it having been gratefully received from the mere handful of contributors who have so generously assisted us to-date. There are obviously many more stories out there just waiting to be told … only these haven’t as yet been passed on to us! Therefore, in order to start filling-in many of the missing pieces in the, still very incomplete, jigsaw, please do now consider making a contribution of your own. Items of information and scanned photographs would be most welcomed. Alternatively, you might wish to share your footplate experiences by meeting up for a pint and a natter in pub, or, failing that, through merely participating in our “Discussion Forum” (as many already have done). Regardless of how you make contact and irrespective of whatever manner you feel you may be able to assist, please DO get in touch!

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