[1830-1907] [1907-1948] [1949-1963] [1964-1981]
Traffic had changed between 1936 and 1949, so it was decided to reduce the number of Bo+Bos to be constructed down to 58, but to construct 27 larger Co-Co locomotives for express passenger work.
By 1950 the cost of the project was spiralling out of hand - the 1936 estimate of £2½ million had risen to £12¼ million. Obviously, cuts were necessary to bring the situation in line. The order for 27 Co-Co locomotives was deemed excessive, so it was reduced to 7. The electrification of the line to Manchester Central was abandoned, and the size of the planned motive power depot at Reddish was pruned. This reduced the projected cost by £1¼ million.
By the end of 1950 the Bo+Bos were emerging from Gorton works and being sent down to the only place where they could work at the time - the Great Eastern electrification around Ilford. The following year number 6000 was returned from the Netherlands and received its BR number - 26000. It also received commemorative nameplates making its Dutch nickname official - 'Tommy'. Underneath the name was plaque stating 'So named by the drivers of the Netherland State Railways, to whom this locomotive was loaned'. Soon she was joined by the 30 locomotives delivered and they were put to work on driver training duties, piloting freight trains from Wath up Worsboro bank.
The first stage of the electrification was inaugurated on 2nd February 1952, when all trains from Wath to Dunford Bridge were handed over to electric traction. 4 steam locomotives (including the garratt) were allowed 142 minutes to move an 850 ton train from Wath to Dunford Bridge. The Bo+Bos got 66! The displaced garratt was dispatched to perform further banking duties on the Lickey incline near Birmingham.
On the 3rd June 1954 Mr A Lennox, Minister of Transport, officially opened the new tunnel at Woodhead. The tunnel had been driven through poor shale 80% of the way, the rest being blocky sandstone. It has a portland cement lining of a minimum thickness of 21". Being designed for electrification it only has one 16' diameter airshaft halfway through, with a depth of 467 feet. Also in the middle of the tunnel is a mess room provided for engineers working on maintenance. Additionally, 1205 yards from the Dunford Bridge end is a 8' diameter stope. Whereas the original tunnels are dead straight the new rises at 1/1186 for just over 1 mile from Dunford Bridge, then drops at 1/129 to Woodhead. There is also a slight curve at the Woodhead end. A further 6 men perished during the tunnels construction. The eventual cost of the tunnel was £4.6 million, £1.8 million over the original budget.
Locomotive number 26020 worked the first revenue earning train through (which, incidentally, was exhibited at the Festival of Britain in 1951 and is now preserved at the National Railway Museum) but the first locomotives to pass through under their own power were 26001 and 26016 on 30th May 1954. The tunnel was open to regular working on 14th June 1954 and completed stage 2, the electrification from Manchester London Road to Dunford Bridge. For some months previously however, the Bo+Bos had been at work on driver training duties, piloting trains from Godley Junction to Crowden. Piloting is only the official phrase as when the Bo+Bos were attached at Godley the steam locomotive drivers normally closed the regulator and the electric locomotive hauled the lot to Crowden. When detached the electric would then bounce back to Godley to show off on the next available train.
So by now all the trains from Manchester to Wath were electric hauled, but trains to Sheffield had to change locomotives at Penistone. This exercise was short lived as on 20th September 1954 the wires from Sheffield Victoria reached Penistone. The final stage was completed on 3rd January 1955 when the wires reached Rotherwood exchange sidings. By this time all the Co-Co locomotives, classified EM2, had been delivered, and the passenger time for the 41¼ miles from Sheffield to Manchester was reduced from 65 to 56 minutes. During the first 6 weeks takings increased by 37%
Rationalisation now moved in. Wortley station closed to passengers on 2nd May 1955, Crowden closed entirely on 4th February 1957, and on 14th June 1959 Deepcar, Wadsley Bridge and Oughtybridge stations were closed. Two week later on 29th June the service from Penistone to Barnsley was withdrawn and Silkstone, Dodworth and Summer Lane stations were closed.
During 1959 and 1960 the seven Co-Cos and twelve Bo+Bos fitted with steam heating boilers (for heating the passenger trains) were given names mainly from Greek and Roman mythology, the nameplates cast in brass, Great Central style.
Timetable cuts at that time withdrew all through Marylebone trains beyond Nottingham. However, Woodhead did get an hourly service. But goods takings were still dropping which led to the closure of goods facilities from Woodhead on 1st June 1963, and from Dunford Bridge on 16th December that year.
It was during 1963 that the first version of the infamous Beeching report was published, and one of its proposals was the withdrawal of passenger services from Sheffield to Manchester via the Hope Valley and Chinley. The Minister of Transport refused to give his consent to the closure.