Adlib Internet Server 5

Title
Records of Wolverton Carriage and Wagon Works
Reference
WOLV
Production date
1831 - 1993

Creator

Wolverton Works Biography Biography
Wolverton Works was established in 1838 by the London and Birmingham Railway. The London and Birmingham Railway amalgamated with the Grand Junction Railway in 1846 to become the London North Western Railway (LNWR). Initially the works built and repaired locomotives. In 1877 locomotive work ceased and was transferred to Crewe Works. Wolverton Works became the LNWR Carriage Works. By 1907 it was the largest carriage building and repair works in Britain employing some 4500 staff at any one time in the period 1900 – 1924. After Grouping in 1923 Wolverton Works became the London Midland and Scottish Railway Company’s Carriage and Wagon Works, building and maintaining both carriages and wagons. During World War Two Wolverton Works repaired Whitley bombers, produced sections of Horsa gliders, and converted nearly 700 commercial motor vans into armoured vehicles. Following nationalisation Wolverton Works operated as a major works until 1962. It then became a carriage repair works only on part of the original site. From 1970 onwards the Wolverton Works was operated by British Rail Engineering Limited (BREL). Upon the re-organisation of BREL in 1986 Wolverton Works passed to British Rail Maintenance Ltd. Subsequently, the site was owned by Alstom, and then by Railcare Ltd. In 2013 the Knorr-Bremse group of companies acquired the site from Railcare Ltd (in administration). As at February 2014 Knorr-Bremse Railservices (UK) Ltd occupies it.

Scope and Content
The following themes are represented throughout the archive: Manufacture The archive contains records covering all main functions of the works from the 1830s to the 1990s. It contains some record of nearly all vehicles produced at Wolverton. Detailed information on vehicles can be found in drawings (WOLV 3/1, WOLV 3/2), these drawings often show vehicles and material that was designed but never actually manufactured. The archive also contains an almost full set of drawing registers from 1886 that run until the 1980s. (WOLV 3/4). These record all drawings produced at Wolverton, even if the drawings themselves have not been preserved. More information can be found from other sources including correspondence (WOLV/2), reports (WOLV 1/5, WOLV 1/14), order for new stock/specification files (WOLV 3/9) and photograph albums (WOLV 3/7) as well in files concerning building programmes (WOLV 4/4), condemnation (WOLV 4/10), and accounting and financial records (WOLV 4/8). Where possible lot numbers, drawing numbers and correspondence reference numbers have been referenced. This means that different types of record can be cross-referenced with each other. The archive contains core records such as Stock Books that list stock built at the works from the 1840s to the 1910s (WOLV 1/1). After this it is possible to ascertain what stock was built at Wolverton through the ‘order for new stock’ files and specifications (WOLV 3/7). The archive contains experiment files showing tests carried out on stock at Wolverton (WOLV 4/9/3). Later manufacture is covered in the Drawing Office project files (WOLV 3/11). Programmes such as the construction of newspaper vans and EMUs for Northern Ireland in the 1980s are described in these files. They also cover subjects such as the control of asbestos (WOLV 3/11/3/2/72). Staff Records The archive does not contain official staff records; however records relating to staff are spread throughout the archive. Some examples of where information on staff can be found are as follows: reports to the Locomotive Committee (WOLV 1/5) contain various references to staff, for example members of staff involved in accidents, undergoing disciplinary procedures, deceased, or serving in wartime; drawing registers (WOLV 3/4) contain photographs of staff members and biographical information next to the last drawing produced by them; the archive contains a small number of references written for staff members (WOLV 1/3/4); staff time books (WOLV 5/4) and piece work rate books (WOLV 4/8/6) show when staff were employed, what they did and information on pay; royal train files include some information on members of staff employed on the royal train (WOLV 3/10. WOLV 2/1); workshop records (WOLV/5) focus heavily on staff information; the ‘Staff Particulars’ volume (WOLV 5/1) contains names and addresses of staff showing where staff lived in proximity to the works; the register entitled ‘sick’ (WOLV 5/2/6) records staff member’s time taken off and their illness. Wartime records The archive contains records from the Boer War to World War Two. There are drawings showing stock built during wartime throughout the main series drawings (WOLV 3/2); there are however few files relating to World War One in the archive, possibly because of World War Two paper salvage drives. Reports to the Locomotive Committee (WOLV1/5) contain lists of men serving in wartime in the Boer War and World War One; staff time books (WOLV 5/4) show which staff members were conscripted and sometimes staff members who did not return from wars. There is a large series of Air Raid Precautions files (WOLV2/6) that cover how the works planned to protect itself from air raids during World War Two. One works book from 1918 (WOLV 4/5/1/1) describes how the works disinfected Chinese labour trains. There are a large number of drawings of ambulance trains both for World War One and World War Two, dispersed through the main drawings series (WOLV 3/2). Some of these show components that make up carriages e.g. ashtrays, equipment, and some show the whole layout of the train and labels who would reside in each carriage; diagrams of ambulance trains can also be found in diagram books (WOLV 3/3). Photograph albums show the outside and inside of ambulance trains WOLV (3/7). Royal Train Records Drawings of royal trains (often named ‘special trains’) exist throughout ‘main series’ drawings (WOLV 3/2). These span from Queen Adelaide’s saloon (even though this was not built at Wolverton) and Queen Victoria’s saloon up to modern saloons from the BR period, including vehicles now in the National Collection. Drawings from main series (WOLV 3/2) show the formation of trains on royal train journeys and where members of staff and the monarch would have been on the train; diagram books (WOLV 3/3) also contain layouts of royal saloons. Files from the Drawing Office (WOLV 3/10) and correspondence files (WOLV 2/1) deal with a wide range of topics including staff, members of the royal family and government who travelled on the trains, wartime travel, and details of specific journeys. Files compiled by the Drawing Office (WOLV 3/10/1) describe who was travelling on the royal train on certain journeys. Files also detail fixtures and fittings in carriages and how they were painted, as well as technical information covering the construction and modification of carriages. The correspondence file on the fire in the trimming shop (WOLV 2/5) describes a fire at the works in 1933 where local people and staff saved the royal train from damage, this includes press articles and personal message of thanks from the King. Photograph albums show pictures of royal vehicles including photographs of them under construction. A full listing of the drawings in WOLV/3/1 and WOLV/3/2 can be found on the National Railway Museum website under 'Drawing Lists' at https://www.railwaymuseum.org.uk/research-and-archive/further-resources/catalogues. The listing for the rest of the archive can be found on the same site under 'Archive Lists'.
Extent
87 drawing rolls, 14 large archive boxes, two large bundles, one wooden box containing glass slides and 309 standard archive boxes.
Physical description
Material mainly comprises paper, with some folders and volumes bound in leather. Drawings are usually on waxed linen although some are on tracing paper or are blueprint/dyeline copies. Some items have been repackaged with archival acid free paper and folders to minimise damage to records.
Language
English
Level of description
TOP
Repository name
National Railway Museum, York

Associated people and organisations

London & Birmingham Railway Co Biography Biography
The construction of a rail link between London and Birmingham was first mooted in 1823 by John Rennie, who surveyed the route via Oxford and Banbury. Over the next two decades two rival schemes emerged to build the railway, over the two factions joined together and called on George Stephenson to adjudicate over the best route. Stephenson and his son Robert were prevailed on to act as engineers for the venture. Facing stiff opposition from landowners the Bill was presented to Parliament in 1832, it failed on its first attempt to pass but was successful the following year after an appropriate amount of compensation was offered to landowners affected by the line's construction. The London & Birmingham Railway (L&BR) was 112 miles long and was reckoned to be some of the largest civil engineering works at the time. In addition to the scale of the project, the civil engineers' also encountered several technical challenges in the course of its construction, notably at Kilsby Tunnel, the Tring cutting and Wolverton embankment amongst others. Multiple connecting railways were proposed during the L&BR's construction as a nascent national rail network began to be posited and the L&BR emerged as a trunk line. The line opened in sections from London with the first section from London to Tring opening on 1 January 1838, with the final section from Rugby to Denbigh Hall opening on 17 September 1838, previously a rail replacement coach was used on this section. The London terminus was located at Euston, which included the imposing Doric Arch and the world's first railway hotel. Until 1844, the section from Euston to Camden was hauled by stationary engine due to the gradient. The Birmingham terminus was located at Curzon Street and the Principal Building was completed in complementary neo-classical style. The railway proved to be financially successful and came to absorb other lines. In 1846 the L&BR merged with Manchester and Birmingham Railway and the Grand Junction Railway to form the London and North Western Railway, connecting London with Birmingham, Crewe, Chester, Liverpool and Manchester.
London & North Western Railway Co Biography Biography
The London & North Western Railway Co (LNWR) was established in 1846 following the amalgamation of the London & Birmingham, Manchester & Birmingham and Grand Junction Railways. The new company was the largest joint stock company in Britain, and initially had a network of approximately 350 miles (560 km) connecting London with Birmingham, Crewe, Chester, Liverpool and Manchester. The LNWR continued to expand and by 1868 the company had added links to Oxford, Cambridge, Leeds, Swansea and Cardiff. However, attempts to amalgamate with Midland Railway ended in failure. By 1871 the London & North Western Railway employed 15,000 people. As part of the 1923 Grouping the LNWR became a constituent of the London, Midland and Scottish (LMS) Railway.
British Transport Commission Biography Biography
The Transport Act 1947 nationalised virtually all British transport, including the railways, waterways, and road haulage. These were transferred to a newly-created operating body, the British Transport Commission (BTC). The British Transport Commission began operations on 1st January 1948, under Chairman Sir (later Lord) Cyril Hurcomb. At this time, the British Transport Commission acquired the “Big Four” grouped railways, with virtually all minor railways as well, together with the London Passenger Transport Board. This automatically transferred the assets of the rail companies to BTC, including ships, ports, hotels, and investments in bus, coach, and haulage companies. Two bus companies, Tilling and Scottish Motor Traction, were soon added, as well as long-distance road hauliers. The Transport Act charged the British Transport Commission with the task of charged with “integrating” various forms of transport into single public service. The British Transport Commission did not directly operate transport services. Operations were delegated to five separately appointed executives: Docks and Inland Waterways, Hotels, London Transport, Road Transport, and Railways. The Railways Executive operated under the name British Railways. In 1949, the Road Transport Executive was divided into two separate executives: Road Haulage and Road Passenger. The Commission exercised financial control over these Executives, and managed them through schemes of delegation. The Commission attempted to fulfil its statutory duty to “integrate” public transport by introducing Area Schemes. These were designed to establish regional monopolies for road passenger transport, ports, and harbours. “Integration” was also to be promoted through Charges Schemes, in which the true costs of different modes of transport were to be reflected in the charges. This was designed to attract traffic to the most economic and efficient mode of transport. The structure of Executives was dramatically altered by the Transport Act 1953, which abolished all Executives, with the exception of London Transport. Responsibility for the operation and maintenance of transport systems was delegated to the chief regional managers. The railways were reorganised into a system of area boards for each of its six regions. In September 1953, Sir Brian Robertson became Chairman. Disposal of the haulage fleet also began at this time, but a lack of buyers made this difficult. Rising costs, industrial action and competition from road traffic meant that the British Transport Commission was in financial trouble by 1955. It sought relief from this by publishing The Modernisation and Re-equipment of British Railways, a plan which proposed an investment in the railways of £1,240m over fifteen years. The main features of this plan were the replacement of steam with electric and diesel traction, the electrification of principle routes, and the introduction of new coaching stock. Despite the modernisation plan, the financial position of the British Transport Commission worsened. Two government reviews, in 1956 and 1959, concluded that the Commission was unwieldy and had an insufficiently commercial outlook. Sir Brian Robertson retired in May 1961, and was replaced by Dr Richard Beeching. The BTC was abolished by the Transport Act 1962. It was replaced with five new authorities that were answerable to the Minister of Transport: the British Railways Board, the British Transport Docks Board, the British Waterways Board, the London Transport Board, and the Transport Holding Company. Dr Beeching became chair of the British Railways Board.
British Railways Board Biography Biography
The British Railways Board was an independent statutory corporation responsible for running the British railway network from 1963. It was established by the Transport Act 1962, which abolished the British Transport Commission and divided its undertakings between five newly-created bodies: the British Railways Board, the British Waterways Board, the British Transport Docks Board, the London Transport Board, and a Transport Holding Company. The British Railways Board was responsible for running the railway network, as well as managing government-owned railway hotels. Members of the British Railways Board were also appointed by the Minister for Transport. The first Chair of the British Railways Board was Dr Richard Beeching. The British Railways Board operated through regional boards, which were responsible for regional sections of the railway network. These regions were Southern, Western, London Midland, London and North Eastern, Eastern, and Scottish. Members of these regional boards were appointed by the British Railways Board, in consultation with the Minister for Transport. The British Railways Board also operated a series of committees to manage every aspect of railway control, including committees for finance, technical, works and property. These committees were frequently reorganised throughout the life of the British Railways Board, under both different Chairs of the Board and different governments. Several changes occurred during the 1960s. The Board had two new Chairs; Stanley Raymond, who replaced Richard Beeching in 1965, and his successor Henry Johnson, who became Chair in 1967. In 1968, the Transport Act transferred the control of the Sundries and Freightliner divisions from the British Railways Board to National Carriers Ltd and Freightliners Ltd. The Board retained a forty-nine per cent stake in Freightliners Ltd. During the 1970s, the British Railways Board created several subsidiary companies which were to manage some of its undertakings. These included British Transport Hotels Ltd, British Rail Engineering Ltd, and British Rail Hovercraft Ltd. Many of these subsidiary companies were sold under the Conservative governments of the 1980s. There were also two new Chairs during this time. Richard Marsh replaced Henry Johnson in 1971, and Peter Parker became chair in 1976. The privatisation of the British rail network during the 1990s radically changed the role of the British Railways Board. The Transport Act 1993 established Railtrack, a publicly-owned company. The Act transferred the ownership of track and railway infrastructure from the British Railways Board to Railtrack, in addition to the control of signals. Railtrack also replaced the British Railways Board as the body responsible for track investment and maintenance. The British Railways Board remained in existence after these changes, but only performed residual functions relating to pensions, liabilities, and non-operational railway land. The Board also continued to operate the British Transport Police service. The British Railways Board was abolished by the Transport Act 2000, which transferred the remaining functions of the Board to the newly-created Strategic Rail Authority.
British Rail Engineering Ltd Biography Biography
British Rail Engineering Ltd (BREL) was a wholly-owned subsidiary of the British Railways Board. Created through the Transport Act 1968, BREL began trading in 1970 under managing director A.E. Robson. The company was created to manage British Rail’s thirteen workshops, replacing the British Rail Workshops Division. The works managed by BREL were Ashford, Crewe, Derby Locomotive Works, Derby Litchurch Lane, Doncaster, Eastleigh, Glasgow (formerly St Rollox), Horwich Foundry, Shildon, Swindon, Temple Mills, Wolverton, and York. The primary object of BREL was to provide a construction, maintenance, and repair service to Britain’s railways. BREL produced most of British Rail’s new locomotives and carriages. These included the Class 141, 142 and 144 Railbuses, as well as the Mark III coach, used on all BR’s 125mph trains for inter-city travel. The company also overhauled BR’s fleet of locomotives and rolling stock, including passenger coaches. At one time, it was also the principal UK manufacturer of wagons for coal and freight. In addition to carrying out work for BR, the Transport Act 1968 allowed BREL to use the spare capacity of its main works to manufacture for outside industry. In 1971, BREL formed BRE-Metro Ltd, a joint company with Metro-Cammell Ltd. This was to promote export sales of locomotives and rolling stock. Export contracts included the manufacture of coaches for the Northern Ireland Railway and Coras Iompair Eirann, and wagons for railways in Sweden, Malaysia, Yugoslavia and Bangladesh. BREL also supplied components and general engineering equipment to a wide range of non-railway customers, including the British Steel Corporation. During the 1980s, BREL began a major project of rationalisation. Ashford Works, which had been gradually run down throughout the 1970s, was closed in 1981. Temple Mills Works, which mainly carried out wagon maintenance, was closed in 1983, and its work transferred to Doncaster. Shildon Works was closed in 1984, with Swindon following in 1986. In May 1987, the wagon department at Doncaster was separated from the rest of the works, and was sold to RFS Industries as Doncaster Wagon Works Ltd. In 1987, the remaining BREL workshops were split into three distinct groups. Eastleigh, Wolverton, Doncaster and Glasgow were formed into BR Maintenance Ltd, a new British Railways Board subsidiary. Horwich Foundry was transferred to a new, separate subsidiary company, and was sold in 1988. Crewe, York, and the two works in Derby became BREL (1988) Ltd. In April 1989, BREL (1988) Ltd was sold to a consortium of BREL management and employees, the Swiss-Swedish conglomerate Asea Brown Boveri, and Trafalgar House. Asea Brown Boveri later bought out Trafalgar House, and in 1992 the company was renamed ABB Transportation Ltd.

Subject
Railways
Engineering
Carriage and wagon making
World War Two, 1939-1945
Labour relations
Conditions governing access
Access is given in accordance with the NRM access policy. Material from this collection is available to researchers through Search Engine. A Data Protection form must be signed prior to accessing some of this material.
Conditions governing Reproduction
Copies may be supplied of items in the collection, provided that the copying process used does not damage the item or is not detrimental to its preservation. Copies will be supplied in accordance with the NRM’s terms and conditions for the supply and reproduction of copies, and the provisions of any relevant copyright legislation.

Related object

Appraisal
Sampling Records that form part of repetitive file series and contain low level information have been sampled. Equipment/Machinery files (‘D’ Series) (WOLV 4/6), Modification/repair cards (WOLV 4/7/4) and piece work price cards (WOLV 4/8/16) have been randomly sampled. For more information see series descriptions. Duplication Records that are duplicated have been removed, except when their duplication is significant. For example the document ‘British Railways Board Workshop Division: Re-Organisation of Wolverton Works as Part of the Overall Workshops Plan’ is found more than once in the archive (WOLV 1/6/3/3, WOLV 1/14/1/7,8). Duplicated diagram books (WOLV 3/3) have been removed; the copy with the most amount of information retained. Duplicated photograph albums have been removed (WOLV 3/7); duplicate copies minutes that are held at The National Archives have been removed (WOLV 4/11). Low level records Very low level record have also been removed, for example low level correspondence; scraps of paper from files, information duplicated in higher level records. Published material Printed material, for example BR publications and manuals, that are likely to be duplicated elsewhere have been removed.
System of arrangement
The majority of the archive appears to have originated from the Drawing Office and associated design offices with, other records originating from the Production Offices, General Management and Workshops. Arrangement is functional; records of the same functional activity have been grouped together into categories based on organisational provenance, using organisational charts, records and coding systems within the archive. Record series have been arranged chronologically for ease of reference.