Forside / Dukinfield Wagon Works G C R the story so far
DUKINFIELD C & W WORKS
To open my book I would like to say many thanks to Parker International
without whose help I would not be in a position to write this book
My story starts in Manchester about November 1900 a large area of land
5 miles from Gorton Tank Locomotive Works.the G.C.R. were running out of space to
build its wagons & carriages so it was decided to buy land near by .The biggest and best site was at Dukinfield on Globe Lane. The site consisted of 29 acres next to the main line
To Sheffield and London.On the other side of the line was a large area of land used as a
The site was bought for £11,000 from the Dukinfield Estate Trustees early in 1903,
Reading from a book it looks like the land was purchased on the 19th of April 1904 from A.C.Boyd and a Mrs Nicholson.
Robinson was asked to prepare plans for new carriage and wagon
When this had been done the unusual step was taken of inviting suitable contractors to submit their own ideas for the works instead of tenders. On Robinson’s advice Craven & Markam engineers, of Manchester & Chesterfield were given the contract to build in 1905 for a maximum sum of £165,000, using British manufactured steel. An order was placed for an electric sub-station, estimated cost nearly £20,000, with Brush Electric in June 1906
The main entrance to the works was near the West End of Globe Lane, a slope of 1 in 15 leading from the entrance gate to the lodge and the mess room, the mess room is
Contained in a building 220ft long by 50ft wide with windows on all sides and a lantern roof,
The building was divided into three sections, a workmen’s mess room, with accommodation for 1100 men; a foreman’s and clerical staff mess room’
With accommodation for 40 men and a kitchen equipped with gas ovens, grills, and hot water boilers.
A reading desk was provided and during breakfast selections from the day’s news are read out.
Workmen using the mess room had to leave their food and baskets in the mess room before entering the lodge.
Along the basement of the mess room ran the electric, pneumatic and hydraulic mains
leading from the power station to the works so that any faults that may be found and put right quickly. Between the mess room and the lodge was a large gate used for large road vehicle access into the works.
The lodge was a building 40ft long by 20ft wide with windows on both north and south sides, with passageways for workmen entering and leaving the works.
Building operations commenced in the early part of 1906.On completion of some of the
buildings, machinery started to arrive from Gorton works. Also new and up to date
Machines were installed; the works was opened about 1910 equipped with the most
modern and high speed machine tools in the country. The result was that the works ranked among the most modern and best equipped in the country
When the works were up and running 1400 men and a small number of girls were employed, Administration was in the hands of Mr.J.G.Robinson, as Chief Mechanical
Engineer , Mr.J.A.Adey occupying the post of Works Manager. Assisted by Mr.H.E.Lord, who also has charge of the carriage and wagon drawing office?
On both passageways time checks for 500 workmen can be given or taken in.
Each workman on entering the works is given a check, which he retains until he leaves
the works. Before starting and leaving work each man has to register his time on time recorders which are placed in each shop.
At the further end of the works area to the west was an air-compressing plant for the low-pressure pneumatic signalling installation used by Guide Bridge and London Rd stations.
Nearby was a large reservoir on the far side of Astley St holding 600,000 gallons, fed from the companies’ canal,
further storage of 100,000 gallons capacity, was maintained in tanks just by Platt street and within the boundary of the complex. Supplying the works with water for working
And fire protection.
The general offices were located in a block of buildings (unit11) alongside Hereford St. Included are the works accountants office under Mr.Wagstaff,
With the requisite clerks, the drawing office a small department as the main drawing office was at Gorton.
A large general office under Mr.E.Williamson, plus small offices and a waiting room.
At Dukifield all electric power was produced on site in its own boiler house 145ft.long
and 60ft wide. In the boiler house are five Lancashire boilers, fitted with Cruse superheaters, and Bennis mechanical stokers, with ash and coal-conveying plants by which coal is received from, or ashes loaded into, wagons on the track alongside.
In the engine room are two 400 KW.and two 200KW. Westinghouse generators,
Of compound-wopund, direct current types, 8 poles, 240-250 volts; and each is direct-
Coupled to a triple-expansion, vertical steam engine of Browett, Lindley contrution.
The large generators run at 375 rpm, and the small ones at 475rpm.
Along side one of the engine rooms was the main switchboard of Westinghouse design.
This is 26ft long by 7ft high supported on anchor iron framework, and containing sixteen
White Sicilian marble panels, four were fitted to receive and twelve to distribute the current
Nos 1 and 2 receiving panels take the current from the 200 K.W. generators, and Nos 3 and 4 from the 400 K.W. generators. Each panel was fitted with a main double-pole quick-break switch, with feed regulator, overload switch, ammeter and plug connection to
The main voltmeter.----- The fuses for the generators are fitted to the bus bars at the rear of the board; those for the 200 K.W. machines being of 1,200 amperes, and for the 400 K.W. machines 2,500 amperes carring capacity. The field resistances for the 200 K.W. generators are of the spiral coil type and those of the 400 K.W. generators of the grid
Type. Of the distributing panels, some supply one and some supply two feeders, each feeder having a main double-pole quick-break switch from the bus bars, an ammeter and double-pole fuses. In addition to the double-pole fuses, overload switches are fitted to
No.5 supplying the sawmill,----- No.6 serves the lifting shop and a spare feeder, and No.7
The machine shop. Panel No.8 had two feeders supplying light to the sawmill. No.9 has two feeders supplying the wagon shops with light and power, and No.10 two feeders supplying light and power to the under frame shop. Nos.11, 12 and 13 are at present spare,
And No.14 supplies the traversing table and general offices with power and light.
No.15 has one feeder supplying light to the power station and power to the feed pumps,
Mechanical stokers and economisers, and another supplying the mess room time lodge with light, while No.16 is at present blank.
Panel No.6 carries a Thomson-Houston recording wattmeter. With the exception of those
on panels Nos.14 and 15, all the feeders go to a distributing board situated in the under frame shop, and then branch off to their respective shops. The board is well lit with lamps over each ammeter, the main voltmeter for the generators, and the line voltmeter.
Four single-pole equalising switches for use when working the generators in ‘parallel’
Are mounted each on a separate cast-iron pedestal near their respective machines.
Also in the engine room can be seen twin air compressors for the pneumatic tool installation in the under frame shop, and a Tannett-Walker hydraulic pumping plant supplying hydraulic power for pressing carriage wheels on axles.
In the basement of the engine-house are duplicate condensing equipment, the engine for operating the air pumps (Mirrlees, Watson & Co.’s, design), and centrifugal pump for circulating water, being supplied by Messers.Dryadale & Co, Ltd.Circulating water is taken from the Great Central Company’s Peak Forest Canal which passes near the works.
A pump driven by an electric motor provides a duplicate circulating means. Weir pumps are used for feeding the boilers. Also in the basement may be found a Baker separator,
Oil storage tanks and a small shop for engine room repairs. A 10ton overhead crane
serves the engine room itself.
Outside the building is an air storage drum for the pneumatic plant.
How long self-sufficiency in electricity generation lasted is uncertain. However a minute dated 27-12-1934 records that the supply of electricity to the works was by a ‘agreement’ with the Stalybridge Hyde Mossley and Dukinfield Tramways and Electricity Board.
The lodge and mess room were demolished in 1990, the power-house is still in daily use as a warehouse. Called Unit.6 the main office is still in use as a stores and is called UNIT.14.
The main block is a splendid modern building made of brick 700ft? Long 539ft. Wide, with
The iron store extends its length on the northern side. A electric traverser of Appleby design, and capable of taking the largest vehicles in traffic, served nearly the whole width,
Commencing with the railway track alongside Globe Lane, by which way vehicles are transferred to and from the eastern portion of the works.
The traverser is 66ft.long, having a carrying capacity of 45tons at five miles per hour.
For hauling vehicles on and off the trasverser a capstan having a speed of 200ft per minute was driven from the travelling gear by cast steel bevel reduction and clutch gear.
Current was collected from bear wire overhead leads by means of a collector pole fitted to the roof of the housing
The traverser was taken up in the early 1960’s and roadways made in its place
The iron store is in two bays each 50ft.wide by 198ft.long.In one bay is a Vaughan two-ton three motor electrically driven overhead travelling crane.
The other section deals mainly with springs, bolts, and nuts and smaller items. Alongside is a
Boiling bosh for cleaning axle-box parts.
The iron store is now leased to a company called Surface Engineering and is called UNIT.
The forge and smithy is 375tft. Long by 150ft.wide. In one corner was the smithy boiler house containing two large Lancashire boilers fired though a destructor?
The forge and smithy consisted of three bays, one on the railway side 50ft wide
A centre bay 50ft wide and a third 48ft wide. Brick flues were built under the floor level, to convey the gases from the smithy fires and furnaces to the large chimney, 150ft high by 6ft diameter at the top, outside the building ; inside the flues the blast pipes for the flues
The boiler house situated inside the forge and smithy is 48ft by 62ft,
Suitable coal drops are provided outside the smithy wall facing the railway.
The blower houses 33ft by 28ft. Is also situated inside the forge and smithy.
Inside the blower house were two No.6 improved Roots blowers each driven by a 50.H.P.motor though reduction gear,
With Thwaite’s system of automatic pressure control varying speed.
In the bay adjoining the wagon repair shop was a complete plant for the manufacture and repair of laminated bearing and buffer springs, consisting of a punching and shearing machine, nibbling and spearing machine, vertical drilling machine, and a hot sewing machine, all driven from a line shaft which is driven by a 40 H.P. motor.
Also could be seen a steam scragging machine, a testing machine and an eight-door coal-fired spring-plate furnace, a six-door spring furnace, eight spring-fitting plates, two large tempering tanks, a coal-fired hooping furnace, hydraulic hooping press, a 5cwt. Steam hammer and two smith’s hearths for spring back making. Beyond the spring- making plant there were a number of nut and bolt making machines with suitable furnaces, also a large heading and forging machine. A Ferguson oil furnace is used for heating stock to feed the machine.
A portion of this bay about 60ft long is used as a grinding shop for grinding forgings
Before being delivered to the iron machine shop. In the centre bay there are 25 smith hearths, four 5cwt. And one 7cwt. Steam hammers, also a 7cwt. Pneumatic power hammer which is as powerful as a ordinary steam hammer of equal falling weight when working with steam pressure of 60lbs. per sq.in; a double-acting pump, motor-driven through spur reduction gear, supplies compressed air at the top and bottom of the hammer cylinder for each stroke of the hammer. This hammer is especially useful when steam
from the smithy and forge boilers is not available.
In the forge there is one 50cwt. And one 15cwt. Arch-form steam hammers, one 15cwt. And 10cwt. ‘Rigby’ type steam hammers; also a 100-ton hydraulic forging and flanging press, with suitable furnaces and hand jib cranes.
Beyond the forge in the same bay is the steaming shop; the stamps are arranged in two batteries, one battery consisting of one 5cwt.and one 7cwt. Steam-driven stamp, and the other battery of one 10cwt. One 15cwt.and one 25cwt. Steam-driven stamp. These stamps are fed from four large enclosed hearths and one oil-fired furnace.
The smithy and forge are at the west end of the site. And are now called UNIT 1,the three bays are now used for the storage of textiles .The boilers were taken out in the 1960’s and the basement filled in. Three doorways have been knocked through the wall .The furnace and smithy chimney was knocked down in 1996
The iron machine shop was beyond the East End of the smithy and forge, and consists of three bays each 325ft. Long by 50ft. Wide. The south side of the shop is open to the wagon-repairing shop. A section is used as a nut and bolt shop, and two Kendall & Gent multiple tapping machines, a group of duplex screwing machines, several Alfred Herbert automatic machines, a Holroyd screw-milling machine for buffer ends. The tool room and millwrights section is 48ft wide and 52ft.long. The tool store is 48ft.long and 17ft. Wide; and the brass shop are 90ft. Long and 20ft. Wide. These shops were partitioned off from the machine shop. In another section work such as water tanks, rotary pumps, ECT; is
There were benches convently placed. At the other side of the foreman’s office in the same bay were a wagon brake shaft machine and four axle lathes. The brake shaft machine has been specially designed for completely finishing every operation required on a brake shaft, i.e.turning, milling, drilling, and keyseating. The carriage and wagon ending and ending and centring lathe has mounted on the bed two geared hollow headstocks having variable relative position to each other, and both being driven from a central driving shaft which receives motion through suitable reduction gear from a variable speed motor placed at one end of the bed.------
The carriage and wagon axle-roughing lathe was especially designed for the use of high-speed cutting tools. The axle-forming lathe had 12inch centres, and was capable of forming the centre portion of the axles up to 9ft. Long by 7inch diameter. Opposite the axle lathes in the middle bay was a Kendall & Gent high-speed vertical milling and profiling machine, one 12inch slotting machine, a carriage and wagon axle-box milling and drilling machine, an Asquith three-head high-speed radial drilling machine, a double spindle vertical drilling machine, and a number of ordinary vertical and horizontal drilling machines.------- The vertical milling and profiling machine is specially designed for die sinking. The carriage and wagon axle box milling and drilling machine is of Holroyd design and has four spindles each 3inch.diameter for carrying milling cutters or drills as required. The three-head radial drilling machine has a bed 25ft. Long on which three standards, each having self-acting traverse along the bed, are mounted. The other drilling machines are of ordinary construction, belt driven from two line shafts each driven from a 20 H.P. motor. The machines in this bay were served by a 5ton 3 motor electrically driven overhead crane, made by S.H.Heywood & Co; of Reddish,------ In the wheel shop constituting the sunken bay of the machine shop there was a number of wheel turning lathes, tyre boring lathes, axle burnishing lathes, carriage wheel
balancing machine, keyway milling machine, hydraulic wheel presses, and tyre furnaces. Some of the motor-driven machines are fitted with Vickers, or ‘Electro motors’ system of variable control.------ Many of the machines were of Craven design, but special mention may be made of a Whitworth ending and centring lathe, a Holroyd brake shaft milling, drilling and turning machine, and a Craven centre-drive wheel lathe. The vertical hydraulic wheel press was suitable for retiring carriage wheels without removing the wheels from the axles and will admit wheels up to 4ft diameter between uprights; by means of a hydraulic pressure intensifier working from an accumulator pressure of 1,500lbs. Per sq inch, a total pressure of 250tons is obtained on the press.------ The 50ton hydraulic wheel testing press is used for testing carriage wheels which have been in service, the press is arranged to give a maximum pressure of 50tons when working from an accumulator pressure of 1,500lbs. per sq inch; the wheels of all carriages passing though the shops for repairs are tested and must withstand a withdrawal pressure of 50tons without showing any movement on the axle. The horizontal hydraulic wheel presses are of the usual type and give a total pressure of 75tons; each press is fitted with an angle-acting pump to give increased pressure for withdrawing wheels from axles when required. Tyres which require to be shrunk on the wheel centres are heatedina Ferguson oil-fired furnace.---- A Vaughan 5ton overhead crane electrically drove served the machines in this bay. Special attention is directed to a new machine of foreign design, for rolling tyre-retaining rings. The rollers are operated by an electric motor, and an oil pump supplies pressures up to 2,100lbs.per sq inch.------
The three bays just referred to are now called UNIT 1 rear. The bay near the
railway is a warehouse for the storage of cartons of textiles.----- The middle bay is used for the storage of machinery with two 10ton cranes
.---- The third bay is also for heavy machinery served by two 25ton cranes
A wall as been built between this bay and the next which is now called
The wagon repairing shop was two bays each 700ft long by 60ft wide, each having three running roads. One of the bays is used for light wagon repairs and the other bay for heavy wagon repairs. The bay used for heavy repairs was served by two 20ton three-motor electrically-driven overhead cranes
The two bays just talked about are now called UNIT 2 the bays at present leased to a company called R.& C.Imports.The two cranes were taken out in 1995 for scrap. I have saved the cast plates of the cranes Vaughan & Sons Manchester.
The carriage and wagon building shop and saw mill occupy the next two bays 700ft. Long by 60ft. Wide each. The sawmill was a very well lit shop and open on the north and west sides. The whole of the floor is constructed of lengths of Pine T.& G. some 350ft long by 120ft wide, with staircases leading down into a basement were all the machinery above was driven by protected shafting and belting. Shoots are provided so all sawdust and shavings was collected in sacks in the basement. As a protective measure every motor
had a red and green light electric lamp fitted, the red automatically showing if anything went wrong.------
At the East End of the mill and parallel with the gable end were two horizontal panel saws,
Two vertical log frame saws, a horizontal log band saw and a circular rack saw. The horizontal log band saw, for cutting logs into planks for panel work, was a remarkable machine supplied Messers.A.Ransome and Co,Ltd, of Newark. Situated inside the saw mill were many more kinds of saws, also in the saw mill was a tool room 65ft long by 25ft wide, provided with a band saw, milling machine, brazing furnace and stamp, band saw sharpening and setting machines, two scraper grinders and two circular saw sharpening machines. A tool store 25ft. Long by 20ft. Wide was also included, from were the various tools for the sawmill were issued. A gallery for light woodturning lathes, 52ft. Long by 10ft. Wide, and a foreman’s office built in timber, was placed over the tool stores, with a stairway for access to the office, From the office an unrestricted view of the sawmill was obtained.
The sawmill is now the rear of what we now call UNIT 3. Half of the wooden floor as now been replaced with a concrete floor, the foreman’s office was pulled down in the 1980’s The basement is used for the storage of tobacco bales, the wooden floor is used for general storage, a brick wall as been built between UNIT 2 and UNIT 3
The carriage building and erecting shop consists of two bays each 350ft long by 60ft wide
Both bays were well lit from the roof. The eastern portion of the former is used as a bogie
erecting shop, both for new work and for repairs. For bogies pressed steel is now largely used, and in addition to new work done at Dukinfield, there are pressed steel bogies built by Leeds Forge Co, Ltd and by other firms.
The carriage building and erecting shop are now the front of UNIT.3. Used for general storage,
The next bay was the cabinet shop, 60ft wide and is divided into several sections. The brake shop is 199ft long , and is served by three lines of rail, with inspection pits. One track is shorter than the others, to allow space for a few appliances.-------
Adjoining is a double-floored division, 25ft long .On the ground level is a hair-teasing room, containing two machines, with sack-filling appliances and storage compartments. Above this is a sewing room with sewing machines where about 12 girls are employed dealing with upholstery. Alongside this is a cutting-out room where cloth is cut to pattern. A small amount of saddley is also done here. The latter division extends over a portion of the trimming shop , where cushions and upholstery were dealt with. This was 125ft long.-------
In the cabinet shop bench work was largely done, but there were a few appliances including two or three saws, a mortising and boring machine, a cramping bench, gluepots etc,
Here doors windows frames, picture frames and other details of carriage contraction receive attention. This division was 250ft long, but a portion 62ft long was divided to serve as the polishing shop, where cabinet work was grained, varnished and polished.
This range was completed by a stores to serve the general needs of the works this is 100ft long.
This shop is now what we call UNIT 4 all the internal buildings have been removed
The steel under frame shop is 700ft long by 60ft wide and was well lighted by windows in the wall adjoining the electric light fitting shop, and in the wall adjoining the cabinet shop and other shops in the same bay, At the east end was a de Baergue straightening and bending machine for rolled sectional material up to 12inch by 5inch channels. The cold iron and steel sawing machine carries a saw 30inch.diameter and is capable of sawing sections up to 20inch by 8inch.with self-acting feed at 11/2inch per minute; the machine is direct driven by a 8 H.P. motor.------ The de Bergue notching machine can deal wiyh plates and angles up to 1,3-16th inches thick, joists from 3inch.by 11/2inch.up to 18inch. By 7inch; and channels from 3inch by 11/2inch. Up to 15inch. By 4inch. Short members and an Asquith high-speed triplex radial-drilling machine drills plates used in the construction of steel under frames; the bed is 25ft. Long, on which three standards, having self-acting traverse along the bed, are mounted.------- It is largely used for sectional work, such as gusset plates, and cross members. The de Burgue shearing and punching machine is specially arranged for carriage and wagon purposes, and is capable of shearing steel plates up to 11/4inch thick at a distance of 18inch. From the edge, flats any length up to 6inch. By 11/4inch, and angles up to 6ft.6inch. By 3/4inch.------ By means of an adjustable table, rivet holes can be punched in the flanges of channel bars from 6inch. By 21/2inch. Up to
12inch. By 31/2inch. Holes in racvking and gusset plates up to 4inch. Diameter can be punched. For drilling sole bars, longitudinally and other long members, there are two specially designed four-head high-speed drilling machines, The machine near the punch and shears, of Asquith design, has a bed 40ft. Long on which four-drill headstocks are mounted, having rapid longitudinal and cross adjustment by hand wheels.------ Each head is driven by its own electric motor. Along the centre of the shop are erecting stands, and the under frames, after erection, are riveted by means of riveting hammers. A Craven 5ton serves the machine shop 3-motor electrically driven overhead crane.
The shop just mentioned is now called UNIT 5c d, most of the window frames have been bricked up and the crane as been removed but the track remains.
The southernmost Bay of the main building next to Globe Lane was split into a series of shops. The first was 98ft long by 30ft wide, used for general repairs of dynamos, motors, etc. In an enclosure are a lamp testing shop, with lamp stands and other equipment. This shop had two storeys, the upper floor being used as a pattern store. Next the electricians shop and the cell charging shop, 86ft.long, where accumulator cells for carriage lighting purposes are charged. In the adjoining dynamo testing shop, 61ft long, there was a motor-generatorset for charging the accumulators, and three dynamo-testing stands; also armature winding machines and appliances for small repairs. Beyond is an electrical stores, served by a line of rails. Outside the building are storage tanks for battery plates.
The shop I have just written about is now called UNIT 5 a b.
Moving outside on our way over to the eastern portion of the works could be seen a Craven 5ton three motor ‘ Goliath’ crane of open lattice type. The span of the crane was100ft and the height, from rail to the underside of the cross girders was 30ft.The-timber yard it operated in was 480ft long.
The crane was removed about 1960 and the entire yard concreted over.
From the timber yard we now move to the timber drying shed there are two bays each 50ft wide by 250ft long, The building was framed in timber, the spaces between the vertical posts being fitted with fixed louver boards for ventilating purposes; a timber gallery 18ft wide ran the full length of the north bay for the storage of panel boards. A 2ton three motor crane served the south bay similar to the one in the iron stores.
The drying shed had it’s crane taken out in 1996, the timber gallery was removed about 1980 all the walls have been covered with cladding the wood remains underneath. This shed is now called UNIT 10.
We now move to the eastern portion of the works, the large building containing the
carriage lifting and repair shop. This includes two bays each 60ft wide by 625ft long. There were four overhead cranes each 20ton three motor electrically driven, two in each bay. there were three inspection pits and roads in each bay, and tram ways are laid between the roads for movement of materials.
Along the inspection pits were laid steam, air and vacuum pipes for testing the heating apparatus, Westinghouse and vacuum brakes on vehicles under repair. Outside the building on the south side are the boiler house, axle-box wash-house, oil and paint stores, and a 60ton double weigh-bridge. The boiler house was a two storey building 60ft.long by 14ft wide; the upper floor was used as a carriage cushion wash-house, and on the ground floor were two locomotive type boilers which supply steam for heating the carriage lifting and repairing shops and paint stores, for testing heating apparatus on vehicles, and for driving a Westinghouse air pump and working a vacuum ejector for brake testing, a system of pipes for each purpose being provided along the inspection pits in the carriage lifting and repair shop, so that any vehicle can be connected up as required. Adjoining the boiler house was a division for plumbing and odd-and-end work. The paint stores was 56ft. Long by 25ft. Wide built of corrugated iron and steel.
The bays we have just talked about are called UNIT 7& 8, all the building outside of the main building have been demolished. The cranes were taken down in the 1980’s; all of the pits have been filled in
The ‘Barnum's’ were amongst the first productions of the new works at Dukinfield, which
were in full swing by the end of 1910. Adering to American practice, these slab sided coaches with their distinctive ‘matchwood’ side panelling and railed end vestibules were a complete departure from anything seen before on the G.C.R. Early products too from Dukinfield were the well-photographed ‘matchwood’ coaches for main line use which were turned out in 1911. In contrast to the ‘Barnum's’ these had a conventional ‘tumblehome’ to the sides. Contemporary with the ‘matchboard’ main line stock were eight and ten compartments coaches (first and third class respectively) of 60ft.length which were built for suburban working.-------
Apart from new construction some 400 carriages and 3,000 wagon and vans were being repaired annually, including CLC and MSJ&A rolling stock. In carrying out the rolling
Stock building programme for 1911 the Directors decided to suspend wagon construction at Dukinfield as far as possible and concentrate on carriages. Cravens were given an order for 1,000 wagons at £61.9s each and Dukinfield took in hand the building of 25 goods brakes and the following passenger vehicles
Type No of coaches Cost
Two trains for Newcastle/Bournemouth and
Manchester/Bournemouth through service 12 (56ft by 8ft 6ins) £16,500
Two trains for services to and from London 10 (60ft by 9ft) £14,650
One train for Newcastle/Barry through service 8 (60ft by 9ft) £11,650
Five trains for Hull, Liverpool and Sheffield services 20 (60ft by 9ft) £27,850
Two London suburban trains 10 £13,800
Bogie compo brakes (including two slip coaches 12 £19,500
Together with 10 more ‘Barnum’ excursion saloons.
Though Dukinfield works managed to keep production of coaches and wagons going into L.N.E.R. days alarm bells were ringing there before the outbreak of the Second World War. On December 15th 1938 a question was asked on Parliament by Mr.F.B.Simpson (the M.P. for Ashton-u-Lyne) to the Minister of Labour (Mr Ernest Brown) asking him if he was aware that the L.N.E.R. were diverting coach building away from Dukinfield. Mr Brown went on to add that industry in his constituency was already depressed and pressed the Minister on securing work for the men who may be displaced.
The following June the L.N.E.R. announced that carriage repair work carried out at Dukinfield would be distributed between Doncaster and York carriage shops. The forge and smithy at Dukinfield were to be retained and a proportion of the shops would be utilised for the repair of wagons. Opportunity would be given for men to transfer to York as required. Later that month in response to a question in Parliament, an announcement was made to the effect that about 200 men with ‘short service’ at the works would lose their jobs and a further 400 would be offered a job at York for wages 5/- to 10/- a week
less. In July it was confirmed by Captain Euan Wallace, then Minister of Transport, that no new wagon production would be undertaken at the works. The L.N.E.R. had a surplus of wagons and new construction would concentrate on special types of vehicles.
Anger developed in Parliament at the end of July when Mr.Wedgewood Benn, the MP for Gorton, joined the fight, Mr. Benn pressed Mr. Ernest Brown, Minister of Labour, on a question of government departments finding work for the men who had become displaced
A further Labour MP Mr. Ellis Smith from Stoke raised the possibility of finding employment in the local aircraft industry.