Charles Newton (CO 1949-51) studied at Marlborough College throughout his teenage years. His school life gave him much happiness and he was a member of the Marlburian Club until he died.
Charles spoke fondly, and proudly, of both his mother and father. He was a young boy when the Second World War began. Living near London, he was evacuated to safety in Tintagel, Cornwall, where his father would often go and see him when on leave. After World War II his parents divorced, and his mother, Gillette, then married a retired French artillery officer, Colonel Pagés, where they lived in Basle. His father, Charles, sadly died of leukaemia not long after the war ended, but during WW2 he was a distinguished RAF officer who flew Lancaster bombers in the 9 Squadron (Johnny Walker and S for Sugar), notably in the attack on Peenemunde in1943, which led him to being awarded the distinguished Flying Cross. This took place on the Baltic coast, and was the location of the secret German munitions development work, which led to the V2 rocket. During WW2 Gillette worked for the De Gaulle administration. She must have been fairly senior since Charles knew only that it was top secret.
Charles’ love was steam engines, and he was well known in the railway enthusiast circles as a photographer and collector of railwayana. For many years he lived in Hadley Wood with his uncle, aunt and two cousins, filling his room and outbuildings with whistles and names plates that he lovingly and painstakingly restored.
Later he moved to Bridgnorth, due to his connections with the Severn Valley Railway, and later, Bodmin, where, eventually, his health gradually deserted him. Sadly he died early on Friday October 6th 2023.
Charles was a perfectionist and spent many hours filming, and re-filming, with 8mm film. Charles built up a superb archive of 8mm B&W and 16mm colour films which are stored safely for future use. Ciné filming was hard on the pocket, and Charles set very high standards. He would dismiss a suggested subject if the light was poor or the subject not good enough, and he was not the most patient of people. Setting very high standards and if frustrated, without good reason, the reaction could be explosive. Years ago, when the Caley Single and T9 visited the Bluebell Railway in Sussex, a location was selected just north of Balcombe giving good views of the northbound journey. Meanwhile someone lit a bonfire in an adjacent garden, and the smoke blew straight across Charles’ line of sight for filming. The distant conversation was hilarious. Charles was trying to get the man to extinguish his just-lit bonfire, and getting quite heated. Afterwards, when asked what the row was about, Charles admitted that the smoke was actually giving the film shot some atmosphere, so he gave in.
Charles did not talk very much about his past as it was the then and now which occupied his thoughts. He was not an engineer, nor a railwayman conversant with the industry, but he was remarkably quick to understand the technical and operational aspects of his interests, and to criticise the shortcomings of the railway industry.
Charles, to a lot of his friend’s surprise and alarm, said that he wanted very much to preserve A4 class No.60005 (for obvious reasons – it was named Sir Charles Newton, a former general manager of the LNER company). The A4 was a high speed steam loco designed by Sir Nigel Gresley (B1 1890-93) in 1935 for the first really high speed steam service between London and Newcastle. It would have been an enormous undertaking for one person with little or no vital contacts, and at that time, little engineering knowledge. It was not a good time to be interested in railways as Beeching’s BR were determined to eliminate steam, and indeed railway enthusiasm, as far as they could.
Alas, the Scottish engine-men had destroyed No.60005, as well as most of the others, having cracked the middle cylinder by failing to use the cylinder drains to release condensate. The Ferryhill Shedmaster at Aberdeen complained that his A4s were being driven as saturated locos by the ex-LM crews. The withdrawal of the A4 caused Charles to join with Julian Riddick, Sir Gerald Ley and Philip Heald in trying to save No.60007 which promised greater success. No.60007 was named after Sir Nigel Gresley, mentioned above. In recognition of contributing a substantial financial sum to the loco’s first overhaul in present ownership, Charles was appointed a Director for life, and was also the Vice President and Trustee to the Sir Nigel Gresley Society until he died. Thanks to Charles’ participation the preserved Sir Nigel Gresley loco runs today.
Charles, with the professional advice from a boiler-smith, William Glaze, toured a large dump of withdrawn locos at Woodhams yard, Barry Island. This led him to purchase a small Ivatt cl 2MT, No 46521. This engine starred in the TV series ‘Oh Dr Beeching’.
Charles then went on to buy a similar loco from Woodhams – Riddles No 78019. When asked why he had bought another engine Charles simply said “It was a bargain!”
Charles did not have a completely successful time at Bridgnorth. He was not one of the original preservationists, and was opposed by the “not invented here” fraternity that each Heritage line seemed to have. In response to an offer, he moved his locos to Loughborough, and moved house to Bodmin. To his great joy, both locos were given the necessary repairs at Loughborough.
As mentioned earlier, Charles was no engineer, but he was very quick to learn and asked many questions. He pressed many of his friends to travel with him around the world on different steam locomotives. Andre Chapelon’s magnificent Pacifics were a great favourite. A great friend, Peter Coster, regales that on one occasion Charles booked him and his friends in to the Grand-Hotel in Amiens but when they arrived, exceedingly travel stained, they were met with guests wearing monkey suits and ball gowns. Thankfully the man on reception was an ex SNCF (France’s national state owned railway company) employee who gave a big grin, welcomed them as ‘Cheminots’ (rail workers) and quickly arranged newspapers to be laid on the bedroom floors, extra towels and suppers to be served in their rooms.
Later on, Charles met with Andre Chaperon and discussed the possibility of whether a Kylchap exhaust system could be designed for his locomotives. (This was a design feature which accelerated the performance of steam). With great resistance from the Copper Cap Brigade (ex Great Western railwaymen) Charles moved his locos to Loughborough GCR, and the system was made and fitted to No 78019. The opinion is that this engine is now 5mph faster and only requires her tender filling once weekly.
Charles has left both his engines to the nation. They are now in the ‘Newton Trust’ and are looked after by his great friend, David Slack, along with 4 further Trustees. Charles’ wish was for his engines to continue to bring enjoyment to many for the foreseeable future.
Charles was a character. A kind and generous man whose films and locos have given much pleasure to many and will continue to do so. He was an intrepid collector of railwayana, and specialised in chime whistles with his friend Rowland Humble.
His friends and family salute his passing. It will be rather quiet without him. Thanks, Charles, we will miss you.
