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Issue 97 (March 2018)

Mike G. Fell. A North Staffordshire cotton factory. 2-7.
Established by Richard Thompson in 1797 at Cross Heath, near Newcastle-under-Lyme

Aerial photograph of Cross Heath  cotton factory 1929 2
Ordnance Survey map Cross Heat 1924 3
Map: Plan of Gresley Canal in vicinity of Apedale Iron Works, November 1846 4
Plan of Gresley Canal  (same as above) but at Newcastle-under-Lyme end 5
Frontage of cotton factory 6
Cotton factory and manager's house 7u
Burley Pit with Manning Wardle 0-6-0ST WN 222/1866 Burley 7l

Malcolm Bobbitt. In the showroom... The Rover Jet Set. 8-13; front cover
Gas turbine driven car prototypes based on the Rover P4 75 family saloonl during the immediate post-World War II period. Raymond Loewt of the Design Studio, New York who had designed the Studebaker infuenced Maurice Wilks luxury car design, although the central fog lamp which earned the nickname Cyclops was not perpetuated. JET 1 was paited in Connaught Green had the turbine at the rear. The engine could run on petrol or paraffin. The offices behind are intersting for their Art Deco brickwork and Crittall windows. The colour image on the front cover, repeated in black & white on page 10, is based on Rover publicity material and Admiralty Arch is hinted at in the background. In 1952 JET 1 was taken to Belgium for tests on the Jabbeke Highway between Ostend and Ghent. The car was enhanced with Dunlop racing tyres and Girling disc brakes. 152 mile/h was attained. The T3 coupé attained a lap speed of 102 mile/h on the MIRA test track on 16 Swptember 1956.

Rover P4 75 saloon 8
JET 1, with an open tourer body, outside the company's Art Deco offices in Solihull 9
Rover P4 luxury saloon (publicity art work) 10 + fc
JET 1 with Steve King pasted in 12
T3 coupé 13
T3 coupé publicity material showing jet propelled generic aircraft 14
T4 gas turbine powered (looks like a Rover 2000) 15
Rover BRM racing car with gas turbine engine at Le Mans 16

Euan Corrie. Waterways of the Shropshire Union Railways & Canal Company. Part 6. 16-33
The Montgomery Canal — Frankton Junction to Newtown,

Boy, pair of donkeys and boat at Corbett's Bridge 16
Map Queen's Hotel & Corbett's Bridge 1926 17
Canal at Malthouse Bridge 18
Map: Malthouse Bridge 1926 18
Canal in disused state at Malthouse Bridge in 1980s 18
Aerial view of Pant taken during 1930s with steam train & canal & bridge visible in top right 19
Map: Pant 1926: note tramway running NW (served canal via tippler) 19
Pant: canal foreground with Shropshire Union maintenance boat & Cambrian Railways station behind 20
Pant station platforms 20
Pant with Cambrian railway line bow-girder bridge across canal in background & former stone loading activity in foreground 21
Old Rail Road Bridge across canal (no evidence that tramway crossed canal) 21
View from Llanymynech Hill with Ellesmere Canal & Cambrian Railways & Shropshire & Montgomeryshire just visible 22
Map: Llanymynech, 1926  to help sort out above 23
Llanymynech canal bridge: Welsh fishermen 24
Map: Llanymynech, 1926 24
Carreghofa Top Lock 25
Map: Careghofa locks, 1926 25
Newbridge: aqueduct across River Vyrnwy 26
Map: : aqueduct across River Vyrnwy 26
Vyrnwy aqueduct viewed from canal 27
Vyrnwy aqueduct  in March 2004 27
Canal at Clafton bridge, cottage & warehouse 28
Burgedden Top Lock (OS: Burgedin) 28
Moors Farm lift bridge 29
View from Gungrog Hall Bridge 29
Welshpool: company boat George with family crew & Welshpool & Llanfair Light Railway girder bridge over canal 30
Welshpool Lock with waterwheel in overflow channel 30
Welshpool: Ordnance Survey 25-inch map 1926 31
Hollybush Wharf from top gate of Welshpool Lock 32
View from tail of lock at Bryderwyn 33
Rock Bridge 33

Paul Jackson. Horse haulage in the South Wales Coalfield: The final decade. Part 5. 34-46
Nant Fach Colliiery owned Tresgyrch Mining Co. opened in 1991 and closed in March 1998. Work for two horses Dobbin and Patch

Patch in retirement. 47-8

The Institute: [Archive's reviews]. 49-51

Industrial railways and locomotives of Kent. Robin Waywell. 458 pp.
Industrial railways and locomotives of Cumberland. Peter Holmes. 464 pp.
Industrial Railway Society, Melton Mobray. Reviewed by Ian Parkhouse

We have reviewed various IRS handbooks in the past and both of these volumes are well up to the high standards set by the society. Both are produced to the new format which, its is believed, was set by the volumes on Co. Durham. In reality these are reference volumes, rather than a good read, and for anybody with an interest in industrial history, not just industrial railways or locomotives, they are invaluable.
Kent is an interesting volume as we have covered several of the sites featured therein within the pages of Archive over the years, indeed, this very issue has a piece on Holborough cement works and quarry. In Achive we have covered both cement and papermaking, two industries that Kent is noted for, but this volume make the reader realise the full scope of industries that once existed within the county, not to mention military railway systems.
As usual the volume includes full indexes sorted by locomotive builder; by locomotive name; and by industrial location.
The Cumberland volume follows the same format and reveals many interesting industrial concerns both large and small. Notable are the various steelworks and collieries that required larger locomotives than those seen in Kent.
Both volumes are well illustrated and are highly recommended. Membership of the IRS is also worth considering.

The London, Tilbury & Southend Railway. Volume 6: The Gravesend Ferry. Peter Kay, 80 pp. Card covers, Wivenhoe: Author. Reviewed by Ian Parkhouse  
This is the sixth volume of Peter's history of the London, Tilbury & Southend Railway and covers the Gravesend Ferry which plied between Tilbury on the north bank of the Thames and Gravesend, a distance of some 750 yards.
The first chapter looks at the pre-railway history of the various ferries that served the routes across the river and their owners! operators, some apparently more corrupt than others. The military also had an interest in the ferries in connection with a fort at Tilbury which had a slipway.
In 1852 the LT&SR got an Act to construct a line to Tilbury and also planned to open their own ferry which commenced running in April 1854 with three boats. The chapter goes on to describe how other ferries were taken over and all of the various piers used over the years in Gravesend. The Tilbury landing stages are also described in detail in the next section, followed by the same treatment of the Gravesend landings.
Then follows a chapter on the ferry boats themselves, with each one being dealt with in turn and given a full history. Details of crews and captains are also given.
All in all a fascinating story of what was once a major transport link, now sadly much reduced.

Ironstone mining in the Lincolnshire Wolds. Stewart Squires. 135 pp., softback,  Lincoln: Society For Lincolnshire History & Archaeology. Reviewed by AN (Andrew Neale?)
Although most of the iron ore produced in Britain was obtained by quarrying from open pits in some areas, notably West Cumberland and North East Lincolnshire, it was extracted by underground mining. This thoroughly researched work is a detailed study of iron ore mining at Claxby and Nettleton Top between Caistor and Market Rasen which began in 1867 and ended in 1969. Stewart Squires has researched the history of these mines for thirty years and the results are published in this book. Both the quality of the research and the quality of the publication are of a very high standard. The book includes many excellent illustrations and specially drawn maps, each chapter has a complete list of reference sources and the author has gone to great pains to seek help from a wide range of people and institutions, including surving ex miners and many others with specialist knowledge such as on the rail systems and machinery used within the mines.
This is first class publication which can be thoroughly recommended and it is hoped that it will inspire others undertaking similar research into the ind ustrial history of a particular area to aspire to publish their finished results to the same standards as seen here.

Ford design in the UK: 70 years of success. Dick Hull., 224 pp, Dorchesier: Veloce Publishing. Reviewed by Malcolm Bobbitt.
Several books have been written about Ford of Britain but this is the first time its dedicated styling department has received the benefit of detailed historical research. The author's 25 years' experience in the automotive design industry make him the ideal candidate in understanding and assessing Ford's endeavours in the United Kingdom which stretch some 70 years. This history is particularly opportune as it coincides with the 50th anniversary of the opening of the Dunton Design Studio which remains a key part of Ford' s resource in Europe. The work begins with an overview of the formative years of Ford's British operation, the author providing the reminder that this was the first overseas venture that Henry Ford instigated. History shows that its origins date from 1904 when Aubrey Blakiston and Percival Perry established the Central Motor Car Company in London selling Fords that were sent from America in crates and then assembled and sold at a rate of a few a month. The Ford Model B arrived a year later and the Model N in 1906, followed by the famous Model T in 1908. The account of Ford building its factory at Trafford Park in Manchester, and the first car to be built there on 23rd October 1911, is well known but nevertheless is an essential backdrop to the book.
Misfortunes at Ford in America were key to Ford of Britain's autonomy in the immediate post-war years which, as explained by Nick Hull, led to the new range of Consul and Zephyr models being locally styled and designed. There are interesting explanations as to the styling techniques employed on producing the post-war Anglia 100E together with the second-generation Consul and Zephyr, both being larger and more powerful than the initial models.
Much interest is to be discovered in the design processes that resulted in the Consul Classic 109E and the Anglia 105E, both cars having reverse-rake rear screens which originated from a 1953 Packard concept design and seen two years later on a Farina derived Fiat 600 coupé  that was displayed at the Turin Motor Show. Cortina, Corsair and Zodiac development is discussed in detail as the author goes on to reveal the efforts employed in devising the Mark 11 Cortina. With the opening of the huge Dunton facility in Essex, the book takes on a new impetus in tracing the designs of the Escort, Capri and Granada before more recent offerings in the shape of the Sierra, Mondeo and most recent models.
It is not only cars that are examined in this detailed and lavishly produced book which include a wealth of illustrations, many of which will be new to motor enthusiasts and historians. Commercial vehicles, from the Transit to the D-Series and Cargo trucks come under the spotlight, as do experimental vehicles which never made it to production. This extensive and thorough history of Ford's British styling facility benefits from the author's depth of research and his many interviews with those personnel involved in designing Fords built in Britain.

Lawrie Bond, Microcar man: an Illustrated history of Bond Cars. Nick Wotherspoon. 307 pp. Barnsley: Pen & Sword Transport. Reviewed by Malcolm Bobbitt.
Lawrence Bond, he preferred to be known as Lawrie amongst his friends and family, was a prolific designer and engineer of great skill whose products deserved much more acclaim than achieved. Motorists of mature years will recall seeing, and possibly driving, the tiny three-wheelers attributed tothe Lancastrian who was also responsible for the Equipe four-wheel sports coupe which saw a degree of popularity. Bond was also behind Berkeley three- and four-wheel sports cars in addition to caravans and motorcycles.
The author is acclaimed for an earlier (and less substantial) work on Lawrie Bond and his inventions, but it would be disingenuous to suggest that this book merely enlarges upon it. This edition offers a completely different and new aspect of Lawrie Bond, his efforts, successes and failures. The history commences with an overview of Bond's formative years and his interest in motor racing in the sport's 500cc category. Not only did Bond design and build his own racing cars, the skills in producing lightweight designs were the impetus for him constructing in 1948 an extremely basic three-wheeler shopping car powered by an air-cooled 1/ 8th litre (125cc Villiers) engine with its three-speed gearbox mounted directly above the single front wheel. Wotherspoon tells how Bond, strapped financially and without suitable premises to put the vehicle into production, arranged for Sharp's Commercials of Preston to undertake this.
The concept and development of the Minicar is told in two separate parts, the intervening chapters detailing Bond's ventures with the Minibyke motorcycle, its successors the BAC Lilliput and Gazelle after which came the Oscar and Sherpa scooters. Then there's the explanation about Berkeley sports cars which are still campaigned to this day by motors port enthusiasts. The Minicar theme is told in depth, as is the account of the final true Bond three-wheeler, the 875 which shared its power unit with the Hillman Imp. Nick Wotherspoon is to be con- gratulated in carefully tracing Bond history to when the firm was acquired by rival Reliant, which was the death knell to the 875 which directly competed with Reliant's own three- wheeler. This is an absorbing read which anyone with an interestin British automotive history will discover to be essential material. The book is fully illustrated and includes many importan t images from Bond and Bond family archives. If there is one slight gripeitis that some of the photographs taken of cars at motor events are of snapshot quality: the book would have benefi ted from some professional photography of surviving vehicles. Highly recommended.

Notes on an old colliery pumping engine William Thompson Anderson , 84 pp. card covers, Whitchurch (Hants): Steve Grudgings, Reviewed by Ian Parkhouse
Facsimile of a book produced in 1917 as a report on a paper given to the Manchester Geological and Mining Society on the pumping engine at the Pentrich Colliery in Derbyshire. The original paper has been reset in facsimile and, as an extra bonus, the original images used to illustrate the paper were also found by Steve Grudgings. This allowed their use in the facsimile and therefore far higher quality illustrations are to be found than we be the case with a straight reproduction (together with some extra views not originally included). As well as the original paper the follow-up discussions were also recorded and are also reproduced here to give a complete picture.
Some large scale plans of the engine are held in the Science Museum archives and these have also be included in this publication.
This is an extremely interesting work, well reproduced.

Southern style: Part Two. London, Brighton & South Coast Railway. P.J. Wisdom.120pp, card covers. Historical Model Railway Society. Reviewed by Ian Parkhouse
We have previously reviewed the first part of this series which covered the London & South Western Railway. This volume is equally as good and forms a very useful overview of the various liveries carried by locomotives, carriages and wagons as well as the painting sty les of buildings, signals and miscellaneous pieces of equipment. Not only is this an invaluable work for railway modellers but it forms a very useful research tool for historians as it gives the time bands in which the various liveries were applied and in use. The volume comes complete with a pull-out colour swatch giving accurate renditions of the colours used by the LB&SCR.

Inbye : Archive's letters page. 52

Quaker House. Rick Howell,
Working underground he remembered the buffeting percussion wave of blasting underground - for me, in metal mines abroad, the initial sharp tap, tap, tap of sound through the rock preceded the boom of the percussion. It's a sound he had npt heard or felt for years or on surface both in mining and later, in construction. It's only when you look at the gradual change in equipment and methods do you realise how much he didn't record at the time.
Steve Grudgings article on Quaker House (in the footsteps of George Orwell - he was tall too) was superb and he really did capture the dust underground! Writer only crawled along a long working coalface once in  his life-at Linby, North Notts- and vowed never to go there again .... though the steam coal winder there (1979) was simply poetry in motion; literally. A simple pleasure, but one he had been privileged to witness in "harness" winding coal.
On page 16 the haulage / winder set-up reminds me very much of the 'slusher' units he used in Australia with large electric motor driving a worm and gear box, spur gear / chain drive to the drum with air operated clutches on (in our case) both drums - the motor ran all the time, clutching in the drive to whichever rope required pull, the other declutching to allow rope to run off.
On page 28 his caption suggests a pump on the right - he is pretty certain that's a mobile transformer in what looks to be the power room - all properly supported and boarded out with corrugated sheeting.
Paul Jackson's article on Pare Level Ruston locos and in particular the RB 22s (and 19s for that matter) are another piece of history mostly consigned to memory. The tangle of chains and ropes reminds me of the mineworkings discovered under the line of the A30 bypass behind Hayle in [in Cornwall] in 1981/2.
After the discovery of distinct, mostly rectangular, blue / grey patches in yellow / orange elvan ground after topsoil strip right on the centreline of the new road (clearly filled shafts) the contractors, A. McAlpine, instigated a drilling programme to assess the extent of underground voids. This indicated voids near the shafts and nearby so a RB22 was rigged with a clamshell bucket to grab out the fill and allow' inspection'. The resulting tangle of ropes and slow activity - not to mention sterilisation of a very awkward spot on the cut/fill line - very nearly did for me as a rookie engineer a tthe time! It became clear that the workings were shallow, and locally extensive, and ultimately the whole area was dug out to 15m or so, made safe, and backfilled before the road could be completed. There are some pics of the dig I uploaded to the AditNow website under 'Mellanear Mine'.
On another occasion the groundworks contractor on the new (in 2001) Tremough site brought in a RB19 to load shuttering pans, pour concrete etc but with increased H&E liabilities in terms of testing, and without the necessary paperwork, the '19' was condemned and removed and I've not seen one since. All lifting seems to be done by specialist firms with hydraulic mobile units in general, though the new A30 dualling over Bodmin Moor had a large crawler crane handling shuttering, steel decks and concrete etc in the past year or two.

Skimpings. 52-5

Tilbury Riverside Station. 52
Aerial photograph whowing pontoon: early 1950s

Quarry — unknown location.. 53
Crushing plant with manually powered tramway off to quarry. One Great Central wagon in picture

Cheltenham & Gloucester Breweries fleet of Sentinel flat-bed lorries. 54

Sentinel advertisement. 55

Andrew Neale. Three gauges at Holborough. 56-64
Holborough Cement Works Ltd on the Medway in Kent

Aveling & Poter WN 9449/1926 2-2-0 on 8 August 1935 (George Alliez) 56
Peckett WN 1756/1928 0-4-0ST Hornpipe on 8 August 1935 (George Alliez) 57
Manning, Wardle WN 1846/1914 0-4-0ST Felspar c1953 (George Alliez) 58
Map: Holborough Cement Works 58-9
Kerr Stuart WN 1213/1914 0-4-2T Hawk on 2 April 1934 (George Alliez) 59
Montreal Locomotive Works WN 54933/1917 60
2ft gauge Bagnall WN 2073/1918 near bridge under SE&CR Medway Valley Line 8 August 1935 (George Alliez) 60
44/48 H.P. Ruston hauling loaded skip wagons to wash mill with steam navvy & quarry in background (John H. Meredith) 61
Robert Stephenson & Hawthorn WN 7813/1954 0-4-0ST Tumulus with tip wagons being loaded by diesel excavator c1958 (John H. Meredith) 61
0-4-0ST Tumulus  possibly stored out of use on 28 August 1964 62
44/48 H.P. Ruston diesel locomotive WN 200524/1950 at wash mill on 8 August 1953 (John H. Meredith) 62
3-foot gauge tramway and aerial ropeway on 17 April 1966 (Andrew Neale) 63
3-foot gauge flat wagons for carrying ropeway buckets (Andrew Neale) 63
Peckett WN 1747/1928 0-4-0ST Longfield on 6 May 1971 64

Issue 98 (June 2018)

Euan Corrie. Trent & Mersey Waterways.: Part 1. 2-16
Trent & Mersey Canal originally promoted as Grand Trunk Canal which obtained its Act on 17 May 1766. The section along the Weaver and Dane valleys was difficult to build and maintain did not open until 1777. James Brindley and the Duke of Bridgewater were involved.

Cowburn & Cowper's motor boat Swan waiting to enter Preston Brook Tunnel with steel drums for carrying carbon disulphide

2

Petrer Froud's hotel  boats Mabel and Forget-Me-Not at Dutton on 21 April 1982

4

Dutton Ordnance Survey map 1910 showing Preston Brook Tunnel and LNWR main line

5

Ashbrook's Bridge (3½ miles from Preston Brook)

6

Canal above Weaver with high water level to suit commercial traffic

6

Canal above Weaver at site of possible earlier breach

7

Saltersford Tunnel  northern entrance

8

Saltersford Tunnel Ordnance Survey map 1910

8

Saltersford Tunnel  southern portal

9

Steam tug towing narrow boat loaded with coal at Saltersford Tunnel  southern portal

9

Boats waiting to be towed through tunnels waiting at southern portal of Barnton Tunnel c1910 including Nellie

10

Barnton Tunnel Ordnance Survey map 1910

11

Barnton: view down to canal and Weaver with Wallerscote Weir

11

Wallerscote Works (ICI) with canal in foreground

12

Footbridge over canal at Winnington for pedestrian traffic to chemical works

12

Anderton Co. boat approaching Soot Hill Bridge

13

Anderton map showing Boat Lift and Winnington Works

13

Canal and Soot Hill Bridge at Anderton and reference to David Carden The Anderton boat lift. Black Dwarf, 2000

14

Breach near Marbury of 21 July 1907 (2 views)

15

Breach near Marbury of 21 July 1907

16

Horse boat Gertrude near Broken Cross Bridge and edge of ICI Lostock Works in 1950s

16

Paul Jackson. Horse haulage in the South Wales Coalfield: the final decade,. Part 6. 17-29
Craig-y-Llyn Colliery; Carn Cornel Collieries Nos, 2 and 3; Llechart No. 2 Colliery

Nigel and David Lassman. A country garage in the 1950s. 30-43.
Swainswick Garage which Ernest Lassman purchased in 1950 with the finance from a bequest from Mrs Adkins. Lassman had been her chauffeur. He developed the business which became a family concern  and the authors are grandsons. The garage sold petrol and did vehicle servicing. An old army lorry fitted with a winch became a breakdown  truck and a Standard Vanguard served as a taxi. In 1960 the business was sold to Fred Young and Ernest ran a driving school until his death in 1966. In September 2017 Gordon Lassman, the authors' father died: he was the last family member to work at Swainswick. See also letters in Issue 99 from Martin Gregory and from Malcolm Bobbitt

Gordon & Ronald Lassman in front of businessman's Rolls Royce outside Swainswick Garage (colour) font cover
Eva & Pearl Lassman in front of bungalow next garage (colour)

30

Mr Mercury logo of National Benzole (colour)

30

Swainswick Garage with much signage for fuel, floral baskets & AEC fuel tanker (colour)

30

Ernest Joseph Charles Lassman in RAF uniform

31

Bath Weekly Chronicle & Herald 5 August 1950 report of Adkins bequest to Ernest Lassman

31

Swainswick Garage before bugalow constructed

32

Daily Mirror 5 August 1950 report of Mrs Adkins bequest to Ernest Lassman her chauffeurr

32

Ernest, Ronald and Gordon Lassman and Swainswick Garage

33

Ernest Lassman in MG alongside Swainswick Garage: caption states Standard taxi inside See letter in Issue 99 from Martin Gregory and letter from Malcolm Bobbitt

34

Swainswick Garage advert in local parish magazine August 1957

35

Gillian Lassman alongside 1938 Morris 8 Tourer

35

Swainswick Garage in snow in 1950s

36

Bath Chronicle report of July 1954 tailback from Charmy Down to Lambridge

37

Bungalow with boat and cars and letter from Malcolm Bobbitt

38

Crashed Ford saloon SNF 232 (2 views) See letter in Issue 99 from Martin Gregory and John Clegg  and from Malcolm Bobbitt

39

Gordon Lassman in MG   (2 views)

40

Austin A40 Devon MLP 653 and National oil dispensing cabinet

41

Gordon Lassman with motorcycle and car GL 5282 behind

42

RAC patrolman on motorcycle with sidecar

42

Gordon Lassman with Jaguar XK 120 GFB 425 inside on of the sheds

43

Gordon Lassman with Jaguar XK 120 GFB 425 outside Oriell Hall

43

Malcolm Bobbitt. In the Showroom... Crossley RFC. 44-49.
The Crossley engineering business was founded in 1867 by Frank Crossley when he became a partner of John M. Dunlop (who had no connection with the rubber indstry) and William Crossley who had worked for Sir W. Armstrong & Co. The Crossleys were committed Christians and great philanthropists and the Salvation Army was a major beneficiary. Eventually Crossley became a limited company with works in Openshaw, Manchester. The RFC was a vehicle developed for the Royal Flying Corps prior to WW1 as the 20 / 25. It was a rugged vehicle and strongly built and more than 6000 were built for military service and following the war saw service as Flying Squad cars for the Metropolitan Police. They were constructed at a works in Gorton Lane

20 / 25 with RAF trailer conveying crashed aircraft in hot dry environment (solar topees being worn)

44

20 / 25 as staff car during WW1 in 1917 at Malincourt in Northern France

45

20 / 25 with enclosed bodywork

46

20 / 25 with Royal Air Force designation possibly in Egypt or North Africa conveying supplies

47

Preserved 20 / 25 at Brough and Kirkby Stephen vintage commercial vehicle rally in 2014

48

20 / 25 tenders and 20 / 30 van at 1923 Epsom race meeting with radio equipment for crowd control by Metropolitan Police

49

20 / 25 tender at Epsom 1923 race meeting with radio equipment for crowd control by Metropolitan Police

49

Ian Pope. Wingate Grange Colliery. 51-5
Seven miles north west of Hartlepool. Work to reach the coal started in 1837 and was instigated by Lord Howden. John Gully was a former prize-fighter, race hore owner and politician purchased the colliery in 1861, but died in 1863 leaving it to be operated by his executors until the Wingate Coal Co. took over in the 1880s and ran it until its take over by the National Coal Board. There was a serious accident on 14 October 1906 when 26 men and boys were killed in an underground explosion caused by coal dust. The pit closed on 26 October 1962. See also Issue 99 page 16.

Wingate Grange Colliery with main winding engine between Lord Pit and Lady Pit and Waddle Fan 50
More distant view of pit ahead as above but with chaldron wagon visible on left and mre standard wagons on right 51
Ordnance Survey 25 inch scale map of colliery 1897 edition 52
Ordnance Survey 25 inch scale map of colliery 1910 edition 52
Pit head on 14 October 1906 with relatives waiting news of miners 53
Pit head on 14 October 1906 with relatives waiting news of miners (postcard) 54
Mainly men plus one or two women and bicycles at pit head following disaster probably wanting to know whether return to work is possible (postcard) 54
Colliery yard 55
Colliery yard later than above with extra buiklings and fencing 55

Andrew Neale. Narrow gauge in the Far West: the Penlee Quarries Railway. 56-63.
Penlee & St. Ives Stone Quarries Ltd operated Gwavas Quarry and employed an Arthur Koppel 600 mm tramway with V-skips to convey crushed stone to Newlyn harbour. Freudenstein supplied a 2-4-0T WN 73/1901 which acquired the name Penlee. In July 1924 a Baldwin petrol/paraffin locomotive identical to one supplied to the Festiniog Railway was obtained. In April 1930 namely a Kerr, Stuart diesel locomotive. See also Issue 99 page 2 et seq

Gwavas Quarry and railway to Newlyn 56
Penlee with short train on 13 July 1939 57
Penlee at unknown date but in steam 58
Penlee preserved on plinth on 16 April 1963 58
Baldwin petrol/paraffin locomotive 59
Kerr, Stuart diesel locomotive in shed on 16 April 1963 60
Hunslet 2666 diesel locomotive in shed 61
Planet-Simplex diesel locomotive  (Hibberd WN 2401/1941)  on 16 April 1963 61
Ruston & Hornsby WN 375315/1954 J.W. Jenkin with Allen skips and Penlee preserved on plinth on 2 September 1963 62
J.W. Jenkin with Allen skips near loading bunkers on 12 September 1966 62
Ruston, Hornsby diesel locomotive WN 246793 in shed on 16 April 1963 63
Ruston, Hornsby diesel locomotive WN 229656 shunting on 16 April 1963 63

Skimpings: Nettlebed Smock Mill. 64
Near Henley-on-Thames: destroyed by fire in 1912

Issue 99 (September 2018)

Ian Pope. Penlee Quarry notes. 2-7
See also Issue 98.
This collection of photographs came from Mine & Quarry Engineering for March 1938 which contains an article on Cornish roadstone which was a description of the operations of Penlee Quarries Ltd. The images were prepared by Paul Jackson

Stahlbanwerke Freudenstein 0-4-0WT Penlee with train of V skips leaving storage hoppers at quarry 2
Narrrow gauge railway at quarry face and preparatory work to develop face at lower level 3
Drilling operations preparatory for blasting 4
Rocks following initial blast and requiring further drilling and blasting or sledging (explosives attached to rock surface) 4
entrance to primary cruahers 5
main chipping plant 5
conveyor belt and selector bins 6
30-inch troughed conveyor belt on turntable to enable stone chips to be stored by siz 6
Baldwin locomotive with skips 7
Penlee with train of skips at Newlyn harbour being unloaded onto a conveyor for transfer to coasting vessel 7

Euan Corrie. Trent & Mersey Waterways: Part 2. 8-14
Part 1 see Issue 98

Condensed milk factory and Big Lock at Middlewich with horse boat leaving southwards 8
Middlewich with horse boat having passed under road bridge is passing Town Wharf 9
Ordnance Survey map locating above scenes 9
Brook's Lane Bridge, Middlewich 10
Wardle Turn at Middlewich in 1960s with dereliction on canal and traffic on A533 11
Ordnance Survey map locating above scenes 11
Middlewich view from tail of King's Lock towards link to Shropshire Union Canal via Wardle Canal 12
Rumps Lock lookking north towards Middlewich with Booth Lane on left and Ectrolytic Alkali works on right 13
Middlewich Salt Co. works later Cerebos 13
boat approaching Crows Nest lock 14
Wheelock: old bridge over canal 14

fn: Condensed mil under the Milkmaid brand was produced for the Anglo-Swiss company, but production ceased here in 1931 and then became a sik mill annd after that a string factory before being demolished.
fn Ectrolytic Alkali works used Hargreaves-Bird cells and manufactured bleach and caustic soda at Cledford. James Hargreaves, the co-inventor became works manager. Works became part of Brunner Mond in 1919 and closed in 1929.

Inbye: Archive's letters page. 15

A country garage. Martin Gregory  
Errors: may be memory lapses by the author.
Front Cover: The car is a post war Bentley from the radiator. (Both Rolls Royce and Bentley used the same bodies then).
p 34: The car in the garage is not a Standard Vanguard which had a very distinctive bulbous rear end. I don't know what make it is.
p 39: The car does not fit my memories of Ford of the era. The window / door construction and the exposed hinges on the boot suggest to me a Morris Six or Wolseley of the time.

Car crash.  John Clegg
One minor correction, which MaJcolm Bobbitt may already have spotted: In the article by Nigel and David Lassman about their family garage, the overturned car pictured on page 39 is not a Ford but appears to be a Series II Morris Oxford (1954-6).

Bentley v Rolls. Malcolm Bobbitt  
The story about the businessman, his Rolls-Royce and his girlfriend in Bath, made me smile. The reference to his car obviously marries up with the front cover — except that the businessman did not have a Rolls-Royce. The car on the front cover is a Bentley S. Even though in post-war years the Rolls-Royce and Bentley emerged from the same factory at Crewe, Rolls-Royce and Bentley customers were miles apart. A Bentley customer would have nothing to do with a Rolls-Royce, preferring the sporting attitude of the former with its softer and more graceful styling rather than the latter's staid luxury and its arguably ostentatious Grecian Temple radiator, and all the snobbery that went with it. As I stated, the car depicted is a Bentley S, probably the original model which was introduced in 1955 with its six-cylinder in-line engine, this becoming known as the S1 when the S2 with its V8 engine came out in 1959. There was an S3 but that did appear until late 1962. The frontal appearance of the Bentley S was quite different to that of a Rolls-Royce Silver Cloud of the same era. Also, the Rolls-Royce name always had a hyphen, ever since the marque was established.
The pictures captioned as a crashed Ford do not depict a Ford. I suspect, however, that the crashed car might well be the Standard 8 seen on page 38. The mention of the Standard Vanguard taxi in the shed, page 34, is misleading as there isn't a Vanguard in sight. The rear of the car in the right hand premises (the shed?) looks like a pre-war car, or one sold immediately post-war. The make is not apparent. It could be that Swains wick Garage did have a Standard Vanguard, both the phase 1 (1947-1952) and II 1952-1956) were popular with the taxi trade; there was also a Phase II diesel and then a Phase Ill, 1955-1958, but none of these can be seen. One last thing, in the contents my name has been incorrectly shown —but I am quite used to it!
We would like to apologise to Malcolm for this typographic error.

Waterworks back in steam. 15
Twyford Waterworks near Winchester, Hampshire was back in steam during summer of 2018. Works featured in Issue 56 and were privileged to be given a tour of the site at the same time. A return visit is now due! Their press release states: 'The Twyford Waterworks Trust is delighted to announce that their 1906 Babcock and Wilcox water tube boiler and 1914 Hathorn Davey triple expansion steam pumping engine are now back in steam after a long period of restoration funded by Heritage Lottery Fund as part of our ambitious "Return to Steam" RTS Project. The boiler and engine were last steamed in 2003. The RTS Project has also provided new, exciting interpretation of the whole site, internal refurbishment of the main buildings and new and enhanced facilities for our volunteers and visitors, together with extensive building renovation provided by Southern Water.' The final open day for 2018 is the 7 October. Full details can be found on their website: www.twyfordwaterworks.co.uk

Where are we? 15
The only clue as to the location of this view is that is was entitled 'The Old Shoddy'. Can any reader help with further details? The headframes suggest Midlands, possibly the Staffordshire or Leicestershire coalfield.

Follow-Up: Wingate Grange Colliery. 16
c1900 before installation of Waddle fan looking towards main winding house (glass lantern slide)

Skimpings : a pair of Fodens. 17
Foden steam lorries supplied to William Hammond Ltd., fire brick manuafacturers at Port Shrigley, near Macclesfield

Paul Jackson. Pantygasseg Colliery Part 1. location & history. 18-47
Pantygasseg Colliery was final lpocation of horse haulage in Uniteed KingdomMynyddislwyn

Bucyrus -Brie working walking dragline at  Pantygasseg c1955.  See Issue 51 page 4 and fn3 18
Coal Authority's licensing map (see also Issue 95 page 38 et seq as this map extends over that area) 19
Ordnance Surve99-y map First edition of Blaen-y-cwm Colliery 20
Pantygasseg Colliery Mynyddislwyn seam 1/2500 scale: Coal Authority abandonment plan 21
enlargement of Coal Authority abandonment plan showing levels worked 22
Desmond & Desmond business card 23
plan submitted in 1995  in support of planning appication for level C 23
Pantygasseg Colliery on 30 June 1980 (Peter Nicholson): Danny (horse) exiting Level F. fn4 24
Pantygasseg Colliery on 30 June 1980 (Peter Nicholson): Danny (horse) fn4 24
Pantygasseg Colliery on 30 June 1980 (Peter Nicholson): Danny (horse) about to enter covered area 24
Pantygasseg Colliery on 30 June 1980 (Peter Nicholson): Danny (horse) on curved track near tipping area 25
Pantygasseg Colliery on 30 June 1980 (Peter Nicholson): close up of Danny (horse), dram and collier 25
Pantygasseg Colliery on 30 June 1980 (Peter Nicholson): covered track and highwall 25
Pantygasseg Colliery on 30 June 1980 (Peter Nicholson): Danny on curved track near tipping area viewed from rear (highwall on left) 26
Pantygasseg Colliery on 30 June 1980 (Peter Nicholson): Danny (horse) being detached from dram 26
Pantygasseg Colliery on 30 June 1980 (Peter Nicholson): dram being unloaded by a younger worker 26
Pantygasseg Colliery on 30 June 1980 (Peter Nicholson): younger worker attempting to hold dram on descent 27
Pantygasseg Colliery on 30 June 1980 (Peter Nicholson): Danny with collier in dram leaving covered area 27
Pantygasseg Colliery on 30 June 1980 (Peter Nicholson): Danny with collier in dram entering level: old tyres providing ground support 27
Pantygasseg Colliery on 30 June 1980 (Peter Nicholson): Danny underground with colliier adjusting collar and bridle 28
Pantygasseg Colliery on 30 June 1980 (Peter Nicholson): old dram blocking a tunnel inside colliery 29
dram from Blaendare Colliery preserved at Risca Industrail Museum (2 views) 29
M & Q Form 231 for Pantygasseg Colliery filled in by Steve with eccentric date 30
M & Q Form 231 for Pantygasseg Colliery for 13 October 1998 30
introduction of conveyor on 9 and 10 March 1999 (2 forms) 31
final day of working by Robbie the horse (form) 31
Pantygasseg Colliery: sketch plans for tramways used for horse traction in 1998 32
Pantygasseg Colliery in spring 1982 (Alan Burgess): colour illustration: Danny hauling steel dram from level: wooden doors protect entrance 33
colour illustration: (Paul Jackson) in 1989: highwall  viewed  from above & opposite with entrance to mine: old tyres providing ground support 33
colour illustration: (Paul Jackson) in 1989: Danny (newer horse) with loaded dram exiting level: timber forming entrance & old tyres ground support 34
colour illustration: (Paul Jackson) in 1989: Danny heading towards covered area 34
colour illustration: (Paul Jackson) in 1989: covered area viewed from above with office and stable (old railway van body) 35
colour illustration: (Paul Jackson) in 1989: looking east fom entrance to colliery; tack from No. 3 mouth to covered entrance to fourth tippler 36
colour illustration: (Paul Jackson) in 1989: No. 3 mouth with gate at colliery entrance 36
colour illustration: (Paul Jackson) in 1989: No. 3 mouth with two drams constructed by Desmonds 36
colour illustration: (Paul Jackson) in 1991-7: Robbie hauling dram of coal from No. 3 entrance 37
colour illustration: (Paul Jackson) in 1991-7: Robbie hauling dram loaded with large props 37
colour illustration: (Paul Jackson) in 1991-7: Gremlin returning empty dram crossing road to Blaen-y-Cwm 37
colour illustration: (Paul Jackson) in 1991-7: Gremlin led by Steve Desmond with loaded dram lleading to tippler 38
colour illustration: (Paul Jackson) in 1991-7: Gremlin leaving tippler with empty dram 38
colour illustration: (Paul Jackson) in 1991-7: points on track leading to tippler 38
colour illustration: (Paul Jackson) in 1991-7: Gremlin about to negotiate points with empty tippler passing green painted corrugated cladding 39
colour illustration: (Paul Jackson) in 1991-7: siding with drams & greaser 39
colour illustration: (Paul Jackson) in 1991-7: same siding as above but viewed in opposite direction 39
colour illustration: (Paul Jackson) in 1991-7: Robbie  with load of coal & Steve Desmond loosening door on dram ready for tippler 40
colour illustration: (Paul Jackson) in 1991-7: points on track leading to maintence siding & loading shovel behind 40
colour illustration: (Paul Jackson) in 1991-7: Gremlin approaching tippler with a load of coal 40
colour illustration: (Paul Jackson) in 1991-7: Gremlin with empty dram and corrugated iron protecting No. 4 Mouth behind 41
Graham Smith, veterinary surgeon examining Meverick with No. 4 Mouth behind in June 1992 (Steve Grudgings) 41
colour illustration: (John Tickner) in April 1998: Level C:: Gremlin with load of coal exiting mine 42
colour illustration: (John Tickner) in April 1998: Level C:: Gremlin climbing towards tipplers 42
colour illustration: (John Tickner) in April 1998: Level C:: Gremlin and Robbie at tipplers 42
colour illustration: (Paul Jackson)  in December 1998: distant view of Robbie with dram 43
colour illustration: (Paul Jackson)  on 31 January 1999: final track layout for horse haulage 43
colour illustration: (Paul Jackson)  on 31 January 1999: final track layout for horse haulage with No. 4 Mouth behind 43
colour illustration: (Paul Jackson)  on 31 January 1999: final track layout for horse haulage: trackk to second tippler 44
colour illustration: (Paul Jackson)  on 31 January 1999: final track layout for horse haulage: dram on tippler 44
colour illustration: (Paul Jackson)  on 24 May 1999 posed picture of Gremlin with Mike and Steve Desmond 44
colour illustration:(Steve Grudgings) in July 1992: underground showing high standard of timbering 45-6
diagram showing face supports 47

fn3: draglines were named Maid Marian and Clinchfield and imported secondhand from USA by NCB
fn4: wooden drams used for hauling waste were ex-Blaendare Colliery at Upper Race wwahere used to handle fireclay: track gauge 2ft 5in.

Malcolm Bobbitt. In the Showroom: 1948 London Motor Show and Morris Minor. 48-56.
Alec Issigonis design work on which started in 1941.

The Motor cover (October 1948) (colour) 48
London Motor Show Earls Court Ford stand 49
London Motor Show Earls Court Daimler stand 50
Morris Minor publicity dated April 1949 £299 plus purchase tax £83. 16. 1 51
Mosquito prototype EX/SX/86 of 1943 52
Mosquito prototype of 1945 53
Mosquito prototype/Morris Minor 54
Morris Minor with  modified headlights to meet United States regulations 55
Morris Traveller estate car 56

The Institute: Archive's Reviews. 56-7

Donald Healey's 8C Triumph Dolomite. Jonathan Wood. Jonathon Turner and Tim Whitworth (publisher). Bowcliffe Hall, Branham, Wetherby, Yorkshire LS23 6LP. 300 pp. Hardback. £75. Reviewed by Malcolm Bobbitt. 56-7
A tome packed with detailed information about the history of two individual cars is a measure of an author's skill, knowledge and research ability. In this lavishly produced edition, Jonathan Wood has excelled himself by generating a truly absorbing account of Donald Healey's quest to create for Britain via the Triumph marque an exotic sports car which would rival what was then viewed as the ultimate in sporting machines in the shape of Italy's Alfa Romeo 8C. The fact that just as the first two vehicles were built, and the adventurous project was all but consigned to history, there existed an enigma which over more than eight decades has intrigued automotive historians. The mystery surrounding the cars has been exacerbated by as much fiction as fact, and thanks to the author the history of the Dolomite has been unravelled and placed in a correct order.
In chronicling the fate of Triumph's masterpiece Jonathan Wood has uncovered a wealth of previously unrecorded information, and in the process has ventured along many avenues associated with the saga of the cars, the events and the personalities surrounding them. Thus at the commencement of the work there is an overview of Bentley's final racing days, an enthralling account of the Alfa Romeo era as well as a delightful scene recalling the golden age of British motor racing. It is Donald Healey who is at the hub of the narration, along with personalities to include Tony Rolt, Frank Warner, Tommy Wisdom, Robert Arbuthnot and others such as WaIter Belgrove who were then an intrinsic part of Britain's motoring scene. Just as important were the custodians of the cars before Jonathan Turner and Tim Whitworth, about whom there is much revealed. There's more, too, in the striking specially commissioned photography as well as the assembly of fine and mostly rare or previously unseen archive images.
The work is a major landmark in automotive history, and as a limited edition will be keenly sought after. One word is all that is needed to describe this book: magnificent!

The Yorkshire Coalfield. Christine Leveridge and Dave Fordham. Fedj-el-Adoum Publishing, Doncaster, 160 pp. Softback. Reviewed by Ian Pope. 57
The sub-title of this volume: Pits and Mining Communities depicted on a selection of old postcards and ephemera, really sums up exactly the contents of this delightful work. The book is divided into five parts:
The Introduction covers the geology and history of the Yorkshire coalfield plus a resume of the postcard phenomena and the photographers to whom we should be so grateful for recording the industrial scene.
Mining the Coal looks at the collieries themselves plus marketing, transport and management.
The Mining Community which looks at housing, royal visits, disasters, the Mines Rescue Service, strikes, unionism and welfare.
A colour section of sixteen pages with tinted postcards and ephemera.
A Directory of the coalfield on postcards with opening and closing dates of each colliery featured.
The scope of the images is most impressive and reproduction is good together with informative captions. Anexcellent book giving a wonderful oversight of the coalfield and the life of the mining communities. It is also good to see some coverage of the marketing and transporting of the coal, an aspect often missed in mining histories. Recommended.

Dearne Valley collieries; communities & transport. Dave Fordham. Fedj-el-Adoum Publishing, Doncaster, 296 pp. Softback. Reviewed by Ian Pope, 57
For 150 years the Dearne Valley was the centre of coal production in the South Yorkshire coalfield and names like Grimethorpe, Manvers Main and Hickleton Main became famous throughout the area. It has been described by some as the Golden Triangle in terms of the historical interest and industrial heritage. This first part of the book looks at the growth, working life and eventual closure of the eighteen collieries that were in the valley. The second part describes the mining villages that grew up alongside the collieries. Many of these are not quiet how your reviewer thought they would be looking far more village-and community like - than settlements connected with other industries in Yorkshire The third part illustra tes the transport networks of the valley that were important both in transporting the workforce to and from the collieries and the coal from the pithead to its destination. Road, rail and canal are all covered. The book features 230 illustrations, many of which have never been previously published, and here perhaps is the only slight criticism in that a number are reproduced side by side and are thus rather small leaving the reader struggling to discern detail. Overall a good book, full of well researched fact.

Waterways Journal Volume 20 The Waterways Museum Society Ltd National Waterways Museum, Ellesmere Port 74 pp. Softback. Reviewed by Ian Pope
We have reviewed a number of Waterways Journals over the years and each gives an interesting insight into aspects of life and work on the canal and inland waterways system. This issue is no different and contains articles on Traffic on the Upper Dee; Nationalisation and inland waterways (very apt for 2018 being 70 years since the Act was enabled); British Waterways' early involvement in leisure craft; The development of the Archive at Ellesmere Port; and a report on the recent removal of boats from Ellesmere Port. As usual the historical articles are well researched and illustrated. A favourite view being taken at Hanwell of all three forms of nationalised transport —rail, road and canal. In adding to the databank of knowledge your reviewer was surprised at the early involvement of the newly-formed British Waterways in pleasure cruising and boat hire. We look forward to Volume 21.

Skimpings 2: Boring. 58-9
Four photographs of kit used to sink artesian boreholes. The plant includes a vertical boiler, a portable steam engine with a belt to a drilling rig and a very crude horizontal boiler engine  with tall removable chimney. The fourth photograph shows that the pant was owned by C. Isler of London

Skimpings 3: a unique Forest roller. 60-1
Arthur Wilmot Trotter, born on 2 July 1888 was a Forest of Dean mechanical engineer built a small steam roller in 1938 from oddments (the rollers are believed to have been shafting pulleys). It was used to maintain his gravel drive. On Trotter's death in 1977 it went to the Gloucester Folk Museum.

Skimpings 4 : Sheffield. 62-3
Great Central Railway west of Sheffield Victoria station: photograph probably taken from Royal Victoria Hotel. Robinson locomotives: 0-6-0 and 4-4-0. penny lift in foreground. Shireoaks and A.I.C. coal wagons.

Skimpings 5: Small Hythe. 64
Small sailing cargo vessel at wharf on a tributary to River Rother. Vessel possibly based at Rye and owned A.W, Body. Cargo being unloaded by wheelbarrow. Ellen Terry's farm behind

Issue 100 (December 2018)

Alan M. Keef. Light railways of the Great War. 2-14.
Very few from British sources: mostly French, Canadian or German in origin

British soldiers posed during railway construction of cutting in chalk with skips and Simplex locomotive

2

Pechot Bourdron ariculated locomotive with train of tree trunks to consolidate trenches

3

Kerr Stuart 0-6-0Ts similar to Decauville Joffre class

4u

Pechot Bourdron ariculated locomotive with train of Pechot well wagons with removable stanchions (one had sixwheel bogies)

4l

German Feldbahn 0-8-0T with Kleine Linder axles being craned off at Danube harbour

5u

German Feldbahn 0-6-0T with train in German South West Africa (Namibia)

5m

Decauville 0-6-0T with military train watched by British soldier crossing from Greek to Serbian territory

5l

Hand operated tramway conveying wounded soldiers back from frontline

6u

Transfer of wounded from tramway onto main 60 cm network with 20 hp Simplex tractor (locomotive) with Dorman engine exposed

6l

Canadian casualties being conveyed by substantial light rail train

7u

Canadian casualties being conveyed by substantial light rail train showing perol locomotive

7m

Canadian train setting out with supplies for Vimy Ridge with early petrol locomotive

7l

Canadian ffixing a turntable near Lens

8i

Canadian railraod battalion base in extreme cold with snow

8u

German (Orenstein & Koppel?) locomotive captured by Canadians

8l

Captured by British troops: German Baldwin 4-6-0T locomotive No. 796 in August 1918

9u

Orenstein & Koppel locomotive used by Army Service Corps to evacuate stores from a fire in Saalonika

9l

Dick Kerr petrol electric locomotive being operated by Canadians to move shells to front through ruined village

10

Three French Decauville locomotive haule trains carrying heavy shells from supply base to guns nearer the front

11ul

Loading heavy shells onto railway wagons at French artillery supply base

11ur

French engineers constructing railway in the Argonne with Decauville 0-6-0T

11m

French engineers digging drainage ditch beside railway in the Argonne (many workers not in uniform: loading V-skips

11l

French use of captured? Deutz internal combustion locomotive to haul trucks loaded with water in barrels to trenchs

12u

King George V inspecting  British forestry men at work in French forest being propelled by Simplex 20 hp tractor

12m

King George V inspecting  British forestry men at work in French forest from covered modified wagon in Hesdin Forest

12l

Deutz locomotive with steam from cooling system hauling German troops in retreat

13u

Deutz locomotive on German light railway at Zandvoorde in Belgium: sugar beet line?

13l

Euan Corrie. Trent & Mersey Waterways: Part 3. 14-19
Very good Youtube clip of Hall Green branch very helpful: even captures a Pendolino! Next part

Plants lock (No. 41): double lock (one chamber out use) on 11 August 1964 (John E. Lynam) 14
Hall Grreen branch crossing Trent & Mersey by aqueduct 15u
Hall Green branch aqueduct over Liverpool Road (John Ryan collectiion) 15l
Stop locks on Macclesfield and Trent & Mersey canals at Hall Green with lock keeper's cottages on 20 April 2009 (Philippa Corrie) 16
View from nortern portals of Hartecastle tunnels with NSR maintenance boat* (John Ryan Collection) 17
Trubshaw Cross Bridge at Longport with corrugated iron accretions since replaced (John Ryan Collection 18u
Mersey Weaver & Ship Canal Carrying Co. wharf at Middleport (John Ryan Collection) 18l
View from canal towards Stoke church with bottle ovens & smoke (John Ryan Collection) 19u
Wedgwood's Etruria Works and Trent & Mersey Canal (Neil Parkhouse Collection) 19l

* long caption gives details of maintenance boat and notes that photograph predates introduction of electric tugs in tunnel (initially battery, later with overhead conductor)

Paul Jackson. The Locomotives of James C. Kay & Co. Ltd. and the saga of the Company's earlier history. 20-39
William Kay  operatred a foundry in Bury Lane in 1824. From 1835 he employed William Bacon as manager. James Clarkson Kay, born in 1811, was in charge of the Phoenix Foundry from at least 1851 and it grew to a substantial concern constructing stationary engines and castings and forgings of engineering components. James Clarkson died in 1886 and the impetus was lost. James C. Kay Co. Ltd was a post WW1 development formed on 31 JUne 1921 and the locomotive venture was brief. Locomotive 1 possibly worked at Trentabank Reservoir near Macclesfield: see Harold D. Bowtell Reservoir railways of Manchester and the Peak. (Oakwood, 1977). Follow up see Issue 101 p. 32 et seq

James C. Kay  standard gauge locomotive on Heap Bridge branch  20
Dancers End engine as preserved at London Museum of Steam & Water at Kew Bridge 21
Brass plate on controls of Kay engine 21
Phoenix Foundry 1893 25-inch Ordnance Survey map 22
Albert Iron Works?, Brook Street, 1910 25-inch Ordnance Survey map 22
Phoenix Foundry in 1908 located Heap Bridge map 23
Phoenix Foundry in 1930 25-inch Ordnance Survey map 24
James C. Kay & Co. advertisement from 1905 Mechanical World Year Book 24
James C. Kay & Co. advertisement from 1913 Mechanical World Year Book§ 24
Muir Hill locomotives: advertisement from Quarry Managers Journal in 1927 25
James C. Kay & Co. advertisement for Premier locomotive from Quarry Managers Journal in November 1930 25
James C. Kay & Co. catalogue of narrow gauge locomotves (4 pages) 26-7
James C. Kay & Co. Premier petrol-paraffin locomotives cover of catalogue 27
American Waukesha model V engine with Ricardo cylinder head from contemporary sales leaflet (2 pages) 28
Kay narrow gauge locomotve (2ft 8½in) enlargement from image below 29
Kay narrow gauge locomotve att work at South Witham Quarries of Stanton Ironworks: also wagon lift up to standard gauge 29
James C. Kay & Co. letterhead 30
James C. Kay & Co. catalogue of standard gauge locomotves (4 pages) 30-1
Kay standard gauge locomotve  enlargement from image above 31
Kay standard gauge locomotve at Clarence Dock power station 32
Waukesha model DR engine catalogue with Ricardo cylinder head (4 pages) 33
Kay standard gauge locomotve  on Heap Bridge branch 34
Kay standard gauge locomotve  on Heap Bridge branch (opposite side view) 34
Kay narrow gauge locomotve att work in Knostrop Sewage Leeds with train of compressed sewage cake 35
Kay narrow gauge locomotve (1ft 11½in)  Brian Webb Collection) 36
Kay narrow gauge locomotve: two opposite vies (Brian Webb or Brian Webb Collection) 37
Driver cabin provided to prevent of seage cake (Brian Webb Collection) 37
Kay Premier narrow gauge locomotve: advertisement from Quarry Managers Journal 1 March 1930 38
Kay Premier narrow gauge locomotve: with Hudson wagons: advertisement from Roads and Road Construction March 1930 38
Kay Premier narrow gauge locomotve: with Hudson wagons from unknown technical journal 39
Kay standard gauge locomotve  on Heap Bridge branch from The Eastern and Indian Engineer advertisement 29

§makers of Coffeyt's patent tube and cab tyre forcing machine

Malcolm Bobbitt. In the showroom: Land Rover, 40-7
Based on the American Jeep, but with an aluminium body to inhibit rust which plagued the American vehicle, developed by Maurice Wilks in the immediate post WW2 period

Arthur Goddard in the passenger seat in protootype Land-Rover on MIRA test circuit water section in January 2009 (colour) 40
Centre steer prototype photographed in 1947 41
Recreation of centre steer prototype photographed in 2018 (colour) 41
Pre-production Land-Rover HUE 166 leading procession of Land-Rovers in January 2016 when production of Defender ceased (coloour) 42
Jeep 43
Wilys Jeep 44
Advertisement for Land-Rover of 30 April 1948 to coincide with Amsterdam Motor Show 46
LAO 351Land-Rover painted light green (colour) 47

Inbye : letters page. 48

Lochaline Sand Mine. Robin Barnes
When visiting Western Highlands of Scotland Barnes found remains (2ft gauge V skip) at Lochaline where there is a silica sand mine which used to use a railway to convey its output to a pier, but hassince built a pier adjacent to the mine. The Industrial Railway Society's Scottish handbook lists seven petrol or diesel locomotives. Illustration of |V skip and BCP plate

The Institute: Archive's Reviews 48-9

Honister Slate Mine. Alastair Cameron and Liz Withey. Amberley Publishing. 96pp.
Long history, light railways to convey slate to Braithwaite on Cockermouth, Kendal & Penrith Raailay. Closue of mine in 1986, but reopened in 1996,

Southern style after Nationalisation. John Harvey. Historical Model Railway Society. 160pp.
Aimed at model railay builders

Skimpings. 49
Photograph near Corby c1910: workman's hut, workmen with rake/forks  and pipes for smoking and primitive narrow gauge railway with hutches and turntable (hardly preliminary works for East Midlands electrification!)

More on Frimley Aqueduct: notes by Ian Pope, images Andrew Neale. 50-64
See also Issue 31 page 50
. Works connnected with the extension of four track main line towards Basingstoke virtually certainly undertaken by John Aird & Partners who at that time were building the huge Nile barrages at Aswan and extensions to Southampton Docks: note Egyption engineers present in 60 upper. See also Follow up in next Issue..

Original brick built aqueduct with twin arches 50
Canal with men fishing in vicinity of aqueduct on 14 July 1902 51
Ordnance Survey 1919 map of aqueduct 51
Boat house near aqueduct on Basingstoke Canal c1906 52
Skiff on Basingstoke Canal at timber-reiforced Frimley Bridge 52
View towards Frimley Bridge on 14 July 1902 53
Drained canal with substantial timbers put in place 53
Large wooden dams to keep water out and trough to enable water to pass working site 54
Large wooden dam at other end with boiler and pump and contractors hut 55
Messrs Meyrick, Macrone and Fisher in extension of above view 55
Timber works on canal bed to enable aqueduct extension over widened railway 56
Timber works on canal bed with earth removal by men and barrow 57
Timber works on canal bed with earth removal by men and barrow 57
View from railway excavation angle with hand excavation and temporary railway 58
View from railway excavation angle with hand excavation and temporary railway 58
View of main line and aqueduct and new works 59
Manning Wardle D or E class locomotive on new works: probably John Aird & Sons contract 59
Brickwork being installed watched by Macrone, Szlumper and Eyptian engineers 60 upper
New arches under construction 60
Deepcut end of original arches and work alongside 61
Bricklayers on invert for canal extension? 61
Nearly complete extended aqueduct 62
Brick invert for extended aqueduct 63
Canal refilling in winter 63
Diver beneath aqueduct  with freight train passing. See also Follow up in next Issue. 64

Issue 101 (March 2019)
Danny in June 1992 on vet's annual inspection day

Paul Jackson.  Pantygasseg Colliery Part 2 Horse haulage and the horses. 2-19.

Graham Smith, veterinary surgeon, examing Maverick on 17 June 1992 2
M, & Q. form 265: Horse-keeper's daily report of horses under his care, 19 August 1992 3
M, & Q. form 265A: vet's inspection on  11 April 1990 4
Danny at work at  Pantygasseg Colliery in June 1980 (3 views) 4
Brecon with collier Mike Desmond (3 colour views) 5
Maverick (colour view) 6
Maverick  with vet Graham Smith on 17 June 1992 6
Official report by Graham Smith on Brecon,  Danny and Maverick on 17 June 1992 7
Danny at work in 1989 (colour view) 7
Danny at work in 1989 (colour view) 8
M, & Q. form 265: Horse-keeper's daily report: 15 March 1993 8
M, & Q. form 265: Horse-keeper's daily report: 7 March 1997 9
M, & Q. form 265: Horse-keeper's daily report:  August 1997 9
M, & Q. form 265: Horse-keeper's daily report. 17 February 1999 10
Duke (2 colour views) one with Sally his owner and local vicar near Lowestoft in 2018 10
Duke (2 colour views) : how he escaped & entered barley field & Newmarket Equine Hospital 11
Gremlin moving dram at  Pantygasseg Colliery (2 colour views) 12
Gremlin on final days at Pantygasseg Colliery (2 colour views) 13
M, & Q book 231 4 May 1999 13
Robbie at Pantygasseg Colliery (2 colour views) 14
Robbie at Pantygasseg Colliery (2 colour views) including one with Desmond holding dram back to protect horse 15
Robbie at Pantygasseg Colliery (colour view) 16
M, & Q. form 265: Horse-keeper's daily report: 1 April 1999 17
M, & Q book 231 24 May 1999: GMTV and BBC television cameras to film Gremlin 17
Steve's record of RSPCA collecting horses on 25 March 1999 18
Risk assessment for horse haulage at Pantygasseg Colliery 18
Robbie in retirement at NCMME in Yorkshire (3 colour views) 19

Malcolm Brown. Kennetpans Distillery and its Boulton & Watt engines. 21-31
Kennetpans Distillery is a Scheduled Monument. Prior to 1799 families who laboured in the salt pans and coal mines were treated as slaves. This included the women who were forced to carry coal to the surface. The distillery produced gin; much of which was exported to England, but the London distillers imposed a tax in 1788 which forced the Kennetpans Distillery to close which caused considerable hardship in Clackmannanshire. The drawings are held by Birmingham Library

Kennetpans feus: coloured plan 20
Remains of Kennetpans Distillery (colour photograph) 21
Gin shop cartoon 23
Boulton & Watt engine in the Verdant Jute Works in Dundee 24
General section of John Stein's engine 15 November 1786 25
Boiler for Stein engine 26
Plan showing mill stones 27
Flywheel 27
Working gear 28
Parallel motion 29

Andrew Neale. More about the locomotives of James Kay — a follow up; with captions by Paul Jackson. 32-9.
Original feature Issue 100 page 20.

Kay narrow gauge locomotive: cab layout showing control levers and taps for petrol or paraffin 32
Kay narrow gauge locomotive: Wauksha 100 cc 40 hp engine 33
Kay narrow gauge locomotive: engine compartment closed 34
"Premier" narrow gauge industrial locomotive 35
"Premier" narrow gauge industrial locomotive catalogue 36-8
Letter to Sligo, Leitrim & Northern Counties Railway 19 December 1929 39

Euan Corrie. Trent & Mersey Waterways: Part four. 40-53
Previous part Text mentions Leek branch and Rudyard Lake

Cheddleton Wharf 40
Boat load of limestone on Caldron branch near Willow Cottage Bridge 41
Ordnance Survey 25-inch (reduced) surveyed 1922 as above 41
Consall Forge where Canal  enters River Churnet 42
Ordnance Survey 25-inch (reduced) surveyed 1922 as above 42
Consall Forge  with steps to lime kiln, looking north towards weir 43
Ordnance Survey 25-inch (reduced) surveyed 1922 as above Consall station 43
View from Black Lion looking upstream with kilns and canal flat 44
Looking in opposite direction towards Black Lion and railway and separation of canal from Churnet 44
Canal at Consall Forge with bridge near bridge on North Staffordshire Railway 45
North Staffordshire Railway passenger train hauled by 2-4-0 adjacent canal with horse drawn boat 46
Bridge above Flint Mill Lock with boat loaded with broken limestone 47
Boat loaded with broken limestone leaving Froghall 47
Froghall: view from Ipstones Road over Thomas Bolton's Brass Works 48
Ordnance Survey 25-inch (reduced) surveyed 1922 as above 49
Froghall: basin with start of railway (former canal) branch down to Uttoxeter 50
Ordnance Survey 25-inch (reduced) surveyed 1922 as above 51
Froghall: mainly railway and narrow gauge tramway acticty from Couldron Low Quarries and Tarmacadum plant 52
Froghall: boat being loaded with blocks of limestone off tramway wagon 52
Feeder from Rudyard Lake at Bushton? (Rushton) with children fishing 53
Dane Valley feeder channel with square boat 53
Feeder channel 53

The Institute: Archive's reviews.  54

Henry Eoghan O'Brien: an engineer of nobility. Gerald Beesley. New Ross (Ireland): Author, 2018. 241pp. Reviewed by KJ
This is an impressive addition to railway literature

Lime kilns: history and heritage. David Johnson. Stroud: Amberley Publishing. 96pp. Reviewed by Ian Pope.
"...very good oversight"

Quarrying in Cumbria. David Johnson. Stroud: Amberley Publishing. 96pp. Reviewed by Ian Pope.
A less welcoming review than previous

Lime kiln at Stratford-St. Mary in Suffolk: brick built kiln. 54

Malcolm Bobbitt.  In the Showroom: Adams-Hewitt. 56-63.
This British-built (in a factory at Bedford) automobile was manufactured from 1906 until 1913 when the company went into liquidation. Arthur Henry Adams and Edward Ringwood Hewitt were both Americans, but their precise business relationship is not known. Adams who was to drown in the Lusitania disaster was an electrical engineer and part of the Bedford factory was given over to manufacturing electrical components, but not electric cars. All the cars had a single cylinder petrol engines located beneath the vehicles. Much play was placed on the simplicity of the vehicle controls (3 foot pedals: KPJ as one banned from driving through neuropathy does anyone know any three-footed human?).

Adams-Hewitt.car advertisement c1906 56
Adams-Hewitt.car 57
Adams Manufacturing Co. works, Bedford, plan 59
BW 413 with boy at the steering wheel alongside his mother 60
Advertisement based on results of tthe 1906 Scottish reliability trials 61
Adams-Hewitt.commercial vehicle advertisement c1907 62
Adams-Hewitt.commercial vehicle (15 cwt van) and free repair bond advertisement c1907 62
Adams 1907 advertisement for four seat tourer with running board 63
Adams 1908 photograph of AP 6717 four seat tourer with running board and headlamps 63

Andrew Neale. Follow-up: the Frimley diver. 64
See also original feature in Issue 100 and especially page 64. Further photograph of diver high above a  freight train and explanation and confirmation that Sir John Aird & Sons was contractor for complex works

Issue 102 (June 2019)
Corringham Light Railway Avonside locomotive

Paul Jackson. 1
Death of major contributor

Nick Deacon. The Deame Valley Railway Viaduct at Conisbrough. 2-17.
The Deame Valley Railway was promoted by colliery owners in the Barnsley and Doncaster areas of South Yorkshire to the new Hulll & Barnsley Railway and to the various joint line enterprises involving the Great Eastern, Great Northern, Midland and North Eastern Railways. The promoters were James Addy of the Yorkshire & Derbyshire Coal & Iron Co., Ernest Hague of Mickleton Main and Manvers Main, Edward Hunter of Houghton Main and Manvers plus Robert Armitage. The Lancashire & Yorkshire Railway was granted running power over the line. Henry Lovatt Ltd was granted the contract to build the section which included Conisbrough Viaduct: this was designed by John Steele of Leeds. A feature of the construction was the use of a Blondin to convey men and matrials across the Don Valley to the brick piers. The Industrial Locomotive Society listed both Manning Wardle 0-4-0ST and Hunslet 0-6-0ST used on the contract. Viaduct is now part of Trans-Pennine Trail and National Cycle Network.

Blondin tower in place and brickwork on river bank

2

View looking north west with many arches nearing completion and Blondin in transit

3

Map of completed viaduct, Cadeby Main Colliery, railway tunnels and River Don 4-5
Composite of two postcards showing works including contractor's locomotive 6-7
Looking east towards Nearcliff Wood during construction shows contractor's engine shed

8

Looking towards Cadeby, first seven arches, engine shed and 0-6-0ST

8

View from Conisbrough Castle keep during viaduct construction also shows Conisbrough Gas Works

9

Girder section in place with mid-river timber trestle

10

Nearing completion with shadows from setting sun

11

Western arches near completion with girder section being worked upon

11

Scaffolding around girder section being removed; cutting work started

12

Newly completed viaduct

12

Blondin tower being dismantles

13

Young Edwardian girls posed in front of new viaduct

14

Edwardian lady & pram & new girder section

14

Aerial view of viaduct and cutting with A630 Sheffield to Doncaster bridge over cutting

15

View from town of completed viaduct with entrance to Conisbrough Tunnel and lock n Don Navigation

16

View to keep of Conisbrough Castle through girder section

16

Ivatt Class 2 2-6-2T on girder section

17

Brrickwork decoration with enlarement inset

17

Malcolm Bobbitt. In the Showroom: Bentley Mk V. 18-28

Walter Owen Bentley with EXP1 18
Captain Woolf Barnato with 4¼ litre with light weight body saloon 19
Four door light weight saloon wiyj Park Ward bodywork 21
4¼ litre Bentley with Park Ward drophead coachwork CXO 302 22
Sectionalised diagram drawn by Max Millar for The Autocar 22
RC 7429 of 1939: straight eight with cast iron engine* 23
CGO 185 Park Ward four door light saloon 24
AXS 30 with H.J. Mulliner coachwork at enthusiasts' meeting in North Yorkshire 25
Corniche chassis 26
Corniche streamlined four door saloon GRA 270 27
Bentley Mark VI outside Rolls-Royce office block at Crewe in 1948 28

*Duke of Edinburgh was very reluctant to return the car and design influenced Rolls Royce Phantom IV

Euan Corrie Trent & Mersey Waterways: Part five. 29-33

Newcastle Junction Canal and All Saints Church Boothen pre-WW1 29
Vegetation clogged Newcastle Junction Canal 29
Trent & Mersey Canal viewed from Barlaston Bridge 30
Barlaston Bridge with Plume of Feathers public house (both demolished in 1960s) 30
Trent & Mersey Canal at Great Haywood at junction with Staffordshire & Worcestershire Canal with now demolished bridge 31
Ordnance Survey 25-inch map of Haywood Junction 31
Weston Cliff bridge (timber structure since replaced) 32
Ordnance Survey 25-inch map of Shardow canal port and junction with River Trent 32
Shardow canal port 33

Clive Thomas. The early years at Merthyr Vale Colliery. 34-52
See also correction: photographs of the colliery on pages 42 and 51 indicate that the cottages are those of Crescent Street. They are of Nixonville as supported by the sketches opposite on page 43 showing them with a lean-to at the back. Crescent and Taff Street were several hundred yards to the south of the colliery

Merthyr Vale Colliery showing  approach road  to new bridge over River Taff from Aberfan side 34
Vi ew from Taff Vale Railway towards Merthyr Vale Colliery 35
1882 map of Nixon's Navigation Colliery 36
John Nixon portrait 37
1880 view towards Merthyr Vale Colliery: Nixonville Cottages on left 38
1880 plan of two shafts at Merthyr Vale Colliery 39
Shaft section at No. 2 pit 40
New bridge over River Taff 41
Backs of houses in Crescent Street with colliery behind 42
Dalziel's sketch plan of house in Cardiff Road, Crescent Street and Taff Street 43
Nixonville plan 43
John Nixon's ventilator diagram (section) 44
Massive steel headframe Merthyr Vale Colliery 46
Diagram No. 2 pit steel headframe 47
Dalziel's sketch No. 2 engine house 48
North pit engine house in October 1965 48
North pit engine house in 1967 48
Nixon Navigation Colliery officials 1897 49
View over colliery with Aberfan for Merthyr Vale station in foreground 50
View over colliery towards Taff Vale Railway with school above headframe 51
View over colliery with houses in The Crescent in foreground (inset shows enlargement of internal use wagons 52
Bondfull at colliery c1910 53

captions you inserted for the ". Clive Thomas

The Institute: Archive's Reviews. 53

The last years of coal mining in South Wales. Volume one. From the Eastern Vallleys to Aberdare. Steve Grudgings. Monkton Farleigh: Folly Books.
Highly recommended

Waterways Journal. Volume 21. Ellesmere Port: Waterways Museum Society
Lists the contents

Canal crochet, bonnets & belts. Ann Gardiner, Sarah Pressland and Mary Parry. Audlem: Canal Book Shop

Andrew Neale. Corringham Light Railway. 54-64.
2¾ long light railway built under Light Railway Order granted om 10 July 1899 and opened in 1901.

Corringham Light Railway Avonside locomotive cover
1924 Ordnance Survey map 54
Corringham Station 55
Kitson 0-4-0WT Cordite with composite coach bringing returning workers back to Corringham Station 56
Kerr Stuart 0-4-2T Kynite with Kerr Stuart composite coach at Corringham in June 1909 (K.A.C.R. Nunn) 57
Kitson 0-4-0WT Cordite with composite coach 57
Kynochtown station (timber structure) 58
Coryton station (former Kynochtown) with brick-built platform 58
Waiting shelter and toilets from Kynochtown relocated outwith Coryton platform; also water crane (Brian Hilton) 59
View from footplate of railway crossing flat marshland (Brian Hilton) 59
0-4-2T Kynite as stored in 1930s (Frank Jones) 60
0-4-2T Kynite as corroded on 12 June 1948 60
Avonside 0-6-0ST WN 1672 at Coryton c1948 (George Alliez) 61
Avonside 0-6-0ST WN 1771 with ex-LT&SR coach at Corringham waiting for enthusiasts on 25 June 1949 (J.L. Smith) 61
Avonside 0-6-0ST on level crossing at Coryton with train of petroleum tank wagons 62
Avonside 0-6-0ST WN 1771 at level crossing viewed from footplate (Brian Hilton) 63
Enthusiasts inspect Corringham station on 25 June 1949 (J.H. Ashton) 63
Avonside 0-6-0ST WN 1771 view from footplate of brick engine shed at Coryton (Brian Hilton) 64

Issue 103 (September 2019)
Ferry at Conisbrough

Paul Gittins. Minera memories. 2-11
In about 1960 author visited Minera Lime Works and saw 0-4-0ST Olwen and was invited onto its footplate. In 1970 he revisited the Works and took colour photographs many of which are reproduced herein. At this time he was unaware of the first image, but has since acquired a copy of the original and a digitized version of it from Ian Pope. Herewith his colour images, etc. See Issue 23 page 26 et seq.

Minera Lime Works with quarries, kilns, chimneys and standard and narrow gauge railways 2
Minera Lime Works with quarries, kilns, chimneys, standard gauge railways, buildings, blasting notice & uniformed official 3
Office building in 1970 (colour) 4
Old kilns & remains of wooden crane (colour) 4
Wooden loading deck at Hofmann kiln & chute for emptying loaded tugs into standard gauge wagons below (colour) 4
Remains of locomotive shed (colour) 5
Smithy with in-use railway alongside (colour) 5
Loading chute (colour) 5
Northern/eastern most end of buildings adjacent New Brighton branch (colour) 6
Large double-fronted stone-built house for quarry manager? (colour) 6
Goods shed? (colour) 6
"Last" of the buildings with curtain, nameplate and dust bins in late 1960s (colour) 7
"Last" of the buildings in 1990s looking even more inhabited (colour) 7
Points at entrance to Lester's branch with Wolseley 1500 & note that Olwen also parked thereat. (colour) 7
Lester's branch  with Wolseley 1500? and supposed Ruston 48DS in white disguise (Adam Lythgoe livery)  (colour) 8
Bridge on site (colour) 8
Hopper wagons on exchange sidings looking towards Coedpoeth & Brymbo (colour) 8
Enlargement of page 2:: engine shed with GWR saddle tank with brass dome 9
Enlargement of page 2: GWR signal 9
Enlargement of page 2: Building with long corrugated iron roof: purpose? 9
Plan of site 10
Permanent way gang posed at work on point leading to quarries, kilns, etc 11
GWR saddle tank {captioned leaving Minera) with coke  wagons, but not obviously at initial location 11

Andrew Neale. Building the Chessington branch. 12-18
Authorised by Parliament on 1 August 1930 the Southern Railway Board agreed at its meeting in June 1934 to seek contracts to build the railway starting at the London end. Working under the direction of the Southern Railway's Chief Engineer George Ellson the initial work at Motspur Park was entrusted to Sir Robert McAlpine & Sons, but the majority was built by Sir Edmund Nuttall, Sons & Co. The railway was built on heavy and unstable clay in the Hogsmill river basin and the corrosive nature of sulphates in the clay forced the use of aluminous cement in the works.

Barry: Hudswell, Clarke 0-6-0ST near Tolworth in 1937 12
Barry: Hudswell, Clarke 0-6-0ST near temporary water tower at Motspur Park on 10 January 1937 (George Alliez) 14
Ashendon: Manning Wardle Class M 0-6-0ST at Motspur Park during summer of 1937 (George Alliez) 15
Wallasey: Nuttall's Hunslet 0-6-0ST as sold to Tunnel Portland Cement at Grays in Essex in 1961 (Frank Jones) 15
Ruston & Hornsby two foot gauge diesel locomotives at work iu connnection with Nuttall's dragline on 8 May 1938 (Ruston & Hornsby) 16
Bridge construction near Chessington on 8 May 1938 (Ruston & Hornsby) 17
Chessiongton South station with Southern bRailway electric multiple unit: caption notes James Robb Scott architect 18
Chessiongton North station 18

Inbye : Archive's Letter's page. 19

A correction.

We must apologise to Clive Thomas for the captions that we added to two extra images in his article on Merthyr Vale Colliery. He has commented "Unfortunately I have to point out that the captions you inserted for the photographs of the colliery on pages 42 and 51 indicate that the cottages are those of Crescent Street. They are of course Nixonville as supported by the sketches opposite on page 43 showing them with a lean-to at the back. Crescent and Taff Street were several hundred yards to the south of the colliery". Clive Thomas

The Institute: Archive's Reviews. 19

LB&SCR carriages: Volume 3 .Bogie Stock, 1879-1907. Ian White. Butterley: Historical Model Railway Society, 234 pp. Reviewed by Ian Pope
This is the first of two volumes providing illustrated coverage of the bogie carriages of the LB&SCR, a company with a large and diverse fleet despite its limited route mileage; previous volumes (Kestrel Books, 2014, 2016) described the 4- and 6-wheeled stock. This new work makes substantial use of the HMRS drawing collection where the author is a volunteer. New drawings are provided where needed, and examples of planned but unbuilt designs are included showing that the ambitions of the designers far outstripped those of a conservative management. There is extensive photographic coverage with some previously unseen views, and extensive train formation data. On opening, the reader is presented with a chapter describing bogie carriage structures, illustrated with new drawings and extracts from original engineering drawings, as well as photographs, some provided by carriage restorers. There are seven descriptive chapters, starting with the 8-wheeled Cleminson and bogie carriages of the Stroudley era, the main line and suburban arc roofed carriages constructed between 1894 and 1905, and the clerestory carriages of the late 1890s. In 1905 the LB&SCR embarked on a brief period of constructing elliptical roof carriages, which were of a remarkable height, closely matching the American Pullmans and earning a nickname of 'balloons'. Three chapters cover these carriages, which include the City Limited corridor stock and the first LB&SCR motor trains. The latter chapter also includes the steam and petrol motors.
The final chapter describes significant discoveries made after publication of previous volumes, including an analysis of LB&SCR's pioneering use of electric lighting in the 1880s. The book is completed by a list of engineering drawings; facsimile reproduction of an 1890s carriage specification; lists of running numbers; and indices to diagrams and subjects. The whole is very well presented with excellent reproduction of images. This series of books will be the definitive The book will appeal to model makers, historians and restorers of LB&SCR, SR and other carriages, and like previous volumes, all royalties will be donated to the Bluebell Stroudley Coach Fund. Recommended.

GWR signalling practice. David J. Smith. Great Western Study Group. 400 pp. Reviewed by Ian Pope
We seem to be majoring on railway titles this quarter and as with the previous title this one is sure to be the definitive work on Great Western Signalling. This weighty tome is profusely illustrated, both with photographs and drawings, mainly of signals but also of signal wires, point rodding, point motors, facing point locks, etc. A chapter covers the design of signal boxes, unfortunately with few architectural drawings followed by a chapter on the equipment found in signal boxes. Of particular interest is the chapter on the rationale behind the placement of signals with examples of signal layouts on both double and single lines. The author is a retired chartered civil engineer with a life-long interest in GWR signalling. His early career with BR(WR) allowed him to get close up to signalling matters. As already mentioned the book is extremely well illustrated both by photographs, drawings apd diagrams. Indeed Appendix 2 gives page by page coverage of the Great Western Signal Department's Stores Catalogue which shows every single piece of signal equipment. Highly recommended.

Euan Corrie. The Sheffield & South Yorkshire Navigation.: [Part 1]. 20-37
River Don has always been navigable as far upstream  as Rotherham. Originally it ran to both the River Aire and to the Trent, but drainage of Hatfield Chase in the early seventeenth century included an improved outlet to the Aire and closure of that to the Trent. Flooding resulted and Cornelius Vermuyden had to cut a new channel, known as the Dutch River to the Ouse. At first sluice near Goole kept the tide out, but these were destroyed by flooding in 1688 and navigation further up the Don became possible. Improvement schemes began to be promoted and after the passing of several Acts navigation was possible through eleven locks and cuts as far as Rotherham. By 1751 the navigation had reached Tinsley through a further three locks.
The Sheffield Canal was proposed early in the 1790s but opposition from the Don Navigation prevented progress until the possibility of a connection to the Chesterfield Canal began to be considered. Under an Act of 1815 a canal with 12 locks was built to connect the Don at Tinsley to Sheffield. Despite water supply difficulties the canal did well until takeover by the Sheffield & Lincolnshire Junction Railway in 1846. This awoke the Don Navigation which managed to acquire the Sheffield Canal from the railway under an Act of 1849. The Don had already managed to take over the Dearne & Dove in 1846. The next move was the lease of the Stainforth & Keadby Canal from 1849 which had been opened under an act of 1793 to provide an alternative access to the Humber by linking the Don Navigation at Stainforth to the Trent at Keadby. It has an entrance lock at Keadby that will accommodate craft 81ft by 22ft whereas the intermediate lock at Thorne and those on the route to Sheffield will only pass craft 61ft 6in x 15ft 3ins. In 1850 the canal was absorbed into the South Yorkshire Railway & River Dun Company. Improvements had continued with the Don bridges being made to open thus allowing sailing keels to reach Doncaster without lowering their masts in 1845, but railways were exerting a strong influence. The South Yorkshire Railway dominated and obtained powers to build a line along the canal bank to Keadby by 1859 whence it turned away to cross the Trent into Lincolnshire on a swing bridge.
The South Yorkshire Railway & River Dun Company was leased to the Manchester Sheffield & Lincolnshire Railway in 1864 and the navigation company dissolved in 1874 when its assets were transferred to the railway. Mining subsidence problems on the Dearne & Dove were not effectively tackled and this lack of enthusiasm coupled with the promotion of the Manchester Ship Canal encouraged local opposition to the railway's ownership of the navigation. Influential backers formed the Sheffield & South Yorkshire Navigation Co and obtained powers for a ship canal but the MS&LR fought them hard for several years. The new company was neither able to raise the money needed to buy the existing navigations nor to construct a proposed junction canal to the Aire & Calder. The MS&LR finally agreed to sell their waterways in 1894 but the deal was only concluded after an issue of preference shares which raised £625,000 of which £125,000 were taken up by the MS&LR! Furthermore the MS&LR also provided the reminder of the necessary capital thus gaining the right to appoint half the directors of the navigation company. Eventually the majority of the improvement works were abandoned but the New Junction Canal from Kirk Bramwith to the Aire & Calder at Southfield was built jointly with the Aire & Calder Navigation and modern warehousing was provided at Sheffield. Some improvements continued, including lengthening Doncaster Lock and, in 1932, Bramwith Lock to facilitate use of Aire & Calder Tom Pudding compartment boats from Hatfield Colliery to Goole. The final improvement scheme was to enlarge the locks and some of the cuts to admit 600 ton barges as far as Rotherham which was finally approved by the government in the 1970s. However, this was funded by a loan to the nationalised British Waterways Board, and not by any form of grant as is usual in Europe. By the time the resulting improvements were complete in 1983 most traffic had been lost to roads and high tolls, intended to repay the loan, resulted on the loss of what remained. At the time of writing a single commercial barge of 600 tons capacity makes one or two trips per week to Rotherham and even then lightly loaded because the Canal & River Trust, declines to maintain the waterway to its statutory depth. Except for the first image, the bulk appear to date to the 1900s

The Sheffield & South Yorkshire Navigation (map) 20
Sheffield Development Corporation renovated Terminal, Grain & Straddle Warehouses at Sheffield Basin 1970s? 21
Sheffield Basin map 1920s 21
Tinsley locks map 22
Lock house at Tinsley Lock No. 4 destroyed by bombing on 15 December 1940 23
Jordan Lock & Holme's Goit and exit into River Don 24
Ordnance Survey 25-inch map (reduced) showing Jordan Cottages, the lock, sluice & Holme's Goit 24
Rotherham: Rawmarsh Road or Parkgate Bridge with Waddington's keel Pride & Bleasdale's Northcliffe 25
Ordnance Survey 25-inch map centred on Rotherham Corporation tram depot 26
Northcliffe passes former Rotherham Corporation tram depot (bought by British Waterways Board to serve as freight terminal 26
Aldwarke Lock & River Don at Eastwood 27
Swinton: Co-op Mill & Waddington's boatyard at junction with closed Dearne & Dove Canal 28
Ordnance Survey 25-inch map centred on Swinton railway station and Station Road which crosses Naviagtion 28
Mexborough: Ordnance Survey 25-inch map centred on St. John the Baptist's Church & Vicarage 29
Mexborough: Navigation with swing bridge & Parish Church 29
Mexborough cut with clinker-built keel 30
Weir stream at Conisbrough Lock with ferry & Cadeby Colliery pit head 30
Conisbrough ferry 31
Motor boat Alice approaching downstream side of Conisbrough weir 31
Rainbow railway bridge at Conisbrough with keel loaded with timber probably imported from Scandinavia for iuse as pit props 32
Ordnance Survey 25-inch map: Rainbow Bridge; Dolomite & Lime Works and Conisbrough Cliff 32
Levitt Hagg near Warmsworth with keels on Navigation and quarries in background 33
Ordnance Survey 25-inch map: Levitt Hagg  with quarries and limekilns, but no tramways (mentioned in caption) 33
Levitt Hagg cottages with outward bound keel see also Archive Issue 5 34
Empty craft at Levitt Hagg 35
Ordnance Survey 25-inch map: Spotbrough Weir, Mill, Bridge & Boat Farm & Levitthagg Wood 35
Spotbrough Lock & Mill prior to enlargement of former & removal of latter to accommodate Tom Pudding compartment boats 36
Spotbrough Bridge damaged by Denaby and Cadeby Collieries which paid for replacement 36
Spotbrough cut and Lock entrance pre-1970s enlargement 37
Keel under sail at Spotbrough with rowing boat seen at Levitt Hagg 37

Malcolm Bobbitt. In the Showroom: the Stoneleigh. 38-46
In the immediate post-WW1 period therre was a growing market for relatively low cost cars, especially from those who had learned to drive motor vehicles during the War. This was the period of cyclecars, although the majority failed to find a permanent market. The Stoneleigh introduced in 1921 was a light weight car intended to enter this market and was manufactured by the Armstrong Siddeley group. There had been an earlier Stoneleigh marketed in 1914, but this had little in common with the 1921 car (although its backers are recorded). John Davenport Siddeley and Henry Hugh Peter Deasy were its backers.

13.9hp BSA outside the firm's works at Sparkbrook 38
Stoneleigh of 1912 with four-seat Torpedo Phaeton body 39
Stoneleigh (1912) which had been involved in an accident showing engine 40
As above but different angle and showing advertisement for North British Clincher tyres see footnote 41
Stoneleigh 1½ ton lorry loaded with cotton waste: advertisement from William Kay & Sons Ltd of Blackburn in 1914 42
Two Stoneleigh cars competing in June 1922 Scottish Six Days Light Car Trial 43
Stoneleigh 2+2 seat version Chummy 44
Stoneleigh Chummy near Scottish Border in 2018 with hood & side screens in place  45
As above but hood lowered 45
As above but fully open in protection of a harbour 46
Interior of Chummy showing gear levers and instruments 46
Interior of Chummy showing occasional seats 46

Footnote 1: North British Clincher tyres produced at the Castle Mills factory in Edinburgh using Bartlett-Clincher patent for pneumatic tyres

Skimpings: Skelton Grange Power Station, Leeds. 47
Ex government surplus Ruston & Hornsby narrow (2-feet) gauge diesel locomotive with train of side tipping wagons being loaded by drag line excavator owned by Harold Arnold & Son Ltd during construction of Skelton Grange Power Station (Yorkshire Copper Works at Stourton in background was key to caption). c1946.

Mike Fenton with John Froud. Construction of the flying arch in New House Farm cutting, Old Sodbury, c.1898. 48-53
Great Western Railway South Waless Direct line constructed during  1890s passed near Malmesbury. Flying arch method of bridge buiding is ancient. The first photograph also shows work on the bridge and in the background the cutting leading to Sodbury Tunnel. To a great extent the text is an outline of how Fenton and Froud verified the location of the photograph. The location is on the Badminton Estate and the bridge was constructed to maintain access for huntsmen. The contractor was Pearson 

Photograph taken by Hunt & Co. of the Abbey Studio, Malmesbury 48
Diagram from Fielden Magazine 1902 49
Extreme enlargement of first image showing work on tunnel entrance 50
Ordnance Survey published 1903, but surveyed earlier:: "railway in course of construction" 51
Completed bridge, but cutting not complete c1901 52

Chimneys Limited .54-7
Late Paul Jackson found images in a booklet produced by Chimneys Ltd of Croydon which both built and demolished chimneys and employed steeplejacks. They are described as stacks or shafts in the brochure. Other chimneys are mentioned but not accompanied by photographs.

Portishead Power Station: brick chimneys that for A station in use; B station still under construction, but stack ready 56
Staythorpe Power Station: three chimneys c1949/50 55
Carmarthen Bay Power Station:, Burry Port:  three brick chimneys 55
Marchwood Generating Station:, 425ft high concrete stack: Sir William Halcrow & Partners, consulting engineers, Farmer & Dark, architects 55
77ft high brick chimney at Firbech (Firbeck?) in Nottinghamshire 56
Lincoln Brick Company at Waddington 170ft high with acid resistant brick top and lining 56
Cane Hill Hospital, Coulsden: 125ft high brick chimney 56
Leicester Co-op Society Ltd brick chimney 56
St. Andrew's Hospital, Bow, East London: 120ft high brick chimney 57
100ft tall brick chimney in Gloucester 57
King's College Hospial London 90ft high chimney 57
Bristol: 80ft high brick chimney with concave face 57

Ian Pope Waterloo Colliery, June 30th 1949. 58-64
Mine rescue following flooding led to awards to the rescuers: the Edward Medal: one silver to Oswald George Simmonds (who was also uncle of the author); Tom Manwaring and Frank Bradley (latter both bronze). The British Empire Medal was awarded to Cecil Brazington, Harry Toomer, Bert Morgan and Morgan Teague, The Arthur & Edward Colliery, more often known as the Waterloo Colliery, was in the Forest of Dean, south of Lydbrook close to Mierystock. .

Waterloo Colliery in valley beneath Severn & Wye Railway 58
Replacement headframe over the shaft in the mid-1930s 59
Screens for Waterloo Colliery at Miery Stock fed by the Creeper (endlesss ropeway) from pithead 60
Waterloo Colliery pithead with start of the Creeper 60
Wentworth Hale, the Night Deputy 61
Ron Carter. the Day Deputy 61
National Coal Board diagram of flooding on June 30th 1949 61
Cecil Brazington, pumpman, Harry Toomer, onsetter, Bert Morgan, underground fitter, and Morgan Teague, pumpman 62
Tom Manwaring 62
Frank Bradley 62
Temporary gear erected at top of Plud's Pit 63
Oswald Simmonds being assisted out of bowk (bucket) at top of Plud's Pit 63
Oswald Simmonds (known as Buller) with Edward Medal at Buckingham Palace 64
Oswald Simmonds, Tom Manwaring and  Frank Bradley with medals and wives 64