Special Issues & Supplements
Special Issue No. 1 (LMS)
Backtrack Portfolio Special No. 1: By GWR to the West
This came with the April issue of 1999 (Number 4) and was a mixture of colour photographs and "black & white" illustrations with a hint of sepia. There were viii pages including the cover. The caption notes were by Michael Rutherford.
Colour: King no 6000 King George V runs through Reading in 1947 with up express (rolling stock still in brown livery) (H.N. James*); Slipping a coach from Plymouth at Reading in April 1947 (*); 5007 Rougemont Castle approaching Reading on Swansea express in August 1947 (*) 6012 King Edward VI at Exeter St Davids on down Torbay Express in October 1935 and 43XX 9303 taking on water at Reading in April 1947. Remainder in sepia: Broad gauge Rover class Inkerman at Weston Junction (A.H. Malan); Paddington station in early twentieth century, 4-6-0 No. 100 William Dean on single track between Dawlish and Teignmouth in 1904 with down Cornish Riviera, The Royal Albert Bridge in 1924 (from tideway on Devon shore), 4-4-0 4109 Monarch at Bath in 1929, Castle No. 4009 Shooting Star, a rebuild from a Star in April 1925 with mainly Dreadnought stock at Dawlish, Castle No. 4087 Cardigan Castle with up express at Dawlish in stormy conditions, 6014 King Henry VII in streamlined form on down Cornish Riviera in late 1930s on Frome cut-off, King Edward VI on Cornish Riviera with Cecil J. Allen waving from footplate to photographer Maurice Earley at Reading West in 1947, 1019 County of Merioneth climbing Dainton bank with a Wolverhampton to Penzance express in 1948: leading vehicle is a 70' Dreadnough brake third. See letters from Paul Joyce and John Whittington in Volume 13 page 333..
Backtrack Portfolio Special No. 2 By Southern to the Coast
This came with the May issue of 1999 (Number 5), but was firmly stapled between the middle pages and was a mixture of colour photographs and "black & white" illustrations with a hint of green. There were viii pages including the cover. The caption notes were anaonymous.
Merchant Navy No 21C11 General Steam Navigation with the Devon Belle passing Clapham Junction in SR livery (presumably 1947) (colour: H.N. James); Schools no 927 Clifton at Waterloo on Bournemouth train in 1937 (Colour: H.M. Lane); Merchant Navy No 21C12 United States Line with the Bournemouth Belle passing Queen's Road in April 1947 (colour: H.N. James); Merchant Navy No 21C19 French Line CGT with Bournemouth Belle passing Basingstoke in September 1947 (colour: H.N. James); King Arthur No 739 King Leodegrance at Winchester on down Bournemouth train in 1938 (locomotive and train in dark green livery (colour: this & previous Colour-Rail). b&w (green hue): 415 class no 3520 at Lyme Regis in 1936; SER O class No 98 in its rebuilt form as an O1 in Folkestone Warren on passenger train on 21 September 1910; Ex LSWR D15 class No. 465 passing Clapham Junction on express in May 1930; King Arthur no 798 Sir Hectimere on Southern Belle passing East Croydon on 19 September 1926 (with structures for high voltage electrification highly visible; Lord Nelson class No. 864 Sir Martin Frobisher at Waterloo on 21 May 1938; Schools Class No. 927 Clifton at Waterloo on 21 June 1937 (F.E. Box); Lord Nelson class No. 855 Robert Blake on Golden Arrow at Chelsfield on 9 March 1930 (Ken Nunn); U1 No 1906 leaving Lewes on express for Eastbourne in mid-1930s? - not electrified train includes two Pullmans (one with clerestory) and rest of stock is ex-LSWR? King Arthur No E742 Camelot passing Esher with St Malo boat train in July 1931; and Battle of Britain No 21C156 Croydon on Night Ferry with L1 behind at Victoria on 15 December 1947 (inaugural postwar)
Back to Volume 13
Special Issue No. 1 The London Midland & Scottish Railway
A superb impression of the Settle Carlisle line
in LMS days. front cover.
with Class 5 4-6-0 No.5363 piloting 'Jubilee' 4-6-0 No.5660 Rooke past Ais Gill Summit on the up 'Thames-Clyde Express' c1938. (from a painting by Gerald Broome, by courtesy of the owner)
75 years of the Gleneagles Hotel. Nelson Twells.
Gleneagles Hotel and Golf Links Ltd was formed in 1913 with close association with the Caledonian Railway, but work was halted during WW1 and there was some question whether work would restart in the immediate post-WW1 period. The article largely covers the period prior to WW2, although many of the illustrations come from a "recent" colour brochure. The article is lavishly illustrated in colour (only black and white illustrations are differentiated): two LMS posters from the 1930s (one by Norman Wilkinson), hotel under construction (b&w 1913); map showing Gleneagles Estate (golf courses - 1980s); Tariff (1920s); various interiors and aerial view; railway station (12 July 1957 and 11 June 1962: H.C. Casserley b&w), hotel bus, hotel branch line locomotive: 16043 (ex GSWR Peckett 0-4-0ST: HCC).
Early Days at Gleneagles. Don Rowland. 11-13.
Fitting out the hotel and golf courses in the early days of the LMS. Arthur Towle, a former Midland man and Controller of Hotels, requested a substantial increase in the funds available to furnish the hotel and received them apparently without dissent.
FURY.. .the experimental high-pressure locomotive of
the LMS [No. 6399]. Geoff Holt. 14-18.
Includes a very extensive chronology with sources, and assessment of the evidence concerning painting in crimson lake versus works grey. Also briefly describes model made for Pete Waterman by author. Illustrations: left-hand side view with Sir Henry and Lady Fowler and representative of Superheater Company in Glasgow on 7 December 1929; right-hand side view on same date; official photograph (left-hand side grey livery) at NBL in mid-January 1930; left hand side view in crimson lake livery at Derby post 21 October 1931; with MR indicating shelter at Derby on 21 October 1931 (right-hand side); with LMS indicating shelter at Deby probably 1934 (left hand side; partially stripped down at Derby prior to final departure for Crewe on 25 February 1935.
LMS carriage lighting. Don Rowland. 19-23.
The LNWR had abandoned the construction of gas lighting in 1911, and to avoid the payment of royalties to Stone's had developed, and patented (Herbert Foale, 1913) its Wolverton system. This was applied throughout the LMS, and appears to have been used on other railways - it was marketed by Stone's. The article is mainly concerned with the evoluation of the Wolverton system under the LMS, although it does mention that there were other (non-compatible systems, such as that used by the CR) for some time. Illus. (most show lighting switches at end of coach): nine-compartment third, Diagram 1784, No. 16981; lavatory non-corridor composite, Diagram 1685, No. 16603; LNWR-design non-corridor composite third No. 5426; corridor third No. 16524.
LMS Signal Boxes during World War II. Roy Anderson.
H.E. Morgan at Crewe designed a signal box capable of withstanding bomb blast using extra-thick brickwork with concrete roofs and walls, or in the case of Crewe fully reinforced concrete construction. Illus.: Wigan Wallgate (ARP design); Crewe North Junction (ARP concrete); Sefton Junction (ARP brick); signalman's air rade shelter in one of Watford boxes; Kentish Town Sidings signalbox with brick base added; Sheffield South No. 1 was destroyed on 12 December 1940 shows replacement under construction; Sheffield South No. 2 was severely damaged but continued in use; St Pancras Station box after severe damage on 16 October 1940.
LMS alterations at Lancashire & Yorkshire Railway
sheds. Noel Coates. 28-31.
Coaling plants, ash removal plants and larger powered turnatbles, also new roofs. Illus.: Aintree in late 1920s with 50 ft electric turntable; Wakefield in 1930s; Newton Heath in 1948 showing mechanical ash plant and 70 ft turntable; Wakefield mechanical ash plant with L&YR 0-8-0 12871 alongside; Bank Hall mechanical coaling plant constructed in 1933.
Mills, Bob. Motive power problems in the first decade
of the LMS. 32-5.
Mills argues that it was Anderson's underhand contact with Beyer, Peacock to supply Garratt locomotives to his ill-conceived standards that led to the early retirement of George Hughes, who was also seeking to build better engineered Garratt locomotives. Mills also argues that it was Anderson who sought the loan of a Castle class locomotive and its transmogrification into the Royal Scot class, some elements of which clearly reflected Derby retograde practice, but fortunately not short travel valves. Illus.: 47996 at Crewe Works on 30 June 1951; 47998 with fixed bunker at Toton on 12 August 1956; diagram of proposed Hughes Pacific; Royal Scot No. 6100 in form as delivered from NBL prior to naming; 7987 (colour) at Copmanthorpe with iron ore hoppers in 1948 (E. Sanderson).
Old Euston. 36-9.
Colour feature: Euston Arch in 1961 (T.J. Edgington); Down Caledonian headed by 46255 City of Hereford in March 1960 (J.P. Mullett); Great Hall interior (TJE); rebuilt Patriot 45540 Sir Robert Turnbull arrival at Platform 1 from Birmingham on 14 March 1962 (Geoff Rixon); 45643 Barham on arrival at Platform 3 in August 1962 (GR); 46239 City of Chester waiting departure for Liverpool (GR); 42611 on ecs on 14 March 1962 (GR); 46161 King's Own on arrival at Platform 2 with Lakes Express on 30 August 1962 (Cliff Woodhead).
Crimson Lake. 40-1.
Colour feature: 4P compound 1014 at Shrewsbury in 1938 (P.B. Whitehouse); 6220 (6229) Coronation in red & gold livery at New York World's Fair in 1940 complete with bell and headlamp and Buckeye coupler (Paul Lubliner/Colour-Rail); 6230 Duchess of Buccleuch in June 1938 at Crewe; 5594 Bhopal leaving York in 1949 in unique postwar maroon with sans serif lettering and minimal lining (E. Sanderson) and 46238 City of Carlisle at Upperby on 13 June 1964 (Rodney Lissenden).
Ships of the LMS Line. John Edgington. 42-4.
TSS Slieve Bloom at Dublin North Wall in June 1964, PS Caledonia off Bute?, TSS Queen Mary II off Isle of Arran, TSS Mimie at Gravesend in July 1962, TSS Duchess of Hamilton on 31 August 1965 off Dunoon, and MV Teal at Lakeside on 1 July 1956.
The 2-6-4 Tanks of the LMS. 45-7.
Colour feature: 2328 at St Albans in May 1939 (C.S. Perrier); 42367 at Euston, 42536 at Derby ex-works in August 1859 (A.G. Fosythe); 3-cylinder 42532 on up train at Chalkwell in September 1959 (Alan Morris); 42601 at Bangor shed in June 1963 (Geoff Rixon); 42074 at Bangor shed in June 1963 (GR); 42079 climbs towards Ringley Road on Manchester Victoria to Colne train on 19 April 1963 (Eric Bentley).
Essery, Bob. Railway Salesmanship. 48-54.
Sales organization, canvassers' functions, selling procedures, correspondence, the way such representatives were expected to dress. Illus.: LMS School of Transport at Derby (J.S. Gilks); salesman with school outing from Bolton to Windermere in 1937; salesman with potential house removal customer; salesman seeing off family participating in house removal (everybody polished but dirty rolling stock); Green Arrow freight traffic being delivered in 1936; Country Lorry Service collecting milk churns near Aspatria in 1944 - lorry had shielded headlamps; Northampton Bridge Street goods station acting as depot for SPD pn 23 November 1927; household removal being unloaded from container at destination; 2-6-0 No. 2787 on "Maltese" express freight with containers at front; 4F 4409 on fitted freight at Tamworth; 13040 on express fereight near Rugeley in 1932 (Maltese with meat vans).
Tatlow, Peter. The last goods brake vans for the
Highland Railway. 55-6.
General Arrangement Drawing 3207 of 1922 for 20 ton goods brake vans with sanding and through vacuum brake pipes. Five appear to have been constructed. Drawing and three illustrations (including 294024 and 294025: latter at Blair Atholl in 1936). Peter How (BackTrack 13 page 53) queries the dates stated.
Tatlow, Peter. The Royal Highlander. 57-63.
Euston - Inverness - Euston sleeping car service, which prior to WW2 had a portion for King's Cross detached at Perth, and a portion from Aberdeen attached there. A portion, with sleeping accommodation, from Oban was added at Stirling. The train ran during WW2 when the schedule remained surprisingly fast, especially on the Highland section. Illus.: 14680 Murthly Castle with 14769 Clan Cameron near Daviot with up Royal Highlander including four LNER vehicles for King's Cross and ex-MR dining car, pre-1930; 14693 Foulis Castle with 14675 Taymouth Castle leaving Perth for Inverness in early morning of 22 May 1928; 14391 Loch Shin and Castle leaving Inverness in early 1930s with LNER vehicles towards rear. LMS 3rd class sleeper and WCJS Diagram 2 or D3 12-wheel 1st class sleeper; 13105 (Hughes 2-6-0) on Slochd Viaduct on 20 July 1931 with three LNER vehicles (including 1st and 3rd sleeping cars) and ex-MR clerestory dining car; 13105 and 13101 on up Mail train, includinmg HR TPO vehicle and Pullman dining car approaching Hermitage Tunnel, Inchmagranuachan; domeless 5024 at Slochd with two LNER vehicles (including ECJS and composite sleeping car) and MR clerestory 12-wheel dining car. See also sequel in Backtrack, 2007, 21, 732..
Detective work from LMS prime sources. David Jenkinson.
Nothing to do with railway police, but attempts to establish the composition of LMS passenger trains from the internal documents entitled: Passenger train marshalling arrangements produced vtwice p.a. for each of the four Divisions. Illus: page 64: Royal Scot 6148 The Manchester Regiment on what is described as The Lancastrian heading south bound, but which Peter How (a driver wth Virgin Trains) (BackTrack 13 53) states is on down fast between South Hampstead and Kilburn High Road.
Cattle docks on the LMS Northern Division . Arnold
The LMS Northern Division (former Scottish Railway's lines) experienced difficulties with the larger cattle trucks which had come from the English constituents.
Pullman services on the LMS. Niall
Only the Caledonian Railway of the LMS constituents had an agreement with the Pullman Car Company. This had been established in 1913 and in 1927 the LMS agreed to accept another six cars and there were discussions about operating an Anglo-Scottish Pullman service
6254 City of Stoke-on-Trent leaving Carlisle in
1947 or 1948. Gavin L. Wilson (phot.) . 80.
black & white full page portrait
The Coronation Scot ascending Shap Fell. Norman
Wilkinson. rear cover.
The introduction of the new 'Coronation Scot' service in 1937 offered scope for a number of dramatic posters. This one by Norman Wilkinson shows the blue and silver styling of the first streamliners. The company's timetables for that year promised passengers an average speed of 61.7mph throughout the journey and no supplementary fare was charged beyond a reservation fee of 2s 6d either way. The only stop was at Carlisle to set down on the northbound run or to pick up coming south. Interestingly, the poster mis-uses the train name rather than the locomotive name (Coronation) to describe the first of the new Pacifics and again to proclaim the new speed record which the LMS had just snatched from the LNER; Mallard's world record run would come the following year. (NRM 1990/7083)
Special Issue No. 2: The London & North Eastern Railway.
LNER V2 2-6-2 No.4785 climbs out of King's Cross past
Belle Isle with an afternoon express. (Painting by A.B. Collins based
on photograph br E.R. Wethersett
express probably to Leeds and Bradford. No. 4785 became BR No.60814 in June 1948.
The London & North Eastern Railway. Geoffrey
Introduction: Hughes was the Editor.
More power for the Highlands. Alan Macfarlane.
Gresley 3-cylinder 2-6-0 K4 class for West Highland line with 20-tone axle load. Its maximum load was 300 tons as compared with 220 tons for K2 and 180 tons for Glen. Boiler pressure was raised to 200 psi, and further five built. Notes on names. Gives mileages for each locomotive.
Raven, Collett, Gresley & electrification. Geoffrey
Mainly the activities of Raven, including his presentation of papers, especially those presented at Paddington (when Collett was present) and to the North East Coast Institution of Engineers & Shipbuilders in 1922 (page 22). Merz was involved in the Shildon and proposed York to Newcastle and west of Taunton proposals. Also cites H.M. Hobart's James Forrest Lecture (Proc. Instn Mech. Engrs. 1921, p. 61) where it is stated: "We are on the eve of the extensive employment of electric locomotives and the DC system is the most appropriate" and deprecated the LBSCR "German ac system". Points out O'Brien's friendship with Gresley and an important paper by H.W.H. Richards on railway electrification (Proc. Instn Mech. Engrs, 1933 (2), 23. Gresley's contribution to non-steam traction includes the Woodhead electric locomotives and the diesel-electric railcars from Armstrong-Whitworth.
Bramhope Tunnel. John Edgington. 16-19.
Bramhope Tunnel is 2 mile 241 yds long. 24 were killed during its construction. Illustrations (mainly by J.M. Tomlinson): B15 exiting N end; C7 733 approaching N portal c1927; Traveller (Sentinel railcar 2144) emerging N portal on wrong road working; A3 2580 Shotover (ACFI-fitted) approaching N portal with 5-car Queen of Scots Pullman in July 1929; tunnel cleaning machine; memorial tablet and memorial in Otley churchyard on 6 April 1991 (TJE)
The D49 'Shires' in Scotland. Jack Craig. 20-5.
Originally published in Gresley Observer: workings by D49 class and their relationship to those by NBR Atlantics. Illustrations (all from 1929 unless stated otherwise) 2756 Selkirkshire on 4pm Glasgow to Leeds/Sheffield express at Cowlairs; 249 Aberdeenshire at Eastfield; 2755 Berkshire at Cowlairs; 246 Morayshire at Eastfield 2753 Cheshire at top of Cowlairs on 4pm; 270 Argyllshire and 306 Roxburghshire on Whitley Bay excursion on Cowlairs Bank; 250 Perthshire at Perth; 264 Stirlingshire on semi-fast for Edinburgh on Cowlairs Bank (1930) and 2757 Dumfries-shire and K2 4704 about to descend light engine to Queen Street (1930).
The LNER -a character study. John van Riemsdijk.
Notes the cohesion of the railway; the gentlemanly good manners; the beautiful varnished teak rolling stock; the excellent cabs fitted to most of the locomotives (a Quaker influence not mentioned); the fast trains, and the overall smart appearance. The first railway museum was set up by the LNER.
'Short of Steam'. Bert Collins. 30-5.
Reminiscences of a former footplateman: 4489 Dominion of Canada had a reputation for poor steaming; the K3 class was rough riding, but steamed well, the N2 class were erratic steamers, but the replacement of the Gresley superheater by the Robinson type improved matters. The Ivatt N1 class and 4-4-0s were good steamers. Story of 60056 blowing off at buffer stops in King's cross due to over-filled firebox (and the subsequent problem of disposing the fire); a blowback in Oakleigh Park Tunnel on V2 814, but the crew being seated were not hurt [KPJ: did LNER locomotives provide greater protection against blowbacks than those on LMS?]
Doncaster in the thirties. A.F. Cook. 36-9.
Cook, a trained locomotive engineer, had lived in Doncaster in the late 1930s: his memories included the arrival of the wonderful P2 Cock o' the North and of the A4 class which Cook found slightly disappointing (he had seen the frames during the 1935 Plant Open Day; the attendance of Gresley at Plant Open Days, and (following his attendance at university) the fire at Doncaster Carriage Works in December 1940 which was not caused by enemy action, but led to the lighting of smoke cannisters to deflect enemy bombers away from the town.
East Midlands Coal Traffic. Lawson Little.
The movement of coal on the former LDECR in late LNER/BR days. involvement of Langwith and Tuxford sheds in moving 9 million tons of coal from sixteen collieries through Mansfield and Warsop yards to Whitemoor (yard not prison), New England, the Humber and to Lincoln. Includes the eventual replacement of steam by diesel traction class 312 (under BR).
Early Years of the 'Sandringhams'. Peter Paye.
Black & white photo-feature: 2800 Sandringham at Shenfield on express on 12 August 1933; 2802 Walsingham at Chadwell Heath on Parkeston to Liverpool St express on 25 May 1929; 2811 Raynham Hall at Colchester on Clacton train on 4 April 1933 and 2800 on Clacton Pullman at Liverpool Street on 22 September 1929; 2814 Castle Hedingham at Shenfield on Norwich train on 29 August 1931.
King's Cross for the North.
Colour photo-feature: 60120 Kittiwake departing for Leeds in 1962; N2 69538 on empty stock at buffer stops in 1962; exterior July 1972; 60062 Minoru at buffer stops in June 1963.
The LNER in Colour. 50-4.
Colour photo-feature (Colour-Rail): B12 (original condition including Belpaire boiler and apple green at Elgin in 1948 (J.M. Jarvis); D16/3 8840 (lined black) at Peterborough East in 1938 (J.P. Mullett); K3 1387 at York shed in 1938 (H.M. Lane); D49 247 The Blankney at York shed in 1938 (H.M. Lane); 2582 Sir Hugo (apple green) at Grantham in August 1946 (C.C.B. Herbert); 4489 Dominion of Canada (with bell/garter blue) at Doncaster Works in March 1938; V2 4843 King's Own Yorkshire Light Infantry at naming ceremony on 20 May 1939 (H.M. Lane); C6 696 (apple green) at York shed in 1938; A1 2550 Blink Bonny leaving King's Cross in 1938 (H.M. Lane0 and J24 No. 1956 (black) at York in 1938 (H.M. Lane)
LNER P2 2-8-2s. Geoffrey Lund. 55-9.
Author was a technical assistant at the Scottish Area headquarters (posthumous contribution) at the time when the P2 class was being considered for desconstruction into Pacifics. The main problem at that time was poor workmanship at Cowlairs which led to problems with the superheaters which did not disappear after the conversion into inferior Pacifics. Lund is critical of McKillop's assessment of the P2 class. He mentions that the W1 was sent to Scotland by Thompson to assess the sutability of a large-boilered six-coupled locomotive to handle the Aberdeen sleeper traffic. It appears that E.D. Trask tried to halt the deconstruction. [KPJ: I can still recapture the magic of a black Cock o' the North arriving at Dundee Tay Bridge sometime prior to rebuilding during WW2: all other British passenger locomotives thereafter seemed small]
The Northern Scottish Area of the LNER. Keith
Changes on the former Great North of Scotland lines between 1923 and 1948, which the author summarized as "expenditure had been tightly controlled" and "little had been done to adapt to the changing needs of transport". Most of the management functions were transferred to Edinburgh. Some consideration was given to moving the former NBR locomotives from Ferryhill (LMS) to Kittybrewster. Few bogie coaches were inherited and stock and locomotives were moved from elsewhere. Latter included GER 4-6-0s and F4 classses; NER G5 and J72 classes and NBR 4-4-0s. Only major improvement was sleeping car service serving Lossiemouth and Elgin. GNSR had owned Cruden Bay Hotel, and Station and Palace in Aberdeen (latter was site of serious fire in 1941 when there were six deaths of staff. During WW2 the staff at Portgordon were instrumental in capturing two German spies and leading to the arrest of a third at Edinburgh Waverley.
LNER Cowans Sheldon 35/6 and 45-ton steam breakdown
cranes. Peter Tatlow. 66-71.
Includes notes on some cranes supplied by Ransomes and Rapier, those supplied with Government finance to assist with operating the railways during WW2 (some cranes were diverted for overseas use), the eventual conversion to diesel drive, preservation, and the Hornby Dublo breakdown crane which was a modified version of the LNER Cowan Sheldons 45 ton type
TPO Services on the LNER. Steve Banks. 72-7.
There were three TPO services: a Great Eastern one based on Liverpool; Street; a service from King's Cross to Newcastle and Edinburgh, and one from King's Cross to Leeds - this last receives most attention.
The GER N7 0-6-2 Tank Engines. Lyn D. Brooks.
A thorough history of a class which was introduced by the GER in 1915, under A.J. Hill, and which continued to be constructed under Gresley until 1928. They were gradually modified with round-top boilers in place of the Belpaire type, but the Westinghouse brake was retained for Great Eastern working until displaced by air-braked EMUs.
Auto-trains on the Great Eastern Section. Peter
James Holden adapted Y65 2-4-2T 1311 for push/pull working in 1914 and trials were made on the Mildenhall and Ramsey branches before being used on the WW1 services on the Churchbury Loop, after which it was employed on the Palace Gates branch. The Norwich area had four Clayton railcars and requested something more reliable: this arrived in the shape of GCR F2 2-4-2Ts with push-pull gear and modified rolling stock. and these worked a variety of services, including those from Yarmouth to Beccles and Lowestoft. Locomotives of classes G5, F5, C12, and ultimately N7 classes were modified for working services which included the Saffron Walden, Kings Lynn to South Lynn services. Consideration had been given to push-pull working on the Buntingford branch, but this was not implemented.
From the Platform End . J.F. Aylard. 90-4.
This is an unusual, but very interesting observation upon those who observed trains from the end of Platform 10 in the immediate post-WW2 period. Other members of the "Platform 10 group" included Eric Neve, Leslie Burley (who logged the workings of the streamlined trains); Derrick Dant (photographer whose regular train was the 5.58 fast to Potters Bar), Peter Coster; Brian Perren; Reg Lucas, David Tellwright, Tony Scarsbrook and Frank Giles.
Sailing from Harwich. John Edgington (phot.).
Colour feature: at Parkeston Quay: TSS Arnhem in July 1966 (with red funnel & black top & British Rail logo); TSS Avalon on 28 June 1964 (with buff funnel); TSMV St George in September 1969 (remainder painted as per Arnhem); at or off Harwich train ferry berth: TSMV Cambridge Ferry in July 1983; TSMV Essex Ferry in September 1969; TSMV Norfolk Ferry
LNER survivors. 98.
Colour feature: A3 4472 Flying Scotsman on Pullman special to Farnborough on 12 September 1964 (Derek Penney); A4 Sir Nigel Gresley (garter blue) at Appleby on 27 October 1984 (Alan Tyson); V2 4771 Green Arrow (apple green) at Holyhead in August 1991 (D.W. Mosley)
Pullman excursions de luxe. back cover.
Two colour (pale blue/orange) poster/brochure cover (no caption) announcement for 1939 season for Eastern Belle excurrsions from Liverpool Street.
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