Issue No. 97 (Winter 2016)
Unidentified Hall backing out of Paddington in 1955/6. . J.
Bassingdale. front cover
See letter from D.G. Appleton on page 115: Grange not a Hall and official erratum
W.J. Matthews. More memories of St. Ives. 3-13.
Writer lived and, for a time, worked at or into, St. Ives railway station. Records names of the lorry drivers and coal merchants based there and the methods of working the very restricted size terminus; both freight on which he worked as the goods guard and the ten-coach holiday trains which required two 45XX locomotives. See also letter from Bill Crosbie-Hill on page 180 and KPJ notes that he was still surprised when he returned to St. Ives in 2016 to find the masonry skew bridge between St. Ives and Carbis Bay to retain evidence of its broad gauge origins..
|St Ives station architectural drawing||2|
|St Ives station from above on 24 September 1948 (L.E. Copeland)||3|
|St Ives station architectural drawing (plans and sections)||4-5|
|St Ives station c1961||6|
|St Ives station looking towards buffers||7u|
|Early BR DMU in platform||7l|
|Porthminster beach c1960||8|
|St Ives station looking towards buffers (A.E. Bennett)||9u|
|No. 4570 in lined green with barefoot boy at platform end (A.E. Bennett)||9l|
|St Ives West Cornwall Railway goods shed architectural drawing||10|
|Through train corridor coaches ready to depart and goods yard||11u|
|Goods shed, crane and camping coach c1961||11l|
|45xx running round its train in 1948 (P.J. Garland)||12|
|No. 4566 on the sea siding||13u|
|Signalman collecting single-linr staff from arriving train in June 1954||13l|
John Copsey. Winter arrangements for water troughs in
the 1950s. 14-27
Fourteen sets of water troughs which had to be closed for routine maintenance or severe cold and alternative arrangements had to be made for trains to stop to take on water, or to stop for a longer period. The troughs at Aldermaston; at Fairwood (between Westbury and Frome); Creech (to tyhe east of Taunton); Exminster; Goring; Keynsham; Sodbury; Magor; Ferryside (near Carmarthen); Ludlow; Denham (or Ruislip); King's Sutton; and Rowington (north of Leamington). See also Issue No. 48 page 422 et seq
|Goring water troughs||14|
|No. 5009 Shrewsbury Castle picking up water from Keynsham water troughs on 22 March 1958||15|
|Map; water troughs West Country South||16|
|Grange class 4-6-0 picking up water at Fairwood water troughs when hauling 08.30 Paddington to Weymouth Quay train in 1949||17u|
|Fairwood water troughs during refilling (A.C. Sterndale) see letter on page 115 from T.W. Wykes||17l|
|Map; water troughs Bristol route||18|
|No. 5903 Keele Hall on down stopping service picking up water from Goring water troughs c1953||19u|
|Star class on up milk & parcels train picking up water from Goring water troughs c1935 (C.R.L. Coles)||19l|
|No. 1012 County of Denbigh on up express on Up Main picking up water from Goring water troughs: note stone packing||20|
|43XX No. 5326 on H class down coal empties picking up water from Goring water troughs||21u|
|No. 6118 on Up Relief with H class freight passing over Goring water troughs (see erratum p. 120 if checking to see if 61XX water pick-up fitted) and letter from Eric Youldon on p. 180.||21l|
|No. 6829 Burmington Grange on Up express picking up water from Keynsham water troughs in 1957||22u|
|Map; water troughs South Wales route||22l|
|No. 2887 with H class freight passing over Sodbury water troughs c1953||23u|
|No. 7815 Fritwell Manor on Down express picking up water from Magor water troughs on 15 September 1958 see also letter from David J. Tomkiss on page 116||23l|
|Map; water troughs Northern & West Midland route||24|
|No. 6008 King James II on 11.45 Birkenhead to Paddington express picking up water from King's Sutton water troughs in GWR period||25|
|Southern Railway D15 No. 465 (caption states S15 see erratum p. 120 if any doubt) 4-4-0 on 09.40 Bournemouth to Birkenhead passing over Rowington water troughs in August 1925||26u|
|Star class No. 4040 Queen Boadicea on down express from London picking up water from Rowington water troughs c1929 see also letter from David J. Tomkiss on page 116||26m|
|2361 class 0-6-0 No.2378 on H class freight picking up water from Rowington water troughs c1930||26l|
|Charlbury water troughs with stopping train picking up water (J.E. Norris)||27u|
|Charlbury water troughs looking towards Charlbury (J.E. Norris)||27l|
See also page 115 for further photograph of tank for Charbury troughs and letters from D.G. Attwood and from T.W. Wykes on '00' section used for permanent way at water troughs and in other demanding situations
John Copsey. Traffic at Birmingham Snow Hill. Part 2.
Part 1 see previous volume page 422. Text describes decision to upgrade station made by the Traffic Committee on 13 August 1896 which required new station buildings on the Up side; improved buildings on the Down side; extensions to the platforms at the northern end; additional bay platforms for suburban traffic; widening pf lines from Snow Hill to Hockley South; new offices for Divisional and District Officers and staff. The construction of Moor Street formed part of these changes: these are fully illustrated in Railway Archive No. 1. One change which is not visible in the photographs was the installation of a 65 ft turntable in association with the introduction of 4-6-0 express locomotives. The maximum use was made of the limited space available and was assisted by the introduction of electricity for lighting and signalling and powered lifts. This was supplied by Birmingham Corporation.
|Barnum 2-4-0 No. 3222 c1910||28u|
|39XX 2-6-2T Np. 3904 c1910||28l|
|Two Achilles class 4-2-2 at head of down express c1908||29|
|Great Western Hotel and tramcar in Livery Street||30|
|Main carriage entrance & concourse off Livery Street c1913||32|
|Atbara 4-4-0 No. 3294 Blenheim with work on roof in progress c1910||34u|
|View from Up Main platform||34m|
|Erecting stage in foreground looking north west c1911||34l|
|Newly completed north west end early 1912||35u|
|Number 7 (Up Main) platform, telegraph offices & third class waiting room||35m|
|as above (but straight across)||35l|
|Sector plate for platforms 4 and 3||36u|
|Diagram of sector plate for platforms 4 and 3||36l|
|Viewe from north west of station looking towards Leamington||37u|
|Standard Goods 0-6-0 No. 399 passing No. 7 platform c1912||37m|
|First class refreshment room with electric lighting||37l|
|Parcels yard under construction beneath Up Relief line||38u|
|Parcels yard in use during 1911||38m|
|Parcels yard under construction beneath Up Relief line||38l|
|Parcels yard completed in 1913 showing large electric switch box and horse-drawn parcles lorry||39u|
|Electric cabling being installed from Siemens cable drum||39l|
|Birmingham North signal box exterior||40u|
|Signal with route indicator||40lm|
|Electric locoking frame in Birmingham North signal box||40rm|
|View from Birmingham North signal box||40lr|
|Snow Hill looking down thoroughfare with tram track under repair||41u|
|Outside of Snow Hill Parcels yard from street||41l|
Bracket at Bugle. P.J. Garland. 42
Two photographs og GWR bracket signal at Bugle: one showing end of china clay train in siding
John Copsey. '45xx' class 2-6-2Ts at work. Part 3.
Part 1 aee page 362 (Volume 12) and Part 2 see page 448. General arrangement drawings feature prominently
|No. 5574 on centre road in Gloucester Central c1952||43|
|No. 4557 outside Swindon Works on 15 August 1954||44|
|No. 5563 approaching Taunton probably from Yeovil on 27 August 1955||45u|
|No. 5515 at Truro taking water in 1955 (P. Rickard)||45l|
|No. 5508 at Wells Tucker Street with train for Yatton in late 1950s||46u|
|No. 5528 in Down Bay at Yatton with train for Wells and Witham c1955||46l|
|No. 5572 at Senghenydd with push & pull service: see also letter from David J. Tomkiss on page 116 on South Wales push & services||47u|
|4575 class at Savernake Low Level with Marlborough branch service in mid-1950s||47m|
|No. 5509 in Down Bay Platform at Swindon with Down local c1955||47l|
|No. 5500 being coaled at Truro shed with primitive crane (P. Rickard)||48u|
|No. 4585 with red backed number plate at Swindon||48l|
|No. 4560 on Up freight between Criccieth and Porthmadoc in July 1959||49u|
|No. 4507 see also Issue 2 page 65 et seq||49l|
|No. 5545 at Washford c1961 (Joe Moss)||50|
|No. 5569 inside Swindon roundhouse in 1963 (John Strange)||51|
|No. 4569 in lined green at Cardiff General on 3 July 1961 (J.M. Hodgetts)||52|
|No. 5521 at Taunton on 23 October 1959 viewed from above (C.E. Tickle)||53u|
|No. 5521 at Taunton bunker from rear on 23 October 1959 (C.E. Tickle)||53l|
|General arrangement drawings (diagrams) 4575 class Swindon No. 79052, Swindon February 1926||54-7|
|No. 5511 at Plymouth on 22 October 1959||54|
|No. 5511 at Plymouth on 22 October 1959 (8 views)||56-9|
See also letter from Mike Barnsley on page 116 with two photographs of No.4550 colliding withh buffers at Tidworth
Driver Jack Jenkins. Bill
I was very pleased to read Mr. Toomer's account of his memorable footplate trip with Driver Jenkins (GWRJ No. 88). The management at Landore seem to have regarded Jack Jenkins as a 'Star' man. When the 10.55 from Paddington was accelerated in 1955 it was this driver who was rostered for the inaugural run. That morning, on Platform 5 at Paddington, I asked Driver Jenkins what he thought of the new 128 minutes timing to Newport. "We'll probably end up in the fields", was his reply, with not a little Welsh hyperbole. His engine, No. 5074, was a sorry sight. The shed plate was missing from the smokebox door, the grab rail was bent and to add to its general dirty state, there was a lot of coal on the running plate.
Driver Jenkins made a lot of noise out to Westboume Park, and linked up to a smooth if stately acceleration to running in the mid seventies. Riding in the first compartment, there was no hint of vibration but we passed Twyford in 29 minutes, 12 seconds before the brakes went on for a long track relaying speed restriction of 20 in Sonning Cutting. I thought, given the circumstances, the driver might show a little impatience, but the '20' was scrupulously observed. A steady 75 was maintained up to Swindon when a second check of 20 was caused at an underline bridge. I think it may have been the Cricklade Road. Undaunted, our driver pressed on, making up as much time as he could until we were pulled up at signals at Patchway where we stayed 11 minutes! The Western Region obviously did not like this train! The vigorous running and the careful observation of speed restrictions were equally impressive. A few weeks later I received a postcard from O.S. Nock where he described the footplate trip with Jenkins mentioned by Toomer. A minimum of 71 at Badminton impressed the famous recorder. Apparently Jack had remembered my run with 5074 which he said (despite its appearance) was "quite good in the cylinders".
Looking back all those years, I suppose that if he had worked from a more 'fashionable' shed, Jack Jenkins would have been as well known as the legendary Jim Street of Old Oak, Laurie Earl of Camden, Sam Gingell (say it 'Jingle') at Ramsgate and all those other footplate immortals we like to read about. Perhaps this correspondence will serve to put Jack Jenkins' name before all those enthusiasts who never had the pleasure of meeting him.
The '44XXs' in traffic. G.B. Bolland
Having spent some years at school in Wellington (Salop), I was very familiar with Wellington's and Much Wenlock's allocation of 44XX class engines and by 1944 had recorded Nos. 4400, 4401, 4403, 4406 and 4409, as shown in the allocation lists for March 1938 and January 1947. However, No. 4404 was also recorded and although it is shown to have been at Tondu in both 1938 and 1947, one wonders whether it was at Wellington during part of the intervening period. The evidence of schoolboys might be viewed with some scepticism, but these engines were always at rest or moving slowly in the station area or shed yard when we saw them, unlike many other classes that came through our village station at speed. If the engine was never allocated to Wellington, there is a possibility that it might have been seen at the rear of Stafford Road Works, Wolverhampton, when waiting for attention there. Can anyone throw some light on the matter? [This engine visited Tyeseley Shops for a 'Light' repair in April 1944, being afterwards transferred back to TDU - Ed]
As a rather belated postscript to my letter in GWRJ No. 67, in relation to an article entitled 'Water on the Northern Routes', I would like to point out that my suggestion that the stock of our school train was worked back empty to Shrewsbury is incorrect. Mr. Copsey has kindly pointed out that although it was empty stock from Albrighton to Cosford, the next station,- it waited an hour there and then formed the 5.55 p.m. passenger service to Wrexham. Schoolboy evidence again! Leamington Spa
The '44XXs' in traffic. Eric Youldon
With reference to the article in GWRJ No. 80, a technical point worth noting concerns engine 4410 pictured on page 454 which shows the small bunker and short rear frame still present. In fact 4410 never did acquire the large version of the bunker and was therefore unique in this respect.
Wenlock branch auto. Charles Underhill
A comment on the use of an Autocoach & Van Third on the Wenlock Branch (GWRJ No. 80). One particular reason for this was because of the School Trains which took pupils from as far west as Presthope to and from Coalbrookdale County High School, which I attended in 1944/5. The pupils all had to travel in the Autocoach under the supervision of the Train Prefects, leaving the compartments in the Van Third for the other passengers. (Actually the Prefects usually went into the Van Third with their current inamorata, leaving the younger pupils to get along on their own). The morning train connected with a Severn Valley train at Buildwas which brought more children from the Shrewsbury direction (this was usually hauled by a Salop 'Duke', either Mounts Bay or Isle of Jersey). The northbound SVR (with an '81XX') didn't bring us any business; those children had to walk from Ironbridge & Broseley over the Iron Bridge. Our SVR colleagues did not return with us in the afternoon, but left school early(!) and walked to Ironbridge for their train home. On the last day of term, all were let out early and the Wen lock branch children walked along with SVR pupils to lronbridge (paying our penny toll over the bridge) for the novelty of catching the SVR to Buildwas and changing there.
I remember one occasion when the Autocoach failed to appear on the afternoon return train and its substitution was an Open Third with tables in the bays. We thought it luxury indeed!
London Transport red Metropolitan Line surface stock heading for Hammersmith
in 1956/7. J. Bassingdale rear cover upper
No. 5675 hauling empty carriage stock (carmine & cream LMS coach visible with Hammersmith train just in view. J. Bassingdale rear cover lower
Issue No. 98 (Spring 2016)
Castle class No, 7007 Great Western leaving Paddington with Cathedrals Express on 22 July 1961. M.G.C. Smith. front cover
John Copsey. 'Castles' in traffic. 62-77
Developed from the Star class with larger cylinders and new standard No. 8 boiler and side-window cab. A few were rebuilt from Star class and The Great Bear was a nominal rebuild. At first 3500 gallon tenders were fitted, but these were replaced by 4000 gallon tenders. An experimental eight-wheel tender was fitted to one locomotive.
|No. 4082 Windsor Castle at Swindon Works in 1924 See letter from Dick Potts on page 180.||62|
|No. 4077 Chepstow Castle passing Hayes & Harlington on up express in 1920s||63|
|No. 4078 Pembroke Castle with down milk empties on down relief road near Iver in 1924||64u|
|No. 4075 Cardiff Castle on up Torbay Limited on Teignmouth seawall on 24 April 1924 (H.G.W. Household)||64m|
|No. 4079 Pendennis Castle on down Cornish Riviera passing Dawlish Warren on 24 April 1924 (H.G.W. Household)||64l|
|No. 4082 Windsor Castle near Iver with doen express||65u|
|No. 4082 Windsor Castle with brass plate stating that HM King George V drove engine at Swindon: at Old Oak Common in 1924||65l|
|Castle class No. 111 Viscount Churchill at Slough on local train on down relief road on 25 April 1925 (H.G.W. Household)||66u|
|No. 4088 Dartmouth Castle with 4000 gallon tender alongside River Exe on 12.20 Truro to York with GWR brake composite for Glasgow and LNER brake composite and brake van for Aberdeen||66m|
|No. 4088 Dartmouth Castle with 4000 gallon tender in the west?||66l|
|No. 4091 Dudley Castle and No. 2979 Quentin Durward on 12.00 Truro to Banbury with LNER brake composite for Aberdeen, GWR brake composite for Glasgow and LNER brake van for Edinburgh in summer 1927||68u|
|No. 4083 Abbotsbury Castle on up express at Teignmouth in 1927||68m|
|No. 5009 Shrewsbury Castle at Starcross on down express in 1927||68l|
|No. 5010 Restormel Castle at Old Oak Common in July 1927||69u|
|No. 5010 Restormel Castle on turntable at Oxford shed||69l|
|Unidentified Castle at Goring withn milk empties in 1920s||70u|
|No. 4076 Carmarthen Castle at West Drayton with up express||70m|
|No. 4094 Dynevor Castle on northbound express at Leamington Spa||70l|
|No. 5006 Tregenna Castle passing Bentley Haeth Loops with 11.45 Birmingham to Paddington (W.L. Good)||71u|
|No. 4096 Highclere Castle with 4000 gallon tender at Starcross on down relief express in 1929||71l|
|No. 4099 Kilgerran Castle with 4000 gallon tender leaving Marshfield with a Cardiff to Bristol stopping train (Noel Webster): who is chap with panama hat on footplate?||72u|
|No. 4074 Caldicot Castle with 4000 gallon tender at Reading on 07.20 Cheltenham to Paddington on 12 July 1929||72l|
|No. 5001 Llandovery Castle with eight-wheel tender at King's Sutton with Paddington to Birmingham via Oxford train including through coaches from Southern Railway||73|
|No. 4099 Kilgerran Castle passing Old Oak Common with up express c1935||74u|
|No. 4085 Berkley Castle with 3500 gallon tender outside Paddington station c1930||74m|
|Castle class No. 4000 North Star inside Tysley shed in 1932 (W.L. Good)||74l|
|No. 4074 Caldicot Castle on down exptress near Brewham on 13.30 Paddington to Penzance on 23 July 1935||76u|
|No. 4074 Caldicot Castle on down exptress near Witham on 13.30 Paddington to Penzance on 30 May 1935||76l|
|Streamlined No. 5005 Manorbier Castle at Swindon: see letter from Eric Youldon on p. 180: bull nose is correct name for dome on smokebox||77u|
|less streamlined No. 5005 Manorbier Castle at Swindon station on 1 December 1935||77l|
G.F. Taylor. Labelling of passenger trains. 78-84.
The cover of Notice Number 210 is entitled Standard Instructions relating to coach working, labelling and cleaning and equipment of train lavatories [pity that copy not supplied to "First" Great Western whose trains seem to lack water]' Illustrations include a Cornish Riviera Express roofboard; a coach destination indicator for Minehead and painters at work on headboards for Cornish Riviera Limited and The Cornishman. The list of trains to be labelled is included from an Appendix
Woodstock station. 85-8.
Blenheim & Woodstock branch clossed on 27 February 1954 and photographs probably taken about that time: first inclues the auto trailer and 14XX?; second the buffer stops; the next two look towards Kidlington and on page 88 one by W.A. Camwell (taken in summer) and one by J.E. Norris of station exterior with cars and motor cycle of that period (or earlier)
'45XX'details. C.F. Tickle. 89-92.
Six photographs of Nos. 4565 and 4549 on 18 October 1959 taken in Wolverhampton Stafford Road Works. Pages 90-1 Swindon drawings of side tanks, cab & bunker (November 1920).
4566. Dave Cook. 93
Group photograph taken outside shed, including Joe Stevens, shedmaster.
John Copsey. Traffic at Birmingham Snow Hill. Part 3. 94-112
|Great Western Hotel in 1914||94u|
|Main Up Platform 7 in 1914 with probable 12.55 Birkenhead to Paddington||94l|
|Star No. 4050 Princess Alice at Down Main Platform 5 with down express in 1919||99u|
|No. 3804 County Dublin with down express in 1925||99l|
|Colmore Row facade in 1927||104|
|39XX 2-6-2T in Platform 5||107u|
|Refreshment room interior on Platform 7 in August 1926||107l|
|Great Western Arcade in 1933||110|
|2-6-0 No. 4387 entering Snow Hill on 26 August 1933||111|
Double-frame survivor: No. 1287. 113-14
1076 class. See also Volume 5 Issue 36 page 240 where Anthony East noted that locomotive survived at Leamington as a stationary boiler until mid-1950s. See also letter from Dick Potts on p. 180
|No. 1287 at unientified location in 1930s||113u|
|No. 1287 out of service in Leamington shed on 22 April 1945||113l|
|No. 1287 awaiting breaking up at Swindon showing eop of tank||114u|
|No. 1287 awaiting breaking up at Swindon side on view||114l|
The last two pictures were taken on 14 June 1953 by Douglas Clayton on a Stephenson Locomotive Society visit: they were submitted by Terry Wykes.
Water tank for Charlbury troughs. J.E. Norris.
Space precluded incorporation of this photograph.
Cover GWRJ No. 97. D.G. Appleton
The cover photograph of issue No. 97 pictures a 'Grange' (not a 'Hall') backing out of Paddington arrival, Sadly no smokebox numberplate nor shed code plate appears. Two-cylinder engines were used on South Wales passenger traffic from time to time, as is evidenced in the photo opposite page 313 in issue 78, with 'Grange' 6857 setting out for home in early 1948, just weeks into nationalisation. 'Halls' or 'Granges' could well manage 12-coach loads on the down run to the Principality - apart from the climb out of the tunnel to Severn Tunnel Junction, the route was easily graded. In former times, 'Saints' were a common sight.
Water troughs. D.G. Attwood
Writer lived near Midgham station for many years, and so the Aldermaston troughs were not far away. A minor road crossed the troughs between the two stations, and I seem to recall a very hard winter when, looking from the bridge, I saw the PW gang breaking the ice in the troughs, lifting the blocks of ice out and putting them on the lineside a bitterly cold job and hard on the hands.
But I recall a summer problem. I was on Newbury station waiting for the train to take me home from school in either 1944 or 1945 when the up Cornish Riviera came into the up platform and stopped for the locomotive to take water. We subsequently learned that the canal bank had burst near Aldermaston and the troughs were dry. Amusingly, a man on the platform who was bound for Paddington realised that the next stop would be Paddington rather than all stations to Reading to change and get a fast onwards. So he opened a door and got into a coach, when a porter came up, saying "Scuse me, Sir, you can't get in there - this train don't stop here".
"Oh, in that case, I can't have got in, can I?" said the passenger. "Good afternoon."
He pulled the window up and walked along the corridor to find a seat.
Water troughs. T.W Wykes
The cast-in lettering on the chair which appears in the bottom left corner of the lower photograph on page 17 of GWRJ No. 97 shows that the rail is '00' section, water troughs being one of the relatively few locations where this rail section was used. The suffix 'ST' denotes a chair with a deeper than normal rail seating. '00' section bullhead rail was introduced by and (as far as I am aware) only used by the GWR and its successor region of British Railways. When new, '00' section rail weighed 97½, lbs per yard, i.e, 21½ lbs more than BS95 section, the latter being the most widely used bullhead rail in the later years of the GWR. The additional weight resulted from the '00' section rail having a deeper head than BS95, and as the overall depths of the two sections were the same (within i/32in), a consequence was that the web of '00' section was shallower than that of BS95. When 1 worked in the Permanent Way Drawing Office of the BR (WR) District Engineer at Wolverhampton, Mr. A W. McMurdo, our chairmen (corrected see errata page 180) (surveying assistants both of whom had previously worked in length gangs) said that '00' section rail could be distinguished from BS95 by a clenched fist test; if the knuckles of four fingers of a clenched fist would enter the web, then the rail was BS95 section - if not, it was '00'. The size of the standard hand required to ensure universal validity of this test was not specified!
During the time 1 was employed on permanent way work, '00' was regarded by the Western Region civil engineering hierarchy as the 'Rolls Royce' of rail sections, being considered superior in terms of corrosion resistance and wearing qualities to the FB 1 09 flat-bottom rail which at that time was gradually replacing bullhead track in main running lines. Only a limited quantity of '00' section rail was manufactured and its use was tightly controlled by the Chief Civil Engineer's office. Generally, the use of '00' rail would be authorised in tunnels and on water troughs, where conditions were likely to give rise to excessive corrosion and also for switch and crossing replacement in a few heavily used principal stations, e.g. Paddington, Birmingham (S.H.), Bristol T.M. Any proposal to use '00' rail in locations other than those I have described would require a very strong case to be made by the relevant District Engineer.
An unusual feature of '00' section rail was that some of the lengths in which it was manufactured differed from those of its BS95 and FB 109 counterparts. Although all three sections were produced in 60ft lengths (and 59ft 9in for the inside of curves), the '00' equivalents of the BS95 and FB 1 09 45ft and 40ft rails were 44ft 6in and 39ft 5in respectively. When designing and ordering materials for switch and crossing replacements using '00' section rail (which in the case of the Wolverhampton District would only have been for work at Birmingham S.H.) one had to be mindful of these differences in rail length in order to avoid the embarrassment of having it pointed out to you by someone further along the material requisitioning chain!
The excellent current GWRJ article on Birmingham S.H., a place where writer happily spent much of my youth, reminded him that he still has the drawing prepared in 1961 for renewal of the scissors crossover between the down through and down platform lines, '00' section rail being used, of course. During the week following the Sunday relaying, the drawing was returned to me without any adverse comment by the Permanent Way Inspector who had supervised the work, so I assume that all must have gone well on the day and that I had ordered all the materials correctly!
'45XXs'. David 1. Tomkiss. 116
Magor troughs were very useful for the North and West expresses non-stop from Bristol to Hereford which seem to have been the main beneficiaries. Page 26 (middle) a Concertina restaurant car heads the train - not many photographs of them around.
Regarding the 45XX auto engines in South Wales, when the even interval timetable for the Cardiff Valleys was introduced in September 1953, it was decided that the lighter-used services could be operated by 3-coach auto trains. 64XX auto engines were quite capable of operating these with two coaches, but three were deemed necessary on some routes, and it would need 45XX engines to work them. Those at Tondu worked the routes to Porthcawl, Nantymoel and Abergwynfi, together with the unadvertised services to Tremains Factory Halt and the Llanharan school train. The Barry engines worked to Llantwit Major, Pontypridd via Wenvoe, Penarth via Sully and Cardiff General, Clarence Road or Queen Street. There were not many passenger trains through Wenvoe! Cathays engines worked to Sengenydd, Coryton, Bute Road or Penarth. Reduced passenger numbers meant that 64XX and two coaches could cope; diesel cars and branch closures deprived the 45XX of work and they gradually drifted away. The final Tondu duties were to Porthcawl, Blaengwynfi and Tremains until DMUs took over.
None of the above services were exclusive to the 45XX; locomotives and coaches always worked the more popular trains. The 'BA' turn described on page 468, issue No. 96, is perhaps the most adventurous and was one of the few times that an engine could be seen working 'chimney down valley' on alternate days.
Pontypool Road. R. Crump
All freight trains from Pontypool Road to Llanhilleth had the unofficial title 'Muck Hole' believe me it was not very nice as it was situated in a busy and narrow part of the Western Valley where it had four roads and sidings, the single-track line coming down from Crumlin Junction (on the Taff Vale Extension) to Llanhilleth Middle signal box. To quote from a book by John Drayton, who was a driver at Pontypool Road, titled On The Footplate, "The single line between Llanhilleth Middle and Crumlin Junction signal boxes was worked by electric train token system. It was the rule that all trains from Llanhilleth conveying more than a single engine load must be assisted in the rear. Up trains exceeding 20 wagons could not be accepted by Crumlin Junction unless a clear run was given off the branch. The signalman at Llanhilleth Middle Box had to inform his confrere at Crumlin Junction on the telephone whether it was a one, two or three engine load before asking 'Is line clear' for the train." During the Second World War, workmen's trains also worked over this steeply-graded mineral branch which was I in 42, double- headed by two Panniers from Aberbeeg shed, the trains originating from Ebbw Vale and Brynmawr and joining at Aberbeeg. When banking freights up, both engines were flat out, full regulator and full forward gear, so no firing was done, the fire well built-up before the start.
45XX. Mike Barnsley
I have in my collection a pair of very fuzzy snapshots of No. 4550, for which I enclose scans, showing her after she had made violent contact with buffer stops. Unfortunately, the prints are anonymous and undated, so apart from the location being recognisable as Tidworth, I have been unable to find out any details of the circumstances of the incident. I have found that No. 4550 was recorded as working in the area in the mid-1950s, although after the line was transferred to the Southern Region in 1952, the LMS 2MT locos seem to have been favoured for the Tidworth services.
'94XX'. Dave Cousins 117
I have managed to complete a set of plates for the '94XX' classes. Note that the Hunslet plates for the '84XX' and '34XX' are of different patterns. (The engines were actually built by Yorkshire Engine Co.) The '94XX. types only had one plate each, on the left-hand front splasher. This is why they are hard to find. Engines involved are 8424 (WB), 8458 (YE), 8485 (HC), 9440 (RSH), 9496 (HE/YE) and 3404 (HE/YE).
Photograph: Top: 8458, 2nd row: 9496 (YE 2550) and 3403 (YE 2578); Centre: 8424; Bottom row: 8485 and 9440
Birmingham Loco. Ken Rathbone
A minor lapse of memory appears to have taken place in Dick Potts' article in GWRJ No. 92, page 234. Response from Dick Potts on page 180. The workmen's trains serving the Austin Motor Conpany's employees at Longbridge did not in fact pass through Rednal, which never boasted any rail connection, but through nearby Rubery on their journey from Old Hill and Halesowen to Longbridge.
At Rubery there was a loop through the station, which enabled the two late-afternoon trains to pass. The first arrived at Longbridge at sometime before 5.0 p.m., where the Pannier tank loco ran round its train. It had arrived bunker first, and, after coupling, waited for the 5 o'clock rush of workmen to board the two (or maybe three) third class non-corridor coaches. This train departed at 17.10 and crossed with the later train at Rubery. This later train arrived at Longbridge at between 17.20 and 17.25 and was of similar composition to the former train. This collected the 17.30 exodus from the Austin, and departed at 17.50.
In the Longbridge West (or was it North?) signal box, it was my 'job' to release the Down starter, a GWR lower quadrant signal which was the easiest lever in the box to move. Most of the point levers and the exchange of the single-line tokens I left to the signalman himself. After all, it was by his invitation I was there, and in 1942 or so I was only 11 years old!
Newport. David J. Smith
Several of the captions in the photo-feature on Newport (Mon) in GWRJ No. 88 state that on the River Usk viaduct the main lines were on the north side, on the new part of the structure, but this was not so. The relief lines ran alongside the main lines on their northern side continuously from Gaer Junction to the former Maindee west junction, where the Hereford lines diverged to the left and the relief lines merged with the main lines in the direction of Maindee Junction East. Reference is made to the deficiencies in the layout and the operating difficulties that arose in consequence. An example is seen in the upper illustration on page 453 a photograph that was taken many years before 1946 where the up platform line in its original form looped into the up main line. Trains at this platform for the Hereford line needed to reach the up relief line but to do so had first to join the up main line before immediately entering the facing crossover leading to the up relief. When such movements were being made, no train could be signalled up the main line from Newport West. Conversely, if a train was signalled on the up main line, no train could leave the platform.
Matters in this respect were improved by the provision of a facing connection between the up platform line and the down relief line, just discernible in the lower picture on page 453 and also visible in the upper one on page 452. Hereford-line trains could now avoid the up main line and proceed to the up relief line via the down relief and the slip road in the diamond of the main-to-relief crossover in the right foreground of the latter picture, and as exquisitely depicted on page 450. No physical alteration in the signalling was required by this alteration. The facing points in the platform line were normally set for a straight-ahead movement whilst those in the relief line were set for platform 6.
The downside of this arrangement was that whenever a train was signalled on the up platform line, no train was allowed to approach on the down relief line because of the risk of a head-on collision should the up train overrun its home signal at the platform end. This precaution was necessary as the only measure that could be taken against such an occurrence, but of no real practical use, was the provision of a three-shot detonator placer at the signal. Trains on the down relief line included Eastern Valley local services, which normally entered platform 6. When a potential conflict arose, up platform line trains normally took precedence.
Apart from the relief lines which were signalled for two-way working through the station, other short sections of line were also used for two-way running as a matter of operational necessity, as evidenced by the proliferation of facing-point-lock covers around the layout. The ladder crossover on page 452, lower, was a case in point, catering for train movements both from the down relief to down main, and the up main to up relief line.
Access to the loading dock and sidings on the right-hand side on page 450, known as the Fish Jetty, was from a trailing connection in the down platform line, also seen on page 452 upper, that led to a spur and stop block on the Usk viaduct, seen on page 452, lower, whence a kickback led to the sidings. At the points of the trailing connection there was a double ground disc, situated between the tracks. This site was the scene of an accident that resulted in a change in the signalling arrangements. A daily service from Crewe was due at the down platform a little before midnight, where it was divided, the front portion continuing to Cardiff and the rear portion forming the 23.54 train. Newport to Bristol. Early on 19 August 1938, after the train's late arrival, engine No. 4925 Eynsham Hall backed out of the spur and coupled up to the rear of the train. The signalman left the points set for the spur but, when setting the road to the up main line, inadvertently pulled off the lower disc; the fireman misread the red-over-green disc display; the driver, on the platform side of the cab, saw the green aspect of the up main advanced starting signal and accepted his fireman's call that the disc was off. Soon after the train started, the fireman saw the red light on the stop block ahead and shouted to the driver who at once responded but was too late to prevent the engine carrying away the stop block and stopping, with all wheels derailed and the buffer beam and bogie damaged, after striking the lattice girder parapet of the viaduct. Three passengers had minor injuries and two coaches were slightly damaged. As the remainder of the train was intact, it later went on to Bristol.
In his report on the accident, the MoT inspecting officer said that a regular daily movement of this kind should preferably be controlled by a running signal, and recommended accordingly. The GWR noted this and later replaced the double disc with a route-indicating semaphore, sited at the rear of the platform, as seen on pages 450 and 452, upper.
At the other end of the station, as shown on page 455 upper, Gaer Junction's down main distant signals were slotted by West box's down platform and down main home signals, whilst the inner distant is discemible on page 456, lower, slotted by the down main advanced starting signal at the entrance to the Old Tunnel. What is not so evident is the absence of an intermediate distant with the down main starting signal on the left of the picture. This equal-sided bracket signal with calling-on arms had to be fitted into a very confined space, with limited visibility. Even the running-signal arms were only 3 feet long and of special design, so a distant signal could not be accommodated as well. Although unorthodox, the arrangement worked because drivers were acquainted with it and, with a permanent restriction of 40mph and few trains running non-stop through the station, speeds were not high.
The view of Gaer Junction on page 457, lower, is another that is earl ier than 1946, by at least ten years. Just discernible on the right is the down Western Valleys home signal with a right-hand bracket duplicating that of the up relief starting signals in the right foreground. Reflecting the MoT Requirements of 1925 this superfluous duplicate arm and bracket were removed around 1943, as were the left- hand bracket and arm with the up goods line home that duplicated the tall up main starting signals just left of centre. In the picture the up goods home is largely obscured but its position, on the down side of the down goods line, can be deduced from the plume of steam from the engine of a goods or mineral train waiting there, like many others, for a path through the tunnel to Newport station. Like most of the trains that stood at this signal, in the block section, the brake van at the rear was somewhere near Alexandra Dock Junction, where it is likely that a bank engine would have buffered up to assist the train engine in starting on the I in 101 rising gradient. Bank engines worked right up to the tunnel mouth, where the gradient slackened, and dropped back to A.D. Junction on the down goods line via a trailing crossover within the double scissors similar to that in the relief lines on page 457, upper, that is distinguishable by the ground disc at the end of the slip road in the diamond. The main lines through the station were frequently occupied by goods trains that were stationary or drawing forward to an adverse home signal at the far end, waiting to go forward, as on page 451. Down empty mineral-wagon trains for the Western Valleys usually crossed to the relief line at the West signal box. Bay platform 3 on the left, with two coaches stabled there, was variously used for departures to Brecon and Cardiff, as well as excursion trains to Barry Island. In the top right-hand corner, below the white building (the partly finished Civic Centre, finally completed with the addition of a clock tower in 1964), is a large square brick building, with four windows visible on the top floor, which had three storeys. This was the GWR Newport Divisional Engineer's (BR (WR) District Engineer's) Office in Devon Place, where I worked in the Permanent Way section in the mid-1950s and again in the early 60s. The two-storey building immediately to its left was also part of the DEO. Beyond this building is an elevated water tank that supplied the platform water cranes at the western end of the station, complementing the one at the other end, seen on the facing page. The white masonry two-bay building to the right of the smoke plume, former carriage and wagon shops, was occupied by the S&T Department, and was where the District Iinemen were based and stores were held.
The designated carriage sidings were situated behind the West signal box and were numbered 1-6. Coaching stock and an engine are seen in them on the left of the picture on page 454, upper. The man in front of the coaches could be a carriage shunter, as several were employed here. Coaching stock could also be stabled in the six-road carriage shed at Ebbw Junction, two miles down the line. On page 455. upper, the train on the right of the picture appears to consist of LMS stock, with a Webb 0-6-2 Coal Tank at the front, awaiting departure to the Sirhowy Valley via Risca and Nine Mile Point. The coal tanks were the mainstay of these LMS services to and from Newport during the wartime and early postwar years.
Appeal. Steve Douglas. 120
I am currently undertaking a model of Minehead station around 1947. Despite a number of excellent reference books, I am sadly lacking information on two aspects of the station.
Does anyone have drawings or detailed photographs of the crane that was in the yard at the time? I hope to get a CAD drawing made of the crane so I can commission a 3D printed model. There are distant photographs and some speculation in the excellent book by Ian Coleby that it is a Stothert &Pitt crane. This seems quite possible as they are a local manufacturer, based in Bath, more known for their dock cranes such as those at Bristol Docks. A similar crane can be seen in photographs of Ross on Wye.
Similarly, the goods yard built in the 1930s on the same side of the station as the engine shed is never represented in photographs. Does anyone know where photographs of this part of the station can be found?
GWR Journal. No. 97:.
Cover photo: As pointed out in the first letter, the engine shown is a 'Grange', not a 'Hall' as stated, The Editor would like to thank the numerous people who have written to or phoned us to point out this error.
Page 21 bottom - the '61XXs' did not have a water pickup; earlier '3150' 2-6-2Ts had been fitted. but all apparatus had been removed by this time. Page 26 - Troughs: the Southern engine pictured passing Rowington is a 'D15' 4-4-0, not 'S15',
Leamington Spa. J. Bassingdale. 118-19.
Colour photographs: No. 4074 Caldicot Castle entering station with 09.25 Margate to Wolverhampton train in 1962 or 1963 (train formed of Southern Region stock). No. 1005 County of Devon arriving with 10.30 Weymouth to Wolverhampton with maroon Western Harrier on express for Paddington. See errata on page 180 (Issue 99)
Pannier tanks Nos. 1504, 8763 and 3646 in Old Oak Common yard on 1 October 1961. M.G.C. Smith. rear cover
Number 99 (Summer 2016)
King class at Birmingham Snow Hill on 09.00 Paddingtonn to Wolverhampton.
This is a very poor quality cover either due to the original photograph of to is reproduction: therefire the reae cover is reproduced
John Copsey. 'Castles' in traffic. Part 2. 122-41.
|Streamlined No. 5005 Manorbier Castle passing Haresfield with 5 coach 16.20 Cheltenham St. James to Paddington on 30 March 1936||123u|
|No. 100 A1 Lloyds on down main platform at Swindon on 28 February 1937 (H.F. Wheeler)||123l|
|No. 5016 Montgomery Castle on Crewe to Plymouth train near Pilning on 23 January 1936||124u|
|No. 4085 Berkeley Castle on down West of England express near Frome on 23 April 1936||124m|
|No. 5052 Eastnor Castle at Newport station with a down express on 31 May 1936||124l|
|No. 5021 Whittington Castle on Crewe to Plymouth express near Brent Knoll on 6 May 1936||125u|
|No. 5043 Barbury Castle near Standish Junction with up Cheltenham Flyer on 9 June 1936||125l|
|No. 5018 St. Maws Castle passing Beaconsfield on Paddington to Wolverhampton excursion on Sunday 20 September 1936||126u|
|No. 4092 Dunraven Castle at Plymouth North Road waiting to take over down Cornish Riviera on 27 March 1937||126m|
|No. 5036 Lyonshall Castle at Newton Abbot with Holiday Haunts Express headboard on 28 March 1937||126l|
|No. 5014 Goodrich Castle stopping at Beaconsfield on 16.40 Paddington to Banbury semi-fast||127u|
|No. 4037 The South Wales Borderers at Dawley on 15.55 Paddington to Carmarthen express on 29 May 1937||127m|
|No. 5044 Beverston Castle (or Earl of Dunraven) at St. Mellons (Noel Ingram)||127l|
|No. 4032 Queen Alexandra on 10.25 Birmingham Snow Hill to Weston-super-Mare express leaving Wickwar Tunnel on 14 April 1938||128u|
|No. 5064 Bishop's Castle at Uphill Junction on down Devonian on 2 June 1938||128l|
|No. 5058 Earl of Glencarty passing Dawlish Warren with down Devonian on 21 June 1938||129u|
|No. 5048 Earl of Devon on 12.15 Minehead to Paddington near Westbury on 6 August 1938||129m|
|No. 4099 Kilgerran Castle on 15.30 Paddington to Penzance near Frome on 20 August 1938||129l|
|Castle class allocations 1939 (map)||130|
|No. 4068 Llanthony Abbey being rebuilt as Castle at Swindon on 26 February 1939 (B. Eccleston)||131|
|No. 5016 Montgomery Castle on Old Oak Common shed on 4 March 1939 (B. Eccleston)||132u|
|No. 5093 Upton Castle on Swindon shed on 18 June 1939 (B. Eccleston)||132l|
|No. 4000 North Star entering Beaconsfield station with probable 14.40 Birkenhead to Paddington on 23 July 1939||135u|
|Unidentified Castle passing Iver in 1939||135l|
|No. 5071 Spitfire in September 1940||141|
Arrangement of boiler mountings - S/5 boiler 4500 class Swindon October 1930 No. 89614. 142
Chris Turner. Britannnia Crossing. 143-5.
See also Issue 25 page 2 et seq for article on Kingswear. Britannia Crossing Halt originated on 18 October 1877 when the Prince of Wales took his twp sons to start their naval training at HMS Britannia and a platform was erected. From early 1888 this became a semi-public facility and enabled access to the Higher Ferry. The adjacent level crossing was open from 07.00 to 22.00 in summer (19.00 in winter) for access to the ferry. The illustrations and notes are based upon an interview with Joyce Adamson, daughter of Bob Ashton, the crossing keeper. Bob had been born at Tiverton in about 1895 and worked as a signalman there. Joyce was born in 1920 (he had married Edith Potter in 1918). An accident made him unable to work large manual signal boxes and he was employed as a crossing keeper including at Whitehall Halt on the Culm Valley line, but moved to Britannia Crossing on 12 April 1935. Electricity was provided for the halt and accomodation from 1938 (formerly paraffin) which arrived by train. Drinking water came by churn, but there was a well for other water supplies. There are five illustrations including one of Bob Ashton in GWR uniform.
Richard Watts. Schoolboy memories of the Abingdon branch, 146-50.
From 1952 until 1960 author attended Abingdon School (known locally as Roysse's School) using The Bunk (auto train) from Radley to complete the journey from Didcot. Latterly the train service deteriorated and was provided by a diesel railcar.
No. 1442 with auto coach at Radley in December 1956 (J.H. Venn)
No. 1437 with auto coach at Abingdon in 1955 (P.B. Whitehouse)
Mail being loaded into modern auto coach at Abingdon on 12 June 1956 (S. Fletcher)
Abingdon station forecourt on 28 May 1957 (R.M. Casserley)
Engine shed, spare auto trailer and gasworks (R.H.G. Simpson)
Fireman Den Carter, Driver Harold Ludlow and a porter with 14XX at Abingdon on 16 May 1952 (J.B. Snell)
Castle class No. 5081 Lockheed Hudson passing Appleford Halt with Hereford express on 11 June 1960 (Frank Saunders)
John Copsey. Traffic at Birmingham Snow Hill. Part 4. 151-75.
|Star class No. 4058 Princess Augusta probably on an up relief or excursion in early 1930s (M.F. Yarwood)||151|
|No. 4579 on 08.40 freight from Stourbridge Junction and No. 5167 with stock for 12.24 to Lapworth on 7 September 1934 (M.F. Yarwood)||152u|
|517 class No.1466 with auto trailer No. 70 with 13.45 to Dudley via Old Hill on 7 September 1934 (M.F. Yarwood)||152l|
|No. 5192 arriving in Up Main platforms with express from Wolverhampton on 3 August 1935 (H.F. Wheeler)||153u|
|Holidaymakers boarding Up train off end of No. 11/12 Platform entering articulated triplet set on 3 August 1935 (H.F. Wheeler)||153l|
|Northern approacvhes with power signal box and diesel railcar (probably on Cardiff service fill-in turn to Stratford) in late 1930s (L.E. Copeland)||154-5|
|No. 2981 Ivanhoe on Up Middle road probably on pilot duty||156|
|Station pilot (possibly Saint class) at north end||162|
|Hotel viewed from across Colmore Row and down Livery Street on 11 June 1939 (GWR official)||165|
|View down Livery Street on 11 June 1939 (GWR official)||166u|
|View down Livery Street on 11 June 1939 further North (GWR official)||166l|
|Hotel viewed from across Colmore Row at junction with Bull Street and down Snow Hill on 11 June 1939 (GWR official)||168|
|Station entrance off Snow Hill on 11 June 1939 (GWR official)||169u|
|Snow Hill at north end of station with Slaney Street on right on 11 June 1939 (GWR official)||169l|
|Sandbag architecture to proect windows on platform buildinghs during WW2 on 2 May 1940 (GWR official)||171|
|No. 6905 Claughton Hall on Up Middle road probably on pilot duty in 1944 (GWR official)||175|
Platform trolleys at Banbury station. H.J. Stretton Ward, 176
Three different 4-wheeel trolleys. Merton Street station in background. See also British Rly J. No. 70 and LMS Reviewl No. 2.
John Lewis. The manufacture and distribution of gas for coach lighting.
Most railways used the German Pintsch process, but the Great Western used the Pope process developed by W. Pope of the Gotha Works in Slough to produce oil gas for carriage lighting. The shale oil used came from Scotland and was carried in GWR tank wagons. It was refined in retorts separately from coal gas although the two plants (one for coal or town gas) were adjacent at Swindon. The gas was purified using natural iron oxide from peat and this eliminated sulphur from the gas. The oil gas was conveyed in cordons under pressure to gassing points around the system. Thhere are two photographs of the Swindon oil gas works, John Lewis covered cordons in first issue
Birmingham Loco. Dick Potts
In answer to Keith Rathbone's letter in GWRJ No. 98, I must plead guilty as charged. Mitigating circumstances - old age! He was right. I always got the two tram routes to the Lickeys mixed up as you could catch either depending which side of the hills one wished to go. The Rednal tram terminated at the more popular side of the Lickeys and the Rubery trams terminated at the entrance to the Mental Home as it was called then. Well spotted, Brummie!
In the I950s when I fired over the line, Tyseley had two trains, the 4. I 5 a.m. ex- Bordesley June. and in the afternoon the 2/15 ELS from Tyseley Carr Sdgs to Longbridge to return with the 5/0 p.m. (?) workmen's to Old Hill. By the time we had drawn up to the water column, all the passengers had disappeared. We were relieved by Stourbridge men, then travelled to Snow Hill to relieve Tyseley men on the 5/5 p.m. ex-Cardiff and work ECS to Tyseley Carr Sdgs.
Re GWRJ No. 98, page 62. The photograph of 4082 Windsor Castle, I don't think it's at Swindon. It had been to Darlington for the Stockton & Darlington celebrations and still had the parade number '50' on the top smokebox lamp bracket. Also, if you look closely, the front RH splasher seems to have been damaged compare with other two splashers. The celebration dates were 1-3 July 1925. Brickwork and windows don't seem, to me, like Swindon. We shall see, and no doubt someone will write to you!
Saw 1287 at Leamington several times but the darkness of the shed where it was parked prevented me taking any photos.
Water pick-up and 'Castles'. Eric Youldon
The only GWR tank locomotives that had water pick-up apparatus, which incidentally had to be two-way, were the 36XX and 2221 classes plus a few 3150s, all from new. The last mentioned lost it in 1912 and the others by 1922. The driver of 6118 in the photo on page 21 of GWRJ 97 therefore had no option to staying dry!
Re Castles article in GWRJ 98, I have just one comment and that concerns the bull nose (official term) 5005 in page 77 photos. Removal of streamline sections is quoted in the RCTS Locos of the GWR Part 12 and were thus:
September 1935: Front cowling and tender fairing.
June 1943: Bull nose, chimney and safety valve casings, straight splashers and nameplates.
June 1947: Wedge-shaped cab.
GWR Journal.No. 98
Page 119 - The picture taken at Leamington Spa should, of course, have read County of Devon not Countess of Devon.
Page 115 - In the letter from T. W. Wykes, middle column, 15'" line, the word 'chairman' should have read 'chainmen'.
St. Ives shed man. Bill Crosbie-Hill
Re Matthews' memories of St. Ives (GWRJ No. 97), we stayed in the camping coach at St. Ives in June 1960. After the arrival of the last train from St. Erth, the crew put the engine on shed. The driver had a new Austin A40 and he gave the fireman a lift home. Soon after, in the gathering gloom, a man of short stature, somewhat rotund and who walked with the sailor's roll, came down the path behind the station. This was the shedman going to put the '45' to bed. As he did not return, we assumed he slept with the engine to prepare it for the next day's work before going home in the morning. Later I learned the shedman was Tommy Bassett, who had done the job for a number of years. I expect he would have retired the following year when the shed closed and with it the end of personal locomotive care.
No. 4155 on a Lapworth to Snow Hill stopping train at Bentley Heath. J. Bassingdale. rear cover
Number 100 (Autumn 2016)
C.F. Taylor and John Copsey. Labelling of passenger trains. Part 2. 183-4.
John Copsey. Melksham. 185-202
Opened on 5 September 1848 on line which links Chippenham with Holt and thence to Trowbridge or Bradford-on-Avon and providing a divertionary route avoiding Box Tunnel. Its major industry the Avon Rubber Company is barely mentioned yet it must have provided considerable inwards traffic for raw rubber (certainly natural rubber and probably synthetic rubbers), carbon black, textiles and rubber chemicals and outwards traffic of tyres, conveyor belting and railway components before being usurped by the free provision of motorways and their associated pollution. The line had been converted from broad gauge in 1874. Passenger services are covered in considerable detail, but many dis not stop at Melksham.
|Melksham station c1900 with baulk rail on Up Main line||185|
|Area map c1925||186|
|Ordnance Survey map/plan 1875||187|
|Melksham station c1930||192|
|Melksham station c1950||192|
|Ordnance Survey map/plan 1942||195|
|Ordnance Survey map/plan 1945||196|
|Looking north to goods shed from down platform in 1950s||197|
|Star No. 4038 Queen Berengaria arriving on short stopping train from north||197|
|Star No. 4038 Queen Berengaria moving to attach siphon||197|
|Melksham station forecourt||199|
|Looking north to footbridge and goods shed from down platform in 1950s||199|
|No. 5422 with an autocar on service to Chippenham||199|
|Looking south towards Bath Road overbridge||200|
|No. 5422 with an autocar on service to Chippenham||200|
|Up platform shelter||200|
|Looking north from Bath Road overrbridge towards main station building||201|
|Looking north to goods shed from down platform||201|
|Melksham signal box||201|
|No. 5422 with an autocar departing for Chippenham||202|
|Looking under Bath Road towards Ministry of Works grain silos built in 1939||202|
Jack Matthews. St. Ives station in detail. 203-8.
Photographs by P.G.F. English. Views coloured by miserable arrival by Last Great Western to St. Erth to see "connection" departing as we crossly crossed unsafe footbridge and then the connection expired at St. Ives where we were too late to find accommodation office open. Fortunately we were able to retun by train to St. Erth and thence to Paddington to find that Circle Line service was disrupted. Needless to state that First service was late due to prolonged stay at Ivybridge where staff attemted to let ivy grow over train. Disenfranchise should re-establish its true meaning.
Eastern end looking towards Malakoff
|Eastern end looking towards Malakoff||203|
|Looking west with main station building||204|
|Main station building||204|
|Main station building with Porthminster Hotel behind||204|
|Parcels office & gas light||205|
|Chocolate machines, Mail box & bookstall||206|
|Telephone kiosk on platform||206|
|View towards telephone box and Malakoff||207|
|Forecourt at rear of platform||208|
Standard boards. 209
John Copsey. The Great Bear. 211
John Copsey. 'Castles' in traffic. Part 3. 219
|No. 4093 Dunster Castle on down express under Warren Road bridge in Sonning Cutting c1945||219|
|No. 5008 Raglan Castle approaching Bentley Road crossing on 16.05 Paddington to Shrewsbury in August 1945||221|
|No. 5072 Hurricane at Kingswear on 25 August 1945 (H.C. Casserley)||221|
|No. 5012 Berry Pomeroy Castle on empty stock passing Goodrington Sands Halt on 25 August 1945 (H.C. Casserley)||221|
|No. 5011 Tintagel Castle at Taunton with a down express on 6 July 1946||222|
|No. 4000 North Star arriving Leamington Spa with local passenger train from Banbury in early 1947 (H.J. Stretton Ward)||225|
|No. 5048 Earl of Devon with long express c1947||225|
|No. 5076 Gladiator at Dawlish with up express formed of LNER teak c1948||225|
|No. 5075 Wellington with 51XX assisting behind Castle nesar Bentley Green crossing c1947 (C.F.H. Oldham)||226|
|No. 5087 Tintern Abbey on turntable at Oxford shed c1947 (R.H.G. Simpson)||226|
|No. 5036 Lyonshall Castle at Old Oak Common c1947||226|
|No. 5033 Broughton Castle arriving Leamington Spa with 20.10 local passenger train formed of Q set from Banbury in 1947 (H.J. Stretton Ward)||227|
|No. 4000 North Star near Saunderton with 16.10 Paddington to Birkenhead on 24 May 1947||228|
|No. 4093 Dunster Castle at Bristol Temple Meads with eastbound train on 12 July 1947 (W.H. Stone)||228|
|No. 7004 Eastnor Castle with parcels train at Gloucester on 17 May 1947||228|
|No. 4037 The South Wales Borderers on Whitnash Bank with 11.40 Birkenhead to Paddington on 16 May 1947 (H.J. Stretton Ward)||229|
|No. 5075 Wellington descending Whitnash Bank with 14.10 Paddington to Birkenhead on 19 May 1947 (H.J. Stretton Ward)||229|
|No. 4097 Kenilworth Castle entering Par with 10.40 Penzance to Wolverhampton on 25 August 1948||230|
|No. 4096 Highclere Castle at Hereford station on 26 March 1948 (W.A. Camwell)||230|
|No. 5067 St. Fagans Castle at Port Talbot on 27 March 1948||230|
|No. 4094 Dynevor Castle on 15.45 Snow to Cardiff entering Cheltenham Malvern Road on 21 May 1948||231|
|No. 5055 Earl of Eldon passing Beacomsfield with .11.10 Paddington to Shrewsbury on 9 May 1948||231|
|No. 7008 Swansea Castle (tender lettered BRITISH RAILWAYS) with 09.20 Birkenhead to Bournemoth formed of Southern stock descending Hatton Bank (L.H. Leftwich)||231|
|No. 5055 Earl of Eldon in full GWR livery on Old Oak Commnon shed in May 1948||231|
|No. 7011 Banbury Castle in light green livery (tender lettered BRITISH RAILWAYS) at Bath Road shed Bristol in June 1948 (H.C. Casserley)||232|
|No. 5021 Whittington Castle in light green livery (tender lettered BRITISH RAILWAYS) at Par with down Cornish Riviera on 25 August 1948||232|
|No. 5021 Whittington Castle under hoist at St Blazey shed with centre coupled wheelset removed||232|
|No. 4084 Abbotsbury Castle with smokebox numberplate and GWR livery on Cardiff Canton shed on 14 August 1949 (H. Cooper)||233|
|No. 4076 Carmarthen Castle (tender lettered BRITISH RAILWAYS) on Stafford Road shed on 24 April 1949 (C.F.H. Oldham)||233|
|No. 5079 Lysander passing Whiteball signal box with down express in September 1949||234|
|No. 4091 Dudley Castle under repair in Old Oak Common shed on 18 September 1949 (F.J. Saunders)||234|
|No. 5031 Totnes Castle (tender lettered BRITISH RAILWAYS) at Stafford Road shed on 30 April 1949*||235|
|No. 7007 Great Western at Old Oak Common shed on 27 April 1950||235|
|No. 5017 St. Donats Castle and another Castle with 11.00 Paddington to Plymouth on climb to Dainton||238|
|No. 5092 Tresco Abbey with departure from No. 1 platform at Paddington on 27 May 1950||238|
|No. 7030 Cranbrook Castle at Swindon with up parcerls train on 11 June 1950 (L.R. Peters)||239|
|No. 7000 Viscount Portal leaving Parson's Tunnel on 11.25 Cardiff to Penzance on 8 July 1950 (B.M. Barber)||239|
|No. 7024 Powys Castle approaching Reading with up Red Dragon from Carmarthen on 18 July 1950||239|
|No. 4073 Caerphilly Castle at Salisbury with 11.00 Brighton to Cardiff on 12 August 1950||240|
|No. 7027 Thornbury Castle and No. 4077 Chepstow Castle on 07.30 Penzance to Wolverhampton climbing in South Devon on 11 September 1950||240|
|No. 5057 Earl Waldegrave passing Twyford with 11.15 Paddington to Weston-super-Mare The Merchant Venturer in 1951 (M.W. Earley)||241|
|No.5003 Lulworth Castle at Exeter St. David's on 21 June 1951||241|
|No. 5094 Tretower Castle at Weymouth on 27 June 1951 (R.S. Carpenter)||242|
|No. 5053 Earl Cairns with 43XX No. 5331 north of Bentley Heath with 11.50 Bournemouth Central to Birmingham formed of Southern stock on 21 July 1951 (C.F.H. Oldham)||242|
|No. 5075 Wellington on turntable at Reading shed on 10 August 1951||242|
|No. 5017 St. Donats Castle at Torquay station with 11.25 Kingswear to Paddington on 15 August 1951||243|
|No. 7028 Cadbury Castle in rock cutting near Winterbourne with 12.20 Neyland to Paddington on 19 August 1951||243|
|No. 5059 Earl St. Aldwyn on Exeter shed in August 1951||243|
|No. 7006 Lydford Castle on Gloucester Horton Road shed on 27 April 1952||244|
|No. 5038 Morlais Castle at Old Oak Common on 10 May 1952 (H.F. Wheeler)||244|
|No. 4091 Dudley Castle approaching Thingley Junction with 16.15 Paddington to Bristol on 23 May 1952||245|
|No. 7027 Thornbury Castle approaching Thingley Junction with 17.05 Paddington to Plymouth on 26 May 1952||245|
|No. 5020 Trematon Castle on Canton shed on 26 July 1952 (R.C. Riley)||245|
*locomotive with chalk markings: Wembley 1949: Wolves were playing Leicester City in Cup Final at Wembley