Great Western Railway Journal Volume 8
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Number 57 (Winter 2006)
Castle 7000 Viscount Portal entering Leamington Spa with 14.10 Paddington to Birkenhead on 7 October 1961. Michael Mensing. Front cover
Copsey, John. Leamington Spa - the station and its traffic.
Pictures include the old station, the work of rebuilding, and its Hornby Dublo replacement of the late 1930s: see also letter from Ian Baxter in Number 58 (p. 117) concerning work by Chiltern Railways and Friends of Leamington Spa Station to restore some of former glory. Another letter from T.G. Mann (p. 117) concerning caption for 4558 (location within station). Illus. pp. 2-3: 4923 Evenley Hall on up passenger in July 1948 (H.J. Stretton-Ward); 2301 class No. 2328 with highly polished dome at coal stage on 9 September 1911 (H.J. Stretton-Ward); another 2301 on turntable; 36XX 2-6-2T approaching from south on 8 May 1911 (H.J. Stretton-Ward); pp 12-13 overall view c1903 with great variety of passenger rolling stock; 3226 2-4-0 arriving from south with very short train c1910 (also similar train hauled by Stella class? on 7 May 1911); 2910 Lady of Shalott awaiting departure for Paddington on 19 May 1911; 1076 class 0-6-0ST No. 1258 taking water on 30 September 1910; 2301 No. 2347 with polished dome c1910; Metro tank with polished dome on 20 August 1910 probably with Birmingham train; 31XX in original state on 7 May 1911; p. 21 lower: 2912 Saint Ambrose arriving from south on 9 September 1911 with through coach from SECR: see letters from Editor and from Terry McCarthy on page 300 which describe convoluted cavortings of said through coach from Folkestone to Shrewsbury (where it was turned before homeward trip), via Paddington and Victoria. Walter Johnson (page 419) questions how tickets were obtained for up services at the old station, but notes that his father made purchases through an agency. ..
Night time view of Castle class locomotive footplate near
7001 Sir James Milne with Driver Reg Deacon at regulator and Fireman Fred Phillips at front of 19.10 Paddington to Birmingham. Cab appeared to be illuminated by special electric lamp. Location confirmed by fourth rail electrified track alongside.
GWR Platform fencing drawing. 54.
Drawing dated 23 March 1943 at Aldermaston: concrete posts, wire and galvanized tubing.
Chadwick, John. Trials & tribulations on the
The prospect of heading into the Cotswolds from Yarnton via Chipping Campden to Honeybourne, in a blizzard with an over-loaded 22XX was interrupted by the collapse of its brick arch and subsequent replacement by a Hall working tended first. Various adventures through bad firing and the perils of "foreign engines": RODs, J39s and Super Ds where their bark concealed an excellent boiler and the happy ability to plod.
'Counties'. Ron Hacker.
See Volume 7 page 326 for last part of three part series: like the Manors they were difficult to fire and required a specialized technique; only two dampers were fitted initially, but this was later rectified; the Midland-type and firehole door made it difficult to construct a good fire; the engines rode well, but the Stephenson link motion inhibited short cut-off working, and if it was attempted this led to buffeting in the first coach
'Counties'. D.E. Walker.
Comment No. 1011 under repair at Oswestry outwith the red zone to which it was supposedly restricted; also comment on loading of 23.20 Taunton to Wolverhampton parcels which ran via Westbury: see letter from Glyn Williams (page 117) which explains that Gobowen to Oswestry was red-rated and Oswestry Works repaired 7033 Hartlebury Castle; 1002 County of Bucks; 6930 Aldersey Hall, 45572 Eire and 9F 92247; also comment on Siphon Gs at Cheddar 7 page 303,.
'Counties'. T.I.Y. Jones.
See illus. page 284 and letter by D. Simmonds on page 356 of Volume 7 concerning 1004 County of Somerset near Fishponds on 6 August 1953
'Counties'. Neil Burgess.
See illus. page 284 and letter by D. Simmonds on page 356 of Volume 7 concerning 1004 County of Somerset near Fishponds on 6 August 1953
'Counties'. Rex Broad.
Picture on pp. 338-9 (V. 7) of 1000 County of Middlesex and 6875 Hindford Grange at Truro on 16 August 1960 led to comment on the two Truro County class Nos. 1007 (good) and 1023 (bad) and of boyhood observations at location.
'Counties'. Pete Rich. 60.
See Volume 7 page 326 on demise of Counties and emergence of a new one at hands of Great Western Society; and 7 page 223 also notes that motion parts were stamped 9900..
High Wycombe. P. Spearey.
See Vol. 7 page 122 et seq.: adds observations made during WW2 when the 9.10 Paddington to Birkenhead stopped at High Wycombe and at about saame time up semi-fast took passengers up to war-torn London.
Stratford. B.J. Harding.
See letter from Richard Woodley in Vol. 7 page 357: Hall No. 6921 not fitted with three-row superheater and improved draughting until January 1960.
6009 King Charles II at Leamington Spa on up Cambrian Coast Express on 31 May 1960. Michael Mensing. Rear cover
Number 58 (Spring 2006)
8F No. 48127 on up freight passing Leamington on 7 October 1961. (Michael Mensing). front cover
Turner, Chris and Copsey, John. Leamington Spa: the station
and its traffic. Part 2. 62-97.
Passenger service timetable, Summer 1949; 25-inch Ordnance Survey plan for 1939 (also includes LMS Avenue Station); parcels traffic, notably cement mixers from Benford Ltd of Warwick; Borg and Beck; Avon Electrical Services; Thomas Potterton (boiler manufacturers); Nailwain (Pumps) Ltd; Warwick Production Co. (aluminium engineers); Sidney Flavel & Co. (gas appliances); B & B Engineering (caravan chassis); Lockheed Hydraulic Brake Co. and Thwaites Agricultuarl Engineering. Automotive Products subsequently took over Borg and Beck and Lockheed. Other parcels included yoghurt, livestock (including stud horses); Shetland ponies (for pantomines and shows); mail order fashion items; Lyon's cakes; fish via Banbury from Grimsby and Hull; guide dogs; day-old chicks; pigeons; corpses (by passenger train) and Bertram Mills Circus. See also letter from George Kirby (page 238) who remembered Festival of Britain trains to Stratford, notably The William Shakespeare and the starring role of 8100 and 8109 on it; and his father's memories of County class 4-4-0s and of The Great Bear sticking on the curves; also fond memories of Britannias and Kings. See also letter from Eric Youldon on page 419 who questions caption of photo on page 84 (double-headed train is running through non-stop, and of No. 6004 on page 90 which at time was painted in BR blue. Letter from M. Hayes (page 419) notes that dairy business was Clyde (not Clive) Higgs. Letter from Chris Bowyer (p. 419) notes that motive power, normally a Hall, on the 07.25 Leamington Spa to Birkenhead train was supplied by Didcot depot (writer was regular traveller on train between Wellington and Shrewsbury in 1950s).....
Marks, Phil. Overtime on the 7.30 p.m. to Maesglas. 98-105.
56XX No. 6622 on working from Aberdare mpd from Trelewis to Maesglas just outside Newport (Mon.) in part over the former LNWR Sirhowy Valley line. The writer's aim (who was the fireman) appears to have been to maxmise his overtime earnings, thus he welcomed delays, such as having to cut off to refill the tanks.
In close up [front end from rear of 47XX No. 4702].
C.F. Tickle (phot.). 106.
showing cylinder, slide bar and motion bracket: taken at Swindon on 9 September 1962,
Lewis, John. Working of stores vans in goods trains.
107-117 (with gaps)
Lists the four main services operating in 1920: Service 1: Swindon, Aberdare & Goucester (loco stores); Service 2: Swindon, Cardiff & Tondu (loco stores); Service 3: Swindon, Neath & Danygraig (loco stores); Service 4: Swindon & Newton Abbot (loco stores), plus Swindon & Old Oak Common (General, Carriage & Wagon Stores); Swindon & Wormwood Scrubs (Carriage & Wagon Stores); Swindon & Wolverhampton (Carriage & Wagon Stores); Traffic Department 'All Stations' Service; also vans dedicated to Swindon & Worcester and Swindon & Bristol traffic, and one between Wolverhampton & Oxley. The author identifies the vans which were dedicated to these services, some of which were iron minks, some were fitted with second-hand jib cranes. In spite of the title all seem to have been vacuum brake fitted to enable them to work in passenger trains. In the case of the first four the timetable for their workings are included.
Chipping Norton in colour. D. Nicholls (phot.). 110
Colour photographs taken in 1963 after the residual passenger service had been withdrawn with No. 5152 performing a very limited amount of shunting on a freight possibly limited to a single wagon and brake van: within selection the passenger station, goods shed, signal box, parachute tanks, six-tone crane, Bliss's Tweed Mill, and pleasant surroundings are clearly visible: see also rear cover and letter from Terence Burley in Issue 91 on p. 179
Leamington. T.G. Mann
See Number 57 p. 2 et seqconcerning caption for 4558 (location within station).
Leamington. Ian Baxter
See Number 57 page 2 et seq: Work being performed by Chiltern Railways and Friends of Leamington Station to restore some of thhe former glory of this train stop.
Front cover, GWRJ No. 55. Maurice E.J. Dart
Front cover Number 55: not Penzance but Plymouth Laira
Signals. Philip R. Bomford.
See Volume 7 page 386 (upper): notes lack of finial on three-position signal at Paddington on 1927; also refers to illus. on page 391 (upper) of condensing-fitted 0-6-0PT No. 9707 (not as captioned) and notes the presence of such locomotives under Marylebone Road on way to Smithfield on Circle Line indicated by puffs of exhaust coming up through ventilators in road.
Engine restrictions: Oswestry and Gobowen branch. Glyn Williams.
See letter from D.E. Walker (p. 59): Gobowen to Oswestry was red-rated and Oswestry Works repaired 7033 Hartlebury Castle; 1002 County of Bucks; 6930 Aldersey Hall, 45572 Eire and 9F 92247,.
Vinegar branch, Worcester. John Ranford. 120
See Number 54 p. 313: was friend of John Norris (photographs used herein) annd includes further photograph of semaphore signal used to control road traffic.
Diesel/coach workings. J.L. Rogers.
Illustration page 397 upper of three coach GWR DMU formed from W38W and W33W and corridor coach led to memories of units 37/38 on the fast Birmingham to Cardiff service replaced in 1944 by indirect service to South Wales via Stourbridge, Worcester and Hereford giving journey times approaching those of the contemporary "trains".
Cheddar S & T. Robin Duys.
See Number 54: 310: vandalism to structure at Draycott station tolerated by District Council.
Tubular signals. R. Martin.
See feature in Number 47 (page 387): asks how finials were cast.
5152 with short freight at Chipping Norton. D.
Nicholls. rear cover
See also p. 110 and letter in Issue 91 p. 179 (letter from Terence Burley)
Number 59 (Summer 2006)
5056 and 4564 at Gloucester Horton Road mpd in February 1964. J.M. Strange. front cover
Williams, Glyn. The Mawddwy Branch. 122-53.
Began as a struggling independent railway largely funded by Edmund Buckley (senior and junior): Mowddwy Railway Act of5 July 1865. Lt. Col. Hutchinson inspected the line on 16 September 1867 and the line opened to passenger traffic on 30 September 1867. Eventually became a light railway operated by the Cambrian Railways which did not re-open until 1911 (following major reconstruction) and lost its regular passenger service from 1 January 1931.The locomotives are described on page 145-6: these included three Manning Wardle 0-6-0STs: No. 45 Nantclwyd used on construction of Denbigh, Ruthin & Corwen Railway which eventually became LSWR No. 458 Jumbo (withdrawn 1896); K class No. 140 Alyn (ordered by contractor R.S. France) which became Mawddwy and Cambrian Railways No. 30 (0-6-0ST); and eventually GWR No.824. Disraeli (M type of 1869) was not very successful. The illustrations include some delightful pictures of the line during its long period of neglect: The Twymyn bridge on its last legs; Cemmaes station and Dinas station both in a state of decrepitude. . Part 2 begineth on page 203..
Drawings of casing for safety valve & top feed clack
Drg No. 114454, January 1940 (Swindon). See letter from Alan Wild on page 419 who argues that drawing of safety valve did not follow standard drawing office practice and was of a type fitted eventually to Coiunty class 4-6-0s.
Copsey, John. Leamington Spa engine sheds. 156-75.
Plans of original broade gauge shed as c1865; its standard gauge replacement of 1886 and as in 1950. Churchward had been responsible for a new shed, conceived in 1902 and opened in 1906 (official portrait of it in its pristine state on p. 160), and the motive power based there from the mid-1880s onwards in ever increasing detail. Illus. of locomotives in Leaminngton area: Standard Goods 0-6-0 No. 405 in 1911; 36XX 2-4-2T No. 3616; 31XX in original state; 39XX No. 3916 on 8 May 1911; 2876 on freight in 1929; ROD No. 3003 passing through station light engine; 5673 in June 1934; general view of shed on 18 July 1936; 2301 No. 2439 near coaling stage in December 1938; 2902 Lady of the Lake at mpd in 1949; 5954 Faendre Hall and 6020 King Henry IV on shed in July 1950; 5954 (lined black) on turntable with LNWR signal behind in 1949 (with boys all over the place); coaling stage/water tank in 1953 and mess & tool van in 1953. See also letter from L.W.T. Sharp on page 419 who notes that Ivatt 2-6-2Ts transferred from Warwick Milverton did not work on Western Region lines, but continued to work to Coventry and Nuneaton, that King class on shed were not all that rare and No. 7011 Banbury Castle languished there in biluous early BR green..
28XX hauling freight across Kennet Viaduct, Reading.
Half-plate photograph submitted by John B. Horne which was taken for Reading Gas Company to show work on construction of No. 5 gasholder in mid-1930s with Jubilee trucks being hand-loaded and horse waiting to form traction. The letters on the wagons of the freight train clearly indicate the period.
Lewis, John. Western Region tunnel inspection vans.
W259W at entrance to Caerphilly Tunnel hauled by angular diesel railcar on 26 September 1953, and W14476W at Sanford & Banwell on Cheddar Valley branch on 23 June 1953. Tabulates vehicles converted in 1952 mainly from WW1 former ambulance vehicles. Cites J.H. Russell's "Appendix". See also letter on page 419 from D.J. Tomkiss concerning Caerphilly Tunnel photograph: notes that railcar was designed to haul 60 tons, and that the tunnel was very wet.
Bridge work. John Mann.
See article by E.J. Williamson in Number 56 (page 443): bridge reconstruction was dictated by legal obligations and construction depth: also comments that braking forces as transmitted through wheels of train act on bridge in direction of travel and arches require drainage; also specific comment on bridges at Over and Talybbont-on-Usk.
Level crossings. Mike Denman.
See Number 54 (page 344): Llandybie station: now a bus stop halt on Heart of Wales line: not on Vale of Towy Railway and of 2005 accidennt on crossing when car was caught on it
Dawlish Sea Wall. W.J. Hayward.
See Number 54 p. 360 for letter from R. Reid concerning tidal train service noting the former non-tidal route via Chudleigh and Heathfield.
Cardigan. D.P.H. Thomas.
See Number 30 page 302 et seq: relating to livestock being sent to Hutchings of "Astrad' which should have been Ystrad in the Rhondda Valley.
2250 on freight at Brimscombe in 1960s. rear cover.
Number 60 (Autumn 2006)
No. 8700 still with GWR monogram shunnting at Tysley in 1958. Michael Mensing.
Also Birmingham Corporation bus and ex-LMS? seven-plank wagon
Turner, Chris and Beale, Gerry. Station master
at Camerton. 182-7.
Arthur Westcott became station master at Camerton in 1938. He had joined the GWR at Wookey as a lad porter in 1915, and had become a signalman at Freshford before moving to Camerton. Passenger services had ceased and there was but a single freight train per day which served the local colliery. Very few parcels were handled and it would not be unfair to state that the station master led a leisured, if modestly paid, existence. Illustrations include 57XX 0-6-0PTs Nos. 9795 and 3736 sharing this gentle existence in c1938. There is also a portrait of Mr Westcott. See also letter from D.E. Walker on page 418 who notes the uncombustable nature of coal from Camerton (and also from Radstock) and had experience of working on the branch and of trying to get a part in the Titfield Thunderbolt..
Harrison, Ken. Tyseley Goods. 188-202.
Far away and long ago when everything was manufactured in Birmingham and the output was carried on freight trains Tyseley Goods served Joseph Lucas, suppliers to the automotive industry, Bakelite Ltd, Crown Bedding (mattresses, including to their factory in Southwold via Halesworth), Dawes Cycles, Reynolds Tube, Velocette motor-cycles, Klaxon Ltd. Midlands Electrical Manufacturing, Berry's Electric, Aldis Brothers, BSA, many sorts of semi-processed food, steel rope, grass cutting equipment, cricket bats... The list is almost endless and customers included Boots, Woolworths, Montagu Burton, and the Co-Op. Between 1950 and 1955 the author was Chief Forwarding Clerk and what would now be termed a logistics centre. Special arrangemenrs had to be made for export traffic and that for Ireland via Liverpool (for both Belfast and Dublin) or via Fishguard or Holyhead.. Staff, communications, reference material including The handbook of stations and in that pre-paperless age mountains of forms and other suppsies, suc as tarpaulins. Letter from A. Bowditch (page 419) notes that handling railway freight could be highly hazardous as delivery vehicles lacked tail lifts yet heavy loads had to be unloaded using skids. Taunton yard used to receive sacks of asbestos for delivery to greenhouses for lagging pipes..
Williams, Guy. The Mawddwy branch. Part 2 Goods only.
Part 1: page 122 et seq. Includes not only the sonambulance on the branch, but also the fairly frenetic activity at Cemmes Road, including lists of staff who worked there and the passage of trains through it. The main traffic handled was slate outwards and coal and lime inwards.
Mixed-gauge trains. John Lewis.
See letter from Martin Humphrey in Number 54 (not 53 as stated) page 359: official report into Norton Fitzwarren accident of November 1890, mixed-gauge brake vans listed in official registers and in specific works by Russell (Great Western wagons appendix and Pictorial record of Great Western Engines and from Broad Gauge Society
Mixed-gauge trains. Graham A. Carpenter.
See letter from Martin Humphrey in Number 54 page 359: cites Acworth's Railways of England to show it was done.
Mixed-gauge trains. Andy Carey.
See letter from Martin Humphrey in Number 54: argues that it could not have been done (a new Stretton?) and shows how it was done on the Denver & Rio Grande Railroad. See also letter from Bob Harper (page 418) who notes that mixed train working on Denver & Rio Grande Western was complicated by use of wye reversing "trtiangles" and letter from V.W. Simms (page 419) who cites the Vale of Neath Line Neath to Pontypool Road by Gwyn Briwnant Jones and Denis Dunstone for photo of Swansea South Dock which shows both standard gauge and broad gauge locomotives with coupling and buffing gear as shown in Railways of England.
Leamington. George Kirby.
See page 62 et seq: remembered Festival of Britain trains to Stratford, notably The William Shakespeare and the starring role of 8100 and 8109 on it; and his father's memories of County class 4-4-0s and of The Great Bear sticking on the curves; also fond memories of Britannias and Kings..
Radstock line. James Graham.
See Vol. 7 page 458: No. 9655 did not work on line, but 9615 did.
Radstock line. C.G. Maggs.
See Vol. 7 page 458: claims that coal was not mined at either Pensford or Bromley until 1890s/1900s, citing Down and Warrington's History of the Somerset Coalfield..,
No. 8700 still with GWR monogram shunnting at Tysley in 1958. Michael Mensing.
Hauling tank wagons: Rover Cars and Girling factories (is it now B&Q) behind
Number 61 (Winter 2007)
Ivatt 2-6-0 No. 46511 entering Llansantffraid station with train for Llanymynech. G. Bannister. front cover
Editorial. John Copsey.
Copsey, John and Turner, Chris. The Llanfyllin
branch. 242-77; 298-9.
Constructed as part of the Oswestry & Newton Railway and opended in stages in 1863: the precise opening date varies with authority, but Captain Rich's inspection took place on 27 June. It was propoded to extend the line to Llangynog, but this failed to materialise.Llanymynech was eventually a junction for the West Shropshire Mineral Railway which intersected the Cambrian Railways main line with its route from Westbury (Salop) to quarries at Nantmawr. This railway became the Potteries, Shrewsbury & North Wales Railway. When this line fell into receivership in 1894 the Cambrian exploited the situation by constructing a spur off the Nantmawr branch to connnect with the Llanfyllin branch, thus obviating reversal out of Llanymynech to enter the branch. Col. illus.by Roy Hobbs of class 2 2-6-0 near Bryngwyn Halt on 27 November 1964 (just before closure): see also rear cover. See also letters on page 418 from Glyn Williams (on the cement shed used to store cement and other materials when Vyrnwy reservoir was under construction c1881; the 5-ton yard crane; the wooden water tank and a capstan-operated turntable); from J.A. Smith on rotation of carriage sets for cleaning; Roger Lycett-Smith on the storage of cement used when Lake Vyrnwy was under construction: this was shipped in via Aberdovey; and from David Rouse on iron mink stores vans which reached there. See also letter on page 479 from Rhys Owen on personal memories of line, including a trip to Chester Zoo by the whole school on train from Llanfyllin. Further reminiscences from a passenger (Del Curtis: Issue 67 page 180) who used to travel to Llanfyllin to visit an aunt, Mrs Angela Davies, who was librarian. Also bleakness of Bryngwyn Halt and failure of adults to heed that they were on wrong train at Llanymynech and ending up at Four Crosses...
Swindon. Kenneth Leach (phot). 278-9.
Remarkable photograph of reception line at Swindon Works showing No. 2920 St David and Star class No. 4056 Princess Margaret at front of long line of locomotives. See also letter from B.J. Harding on page 240 of Issue 68.which notes that date was October 1953 No. 2920 was condemned and No.4056 was at that time carrying boiler 2994 with a distinctive pressing on the driver's side..
Copsey, John. Local coach formations and working. Part
2 Bristol Division. 280-95.
Map (GWR Traffic Department, December 1929) shows Bristol Division which extended as far as Weymouth to the south, Newbury and Didcot to the east, but was less extensive in other directions: the illustrations show the extent of the article, both in time and geography: Achilles class 4-2-2 No. 3020 Sultan with up express in late 1890s; 0-6-0ST near West Bay on Bridport branch with four and six wheel stock; steam railmotor (railcar) possibly No.8 at Radipole Halt in late summer 1907; Swindon workmen's set at Hannington station (Highworth branch) c1908; steam railmotor No. 92 with two slipped coaches at Bath station 0n 24 May 1929 (H.C. Casserley); Bulldog No. 3430 Inchcape at Denchworth on down local formed of corridor stock on 26 June 1928 (H.E. Simmonds); 2255 at Swindon Town with clerestory non-corridor stock on 17 May 1931 (A.W. Groughton); 4575 No. 5554 at head of Clifton Down to Temple Meads local passing Stapleton Road signal box in late 1930s; 6023 King Edward II with B set approaching Bathford Halt on 12 March 1936; 517 class 0-4-2T No, 1163 with two non-corridor clerestories approaching Stoke Gifford; 4575 class with B set at Swindon on 19 June 1948 (T.C. Cole) see letter from Andrew Barnett on page 417 who comments on the limitations of the station layout at Swindon to accomodate arrivals from the west (including from Gloucester); 7808 Cookham Manor leaving Marlborough Tunnel with down MSWJ train in mid-1950s (J.F. Russell-Smith); 6978 Haroldstone Hall passing Castle Cary with stopping 8-coach corridor train headlamp. More general comments on coach formations during WW2 from Bill Crosbie-Hill on pp. 417-8 and further observations from him on page 479 on the use of M sets in the Westbury area, including one which served the pupils of Marlborough Grammazr School (thus ran schooldays only) and ran from Marlborough to Patney & Chirton. In the reverse direction pupils were able to use service trains. Another Westbury M set formed an all stations Trowbridge to Reading where it was combined with a stopping service from Swindon and then ran fast to Paddington. Also noted four B sets in place of an M set on 11.22 Bristol to Reading, possibly to accommodate military traffic.
Swindon engine shed interior of 1871 structure. 296-7.
No locomotives, but electric lighting: presumably during its decline
Bridge work. Robin Markes.
See Issue 56 page 443 et seq notes further sources of information about removal of Brunel's timber viaducts: two Vale of Neath viaducts survived until 1947 at Gamlyn and at Dare: see James Page's Forgotten railways South Wales (1979) and O.S. Nock's The Great Western Railway in the 20th century where the use of the former viaduct timber was noted: this included a new floor at the Pontypool Road wagon repair shop and as shuttering to repair bridges involved in mining subsidence.
Bridge work. Maurice Dart.
See Issue 56 page 443 et seq nota\bly bridge shown on page 445: this was known locally as Saltash bridge
South Leigh. Anthony J. East.
See Issue 56 page 422 et seq: effects of fading turning paintwork to Prussian blue over a yellow undercoat: effect is known as "float out"
South Leigh. Kenneth A. Williams.
See Issue 56 page 422 et seq: noted that ground frame had been repainted: an obvious sign of doom..
Stratford traffic survey. Richard Woodley.
See Issue 55 page 398: fills in some of the gaps via observations made earlier in the journeys of the trains concerned.
Leamington. Terry McCarthy.
See illus. on page 21 lower: describes convoluted cavortings of SECR through coach from Folkestone to Shrewsbury (where it was turned before homeward trip), via Paddington and Victoria, and speedy transit over new line via Bicester: service appears to have been a single swallow in summer of 1911.
Folkestone to Shrewsbury through coach. Editor.
Amplifies information provided above
Llanfylin train entering Llanfechain station on 27 November 1964. Roy Hobbs. rear cover
Number 62 (Spring 2007)
8402 on carriage pilot duty at Paddington in August 1962. B.S. Cook. front cover
Matthews, Jack. Everyday traffic movements at Penzance
Station in the early 1950s. 302-27.
A day in the life beginning with the arrival of the milk empties at 05.45; the shunter coming on duty at 06.00; and the arrival of the Postal at 06.30. The stock for the 06.25 Penzance to Paddington and the 07.40 Penzance to Manchester had been berthed in their respective platforms overnight. Care had to be taken to ensure that stock added to the latter did not breach loading gauge restrictions. The activities are perceived in terms of shunting movements: thus greater emphasis is placed on trains conveying parcels and milk traffic, and their requirements (in this case the need for a gas heated brake van) than on passengers. In winter the stock for the up TPO required to be heated prior to departure. The article is illlustrated with official photographs (NRM collection) taken in the late 1930s/early 1940s to record the enlargement of the station. Locomotives clearly visible: 1022 County of Northampton in July 1951; 1025 County of Radnor in mid-1950s (P.Q. Treloar); 4089 Donnington Castle in British Railways light green livery (with train in plum & spilt milk?) in September 1949; 6965 Thirlestaine Hall and 4508 (station pilot) c1952; 6949 Haberfield Hall in lined black arriving on Cornish Riviera c1951 (C.R.L. Coles); 6967 Willesley Hall arriving on Cornish Riviera on 17 July 1951; 6978 Haroldstone Hall arriving on Cornish Riviera on 26 September 1956 (H.C. Casserley); 1007 County of Brecknock arriving on local from Truro on 26 September 1956 (H.C. Casserley); 5023 Brecon Castle on 18.20 milk train for Kensington c1953 (C.R.L. Coles); 5098 Clifford Castle departing Penzance in summer 1949 (A.V.C. Mace); 6808 Beenham Grange arriving on Sunday with 22.25 ex-Paddington parcels train; 9463 with shunting truck in Ponsardine Loop (J.P.R. Bennett); 4976 Warfield Hall with empty stock to back into Station at Ponsardine in April 1957 (A.V.C. Mace); Long Rock engine shed on 10 September 1959 with 6849 Walton Grange, 6800 Arlington Grange and one other Grange; 7909 Heveningham Hall at Long Rock engine shed on 27 June 1950. See also letter on page 417 from Paul Jeffries and long Editorial response on GWR nomenclature for third class vehicles with brake or van portions. See also letter on page 478 from H.M. Parker who was a schoolboy at St Austell from 1942 to 1947 and observed the up workings in the afternoon: Castle hauled on 13.55 ex-Penzance and Hall on 14.00 Penzance to Crewe which conveyed fellow pupils to Par in a brake third in train which included cordons...
Copsey, John. The '94XX' class in traffic. 328-53.
Includes Swindon detailed working drawings (side, front and rear elevations, sections and plan) dated November 1945, and a diagram which shows the protracted construction of contract-built locomotives from Bagnalls, Stephenson, and the Yorkshire Engine Co. over the period 1949 to 1956. Includes illus. of 8403 and 8408 when new in 1947 and lettered "GWR" and of 8428 on delivery to Swindon with small BR logo and large W.G. Bagnall board on side. Duties are listed which included station pilot duties at Paddington, shunting and the haulage of short distance freight. See also letters on page 417 from Bob Crump (who noted that early locomotives were fitted with standard brake handle as per 57XX whereas later locomotives had extended handles to assist driver during shunting operations) (D.J. Fleming letter page 478 confirms this), Eric Youldon factors playing against 94XX were red route classification, and lack of footplate alongside cab, also noted passenger work on Falmouth branch. Maurice Dart on observations made of class in Devon and Cornwall during 1950 and David Rouse.who was dismayed at short life of "these lovely machines" In Issue 64 there were letters from Dick Potts who did not consider the 94XX to be as useful as the 57XX, but thought that the 94XX boiler was superb. The Bagnall built locomotives were not as good as those constructed by R. Stephenson or the Yorkshire Engine Co. One of the Bagnall-built locomotives came to Tyseley with a major fault in the valve gear which operated in reverse. D.Walker noted that No. 8479 allocated to Westbury only worked rarely at Trowbridge, and never at Devizes nor Melksham, nor at Chippenham. D. Hall (page 479). noted that the design had originated as a further build of the 57XX class, but that Sir James Milne objected to the old-fashioned dome. The main difficulty in fitting a No. 10 boiler onto a 57XX frame was the modifications required to the cylinders to accept a drumhead smokebox. he 94XX fouled the Newport loading gauge and a Swindon drawing (136351A) was required for modifications to handrail and guttering. They were popular engines with their crews. Derek Cobby was an apprentice at Bagnalls when 94XX being built: boilers were supplied by Swindon. Further letter in Issue 67 page 179 from Robert Nicholson concerning work of the class in Duffryn Yard with traffic for Poart Talbot steelworks and Byars Aluminium Works, acting as bankers to Stormy Down summit, and their involvement on breakdown work following the Pontrhydyfen accident on 24 November 1960 (a coal train collided with a DMU). Also D. Lovelock photographs on page 180 of Issue 67 showing 94XX class, including No. 8433 at Black Dog, working on Yellow rated Calne branch in 1950s...
Odd spot. [cab layout of 5399 at Swindon on 23 June
locomotive under repair: also shows buffing arrangements: see also letter from R. Crump on page 479 who points out that the gauge protector was less robust than later versions and notes the steam heating cock provided for the displacement lubricator.
Lewis, John. The GWR 16ft wooden bodied covered goods wagons. 355-9.
Wagons built betwen 1901 and 1927: body dimensions; ventilators; brakes (lever duble; Dean-Churchward hand brakes and their evolution into cross-corner type; Morton handbrake; Hayward's slack adjusters (sub-heading entered as "Haywood"); buffers, drawgear, axleboxes.
Kerry. Andrew Bannister
See Issue 55 page 414: see also letter on page 479 from Colin Metcalfe on condition of No. 2516.
Swindon's '8Fs'. Terry McCarthy.
See Vol. 7 page 165 et seq. comment on the "return" of the 484XX series to the Western Region from 1955 onwards: see also letter from John Pearse on page 417
High Wycombe. Trevor R. Daw.
See Vol. 7 page 122 et seq.: adds observations made during and immediately following WW2, including the passage of 'Yankee' S260 2-8-0s, the siding into Broom & Wade's works, including the manucture of military tanks thereat.
61XX hauling empty stock from Paddington in August 1962. B.S. Cook. rear cover
Number 63 (Summer 2007)
Twyford station with up freight hauled by 43XX No. 5326 in May 1959. Trevor Owen. front cover
Editorial. John Copsey. 361.
Pen portrait of the former rural junction stations where there was a contrast between the noise and bustle associated with main line departures, and the more leisurely dispatch of the branch line connecting trains.
Karau, Paul, Chris Turner, Ron Warner and John
Copsey. A morning at Twyford. 362-87.
A day in the life of Twyford, junction for the Henley-on-Thames branch in about 1950. The day began at 05.00 when it was unlocked by the duty porter in time for the arrival of the freight from Reading and newspapers off the 04.30 Paddinton to Westbury newspaper train. At this time the branch train was worked by a streamlined railcar which worked from Reading in time to start working on the branch at 06.30. Two locomotives, typically Castles or sometimes Halls, arrived from Reading coupled together to work the 07.48 (eleven coach) and 08.48 express commuter trains to Paddington from Henley. The stationmaster, B.T. Llewellyn would be on the platform to observe the departure of these important trains filled with significant season-ticket holders. At 10.20 there was a final up through train which ran on the slow line to Slough, thence express to Paddington. In addition to the two through workings and the railcar there was a two coach branch set worked by a 57XX or 94XX. Includes aerial photographs taken of the station in 1929.
There are many pictures of the station, and only those with specific locomotives, or items of specfic interest or subsequernt comment are liisted: page 364: view from road bridge looking east with Twyford East signal box on 7 July 1919: see letter from Keith Ettle in Issue 64 page 478 concerning twin ground disc signals and response from Allan Pym in Issue 67 page 179; See also letter from J.R Batts on page 478 who was employed in Reading S&T Department when double crossover had been relaid, but not reballasted when a Hall hauled train came through at around 60 mile/h but did not derail, but scared the permament way staff.pp. 366-7 up relief platform in BR "totem" days (pp. 384-5 show same platforms but looking west) see letter from Keith Ettle in Issue 64 page 478 concerning boards with number 6 affixed to gas lamp posts (what was their function): diesel railcar No. 1 (S. Fletcher); 9403 with branch set formed of two concertina coaches on 10 April 1954 (W. Gilburt); 4977 Watcombe Hall arriving off the Henley branch with 08.48 for Paddington on 19 April 1960; 6003 King George IV passing through on 17.40 Reading to Paddington on 24 August 1956 (also shows goods shed); page 379 lower West signal box and saganl linesman's hut See also letter from J.R Batts on page 478 where they used to imbibe elederberry wine ; No. 6123 on Reading to Paddington on 10 April 1954; 5932 Haydon Hall on Reading to Acton parcels train on 10 April 1954
Lewis, John. The GWR 16ft wooden-bodied covered goods wagons. Part
Two wooden-bodied wagons, Nos. 58558 and 58559 were constructed in 1895 amidst the general construction of Iron Minks: they both lasted until 1955. In 1901 a return was made to timber construction as it was cheaper and these were built to Diagram V5 (reproduced). The underframes were made from iron and steel. Some were allocated to special duties. Some of the Parcel Post Vans were fitted with steam pipes, passenger buffers and couplings. Some were converted to Stores Vans. The V4 series were taller and wider and were constructed from 1904.
Copsey, John. 'Kings' to the West. 400-16.
The King class was closely associated with West of England line trains, notably the Cornish Riviera and the Torbay Express. Lists load limits for King class on both down and up routes, both via Castle Cary and via Bristol. The inclines at Hemerdon, Dainton, Greenway and Torre greatly reduced the maximum loadings. See also letter from David Rouse (p. 478) on No. 6015 hauling over 650 tons along seawall from Dawlish to Newton Abbot. .
Illus.: 6010 King Charles I near Churston with up Torbay Express in late 1930s; 6001 King Edward VII on down train near Teignmouth in late 1930s; 6009 King George III with down Cornish Riviera at Starcross in 1929; 6000 King George V with up Cornish Riviera at Starcross in 1929; 6026 King John with up express near Powderham in 1930; 6029 King Stephen approaching Dainton tunnel with down express in 1934; 6012 King Edward VI with late running 12.10 Paddington to Plymouth at Taunton on 3 August 1935; 6002 King William IV with down express passing Brewham on 2 May 1935; 6000 King George V with up express at Plymouth North Road on 27 March 1937; streamlined 6014 King Henry VII on up Cornish Riviera near Westbury on 6 August 1938; 6015 King Richard III with down secondary express passing Dawlish Warren on 21 April 1939; 6023 King Edward II passing Teignmouth on up express; 6027 King Richard I on Brewham bank with down 13.30 Paddington to Penzance on 16 August 1947; page 413: No. 6009 King Charles II with tender lettered BRITISH RAILWAYS at Old Oak Common on 5 June 1948 see also letter from Eric Youldon on page 478 who corrects caption: four Kings were painted in ultramarine livery (Nos. 6009, 6001, 6025 and 6026) whole class eventually painted in Caledonian blue livery; 6003 King George IV on diverted Plymouth to Paddington service c1953; 6013 King Henry VIII on sea wall near Teignmouth on down Cornish Riviera
Penzance. Paul Jeffries.
See page 302: long Editorial response on GWR nomenclature for third class vehicles with brake or van portions..
'94XX' class. Bob Crump.
See article beginning page 328: believed that earlier locomotives had standard brake handle as per 57XX whereas later locomotives were fitted with an extended handle. The wider cabs made it difficult to apply the brake whilst watching movement by shunters on the ground: (D.J. Fleming letter page 478 confirms this).
'94XX' class. Eric Youldon
See article beginning page 328: factors playing against 94XX included red route classification, and lack of footplate alongside cab. Noted passenger work on Falmouth branch.
'94XX' class. Maurice Dart.
See article beginning page 328: observations of class in Devon and Cornwall in 1950: also observation of 2241 at Plymouth North Road on 4 March 1952: See also letter from James Graham (page 479) who observed 2251 class on circus trains at Truro in summer of 1954..
'94XX' class. David Rouse
See article beginning page 328: dismayed at short life of "these lovely machines"..
'8Fs'. John Pearse
See Vol. 7 page 165 et seq. and letter on page 360 from Terry McCarthy. Pearse considers that factors in the return of the 8Fs to the Western Region was to meet the Region's desire for further 28XX locomotives, rather than further 9F 2-10-0s..
Bristol Division coach formations. Andrew Burnett.
See illustration on page 293 which led to comments on limitations of the station layout at Swindon to accomodate arrivals from the west (including from Gloucester)
Bristol Division coach formations. Bill Crosbie-Hill.
See article beginning on page 288: unusual coaches encountered during WW2: travel in an excursion vehicle on a stopping train from Pewsey in 1943; in another M set used on Reading to Trowbridge services there was an LMS saloon which had drop down windows without doors. Writer suggests that conveyance of troops must have led to shortage of thirds at that time.
Llanfyllin. Glyn Williams. 418
See page 242 et seq: on the cement shed used to store cement and other materials when Vyrnwy reservoir was under construction c1881; the 5-ton yard crane; the wooden water tank and a capstan-operated turntable
Llanfyllin. J.A. Smith
See page 242 et seq: on rotation of carriage sets for cleaning based on 1938 WTT.
Llanfyllin. Roger Lycett-Smith
See page 242 et seq: on the storage of cement used when Lake Vyrnwy was under construction: this was shipped in via Aberdovey
Llanfyllin. David Rouse
See page 242 et seq: on iron mink stores vans which reached there.; ..
Camerton branch. D.E. Walker.
See page 182: notes the uncombustable nature of coal from Camerton (and also from Radstock) and had experience of working on the branch and of trying to get a part in the Titfield Thunderbolt..
Mixed gauge trains. Bob Harper.
See letter on page 238 from Andy Carey: notes that mixed train working on Denver & Rio Grande Western was complicated by use of wye reversing "trtiangles"
Mixed gauge trains. V.W. Simms. 419.
See letter on page 238 from Andy Carey cites the Vale of Neath Line Neath to Pontypool Road by Gwyn Briwnant Jones and Denis Dunstone for photo of Swansea South Dock which shows both standard gauge and broad gauge locomotives with coupling and buffing gear as shown in Acworth's Railways of England.
Tyseley Goods Department. A. Bowditch.
See article beginning on page 188: notes that handling railway freight could be highly hazardous as delivery vehicles lacked tail lifts yet heavy loads had to be unloaded using skids. Taunton yard used to receive sacks of asbestos for delivery to greenhouses for lagging pipes..
Safety valve casing. Alan Wild.
See page 154: argues that drawing did not follow standard drawing office practice and was of a type fitted eventually to Coiunty class 4-6-0s. See also letter from John Mudge page 179 of Issue 67 who was involved with Sam Taylor, the Chargeman, in the manufacture of safety valve bonnets: no drawings were used. Was also involved in making copper chimney tops.
Diesel cars. D.J. Tomkiss
See page 178 concerning Caerphilly Tunnel photograph: notes that railcar was designed to haul 60 tons, and that the tunnel was very wet.
Leamington Spa. Eric Youldon
See feature beginning page 62 questions caption of photo on page 84 (double-headed train is running through non-stop, and of No. 6004 on page 90 which at time was painted in BR blue.:
Leamington Spa. L.W.T. Sharp
See page 156 et seq: notes that Ivatt 2-6-2Ts transferred from Warwick Milverton did not work on Western Region lines, but continued to work to Coventry and Nuneaton, that King class on shed were not all that rare and No. 7011 Banbury Castle languished there in biluous early BR green..
Leamington Spa. M. Hayes.
See feature beginning page 62 notes that dairy business was Clyde (not Clive) Higgs
Leamington Spa. Chris Bowyer.
See feature beginning page 62. Motive power, normally a Hall, on the 07.25 Leamington Spa to Birkenhead train was supplied by Didcot depot (writer was regular traveller on train between Wellington and Shrewsbury in 1950s).
Former Leamington station. Walter Johnson.
See page 2 et seq: questions how tickets were obtained for up services at the old station, but notes that his father made purchases through an agency. ..
'2251' accident. David Rouse. 420.
Requests information of accident involving No. 2232 at Craven Arms which involved severe damage to tender
Twyford East signal box. D.B. Hart. rear cover
Number 64 (Autumn 2007)
No. 4915 Condover Hall passing through Oxford station with up freight at 10.55 on 22 September 1961. Michael Mensing. front cover
Copsey, John and Turner, Chris. Passenger operations
at Oxford Station. 422-59.
Brief history: began with broad gauge branch from Didcot opened in 1844; was extended to Banbury in 1850 and extended as mixed gauge to Birmingham in1852. Meanwhile the Oxford, Worcester and Wolverhampton reached Oxford in 1853. During December 1856 mixed gauge enabled the Midlands to be connected with Southampton via Reading and Basingstoke. Further railways or lines served Witney from 1861; a meandering railway through Thame, and Wycombe eventually reached Maidenhead; and the Woodstock branch. Thus the train service gradually grew, although the Paddington to Oxford services tended to dominate, and many continued to terminate at Oxford. The opening of the Great Central Railway increased both passenger and freight traffic passing through the station. In the summer of 1939 there wereabout 75 service in each direction, or ewhich about 45 started or terminated thereat. On weekdays there was about 36 hours of pilot duties, but on Sundfays train engines performed these tasks. Includes memories of relief signalman Albert Walker, enginemen Cyril Parsons and Charlie Turner, passenger shunter Ray Walker. There were fish trains from Hull and Grimsby, and the corresponding return empties. During the herring season there was a through train from Yarmouth. See also letter from S.R. Mills in Issue 67 page 178: additional inforamtion on the mid-platform crossings (did not appear to be used for short train departures); division of down trains but no corresponding combination of up trains; the 07.05 up ran all-stations to Reading where it was combined with the 07.35 non-stop to Reading to run fast to Paddington; the early morning fish trains from Hull and Grimsby, usually B1 hauled which ran through to Marston sidings east of Swindon where they wered remarshalled; and the smart working required to turn around the Southern Region locomotives on trains from/to Bournemouth en route to Birkenhead and York/Newcastle. Letter from John Pearse (Issue 67 p. 178): additional information: four long carriage sidings beyond loco shed named after station master Jim Miller and probably added to assist with traffic absorbed from Bletchley line in 1951; main entrance to GWR Goods Station was from Osney Lane; Hall names associated with Oxford. Additional information via Bill Crosbie-Hill (letter Issue 67 page 179) from information provided by J.A.K. Williams who worked at Oxford from 1959 to 1976 where teams of four were provided to change the vacuum on soutbound inter-regional trains and the smart locomotive working demnaded.
Illus.: No. 5917 Westminster Hall running light on Up Main passing large Prairie on empty stock at south end of station in 1959; Metro 2-4-0T shunting in 1930s; 850 class No. 1935 with ex-LNWR horsebox in July 1939; page 426 train arriving from south with anxious passngers looking out of windows as large crane clearly (to photographer) at work in northbound platform, and other platform occupied: see Issue 67 page 179 for letter from Stuart Johnson who confirms this; West Midland Sidings; No. 7239 approaching station on freight on Down Main; 0-6-0PT No. 9640 with short 15.10 Fairford to Hinksey freight; south end of station; No. 5923 Colston Hall shunting three vans in 1962; view to south; page 434 Botley Road bridge with City of Oxford Motor Services AEC Regent III passing underneath see also letter from Ted Thoday in Issue 67 page 178 on low bridge bus bodies and on way in which bus company inspectors tried to ensure that buses waited for trains to arrive from London; pp. 434-5 panorama which includes Rewley Road closed pasenger station and decadent freight fascilities; No. 6110 departing southwards with six non-corridor coaches and a van in 1959; No. 5965 Woollas Hall picking up a van from the down platform; down parcels office. There are also many National Railway Museum (ex- Great Western Railway official?) photographs; No. 7912 Little Linford Hall with 10.08 York to Bournemouth in June 1964; No. 6988 Swithland Hall probably hauling 11.10 Wolverhampton to Weymouth in June 1951; No. 6807 Birchwood Grange with a horsebox and No. 6990 Witherslack Hall on stopping train for London; diesel railcar No. 11 probably departing on 13.25 Oxford to Kingham service on 9 October 1947; No. 4980 Wrottesley Hall in up bay platform c1954; 14XX approaching from north on freight; Castle class No. 7007 Great Western possibly on 13.45 Paddington to Hereford in June 1959 crossing river at north end of station; WD 2-8-0 No. 90066 of Woodford Halse approaching from north on H class freight including many oil tank wagons; No. 4915 Condover Hall approaching from north with empty stock to form London train in 1959; No. 6143 with empty stock to form Paddington train in 1959; page 455 lower No. 7911 Lady Margaret Hall (locomotive in BR lined black and tender still in Great Western livery) on 25 April 1954 see letter from Eric Youldon in Issue 67 page 179; No. 2898 on down freight (also showsexchange connection with LMS, 'Back of Jericho' siding and Jericho Loop; page 457 upper No. 4985 Allesley Hall approaching Oxford with 15.25 ex-Banbury stopping train on 27 April 1959 see also letter from John Pearse (Issue 67 p. 178) concerning upper quadrant GWR-type signals; poinwork at entrance to Jericho Loop; No. 5902 Howich Hall with train of empty open wagons passing North Junction signal box; No. 7900 St Peter's Hall accelerating north on 23 May 1954.
15-ton agricultural implement wagon drawing. 460-1.
Swindon: 9656: 24 September 1891.
Copsey, John. Pullmans to the West. 462-7.
Mainly the Torbay Pullman Limited which operated between 1929 and 1932. Includes extracts from Pole's highly elusive His book. Illus.: No. 4075 Cardiff Castle on down Torquay Pullman at Powderham; No. 4087 Cardigan Castle on up Torquay Pullman at Starcross in 1930; Castle hauling up boat train from Plymouth formed of Pullman cars at Starcross; handbill for Torbay Pullman Limited. See also letters from David Perks (Issue 67 page 177) (identity of Castle (No. 4085 Berkeley Castle due to experimental fire-iron tunnel) in photograph taken at Starcross), and from Charles Long in Issue 67 page 177 who corrects several statements notably that the Torquay Pullman followed from the introduction of the Bournemouth Belle. This was not so: some of the former Torquay cars were used in the Bournemouth train. It is doubtful if the Great Western deliberately sabotaged the operation: Keith Grand was in charge of publicity for the train. The average number of passengers conveyed on the Torquay Pullman was less tah eighteen (RAIL 250/457)..: ;
Lewis. Mike. Water on the northern routes. 468-77.
Water from cranes. tanks and troughs. Includes map showing both. Illus.: 4575 type taking water at Bridgnorth station in 1950s; engine shed and large water tank at Much Wenlock with 0-6-0PT No. 9639 passing behind on passenger train; LMS 2-6-2T No. 41201 at Much Wenlock station alongside archaic water column in early 1960s; 74XX 0-6-0PT No. 7435 at Old Hill taking water from pillar water tank on Longbridge workmen's train in 1949/50; Rowington troughs. See also letter from Eric Youldon in Issue 67 page 179 who commented on the knock-off blocks sited after troughs and before points, or level crossings which were intended to remove the scoop if left lowered. Furtther letter from G.B. Bolland (Issue 67 page 179) who travelled to school between 1943 and 1946 from Albrighton to Wellington, The locomotive, usually No. 5154 sometimes took water at Shifnal.
Twyford. J.R. Batts.
See photograph on page 364: writer was employed in Reading S&T Department when double crossover had been relaid, but not reballasted when a Hall hauled train came through at around 60 mile/h but did not derail, but scared the permament way staff. See also 379 lower which shows Signal Linesmens' hut where they used to imbibe elederberry wine.
Twyford. Keith Ettle
See photograph on page 364: query concerning twin ground disc signal and response from Allan Pym in Issue 67 page 179. See also illus pp. 364-5: concerning boards with number 6 affixed to gas lamp posts (what was their function)
'Kings' to the West. Eric Youldon.
See page 413: corrects caption: four Kings were painted in ultramarine livery (Nos. 6009, 6001, 6025 and 6026) whole class eventually painted in Caledonian blue livery
'Kings' to the West. David Rouse.
See feature page 400: No. 6015 hauled over 650 tons along seawall from Dawlish to Newton Abbot. .
Penzance. H.M. Parker.
See feature page 302: writer was a schoolboy at St Austell from 1942 to 1947 and observed the up workings in the afternoon: Castle hauled on 13.55 ex-Penzance and Hall on 14.00 Penzance to Crewe which conveyed fellow pupils to Par in a brake third in train which often included cordons...
'94XXs'. Dick Potts.
See feature beginning page 328: did not consider the 94XX to be as useful as the 57XX, but thought that the 94XX boiler was superb. The Bagnall built locomotives were not as good as those constructed by R. Stephenson or the Yorkshire Engine Co. One of the Bagnall-built locomotives came to Tyseley with a major fault in the valve gear which operated in reverse
'94XXs'. D.J. Fleming.
Confirms Bob Crump's note (page 417) concerning modification to brake gear.
'94XXs'. D. Walker.
See feature beginning page 328: noted that No. 8479 allocated to Westbury only worked rarely at Trowbridge, and never at Devizes nor Melksham, nor at Chippenham...
'94XXs'. David Hall. 479.
See feature beginning page 328: noted that the design had originated as a further build of the 57XX class, but that Sir James Milne objected to the old-fashioned dome. The main difficulty in fitting a No. 10 boiler onto a 57XX frame was the modifications required to the cylinders to accept a drumhead smokebox. he 94XX fouled the Newport loading gauge and a Swindon drawing (136351A) was required for modifications to handrail and guttering. They were popular engines with their crews.
'94XXs'. Derek Cobby.
See feature beginning page 328: was an apprentice at Bagnalls when 94XX being built: boilers were supplied by Swindon.
'2251s' in the West. James Graham.
See letter from Maurice Dart on page 417>: observed 2251 class Nos. 2201 and 2250 on circus trains at Truro in July and August 1954..
'Odd spot'. R. Crump.
See page 354 (No. 5399 under repair) points out that the gauge protector was less robust than later versions and notes the steam heating cock provided for the displacement lubricator.
Kerry. Colin Metcalfe.
See letter from Andrew Bannister on page 360: condition of No. 2516
Bristol Division local coach workings. Bill Crosbie-Hill.
See page 280: on the use of M sets in the Westbury area, including one which served the pupils of Marlborough Grammazr School and on Westbury M set which formed an all stations Trowbridge to Reading service.
Llanfyllin branch. Rhys Owen.
See feature on page 242 et seq: personal memories of line, including a trip to Chester Zoo by the whole school on train from Llanfyllin..; ..
The Henley in Arden branch. Mike Young. 480
Branch described in Issue 11 page 442: describes possible use of part of branch during WW2 to store trains loaded with ammunitions from South Wales in transit to North of Birmingham during air raids. Line also used during preparations for D-Day invasion.
London local coach workings. Colin Cook.
See Issue No. 55 page 391 upper: suggestion that train illustrated may have been workmen's service from Greenford to Kensington which between 1933 and 1938 was extended to Clapham Junction. Bases this upon Thomas B. Peacock's Great Western London suburban services.
No. 6111 at south end of Oxford station on 8 August 1964. R. Denison. rear cover