Great Western Railway Journal Volume 9
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Number 65 (Winter 2008)
No. 4574 at Padstow with train for Bodmin Road in 1960. J.C.W. Halliday. front cover
Glover, Ivor J. 'A Western on the Green': a glimpse of
GWR and BR(W) operations at Crewe. 2-24.
Gresty Lane engine shed and sidings at Crewe were available for the exclusive use of the GWR at Crewe which was reached via running powers over the LNWR from Nantwich and extended onwards to Manchester. From Nantwich Wellington (Salop) was reached via Market Drayton Other services off the Great Western passing through Crewe included those over the mainly Joint North and West route via Shrewsbury and Hereford, and those off the Cambrian lines via Whitchurch. For a time there were through coaches between Manchester London Road and Paddington, and there were Great Western offices adjacent to the Number 3 platform at Crewe.
Illus.: Bulldog with freight on climb towards Willaston at Newcastle Road level crossing in early 1950s; 4P Compound No. 1110 with train formed entirely of GWR stock forming 16.00 Crewe to Britol service with through coach/es form Glasgow to Plymouth, Liverpool to Plymouth and Manchester to Bristol in 1930; streamlined Duchess class No. 6223 Princess Alice arriving at Crewe with train formed mainly of GWR stock from Plymouth in late 1930s; Barnum class 2-4-0 No. 3210 at Crewe on 10 August 1934 awaiting departure for Wellington; No. 5948 Siddington Hall at Gresty Lane shed on 18 July 1937; Gresty Lane Down Yard c1929; p. 19 unidentified "Hall" (Grange according to Eric Youldon (Issue 66 page 120) .
Turner, Chris. Scours Lane [marshalling yard, Reading].
Opened 25 March 1941 to assist with handling WW2 traffic. Jack Iles joined the railway in January 1949 ane worked in the yard as a shunter.The yard included a specific siding for traffic to an adjacent cold store and for the Ministry of Defence..
Copsey, John. Traffic operations on the Bodmin branch.
The Bodmin & Wadebridge Railway, an outpost of the LSWR, had opened in 1834. The Bodmin Railway, was incorporated by the GWR in 1882 and opened between Bodmin Road and Bodmin on 27 May 1887 and onward (backward) to Boscarne Junction on the LSWR line to Wadebridge on 3 September 1888. The lines were standard gauge. During the 1890s trains were worked by the 850 class 0-6-0STs. Traffic was light from Bodmin: quotes 120 passngers and 65 parcels on average day in 1903. By 1910 the 2021 class became the most common form oof motive power. It was not until the late 1920s that the 45XX became the typical motive power. The line did serve as a divertionary route for Royal Mail, milk and some passenger traffic when the line through Plymouth was blocked and following a landslide at St Germans on 8 December 1942. Illus.: No. 4559 probably on 15.28 to Bodmin Road and T9 No. 30709 on 15.15 ex-Padstow at Wadebridge c1954; Bodmin Road looking west on 24 May 1922; page 37: Bodmin station probably in 1920s Nigel Pocock (page 114) suggests that upper picture shows branch set which at that time were formmed from 4 and 6 wheel stock; No. 4598 with 15.35 to Bodmin Road leaving Wadebrisge with B set, one van and brake van c1947; No. 4087 Cardigan Castle running into Bodmin Roadf with up express in 1949; No. 6911 Holker Hall waiting to depart with up express from Bodmin Road in early post-nationalization period; No. 5519 arriving Bodmin from Wadebridge with B set c1947; No. 4584 taking water at Bodmin Road from cantilevered water crane on 19 August 1954; another view of up platform on same day as previous (both H.C. Casserley); No. 5557 at Bodmin Road in late 1950s; p. 44: No. 5519 arriving Bodmin Road with B set plus strengthening vehicle on 17 May 1956 (P.Q. Treloar) see also letter from Barry Scott (p. 114) who argues that "strengthening vehicle" was Stores Van 2; No. 4526 at Bodmin General in early 1950s; No. 4585 and 0298 class 2-4-0WT.No. 30585 at Boscarne Junction on 19 August 1954 (HCC); Boscarne Junction signal box and Nanstallon Halt (both HCC on 19 August 1954), also 4565 at Wadebridge on 09.03 to Bodmin Road on same day; and No. 4526 (lettered BRITISH RAILWAYS on 09.10 Padstow to Bodmin Road service with B set still in GWR livery leaving Wadebridge on 8 July 1949 (HCC); 4569 waiting departure from Wadebridge with B set on 13 April 1954; general views of Padstow station plus No. 5502 with B set still in GWR livery c1950; O2 0-4-4T No. 200 with LSWR coaches at Padstow in 1948; interior of Bodmin shed, Maurice Dart (letter Issue 66 page 114) observes that large Prairies Nos. 5140 and 5158 were sent to St Blazey during WW2 to work over the route if traffic had to be diverted from the GWR onto the Southern Railway North Cornwall line in the event of disruption.
Hunter, Fred. The morning shift at Little Mill Junction
Just north of Pontypool Road Little Mill was the junction for the branch to Monmouth. There was also a small marshalling yard which had been constructed during WW1 to assist with the movement of freight. Long letter from Roger Hughes in Issue 66 (p. 114) on his boyhood observations made from lineside and from within signal box in 1950s, and from Allan Pym (page 120) concerning when services (passenger and freight) to Glascoed ceased and that County class (illus. p. 60) was working wrong line.. .
No. 4562 at Wadebridge in July 1948. J.H. Aston. rear
Maurice Dart (letter Issue 66 page 114) argues that it was locomotive No. 4569.
Number 66 (Spring 2008)
No. 6937 Conyngham Hall. J.M. Strange. front cover
In clean BR green livery
Copsey, John. The 'Dukes' at work. 62-86.
Small wheeled (5ft 8in) 4-4-0 intended for work in the West Country, and an enhancement on 2-4-0s. They had extended smokeboxes which carried a diaphragm plate and netting to arrest sparks, a common practice in North America at that time. They had short tenders as many turntables were restricted to 44ft. By 1897 some were being used on Paddington to South Wales expresses. The class was gradually displaced from major duties by the arrival of the Bulldog class. From February 1902 twenty Dukes were converted into Bulldogs. This process left forty Dukes in service from January 1909. From December 1912 the class was renumbered into a sequence beginning with No. 3252 Duke of Cornwall and ending 3291. The illustrations cover the period from their introduction (when they sported polished domes, had round-top fireboxes, Mansell wheels on their bogies and tenders, and straight nameplates), through the period when they had received boilers with Belpaire fireboxes and curved nameplates, until many lost their topographical nameplates if there was any risk of a passenger thinking that St. Agnes implied a train thereforto, and were ultimately renumbered into the 90XX series as a sort of appendage to the ground breaking 90XX design. 3288 Mendip with Belpaire boiler in 1921; 3252 Duke of Cornwall in original condition in 1895; page 66 top 3268 Tamar in original condition in 1896 see letter from Eric Youldon on page 177 who suggests location as Exeter St Davids down platform; 3287 St Agnes in original condition at Exeter; 3262 Powderham in original condition, but with spoked wheels on tender, page 68: 3326 St Austell (this and all subsequent with Belpaire fireboxes and curved nameplates) hauling corridor stock in all-crimson livery Bill Crosbie Hill (letter Issue 67 page 177) shows that location was St. Germans with a down train standing at the extended platform (location supported by Keith Ettle page 209), BUT Eric Youldon on page 177 suggests location as Churston; 3256 Guinevere at Ranelagh Bridge c1922; 3288 Mendip at Trowbridge in 1923; 3286 Meteor at Oxford on train of horseboxes in 1920s; page 71: 3276 St Agnes in late 1920s Mike Lewis (letter page 177) notes location as Wolverhampton up platform; 3271 Eddystone at Appleford with up class J freight c1926; 3278 Trefusis on up cattle train at Leamington in 1929; 3265 Tre Pol and Pen; page 73 lower No. 3281 Cotswold see also letter from Eric Youldon on page 177 noting the location of the ATC ducting ; 3258 The Lizard c1930; 3289 pilotting No. 5007 Rougemont Castle passing Aller Junction on climb to Dainton; 3273 Mounts Bay at Welshpool in early 1930s with down train; 3271 Eddystone at Machynlleth on 23 August 1934; 3256 Guinevere at Didcot in September 1934; 3267 Cornishman at Didcot in early 1930s; 3261 St Germans at Southampton Terminus in mod-1930s; 3252 Duke of Cornwall at Tyseley on 13 August 1933; 3259 Merlin at Oswestry on 28 May 1932; 3260 Mount Edgcumbe at Gloucester in 1930s; page 80 lower No. 3260 Mount Edgcumbe at Gloucester Horton Road shed in 1930s see also letter from Eric Youldon on page 177 noting the weighted buffer beam on adjacent 83XX Mogul; 3279 Tor Bay at Swindon on 28 June 1936; 3273 Mounts Bay at Shrewsbury Coleham shed on 4 August 1935; page 82 upper: No. 3287 Mercury at Aberystwyth shed on 21 August 1937 see corrected caption on page 177 and see also letter from Eric Youldon on page 177 noting the location of the ATC ducting which followed the curvature of the frames; 3290 Severn at Carmarthen shed on 17 August 1937; 3284 Isle of Jersey pilotting Cambrian Railways 0-6-0 No. 895 approaching Aberystwyth on 13.05 ex-Birmingham Snow Hill; 3284 Isle of Jersey at Tyseley on 26 May 1939; 9073 Mounts Bay on freight c1947; 9072 at Machynlleth on 20 July 1948; 9076 on Lemington Spa shed and 9084 on Swindon dump on 3 June 1951. See also letters on page 177 from Bill Crosbie-Hill who noted the rarity of the class in the Loondon area after 1945 (No. 9076 was seen at Old Oak Common in the winter of 1946/7), also observed that late survivors tended to carry Earl (Dukedog) type chimneys; Colin Metcalfe who was hauled from Shrewsbury to Barmouth behind Cornubia in 1946. Tre, Pol and Pen was seen at Machynlleth, and 3272, Thames and Mercury were also seen, and Eric Youldon. who criticises statement that Reading locomotives worked M&SWJ trains: should have been DN&S trains. Further letter from Bill Crosbie-Hill in Issue 68 page 240 which notes published in Rly Mag.: June 1937: E.J. Norris A 'Duke' at Paddington obseved that No. 3283 Comet worked a Good Friday Ramblers' special to Winchester Cheesehill via Didcot hauling what may have been aNewbury race special set of corridor stock. The July issue contained a photograph and notes by H.M. Pearson which recorded that the Earls (90XX) were displacing the Dukes on the major express workings on the Cmbrian section by early 1937.. .
Turner, Chris. The Abingdon goods - a Hinksey guard's
Based on the memories of Basil Ayers who was not complimentary about GWR Toad brake vans (preferring the BR or LMS types) or the normal motive power (14XX) which was unsuited to freight working. A 57XX was far more suitable, but was probably banned from the branch. The freight workings also served the Sandford Cold Store (by the time of the reminiscences this was used for traffic from Cadbury's) and Radley. Colin Metcalfe (letter page 177) noted on 4 April 1954 that the fixed distant for Radley retained its swallow-tail and a purple light. .
Drawing No. 37753: _GWR chimney_ Standard Boiler No. 4_ inside cylinder engines,
Swindon November 1908. 98-9.
Refers to previous drawings Nos. 20415 and 36218
1854 class 0-6-0PT on westbound freight near Par on 4 July 1949. 100-1.
Lewis, John. The GWR 16ft wooden-bodied covered goods wagons. Part
Bodmin branch. Barry Scott.
See illus. page 44: argues that "strengthening vehicle" was Stores Van 2 (vehicle No. 150005) cites Tim Bryan's book All in a day's work life on the GWR page 143 and Mike Longbridge Model Rly News for August 1951.
Bodmin branch. Nigel Pocock.
Suggests that upper picture on page 37 shows branch set which in early 1920s was formed from 4 and 6 wheel stoch: later these vehicles may have been replaced by Dean non-corridor coaches in B set configuration, prior to two B sets arriving on 2 May 1931. Two sets of similar diagram E145 B set vehicles were scheduled to displace the earlier B sets in 1936, but this switch did not take place probably due to the 9ft bogies leading to greater wheel wear on the sharp curves,
Bodmin branch. Maurice E.J. Dart.
Argues that locomotive described as No. 4562 on rear cover of Issue Number 65 was No. 4569. Referring to main article (Issue 65 page 34) observes that Nos. 5140 and 5158 were sent to St Blazey during WW2 to work over the route if traffic had to be diverted from the GWR onto the Southern Railway North Cornwall line in the event of disruption
Little Mill Junction. Roger Hughes.
See feature of page 51 et seq: on boyhood observations made from lineside and from within signal box in 1950s. .
Little Mill Junction. Allan Pym. 120
See feature of page 51 et seq: writer works at the signal box which at time of writing was extant: notes when workings to Glascoed ceased and that County was working wrong line probably because of engineering works.
Crewe. Eric Youldon.
See illustartion page 19: Grange not a Hall
Crump, Bob. Working on 'tankies'. 115-20.
Firing techniques adopted at Pontypool Road on tank engines with flat grates. This technique of leaving a shallow fire in the centre of the grate ensured that steam was not wasted whilst the locomotives were working short distances with many stops, and even on shorter banking duties. A different technique had to be adopted for long distance banking as this required a deeper fire: banking from Maindee Junction up to Waunavon would empty the bunker (3 tons) of a 57XX in two trips.
Dulverton goods yard on 11 June 1962. J.M. Strange. rear cover
Coal wagons, coal in sacks, and coal stored, yard crane (probably long since used) and branch passenger hauled by 0-6-0PT.
No. 67 (Summer 2008)
No. 7035 Ogmore Castle calling at Kemble with up Cheltenham Spa Express on Saturday 31 March 1962. Front cover.
Turner, Chris. Memories of Kemble in GWR days,
The eighteen mile broad gauge Chesltenham & Great Western Union Railway opened its line from Swindon Junction to Kemble and Cirencester on 31 May 1841. The line through the Cotswolds had to await its completion on 12 May 1845 until after its acquisition by the GWR. The local squire, Robert Gordon, had insisted on a covered way to protect his views and did not encourage railway development at Kemble, although exchange platforms were provided once the through route opened. The main station was at Tetbury Road. In the 1850s traffic was worked by 2-2-2s of the Star, Fire Fly, Sun and Prince classes. The Cirencester brach was worked by 2-2-2Ts Aeolus and Vulcan (Tayleur products). Early timetables did not list Kemble as a station. The Cirencester branch became standard gauge in May 1872. Kemble station was rebuilt in 1882/3 and passenger services ceased at Tetbury Road from 30 April 1882. On 7 August 1884 an Act was acquired for a branch to Tetbury, but this did not open until 2 December 1889. The opening of the Severn Tunnel diminished the importance of the route, and this was reinforced by the opening of the Badminton cut off in 1908
By the 1890s motive power included Barnum 2-4-0s, 481, 806/2201, Standard Goods and 2301 classes. By 1896 these were joined by the Achilles 4-2-2, Stella 2-4-0s and in the following year by the Dukes. The 1900s saw Dukes and Bulldogs on the major trains and 3521, 481 and 3226 classes on the lesser trains. Before WW1 County, Atbara, Aberdare and 43XX had appeared and Saints briefly powered the major exxpresses. THe 517 class worked te Tetbury branch
During the 1930s the overnight Neyland Mail still ran and there was a semi-fast service to and from Swansea. See also letters on page 209 from D. Walker who worked as a driver in the area in 1961/2 and encountered the BR railbuses on the Tetbury branch and broken down en route between Swindon and Kemble and under repair at Swindon; from L.M Parkes who was a regular user of the main up and down trains between Gloucester and Paddington between 1967 and 1971: the reason for the heavy traffic from Kemble was the excellence of the A40 road for travellers from Cheltenham; the class 47 appeared to have the edge over the Westerns, the excellence of the breakfasts and afternoon teas served in the dining cars, and the disruption caused by single tracking; from Keith Ettle noting that caption to illus. on page 131 upper refers to overbriudge for Chippenham to Cirencester road in distance (bridge not exist). D.J. Tomkiss is concerned on how the 13.58 ex-Swindon accessed the Ciencester branch. See also letter from S.J.O. Logie on page 357 with memories of fast services to and from Paddington in period 1947 to 1955 See also errata on page 360 concerning opening date of Great Western main line..
In close up. C.F. Tickle. 151.
No. 9004 in store at Wellington on 20 March 1960: detail of bogie and of front of double frames.
Copsey, John. Goods train partings. 152-6.
Freight trains used a mixture of plain three-link, Instanter and screw type couplings: the first type were prone to break, but most were brought under control by the guard and by the footplate crew. Statistics are reproduced for November 1947, both in summary form and in detail where information is given on location, the vehicle on which the failure took place (including its capacity, load and ownership), the motive power and the train involved. The text gives further information on specific incidents and on the special provision for partings in the Severn Tunnel. A special form to report goods train partings is shown completed for an incident on 27 November 1947 which occurred between Maindee Junction East and East Usk Junction and involved a broken drawbar on a New Bucknall Colliery Co. vehicle.
Lewis, John. The GWR 16ft wooden-bodied covered goods wagons
Part 4. 157-71.
Diagrams V14 and V16. including 10 ton vacuum braked vans built with self-contained buffers and end bonnet ventilators; 12 ton vacuum braked vans built with self-contained buffers, end bonnet ventilators and 12-ton 'OK' axleboxes; 12 ton vacuum braked vans built with self-contained buffers, end bonnet ventilators and RCH type 12-ton axleboxes; 10 ton unfitted vans built with self-contained buffers and end bonnet ventilators; just prior to the Grouping the Rhymney Railway ordered 50 10-ton covered goods wagons from the GWR as part of a larger order for 100 vehicles, plus a further 50 for the Taff Vale Railway; diagram V17 wagons supplied to the War Office in 1917; conversion of vans to meat and banana vehicles, and 12 ton unfitted vans built with self-contained buffers, end bonnet ventilators and 'OKF' axleboxes. Illus. p. 161 lower: V14 van No. 107855 with disc wheels with four holes: see latter on page 209 from Anthony L. Ross who suggests may have had six holes..
Williams, Glyn. Aberayron. 172-5.
Three views probably taken by a local photographer within weeks of the line opening on 12 May 1911: one shows the approach road; another an 0-6-0ST which has pushed the buffer stops into the road, and the final two-page spread a panorama showing two locomotives, both 517 classs 0-4-2Ts: one with auto train (may have been No. 219) and other on freight? may have been No. 569. Work was taking place on the road surface in the goods yard and sunn was very high. See also letter on page 209 from Keith Ettle who wonders whether the wagon (main panorama) with a plate lettered GW LOCO COAL might have been on hire. See also letters beginning page 357 from R.T. Crump on wagons letterd CRUMP which belonged to a company titled Lydney & Crump Meadow Colliery Co. which ceased production in 1929, work transferring to Arthur & Edward Colliery. Also states liveries used by Crump Meadow: plain black with white lettering; light grey with white lettering either shaded red oxide or black; on page 360 from Fred Walton on six-wheel brake van (24-ton) probably letterd "Aberayon" needed for severe gradients....
Diesel railcar No. 25 at Cheltenham, Malvern Road on 20 August 1952. 176.
'Dukes'. Bill Crosbie-Hill.
See feature page 62 et seq: noted the rarity of the class in the Loondon area after 1945 (No. 9076 was seen at Old Oak Common in the winter of 1946/7), also observed that late survivors tended to carry Earl (Dukedog) type chimneys. See also page 68 where No. 3326 was at St. Germans with a down train standing at the extended platform (possibly at the time the new line to Saltas was opened)..
'Dukes'. Colin Metcalfe
See feature page 62 et seq: was hauled from Shrewsbury to Barmouth behind Cornubia in 1946. Tre, Pol and Pen was seen at Machynlleth, and 3272, Thames and Mercury were also seen during same wet holiday. See also feature on Abingdon branch (page 87): noted on 4 April 1954 that the fixed distant for Radley retained its swallow-tail and a purple light. ..
'Dukes'. Mike Lewis.
See page 71: No. 3276 St Agnes location was Wolverhampton up platform
'Dukes'. Eric Youldon.
See feature page 62 et seq: criticises statement that Reading locomotives worked M&SWJ trains: should have been DN&S trains; also comments on individual pictures: page 73 lower: No. 3281 Cotswold location of the ATC ducting on fireman's side: page 82 upper location of the ATC ducting which followed the curvature of the frames on 3287 Mercury; .page 80 lower notes the weighted buffer beam on adjacent 83XX Mogul; page 66 top 3268 Tamar in original condition in 1896 suggests location as Exeter St Davids down platform, and page 68 where No. 3326 was at Churston, not St Germans as researched by Bill Crosbie-Hill (above) and supported by Keith Ettle page 209.
See page 82 upper: caption corrected
Pullmans to the West. David Perks
See Issue 64 page 462 et seq (pp. 464-5): identity of Castle (No. 4085 Berkeley Castle due to experimental fire-iron tunnel) in photograph taken at Starcross)
Pullmans to the West. Charles Long.
See Issue 64 page 462 et seq: 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)..:
Oxford. S.R. Mills. 178
See article in issue 64 page 422 et seq: 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.
Oxford. John Pearse.
See article in issue 64 page 422 et seq: additional inforamtion on 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. See illustration on page 457 upper notes upper quadrant GWR-type signals:.
Oxford. Ted Thoday.
See Issue 64 page 434: Botley Road bridge with City of Oxford Motor Services AEC Regent III passing underneath on low bridge bus bodies (not Lodekker as stated confirmed by Mike Young page 209) and on way in which bus company inspectors tried to ensure that buses waited for trains to arrive from London and conductors wished for a quiet ride up to Carfax;
Oxford. Stuart Johnson. 179
See Issue 64 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:
Oxford. Bill Crosbie-Hill.
See article in issue 64 page 422 et seq Information provided by J.A.K. Williams who worked at Oxford from 1959 to 1976: teams of four were provided to change the vacuum on soutbound inter-regional trains and the smart locomotive working demnaded.::
Oxford. Eric Youldon
See illustration in Issue 64 page 455 lower: No. 7911 Lady Margaret Hall (locomotive in BR lined black and tender still in Great Western livery) on 25 April 1954. Also comment on article on water (including troughs) on page 468 et seq (Issue 64): on the knock-off blocks sited after troughs and before points, or level crossings which were intended to remove the scoop if left lowered.
Water on the Northern routes. G.B. Bolland
See feature on page 468 et seq (Issue 64): travelled to school between 1943 and 1946 from Albrighton to Wellington, The locomotive, usually No. 5154 sometimes took water at Shifnal
[Twyford]. Allan Pym
See illustration in Issue 63 page 364 and letter from Keith Ettle on page 478 (Issue 64): interpretation of twin disc ground signal
Safety bonnets. John Mudge.
See letter from Allan Wild on page 419 of previous volume: 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
'94XX' class. Robert Nicholas.
See feature on page 328 et seq in previous volume concerning work of the 9xXX 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)..
Llanfyllin branch. Del Curtis. 180
See previous volume page 242: 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...
'Atbaras'. David Freeman.
See Volume 6 page 341:origin of name Kekewich in Atbara class..
94XX on Calne branch. D. Lovelock.
See feature on page 328 et seq in previous volume two photographs showing 94XX class, including No. 8433 at Black Dog, working on Yellow rated Calne branch in 1950s.
Hall No. 4941 arriving Kemble with up express in September 1960. Rear cover.
No. 68 (Autumn 2008)
No. 1028 County of Warwick with up Cornishman at St. Erth in September 1960 (Colour Rail). Front cover.
Crosier, Larry and Turner, Chris. Tavistock
The South Devon Railway reached Plymouth on 5 May 1848, but Tavistock Junction did not come into existence until the South Devon and Tavistock Railway opened on 22 June 1859. A station at Marsh Mills was not opened immediately, and when it did it did so without the sanction of the Board of Trade, but it was eventually inspected by Colonel Yolland. All these were broad gauge lines and standard gauge did not reach Plymouth until 18 May 1876 when the LSWR reached its new Devonport terminus via Tavistock Junction. The two railways exchanged traffic at Laira, and development at Tavistock Junction did not begin until work began in connection with the Royal Agricultural Show held at Saltham Park in May 1890. During WW1 (in June 1916) a new yard was developed at Tavistock Junction and this was enlarged in 1937 under the Guaranteed Loan Scheme. Substantial enlargement took place during WW2 and further improvements took place in 1958. The proximity of the yard to Hemerdon Incline made it the location for bank engines (bankers). One of these was a 63XX tender locomotive which also served to work over the Southern route via Okehampton to Exeter Central to maintain route knowledge for Laira crews. Illus. p.182 upper bridge over River Plym with Saltram Drive over bridge beyond: see letter from Mike Morris on page 357 commenting upon auto-rerailing device visible;. p. 199 caption states taken on 20 and 25 June 1941, but were clearly taken at same time to show new up side connections (see letter page 357 from Mitch Parker); p. 202 views taken on 20 June 1941 and 19 February 1941 (captions transposed see letter page 357 from Huw Edwards); Letters on page 357 from James Graham dispute statement that Bulldog class dit not haul freights (in winter of 1946/7 No. 3391 seen on freight at Doublebois and No. 3446 seen on freight at Penryn on freight); Mitch Parker also saw Bulldogs working freights;
Kemble. D. Walker
See article on page 122: worked as a driver in the area in 1961/2 and encountered the BR railbuses on the Tetbury branch and broken down en route between Swindon and Kemble and under repair at Swindon..
Kemble. L.M. Parkes
See article on page 122: was a regular user of the main up and down trains between Gloucester and Paddington between 1967 and 1971: the reason for the heavy traffic from Kemble was the excellence of the A40 road for travellers from Cheltenham; the class 47 appeared to have the edge over the Westerns, the excellence of the breakfasts and afternoon teas served in the dining cars, and the disruption caused by single tracking.... ..:
Kemble. Keith Ettle.
See article on page 122: notes that caption to illus. on page 131 upper refers to "overbriudge for Chippenham to Cirencester road in distance" (bridge not exist); also refers to letter from Eric Youldon on page 177: location of Duke (page 68) was St. Germans not Churston; and panorama page 172 wonders whether the wagon with a plate lettered GW LOCO COAL might have been on hire...
Kemble. D.J. Tomkiss
See article on page 122:concerned on how the 13.58 ex-Swindon accessed the Ciencester branch.
Oxford 'Lodekka'. Mike Young.
See Volume 8 page 422 and letter from Ted Thoday on page 178: latter refers to low bridge double deckers as "Lodekka" type. which they were not. :
Wartime railway defences. Mike Christensen
During WW2 military defences were erected along the coastline of Cardigan Bay. Between Aerhog and Penmaenpool anti-tank concrete blocks were erected: the writer questions whether the GWR had obstruction vehicles prepared to fill the gaps in the defences. The Southern Railway had such vehicles ready to obstruct railway lines and the LNER had defences prepared from old rail.
'Kings'. W.E. Florey
Why were cab roof ventilators fitted to the King and Hawksworth County classes? John Mudge (page 357) responds that fitted to keep footplate cool in summer:
Covered goods vans. Anthony L. Ross.
See p. 161 lower: V14 van No. 107855 with disc wheels with four holes?: writer suggests may have had six holes.
'Dukes'. Bill Crosbie-Hill. 240
See feature in Issue No.66 p. 62 notes published in Rly Mag.: June 1937: E.J. Norris A 'Duke' at Paddington obseved that No. 3283 Comet worked a Good Friday Ramblers' special to Winchester Cheesehill via Didcot hauling what may have been aNewbury race special set of corridor stock. The July issue contained a photograph and notes by H.M. Pearson which recorded that the Earls (90XX) were displacing the Dukes on the major express workings on the Cmbrian section by early 1937.. .
Swindon. B.J. Harding.
See Issue 61 pp. 278-9 for 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: notes that date was October 1953 when No. 2920 was condemned and No.4056 was at that time carrying boiler 2994 with a distinctive pressing on the driver's side..
42XX general arrangement drawing: side elevation and plan. 210-11.
Plea for end elevations.
Ranelagh Bridge, C.C.B. Herbert (phot.). 212-15.
No. 5005 Manorbier Castle with unidentified King on turntable on 7 September 1949; No. 1027 County of Stafford lettered British Railways in Swindon styled on turntable on 7 September 1949; and No. 6166 leving on a down semi-fast suburban train and No. 6953 Kimberley Hall light engine on 21 July 1949..
Copsey, John. Wolverhampton & Penzance ('The
Cross countrty through services on the GWR were hindered by the presence of two gauges, and the Midland Railway dominated traffic between the Midlands and Bristol. In the late 1890s the GWR decided to construct a new route between Birmingham and Cheltenham which would give the GWR a new route to South Wales and (with running powers over the Midland) improved access from the Midlands to Bristol and onward to the South West. The new route opened in stages: Cheltenham was reached from Honeybourne in August 1906; the Birmingham & North Warwickshire line for passenger trains on 1 July 1908. This last enaabled a new express passenge service to be operated between Wolverhampton and Penzance. Due to a legal dispute with the Midland Railway this service had to be operated into Bristol over the Midland rather than via the Yate junctions at Westerleigh. Court action found in favour of the GWR and the service was diverted. The service was cut during both WW1 and WW2, but during the 1930s at peak periods the train had to be run in two or even three parts. Assisting engines were needed on the South Devon inclines and on the bank from Stratford up to Wilmcote. During the 1950s the train became quite fast, and the name Cornishman was given to it from the summer of 1952, but from 1962 the Cornishman was diverted onto the Midland route and lost its Western character. See also letters on pp. 356-7 from Richard Woodley on the changing of engines on 1956 summer Saturday workings at St Phillips March mpd (SPM) or whether locomotives worked through to Plymouth and from Mike Lewis on assistance for summer Saturday trains from Wolverhampton to Snow Hill, also rapidity with which major repairs could be achieved (King class rear driving axle spring replacement during turnround at Wolverhampton; from Mitch Parker who comments on through coaches/workings to Newquay which ended at start of WW2, with the exception during WW2 of LMS sleepers attached to train which passed Bugle at about 07.30.
Lewis, John. The GWR 16ft wooden-bodied covered goods wagons. Part
Diagram V18 general 12-ton vans built with self-contained buffers, end bonnet ventilators and Morton hand brakes (two types: vacuum braked and unfitted); Diagram V19 flush-sided 12-ton vacuum braked vans with self-contained buffers, end bonnet ventilators and Morton hand brakes..
Goods yard crane at Newbury. (Carl Legg). rear cover
No. 69 (Winter 2009)
No. 7823 Hook Norton Manor with Cambrian Coast Express passing Newtown signal box in September 1962. (Colour Rail). front cover.
Williams, Glyn and Turner, Chris. Newtown, Montgomeryshire.
Although Newton featured in several major projected trans-Wales railways its first railway servicce was one isolated from the national network and was limited to a service to Llanidloes which opened for passenger traffic on 31 August 1859. The Llanidloes and Newtown Railway had been begun in 1855, but it was only through the effort of the contractors Davies and Savin that it opened at all. Isolation ended on 10 June 1861 when the Oswestry and Newton Railway opened: it had been inspected by Colonel Yolland on 6 June 1861. On 27 January 1862 the Shrewsbury and Welshpool Railway opened; this was followed by the Newtown and Machynlleth Railway on 3 January 1863. In August 1864 the Cambrian Railways was formed by which time, or shortly thereafter, Aberyswyth, Whitchurch and Brecon had been reached. Just before WW1 the line between Newtown and Moat Lane was doubled in connection with bridge renewals. The Montgomeryshire Volunteers requested a halt to serve their rifle range: Penarth Halt was served by a limitnumber of trains between 1 October and 30 June each year until 25 November 1926. Notes on passenger traffic, and on passenger-rated traffic (outwards: rabbits and chickens; bicylces (Phillips); milk and Post Office Mail and inwards: sausages; fish; mail order; Admiralty; pigeons; livestock) and on freight (outwards: bicylces; skins; wool and returned packaging. inwards: smalls; beer; animal feed; fertiliser; petrol; coal). Shunting engine arrangements. Illus.2251 class 0-6-0 No. 2255 passing Newtown with K class freight W.A. Camwell); Cambrian Railways small goods class 0-6-0 No. 14; warehouse for Pryce Jones mail order business; page 247 Doughty's bridge over River Severn see also letter from Roger Lycett-Smith on p. 356 who queries name; Scafell station after removal of up line (C.C. Green); auxilliary token hut; looking west towards station with rear of Pryce Jones building; footbridge (one of few provided by CR) with banner signal; station staff in 1946 and in 1948; up platform with crates of milk; down platform; No. 2298 in down bay platform with Saturday afternoon train for Machynlleth; goods shed; goods office staff; signal box; goods yard, grain shed; page 262 lower scrap loaded in metal wagon alongside yard crane: see also letter from C.J. Keylock (p. 356) concerning carriage and loading of scrap metal; pge 264 lower: weighbridge and office: see also letter from C.J. Keylock (p. 356) not sheer legs, but a scotch derrick; Dolfor Road overbridge; entrance to coal yard; site of original Llanidloes & Newtown Railway terminus; coal depot; Severn Motors premises; Jones & Leach timber yard; Class 2 2-6-0 No. 46401 on 14.30 service for Mid Wales line; afternoon school train; rebuilt Dulais bridge over Mochdre brook.
In close up. 276.
Tiverton Junction on 15 August 1960: water crane and off-grounded iron mink (B. Horseman).
Copsey, John. '42XXs' in traffic. Part 1. 277-97.
Interestingly the first proposal was for a 2-8-2T, but ir was considered that the wheelbase would be too long, and so a 2-8-0T was designed which shared much in common with the 28XX 2-8-0, but with some degree of extra flexibility on the rear coupled axle and in the coupling rods. Thed locomotives were intended for working coal traffic in South Wales and the prototype, No. 4201 was evaluated at the major Welsh sheds. Construction of the first production batch followed in early 1912. Further batches were introduced before WW1, during it, and following it. The last forty locomotives, built in the 1930s were converted into 72XX 2-8-2Ts from 1935, and a further fourteen locomotives were converted between 1937 and 1939, but this must have left insufficient 2-8-0Ts, for a fianl batch of ten 52XX was constructed in 1940 during WW2. The majority of the 42XX were allocated to South Wales, although a few were allocated to Cornwall and to English depots on the edge of Wales..During WW2 their working area became greatly extended: many reached as far north as Saltney (Chester) and into the Midlands. Holcroft Great Western locomotive practice stated:: 'It was virtually a tank engine version of the 2-8-0 standard goods engine, but, on account of the sharper curves of 6 chain radius it would have to traverse, some side play in the trailing coupled wheels was necessary. Due to the close centres of the wheels, the components of the coupling rods were likewise short and this necessitated joints in the rod for both vertical and horizontal movements of the trailing wheels. My part in the design of this engine was to produce the coupling rods, and the problem of the dual movement was solved by a joint with spherical surfaces which could allow the rod to accommodate itself to any position.' This arrangement had the effect of reducing the rigid wheelbase from 20 to 13ft (the leading three coupled wheelsets, 7ft + 6ft). Continued on page 339 et seq
Illus.: 4258 at Newport c1920; No. 5243 with dead 655 Class 0-6-0PT climbing Hemerdon Bank on 11 October 1924; No. 4200 at Plymouth North Road with Class J freight from St. Blazey to Tavistock Junction on 8 September 1928 (P.J. Reid); No. 4297 at Bristol on 29 May 1929 (H.C. Casserley); No.. 5289 at Swindon immediately before conversion to 72XX No. 7214; No. 4260 at Gloucester on 19 May 1935; No. 4232 at Swansea East Dock; No. 4263 and No. 7227 at Banbury on 26 April 1936; No. 4288 inside Swindon Works on 5 November 1936; No. 4214 at Severn Tunnel Junction on 16 May 1937; No. 5224 at Barry on 27 June 1937; No. 4257 at Llantrisant on 15 Augustt 1937; No. 4200 at Llantrisant on 15 Augustt 1937; No. 4267 at Swansea East Dock on 17 August 1937; No. 5222 at Gloucester on 16 May 1937; No. 4258 at Aberbeeg on 18 April 1938; No. 5202 (with shutters closed) at Caerphilly Works on 24 July 1938; No. 4223 (also with shutters closed) at Caerphilly Works on 24 July 1938; No. 4208 at Llantrisant on 14 July 1939; No. 4278 (stored) at Newport Ebbw Junction on 30 July 1939; .No. 5223 (with outside steam pipes) at Newport Ebbw Junction on 30 July 1939; No. 5221 at Oxford on H class freight c1944; No. 4259 on down J class freight ast Kennington Junction on 23 April 1944; No. 4211 (with simple GWR lettering) at Newport Pill c1946; No. 4254 at Salisbury on 5 April 1947; Nos. 4236, 4273 and 4225. See also letters on page 356 from Allan Pym on use of the Class over Crumlin Viaduct; from Tony East who argues that 42XX was not derived from 28XX 2-8-0, but from 31XX 2-6-2T type, also notes second axle drive as in North American eight-coupled passenger locomotives, and the joggling of the frames to accommodate movement in the rear axle; and from Ray Caston on restrictions of use in the Cardiff Valleys. See also letters: from Robert Nicholas (page 476). .
Official drawing ofcottages at Goonhavern. 298-9.
Plan, front/rear and side elvations; also plans for interiors. Rain water from roof stored in well built under semi-detached houses. See also letter from R. Inskip (p. 356) who notes that cottages are extant, but differed in execution from the elevation. They were constructed in red brick.
Tender No. 2913 (4000 gallon type): rear view with plate and brake hose. (F.J. Saunders).
Newtown signal box. Glyn Williams. rear cover
front and rear views
Number 70 (Spring 2009)
Copsey, John and Turner, Chris. Leamington Spa Goods Depot and
outstations. 302-29; 332.
The LNWR line from Rugby to Milverton opened in 1844 and exchange sidings were opened in 1864. Traffic handled included merchandise for Marks & Spencer and Woolworth; steel plates; concrete beams; Guiness; wines and spirits for H.E. Thornley; bananas; cloth for Gor-Ray Ltd; coal; fertiliser; livestock; bales of wool and some traffic for Ford with its own siding. Illus. Edwardian view with whitewashed cattle wagons; plan of goods facilities c1860; Ordnance Survey 25-inch plan of 1886; original goodss shed c1903; Ordnance Survey 25-inch plan of 1905; Cardiff Standard Goods 0-6-0 No. 1083 on up goods line on 28 September 1910; aerial view 1920s; aerial photograph 1927; Ordnance Survey 25-inch plan of 1925; aerial photograph late 1930s; Aberdare 2-6-0 No. 2673 on class H loaded mineral (iron ore for Guest, Keen, Baldwins) train in 1938; 2-6-0 No. 4337 on class H loaded mineral train composed of stock belongng to Stewarts & Lloyds; 42XX No. 5203 on iron ore train passing Star No. 4031 Queen Mary; aerial view with LMS Avenue Road station in foreground; Birmingham end of down platform in 1948; ROD 2-8-0 No. 3020 passing empty mineral wagons viewed from Avenue Road on 7 August 1953; 43XX No. 7311 running through with Class H empties for Banbury on 28 June 1952; several exterior and interior views of goods shed; No. 8109 with Leamington to Birmingham local passenger passing Warwick Cape yard in May 1955; No. 4919 Donnington Hall on class D freight on 22 July 1964.
2301 Class Dean Goods 0-6-0 No. 2538 at Abermule on 20 April 1956. C.H.A.
Townley. (phot.). 330-1 (centre spread)
Photograph taken just before closure of Kerry branch.
Swindon Works Yard on 18 October 1936. 332.
Photograph of nameplates and combined name and number plates from No. 3331 Pegasus. No. 3359 Treagle, No. 3343 Camelot, No. 3349 Lyonesse and Sir Lancelot.
Mudge, John. The fabrication of a safety valve bonnet
The master coppersmith at Swindon Works, Ivor Price, showed the writer how to make safety valve bonnets without drawings using hammering and brazing skills and a few tools dating back to broad gauge days. See letter from Alan Wild in Issue 74 page 83 concerning damage and repair to preserved No. 6000. See letters in Issue 75 page 174 (Edgar Brown): similar castellated brazed joints were used in French horns and in copper tops of Swindon double chimneys. Fred Jeanes notes how the safety valve casing of No. 6000 was repaired at Swindon in 1974. Further letter from author in Issue 75 page 174 who stresses that castellated joints not used during his working time at Swindon..
Copsey, John. '42XXs' in traffic Part 2 after
See Part 1 page 277 et seq. The 42XX class was permitted to cross Crumlin Viaduct during WW2 subject to an 8 mile/ speed limit. Illus.: No. 5205 at Swansea East Dock in July 1949; No. 4201 (still in GWR livery) at Pill on 28 March 1948; No. 4226 (lettered BRITISH RAILWAYS) at Pill on 19 June 1949; page 342 No. 4254 at Pantyffnnon on 8 July 1950: see letter from James Thomas on page 420 commenting upon caption which implies that eight-coupled tanks did not work over Garnant Valley line; No. 4297 at Aberdare on 16 July 1950; No. 4298 at St. Blazey shed in 1952; No. 4298 approaching Dainton Tunnel with down H class freight in early 1950s; No. 5224 at Pontypool Road on 23 May 1954; No. 4289 at Newport Ebbw Junction in mid-1950s; No. 5236 passing through Cardiff General station with an H class freight on 6 August 1957; No. 4294 and 2-6-2T No. 5519 at St. Dennis Junction with train of empty china clay wagons in June 1958; No. 4282 assisting 57XX on 17.35 Swansea to Pontypool Road up Rhigos Bank from Glyn Neath on 12 August 1962 (Maurice Dart); No. 5209 inside Newport Ebbw Junction shed in 1963-4. See also letter from D. Walker on page 34 of Issue 73.on workings in Trowbridge during WW2. See also letter: from Robert Nicholas (page 476). Letter from Ray Caston on page 420 points to error in initial table (page 338) relating to duties of No. 4201; the rolling stock employed on iron ore works from Newport Docks and the 42XX workings ty Wyllie Colliery on the former LNWR Sirhowy Valley line. See also leters in Number 75: R.S. Markes (page 177) cites source for banking at Ledbury.
Lewis, John. The GWR 16ft wooden-bodied covered goods wagons. Part
Ventilated vans (No. 93182 illustrated when new in 1913); later lettering limited to Ventilated (No. 103542 illustrated) and Banana van (No. 93566 illustrated) or Steam banana (No, 95444 illustrated)
Goonhavern Cottages. R. Inskip.
See drawings on pp. 298-9: notes that cottages are extant, but differed in execution from the elevation. They were constructed in red brick.
Newtown. C.J. Keylock.
Comment on captions: see page 262 lower: scrap loaded in metal wagon alongside yard crane comment on carriage and loading with electro-magnets of scrap metal and page 264 lower: not sheer legs, but a scotch derrick.
Newtown. Roger Lycett-Smith.
See page 247 queries origin of name Doughty's bridge.
'42XX'. Allan Pym.
See feature beginning page 277: on use of the Class over Crumlin Viaduct. Also mentions tests with King class (see response from Colin Roberts in No. 75 page 174)..
'42XX'. Tony East.
See feature beginning page 277: argues that 42XX was not derived from 28XX 2-8-0, but from 31XX 2-6-2T type, also notes second axle drive as in North American eight-coupled passenger locomotives, and the joggling of the frames to accommodate movement in the rear axle. Support from Terry McCarthy on page 420.
'42XX'. Ray Caston.
See feature beginning page 277: on restrictions of use in the Cardiff Valleys. See letter from Phil Marks on page 477 which states participation in workings from Aberdare involving Phurnacite traffic from Abercwmboi. See letter from R.T. Crump on page 420 on vacuum brake and restricors.
Wolverhampton & Penzance. Richard Woodley.
See article on page 216: on changing engines on 1956 summer Saturday workings at Bristol (SPM) or whether locomotives worked through to Plymouth
Wolverhampton & Penzance. Mike Lewis. 357.
See article on page 216:on assistance for summer Saturday trains from Wolverhampton to Snow Hill, also rapidity with which major repairs could be achieved (King class rear driving axle spring replacement during turnround at Wolverhampton.
Tavistock Junction. James Graham.
See page 182 et seq: which in final paragraph states that Bulldog class dit not haul freights: during winter of 1946/7 No. 3391 seen on freight at Doublebois and No. 3446 seen on freight at Penryn on freight.
Tavistock Junction. Mitch Parker.
See photographs reproduced page 199 "taken on 20 and 25 June 1941", but were clearly taken at same time to show new up side connections; also saw Bulldogs working freights and on page 216 comments on through coaches/workings to Newquay which ended at start of WW2, with the exception during WW2 of LMS sleepers attached to train which passed Bugle at about 07.30
Tavistock Junction. Huw Edwards.
See page 202 (captions transposed);
Tavistock Junction. Mike Morris.
See page 182 upper:comment upon auto-rerailing device visible in picture of bridge over River Plym. Response from E.J. Williamson (page 476) confirming that was a rerailing device.
'King' vents. John Mudge.
See letter from W.E. Florey on page 209 responds that cab roof ventilators fitted to keep footplate cool in summer and when an apprentice they were oiler before return to service.
Kemble. S.J.O. Logie.
See page 122 et seq memories of fast services to and from Paddington in period 1947 to 1955: excellent breakfasts on 09.05 up and teas on 16.55 down. The Gloucestershire Regiment 28th/61st used on service kept impeccably probably because Lord Robertson of Oakridge was regular user.
Aberayon. R.T. Crump. (concludes page 360)
See page 172 et seq (page 174): wagons letterd CRUMP which belonged to a company titled Lydney & Crump Meadow Colliery Co. which ceased production in 1929, work transferring to Arthur & Edward Colliery. Also states liveries used by Crump Meadow: plain black with white lettering; light grey with white lettering either shaded red oxide or black...
Aberayon. Fred Walton. 360
See page 172 et seq (page 174): six-wheel brake van (24-ton) probably letterd "Aberayon" needed for severe gradients.
Aberayon. Clive Betts.
See page 172 et seq (page 174): this railway to Aberaeron (alternative spelling now used) was one of last railway construction projects in Wales, and was dependent upon local authority (mainly county council) funding. John C. Harford of Lampeter chaired the railway company..
London Division coaches. Geoff Brown.
See Volume 7 page 397: on use of carmine and cream liveried trailer within Class 118 set. See also letter from Chris Foren on page 480..
See page 122 et seq: opening date of Great Western main line
Number 71 (Summer 2009)
Castle No. 7007 Great Western on 16.45 down Cathedrals Express on 22 July 1961. Martin G.C. Smith. front cover
Copsey, John. Passenger operations at Paddington. Part 1. The broad
and mixed gauge era. 362-75.
Alternative London terminus locations included south of the Thames near Lambeth, north of the Thames near Vauxhall Bridge and sharing the Euston terminus with the London & Birmingham Railway where there would have been problems of gauge. A map shows these alternative approaches inwards from Maidenhead. The first terminus at Paddington was a temporary timber structure adjacent to Bishops Road bridge. Plans show the terminal arrangements in c1838 and 1845. There are also reproductions of a J.C. Bourne of the facade viewed from the London Street approaches and two contemporary views of the temporary terminus as in c1840 and of the timber concourse with a strange looking locomotive or hot potato dispenser. Initial train services were to Meadinhead, later to Twyford and to Reading in 1840. Work on the permanent station began in 1851 in the hands of Fox, Henderson & Co. and it opened on 29 May 1854. Local trains were still descibed as "short trains". Plans of station as in 1858 and in 1880 and view of interior in 1855
Illustrations (broad gauge singles incorrectly called 4-2-2 really 2-2-2-2 most taken by T.F. Budden see letter in next volume page 34 from John Minnis): p.375 upper Rover class Bulkeley; 375 lower No. 1119 (Queen class standard gauge and Rover on broad gauge)
Drawing of 2-ton crane at Aldermaston. 376-7.
Market Drayton station. 378-9.
Two page photograph taken in early 1920s. Junction for branch line to Stoke owned by North Staffordshire Railway over which the GWR had reciprocal running powers: the NSR and LMS ran trains to Wellington.
Copsey, John and Turner, Chris. Goods operations at Reading West Junction
New Up and New Down Yards. 380-95.
Staff arrangements; working methods. Coal for Earley power station. Illus.: New Up Yard in 1945 showing weighbridge siding which was used teach shunters (Jack Iles) and buildings to house yard inspector, shunters, etc.; map; Ordnance Survey 25 inch plan 1931; aerial photograph 6 June 1962; aerial photograph 6 August 1947; No. 4998 Eyton Hall on Down Relief opposite Scours Lane with Class F freight in mid 1950s; 43XX No. 6359 on Goring troughs on Up Relief Road with Chass H freight.
Matthews, Jack. The 8.10am Hayle Wharves. 396-401.
Work began at 08.10 by booking on at Penzance; travelling on 08.30 school train serving Hayle Grammar School; shunting empty coach at Hayle onto 09.30 train for Penzance; then prepare freight train for 10.05 departure for Wharves. Illus.: Ordnance Survey 25 inch plan 1931; No. 4505 on swing bridge with Esso tank wagons; horses shunting on wharf.
Turner, Chris. The Llanfyllin branch: a postscript. 402-13.
Llansantffraid in the 1950s, also Llanfechain
Diesel railcar No. W10 at Swansea High Street on 25 July 1951. Dewi Williams.
Colour photograph: GWR chocolate and cream
No. 4662 at Swindon shed on 26 May 1963. Martin G.C. Smith. 415.
Colour photograph: BR unlined black.
Standard 10ft x 8ft comcrete hut. 416-17.
Swindon drawings (elevations & plan): 12 December 1938.
Swindon stock shed in early 1963. Martin G.C. Smith. 418 upper.
Colour photograph: Coounty class, No. 5570, No. 9604 and No. 3842.
No. 6924 Grantley Hall ex-Works at Swindon old weighbridge building
on 26 May 1963. Martin G.C. Smith. 418 lower.
No. 6938 Corndean Hall inside at Swindon Works A shop on 26 May 1963.
Martin G.C. Smith. 419.
The '42XXs'. Terry McCarthy,
See pp. 277 et seq and 339 et seq: and Tony East's letter on page 356 argues that 42XX design derived from 3150 class 2-6-2T and cited Michael Rutherford's Halls, Granges and Manors at work (Ian Allan, 1985) in support of this. 42XX were used in Cardiff Valleys Division (Editor intervened by noting that only in final years of steam): personal observations of No. 4259 at Aberdare Low Level probably to Phurnacite plant Abercwmboi. The Neath Division enginemen preferred 42XX to 56XX: in the Cardiff Division the 56XX were preferred for their great versatility. .
The '42XXs'. R.T. Crump.
See letter on page 356 by Ray Caston: all large Great Western locomotives were vacuum braked and the eight coupled types were fitted with restrictors. The only exception were the RODs or "Maggie Murphys"
The '42XXs'. Ray Caston.
See 339 et seq: points to error in initial table (page 338) relating to duties of No. 4201; the rolling stock employed on iron ore works from Newport Docks and the 42XX workings ty Wyllie Colliery on the former LNWR Sirhowy Valley line.
The '42XXs'. James Thomas.
See caption on page 342: in the late 1940s until the end of steam coal traffic on the Garnant Valley was worked by two locomotives (one of which was eight-coupled, and the other six-coupled): the smaller locomotive was used as banker on the way up and both locomotives were on the front descending for extra brake power.
No. 6958 Oxburgh Hall nameplate. Martin G.C. Smith. Rear cover.
Colour photograph taken at Swindon Works on 26 May 1963.
Number 72 (Autumn 2009)
Copsey, John. Passenger operations at Paddington. Part
The post broad gauge (20 May 1892) era: in July 1892 there were 74 passenger trains each way. Several excellent photographs of Achilles class 4-2-2 singles: page 422 No. 2050 Royal Sovereign waiting departure c1900; p. 424 Queen class 2-2-2 (1122 Beaconsfield taken by T.F. Budden see letter in next volume page 34 from John Minnis) backing out over mixed gauge track; p. 425 postcard view of departure platforms; p. 426 upper No. 3077 Princess May awaiting departure from Platform 1; p. 426 lower Metro tank 2-4-0T No. 1451 at end of Platform 1 (at 17.00 on 18 April 1895 see letter in next volume page 34 from John Minnis); page 427 No. 3029 White Horse at head of down local passenger train (taken 23 October 1894: Postcard Locomotive Publishing Co.see letter in next volume page 34 from John Minnis); .Armstrong Standard Goods 0-6-0 No. 424... pp. 440-1 Platforms 4 and 5 well dressed crowd awaiting their train: R.V.J. Butt (page 34 next Volume) suggests between 30 June and 3 July 1908 for Henley Royal Regatta when Pembroke College rowed against Eton (see letter in Vol. 10 page 34 from R.V.J. Butt); p. 442 Platform 8 looking west c1908; p. 443 upper Saint No. 183 Red Gauntlet departing c1912; p. 4443 lower No. 2920 Saint David? departing Platform 3 c1912; p. 444 upper Star No. 4042 Prince Albert on down express c1914; p. 444 lower 2-4-2T No. 3607 on empty stock shunting; p. 449 upper stop block at ends of Platforms 6 and 7; p. 449 lower Wyman's bookstall in August 1913. Part 3 in next Volume page 2..
Chadwick, John. Freight over the Cotswolds.
Yarnton to Honeybourne. firing for Driver Gerry Weston, outward on a 38XX and return on a Hall class (with banker up Campden Bank and through Campden Tunnel) to Oxford North Junction. A gauge glass broke whilst the 38XX was being prepared, but a spare was available. See also next Issue letter from Ray Caston on page 34 and routing of iron ore traffic to South Wales...
Crump, Bob. Firing engines with No. 1 boilers.
Flat, middle and saucer fires. Depth of fire was important and preparation for certain conditions, for instance working through the Severn Tunnel and climbing to Patchway needed great care on the trip before Newport. Sometimes, working conditions were uncertain, as on freights working towards London, and clinkering could be severe. The deflectors or smokeplates could be a problem.
Lewis, John. The GWR's articulated main line coaches.
Based on material which appeared in Great Western Railway Magazine (August 1925), Locomotive Rly Carr. Wagon Rev. V. 31 (15 August 1925) and Rly Engineer (September/October 1925). Argues that articulation failed on the GWR due to its combination of inflexibility and the shortness of the individual carriages. They were rebuilt into ordinary stock in 1935. There are extracts from the text of the Locomotive... which noted the influence of Gresley designs on the LNER, but the GWR sets did not have Pullman gangways, but did feature a new form of suspension for the Bristish Standard gangways. Notes that some of the gangways remained connected on these vehicles when they were employed on services over the Weymouth Quay Tramway. Many diagrams, photographs of interiors and of the coupling arrangements on the shared bogies. Andrew Fiderkiewicz (letter Issue 75 page 180) gives location for photograph on p. 470 as Exeter Riverside yard. Page 475: horsebox without any for of illumination: see letter from Author in Issue 84 p. 240.
Letters. 476-7; 480.
'42XXs'. Robert Nicholas
See pp. 277 et seq and 339 et seq: workings from Dyffryn Yard: to Bryn, Maesteg and Cwmdu known as 'The Norths' as mines had been owned by Colonel North; the 'Banburys' trains of 24 empty iron ore works from Copper Works Junction to Pengam Junction; summer and winter loads for Cardiff Docks; strip coil traffic serving tinplate plants on Swansea District Line from Abbey Works at Port Talbor; 20 ton wagons at the Port Talbot High Level hoist (and involvement of Sir Felix Pole in arranging this traffic); prohibition of 42XX from Rhondda and Swansea Bay.
'42XX'. D.J. Tomkiss.
See 339 et seq: comment on speed of trains of ironstone hoppers for Margham which the customer refused to accept with continuous brakes.
Tavistock Junction. E.J. Williamson.
See letter from Mike Morris (page 357) concerning rerailing device visible on page 182 upper (bridge over River Plym):comment upon auto-rerailing device.
'42XX'. D.J. Fleming.
See 339 et seq: class worked on passenger duties on 18 June 1959 prepared No. 5215 to work Bristol to Weston-super-Mare excursion traffic.
'42XX'. D.J. Tomkiss. 476-7.
See pp. 277 et seq and 339 et seq: memeories of 42XX and 72XX restarting heavy trains at east end of Cardiff General. Workings by 42XX at Llantrisant. See letter from Allan Pym on page 356: on 10 April 1938 No. 6003 was tested between Rogerstone and Ebbw Vale, and again in October 1938 with the proposed 2-10-2T considered for this traffic. Eventually the iron ore traffic was operated over the 1 in 50 gradients by 9F 2-10-0s once their regulator control handles had been strengthened.
'42XX'. Phil Marks. 477.
See 339 et seq: participated in workings from Aberdare involving Phurnacite traffic from Abercwmboi. Also 42XX fitted with vacuum brake. See also next Issue letter from Ray Caston on page 34..
London Division coaches. Chris Foren. 480.
See letter from Geoff Brown on page 360 and from Geoff Brown in Issue 74 page 120 (Hawksworth coach within Class 118 DMU set)
Local coach formations. Bill Crosbie-Hill.
See Issue 55 page 375 on suburban stock workings: suburban stock was employed on reliefs before Christmas in 1932 being used on non-stop workings from Paddington to Leamington Spa thence Birmingham. These were Castle hauled: the 16.12 by No. 4093 Dunster Castle; the 18.12 was also Castle hauled, but a Metropolitan C set was used. Further information from D. Walker on page 34 (V. 10)..