|Midland Record also Midland Engines|
The Midland Record was attractively produced in the usual Wild Swan style: that is in a Brunelian format which fits at Didcot, but nowhere else where A4 is favoured for page formats. There is remarkably little attention to its "series" nature. Most periodicals from the commercial bookstall type to the serious tend to treat each Issue as a book and this ensures that the series is moderately well known within the railway enthusiast brotherhood, but is virtually unknown in public libraries. Due to its cost it is unlikely to be treated in the same depth as other material on the steamindex website pages. There is a further problem in that Midland Engines, a sort of NRM/Wild Swan joint venture, is a sort of second cousin, twice removed, to the Record, although the monograph nature is more evident and the material tends to be dated, presumably at the behest of the NRM. As usual with this form of publishing the journal transgresses into alien ground: the Great Eastern Railway and British Railways, for instance. As is obvious most Issues have not been seen and reliance has had to be placed on several excellent websites, but these do not quote pagination, nor do they give any idea of content, but they do give authorship and thus it becomes possible to recognize the work of Atkins, Braithwaite and Hunt and their contributions to locomotive historical development: would it be too cynical to state their static beauty?.
Midland Record No. 0 
Andy Brown. St. Pancras. 4-30.
Includes contemporary photographs of station under construction and plans which show changes in platform and track layouts
Andrew Hobbs. Kirtley era carriages: the saga continues. 31-41
The odd spot. 42-4
Photographs of Kirtley 0-6-0 cab interiors plus one of smokebox with door open
Andy Brown. Midland Railway liveries: some facts about paint. 45-52.
Bob Essery. Nottingham goods. 53-61.
MR lineside. 61-4
Water cranes: official diagrams
Ramps & jacks. 65-6.
Includes photograph of interior of breakdown van on p. 66
Bob Essery. Midland Railway motor trains in the Midland, LMS &
BR period. 67-79.
Includes transcript of memorandum from James E. Anderson of 9 July 1908 relating to Symes examining the operation of the motor trains (push & pull) between Sheffield and Doncaster worked in sandwich mode consisting of compo brake No. 3448, locomotive 0-6-0T No. 1637 and third brake No. 746. Complaint had related to fore and aft oscillation: Symes recommended tightening couplings. Illustration: 0-4-4T No. 1272 with former LNWR driving trailer. Also letter of 23 May 1908 concerning water consuption by 0-6-0T No. 1632 when working motor train on Ripley branch on 21 May 1908. Steam rail motor No. 2233: side elevation and plan; also interior; MGNR 4-4-0T No. 8 with Pullman car; MGNR 4-4-0T No. 19 at Harpenden (P.C. Dewhurst); MR 0-6-0T No. 1632 in sandwich formation; and 0-4-4T No. 1257 also in sandwich formation
MR freight. Sam Cowan. 80-1.
0-6-4T No. 2004 at New Mills post-1912
Midland Railway at Burton. 82-3
Midland territory. 84
Bob Essery. The Visit of Messrs. Reid & Anderson
to the USA in 1920. 85; 90
Report is dated February 1920 and refers to "last autumn" therefore the visit took place in 1919. The officers were R.W. Reid, Carriage & Wagon Superintendent and James Anderson, Deputy CME. The report was to F. Tatlow, General Manager
Midland Railway Class 3 0-6-0. 86-9.
R.S. Carpenter. Coaley Junction for Dursley. 107-27
Midland Record No. 1 
156 class 2-4-0 No. 155A. (photograph). 1
Jack Braithwaite. Midland Railway
locomotive aesthetics. 3-20.
Early Midland Railway locomotives, like many of those on contemporary railways, had quite a varied appearance. This was largely due to the fact that some had been purchased from privately-owned locomotive building firms, each of which displayed their own distinctive character and design. Some were exceedingly pretty engines, notably the 'Early Sharp' and 'Little Sharp' 2-2-2s, often referred to as the 'Sharpies' by locomotive historians. They were built by Sharp, Roberts & Co, a company whose title changed (after Richard Roberts left in 1843) to Sharp Brothers, and later still, to Sharp, Stewart & Co.
In their external features, the 'Sharpie' 2-2-2s exhibited some classical 'architectural' features, probably due to their designer, Charles Beyer, having originally been trained as an architect. This aspect was exemplified by the shape of the very ornate chimneys, mounted on square plin ths wi th much elaborate beading, the bell-mouthed tops of which were finished off with bright copper, and also in the ornamental dome casing of polished brass, mounted on square bases made of the same material. The frames of the engines reflected both strength and elegance, and the locomotives were generally notable for their excellence of detail design and beautiful workmanship. They soon gained a most distinguished reputation that was handed down among railwaymen of later generations. Their dome casings were described by John Fuller in the 1894 volumes of the American Locomotive Engineer as 'one of the prettiest dome covers ever made', and reference was also made to 'the Tuscan design' of these 'beautiful domes'. Fuller continued: 'I believe there is nothing in a railway coppersmiths shop which can give to the workmen a greater satisfaction for the labour bestowed, than one of this kind of dome'. Before emigrating to America, Fuller had worked for the South Eastern Railway on 'Sharpie' engines.
The 'Sharpie' 2-2-2s were used on more railways than any other British express engine design, before or since, being supplied to many British and Irish railways, as well as to lines in France, Germany, Italy, Denmark and Austria. An outside cylinder version was also built and used by the Jamaica Railway, and the Berlin-Hamburg Railway.
On some of the later engines of the 'Little Sharp' 2-2-2s, and on all of his 'Big Sharp' 2-2-2s, Charles Beyer introduced an external style much more appropriate to the developing taste of the mechanical engineer. These locomotives were fitted with plain bell-mouthed brass dome casings, and less ornate (but still elegant) chimneys, without square plinths. This later style of chimney had also been fitted to some of the earlier 'Sharpies'. From this time onwards, the classical 'architectural' style, really only suitable for small engines, was gradually discarded by this famous designer.
Prior to his appointment on the Great Northern Railway at Peterborough, Samuel Waite Johnson, as a 'gentleman pupil' at Doncaster, fired for six months to Driver Thomas Woodley and he may well have worked on the GNR 'Little Sharps', at that time working the Doncaster to Leeds trains via Methley. This could possibly account for Johnson's apparent affection for the type as recounted elsewhere.
The 'Jenny Lind' 2-2-2s designed by David Joy and built by E.B. Wilson & Co., were also very fine and ornate-looking engines in appearance, with polished copper tops to their fluted dome and safety valve casings. These embellishments of polished copper, rather than of brass, were a feature in the designs of some other railway works of this period, being used by John Hawkshaw on the Lancashire & Yorkshire Railway, and on the 'Old Crewe' designs of the London & North Western Railway; in these latter cases, however, the whole of the mountings were of polished copper. At first Kitson and Co. also favoured very ornate external styles, as witness their two Cramptons built for the Midland Railway in 1848. However, the style quickly changed, and the standard Kitson engine evolved, showing a plain, simple, pleasing design without, perhaps, achieving the elegance of outline of a Charles Beyer locomotive. When Matthew Kirtley, the Midland Railway Locomotive Superintendent from 1844-1873, began to establish his own external style for his locomotives, he was seemingly influenced by the standard Kitson engine. His early 2-2-2 engines, for example, had a resemblance to Kitson's designs, especially in the shape of the chimney and dome casings. During the same period, circa 1852-1858, two other classes of 2-2-2 passenger locomotives running on the Midland Railway displayed the external characteristics of their makers. They were the '130' class 2-2-2s built by Robert Stephenson & Co. in 1852, and the '120' class 2-2-2s built by Sharp, Stewart & Co. in 1853. These latter engines may have been designed by C. Beyer, although, after resigning from Sharp, Stewart & Co., he spent from six to eight months touring Great Britain and Europe before founding his own firm in 1854, with Richard Peacock. Clement Stretton, writing for the Locomotive Engineers and Firemen's Journal, said of the two designs:
'Some of the leading firms did not take kindly to working to the company's drawings. Stephensons were willing to build six engines provided they could use their own pattern of framing, also their own chimney and safety valve cover. Messrs Sharps would build ten engines if they could employ their own framing and splashers and place their own brass dome close to the chimney.'
Beyer, Peacock & Co. built two beautiful outside-framed 0-6-0s
in 1858, with all that company's external characteristics. Other firms, too,
sometimes used their own style of chimney on Kirtley designs: a batch of
0-6-0s built in 1867 by Kitson & Co., for example, carried standard
Kitson chimneys. The '170' class 2-4-0s built by Beyer, Peacock & Co.
in 1867, received that firm's copper-capped chimneys, which I consider to
be the most attractive of all copper-capped examples. An exact copy of this
Beyer Peacock chimney was used by Joseph Beattie on his later London &
South Western Railway designs, and also by his successor William George Beattie
(except on the latter's final class). The standard Kirtley locomotives of
the late 1860s and early 1870s displayed an appearance of rugged strength
with their massive outside frames and bold, simple outlines, the effect of
which was good, and certainly most picturesque. When Samuel Waite Johnson
rebuilt the Kirtley engines and substituted his own elegant chimney and boiler
mountings, the resulting combination of the picturesque and the elegant produced
a group of locomotives with irresistible appeal to the eyes of their
Kirtley's masterpiece was undoubtedly his famous '800' class 2-4-0s of 1870, although some of his other engines lasted much longer. After the rebuilding by S.W. Johnson, the '800' class gained a remarkable reputation, both for their fine appearance and excellent performance. W.B. Thompson wrote in 1950: 'Myoid friend, the late Ernest. L. Ahrons, who knew Johnson personally and used to discuss locomotives with him, I think maintained the opinion to the end that the rebuilt '800' class were the greatest achievement of Johnson's whole career.'
Kirtley's '890' class 2-4-0s, despi te the Kirtley chimneys and boiler mountings, perhaps showed signs of the influence of another hand possibly that of Edward Snowball, the Chief Draughtsman of Messrs Neilson & Co. Snowball was an artist in his work, and designed engines that were exported to many parts of the world, but his work has never been fully appreciated. Indeed, he may have been responsible for the design of the superbly-elegant curvilinear splasher casings, which first appeared on the Midland Railway on S.W. Johnson's '1502' class 2-4-0 engines, built by Neilson & Co. in 1880-81. This truly artistic feature became standard, from 1883 onwards, on all of Johnson's srnall-boilered, coupled express passenger engines.
Perhaps the most attractive-looking of all the Kirtley designs was the Johnson rebuild of Kirtley's 2-2-2 No. 33, the Midland Railway Directors' engine from 1881 until late 1897. In my opinion, this was quite the prettiest little engine ever, and I would hope that, some day, a skilled model-maker will recreate her, coupled to the official saloon. That would indeed be a sight to contemplate with pleasure!
Widely regarded as the greatest artist of the steam age, Samuel Waite Johnson reigned as Locomotive Superintendent of the Midland Railway from 2 July 1873 to 31 December 1903. His reputation for designing handsome locomotives had been established on the Great Eastern Railway, with such attractive engines as the 'Butterflies' (as his two famous yellow-painted 4-2-2 rebuilds of Robert Sinclair's 2-2-2s became known), the three 2-2-2 rebuilds of the same class (one of which, No. 60, was also painted yellow), and his own designs of 2-4-0, 0-6-0, 0-4-2 tank, 0-4-4 tank, and pioneer 4-4-0. Johnson's two GER 4-4-0s were the precursors of that noble dynasty of elegant, small boilered 4-4-0s, built between 1876 and 1901 for the Midland Railway. Two most attractive 'Little Sharp' 2-2-2s, No. 73 and 74, were built at Stratford in 1870 to a design modified by Johnson. The Johnson 'Little Sharps' were slightly heavier than the standard Charles Beyer design, and must surely rank among the most charming of all these celebrated engines. According to E. L. Ahrons, No. 74 was painted plum colour a portent perhaps for the future?
I consider the Johnson locomotive to be the very embodiment of beauty of form, combined with elegance of proportion and neatness of detail design. Johnson was undoubtedly influenced artistically by Charles Beyer; possibly both men had studied Williarn Hogarth's book Anaiysis of Beauty, which included an illustration of 'The Line of Beauty' a shallow 'S'-shaped curve. Wherever practicable, Johnson used this 'Line of Beauty' to enhance the outlines of all of his small-boilered engines, and this contributed, in no small measure, to their exquisite appearance. Head-on views, for example, show the effect created by the use of this line, and from the top of the chimney to the bottom of the curved guard irons, a succession of beautiful curves was created,
Johnson's first built-up chimneys, finely proportioned and expensive to make, were masterpieces of subtlety, whilst his later one-piece cast iron chimneys have been considered by many to be the most elegant steam locomotive chimneys ever designed.
Johnson used brasswork to set off his locomotives' appealing blend of choice lines, good proportions and livery. Yet such adornments were restrained, and were never allowed to dominate; rather, the metalwork enhanced their excellent proportions.
The influence of Charles Beyer on the aesthetic design of the Johnson locomotive must again be stressed. When in 1854, Beyer founded his famous firm with R. Peacock, his designs became world-renowned for their simple beauty and elegance of outline, and it has always seemed to me that Johnson, even further, honed, perfected, and improved on the high standards Beyer had already established. The Johnson chimneys, bell-mouthed dome casings, safety valve casings, and the curved ends to the buffer planks were clearly derived from Charles Beyer's practice.
S.W Johnson designed the jacketed smokebox, with its outer casing flush with the boiler clothing, for his incomparable single-wheelers, built from 1887 onwards. In 1892, this feature was introduced on the 7 ft 4-4-0s of the '2183' class, and remained standard on all small-boilered 4-4-0s subsequently built by Johnson, although with some exceptions. These were the ten 6 ft 6 in engines Nos. 2581- 2590, built by Beyer Peacock & Co. in 1900 for the MR, and the forty 6 ft 6 in 4-4-0s for the M&GNJR, 33 of which were built by Sharp Stewart & Co. in 1894 and 1896, and seven by Beyer Peacock & Co. in 1899. Also four of Johnson's delightful 5 ft 9 in 4-4-0s for the S&DJR, perhaps his most compact and individual 4-4-0s, were built in 1896-1897, to the original 1891 design.
The effect of the above-mentioned change produced some strikingly beautiful locomotives. The '2183' class engines had even more gracefully-curved smoke- box waists than those of the earlier 4-4-0s, plus longer 9 ft coupled wheel bases. This further enhanced the sheer beauty of shape and elegant grace of line of the S.W Johnson small-boilered 4-4-0. The '2183' class 4-4-0s were visually-appealing engines, and some connoisseurs of steam locomotive outline considered them to be Johnson's loveliest design; I certainly rate this class amongst the most elegant locomotives ever to grace the railway line.
Some appreciations of the Johnson locomotive from the aesthetic aspect will show the esteem in which his designs were held. World-famous authority Charles Rous-Marten (1844-1908), whose reputation for complete impartiality was well deserved, wrote, each year from 1896 to 1908, reports on British express locomotives for the Bulletin of the lntemational Congress of Railways. In his 1897 article, he commented on Johnson's 7ft 9in '115' class 4-2-2s thus: 'The superb new single-wheel express engines ... These engines are remarkable for their graceful proportions and handsome appearance'. His 1898 article si ngled ou t for aesthetic appreciation Johnson's 7 ft 4-4-0s of the '60' class: 'They possess a particularly fine appearance'.
The 1898 volume of The Engineering Magazine contained an article which described the first batch of the Johnson '115' class 4-2-2s as 'five new single wheel express engines of singularly fine proportions and handsome appearance', and also referred to 'these superb locomotives'. The Locomotive Engineers and Firemen's Joumal, in a report on the tragic accident at Wellingborough in 1898, said of the Johnson 7 fr 4-4-0 No. 1743 and her train: 'The engine and the splendid twelve wheeled coaches formed one of the very finest trains in the Kingdom or in the world'.
Well-known technical author, George Gentry (1870-1964), a former pupil of the North London Railway at Bow Works, and for many years a most distinguished writer on all kinds of mechanical subjects, gave an appreciation of Johnson's Great Eastern Railway 'No. 1' class 2-4-0s, published in the Model Engineer for 13 January 1916:
'They bear the hallmark of the wonderful proporrions always aimed at by Mr. [ohnson and which culminated in his 4-4-0 Midland 'insides' which some enthusiasts declare were [he most beautifully proporrioned engines ever produced, nor even excepting the same engineer's 4-2-2 'inside' singles for the same railway.'
The Railway and Travel Monthly for February 1918 contained a letter on locomotive aesthetics from Captain Ronald Sinclair, then serving in France, from which the following is extracted:
'I think, however, that many people will agree that no engineer in this country ever built more beautiful machines than Mr. S.W Johnson for the Midland Railway. All his express engines were perfectly proporrioned, neat in outline, well-balanced and gave an impression of both speed and power. The old Midland livery also added to their beauty ... The Johnson Singles were world-famed, of course, for their grace and beaury, and his more recent Belpaires and Compounds are excellent examples of beauty of design. I do not think that the Deeley Compounds and '990s' are as handsome as their predecessors of the Johnson era.
The celebrated builder of small 'live steam' locomotives, L. Lawrence
(1882-1967), whose articles published in the Model Engineer under
the nom-de-plume 'LBSC', had a world-wide following. In 1935, referring to
the Johnson single-wheelers, he wrote that they 'were among the most graceful
engines that ever took the road'. In 1942, he said of the first of the Johnson
singles introduced in 1887: 'And what an engine too, one of the most
symmetrical machines ever put on rails, in the opinion of most enginemen.'
L. Lawrence particularly admired the 7 ft 9t in 'Princess of Wales' series
of 4-2-2s, and aesthetic tributes to them appeared in six articles he compiled.
In his novel, Fleming of Honister, the famous author Graham Sutton (1892-1959) paid a remarkable tribute to the small-boilered Johnson 4-4-0s: 'Yet, I reckon those Johnson 4-4-0s with their sleek lines and curving brass rimmed splashers, are the handsomest engines ever built or ever likely to be.' Sutton was born at Scotby on 26 February 1892, and had boyhood memories of those lovely Johnson locomotives passing through his home village station, on the Settle & Carlisle section of the Midland Railway. G.S. Inglefield, writing in the February 1927 issue of the Model Railway News on 'My Favourite Prototype', said of P. Stirling's 8 ft 4-2-2s of the Great Northern Railway:
'The artistic lines on which they were built were only surpassed by the Midland 4-2-2 designed by Mr. Johnson. This locomotive marks, I consider, the zenith of the locomotive engineer's artistic achievements. The shapely chimney, the graceful lines of the frame, the unobtrusiveness and absence of mis-proportion of any form, provide such pleasing relief to the stumpy (or perhaps 'stovepipe') smoke-stack, massive boiler and general ungainliness of the present-day locomotive ... It was indeed an enjoyable sight to see one of these engines at the head of some fast north-bound express. It is my favourite protorype, not only from their pleasing appearance, but from their combination of the artistic and the efficient.'
This article was illustrated by a pen and ink sketch of Johnson's
7ft 9 in 4-2-2 No. 117.
The very full report on the locomotive procession at the Railway Centenary held in Darlington, and published in The Times of 3 July 1925, was interesting in that only one locomotive of those taking part was mentioned from the aesthetic viewpoint, this being the Johnson 7 fr 9 in. 4-2-2, described as 'among the most graceful engines ever produced.' That great authority, C.F. Dendy Marshall (1873-1945), writing in 1930 on the constituent companies' locomotives which formed the LMS Railway, commented on 'S.W. Johnson, who produced remarkably fine engines of the 2-4-0 and 4-4-0 type' and 'a magnificent series of 4-2-2 engines with double frames which were among the handsomest ever built.' Celebrated artist, model maker, designer of miniature steam locomotives and painter, E.W. Twining (1875-1956), whose exquisite coloured plates illustrated Alfred Rosling Bennett's classic book Historic Locomotives and Moving Accidents, published in 1906, wrote on locomotive aesthetics, in 1937: 'What, for instance, more beautiful engines were ever built than Johnson's Midland bogie singles?' Twining made a fine model of one of these celebrated locomotives in 1899, when he was 24 years of age. The classic address on 'Railway Design', delivered to the Council of Industrial Design in 1952 by George Williams, contained the following comment: 'Ideals of beauty vary with the individual and whether one admires the rounded ou tline of a streamlined locomotive or not, none will question the beauty of outline of a Johnson bogie single of the old Midland Railway.'
World-famous authority O.S. Nock, born in 1905, has many memories of the pre-Grouping railways, and had recalled seeing Midland engines running in their matchless red livery. He is on record as giving his considered opinion that the family of Johnson 2-4-0s were the most beautiful passenger engines ever to run in this country, and also that the small-boilered Johnson 4-4-0s, collectively, were the most beautiful eight-wheeled engines in Great Britain of their time, from 1876 to 1901.
The foregoing tributes are just a few of hundreds that have been paid to the artistry of S.W. Johnson's locomotive design down the years.
Johnson' s large-boilered designs of 4-4-0s, both simple and compound, and his large 'H'-boilered 0-6-0 goods tender engines, lacked the elegant grace of his small-boilered locomotives, but they still had a fine appearance, particularly when judged from a modern standpoint. The first thirty Belpaire 4-4-0s were perhaps the best-looking, for they carried the beautiful Johnson chimney, which exemplified the undoubted truism that the external design of the chimney is the focal poinr of steam locomotive appearance. The final fifty Belpaires, many built under the Deeley regime, suffered a loss of appearance due to the fitting of 'Flower- pot' chimneys. However, in my opinion, this chimney did not si t too badly on large-boilered locomotives, but when a few singles, 2-4-0s, small-boilered 4-4-0s and 0-6-0s received a lengthened version, the effect was appalling, and the classic beauty of those types sadly marred. The 'Flowerpot' chimney, introduced during J.W Smith's time as Chief Draughtsman (1901-1906), was first seen in 1903 on three large-boilered S&DJR 4-4-0s, the large 'H'-boilered MR 0-6-0s and, as mentioned above, the later MR Belpaires, during Johnson's final year in office. Smith was the son of the famous W.M. Smith (of the North Eastern Railway), and the 'Flowerpot' chimney was rather reminiscent of the Worsdell brothers' style. Smith also used this chimney on a few Great Central Railway engines when he went to Gorton in 1906.
Richard Mountford Deeley introduced a much more austere and severe external style. This approach was entirely suitable for his own designs, but, following the sophisticated elegance of the Johnson outline, it (perhaps naturally) came in for a good deal of criticism at first from the aesthetic point of view. Deeley continued the use of the 'Flowerpot' chimney for a time, although the later parallel chimney with capuchon was evolved during his period of office. This chimney was of great character and lasted well into LMS days, and even into BR days on some engines. Several critics had not got over the change in Midland locomotive appearance as late as 1909. Cecil Allen, writing in Model Railways and Locomotives for July 1909 commented:
'The erstwhile admirer of Midland 'grace' would scarcely recognise the engines of his favourite line now. The regular characteristics of the original Midland engine the spring balanced safety-valve on the dome, the polished brass safety-valve column, the absurdly inadequate shelter for the enginemen these have now become a thing of the past, and had begun to do so before even Johnson resigned his office. Mr. Deeley, however, has introduced the most fearsome innovations, which have completely revolutionised the external appearance of the Midland locomotive srock. The small and ugly chimney wi th its capuchon, or smoke deflecror, the flat smokebox door with its number in place of the old wheel and handle, the high running-plate and deep buffer beam, the shapeless cab outline, the generally parsimonious absence of brass-work and lining, and last, but not least, the huge gilt numerals on the tender a la nited States of America all combine to produce an object of power, but one utterly devoid of grace. The im pression is all the more marked when the newer engines are compared with the graceful lines and smart appearance of, say, the compounds of Johnson's design.'
In the same article, Allen said of the Johnson 'Princess of Wales'
7 ft 9~ in 4-2-2s: 'these engines are generally accepted by connoisseurs
as among the most graceful yet designed m this country.'
The Deeley 0-6-4 tanks and Johnson 0-6-0 tanks were also compared by a writer in the same journal in 1912, to the detriment of the former:
'Admirers of Midland engines think of the olden days when the creations of Derby only constituted handsome work. However, we are getting to the day when the idea of power the appearance of a locomotive gives, is considered better than beauty of form and colour.'
Basil M. Bazley, too, wrote in the Railway Notes for April 1910, on 'Handsome Locomotives':
'While Crewe has progressed, Derby has retrogressed: gone is the smart lining, gone is the graceful ou tline, gone is the perfect finish. All Mr. Johnson's engines were beautiful; particular menrion must be made of the' Princess of Wales' class of single wheelers, perhaps the most artistic locomotives of the age. I much prefer them ro Mr. Pat Stirling's big 'singles', though it must be admitted that these were marvellously symmetrical machines.'
It is very true, however, that the eye gradually becomes accustomed
to change, and the Deeley compounds and class '990' simple 4-4-0s, in particular,
came to be considered very handsome by some enthusiasts of later generations.
Personally, I would consider them to be neat, workmanlike, and of great
character. It must be admitted that Deeley had a difficul t task following
a man like S. W. johnson , who made a steam locomotive such a real work of
art. It would also be true to say that the austere external style which Derby
favoured suited his own designs perfectly, and set a standard of appearance,
slightly modified by Fowler, which lasted into BR days.
Henry Fowler's engines followed the Deeley tradition, and his '483' class superheated 4-4-0 rebuilds with their raised footplating had a dignified appear- ance. This style continued on the LMS, modified (to suit the Northern Division loading gauge) by flat-topped dome cas- ings and shorter chimneys of undoubted character. Happily, some Fowler '4F' 0-6-0s have survived in the preservation movement, as have a number of Fowler '3F' 0-6-0 tanks, the latter a post-Group- ing LMS design of unmistakable J ohnson ancestry, al though lacking the elegant johnson external lines.
The matchless Johnson artistry and beauty of outline, however, can still be admired on the preserved 7 ft 9 in 4-2-2 No. 673, despite some Deeley features now incorporated. The picturesque 2-4-0 No. 158A, too, still delights the eye of the true locomotive connoisseur, as does the 4-4-0 compound No. 1000, preserved as rebuil t, showing the Deeley external style. How fortunate it is that (amongst others) three such magnificent examples of Midland Railway locomotive practice have survived, and what a debt of grati tude we owe to those authorities whr made it all possible.
I would like to thank my friend David Tee fa reading through my original draft, and fo his helpful suggestions and interest, also friend Eddie Johnson and Roger Carpenter for thei help with some of the photographs.
Captions to illustrations:
Page 3: This beautiful 7ft Johnson 4-4-0, No. 1745, here seen at Bedford, was one of the '1738' class 4-4-0s of the Midland Railway, one of which was taken as the example to illustrate the beauty and elegance of the British steam locomotive, by Maurice Demoulin in his classic work Practical Treatise of the Steam Locomotive, published in 1898. Demoulin said "In fact the English pay a great deal of attention to the appearance of their machines. Thanks to a well developed mechanical sense the English have managed to devise their own ideal shape for their locomotives, and they never deviate from this at any price. It results as much from the happy choice of proportions, as from the simple, regular lines and the meticulous attention given to the placement of the smallest instrument. This question of appearance, which is not to be looked down on, has almost certainly been influenced by the competition in England with each company trying to draw itself to the attention of a public more discerning about these things than in other countries, by their elegant and well- turned out machines '.. it shows that at a certain level of perfection and without sacrificing any of the essentials, mechanics can become an art ... We do not mean to conclude from this that English locomotives are the most perfect - not at all; we only want to emphasise that their builders were the first who strove to realise that perfection of shape which is the crowning achievement of all practical creation. Besides this concern with the external appearance is not without practical results; while not incurring any additional expense it develops public liking for the railways and promotes staff loyalty."Collection: Eddie Johnson
Page 4: P.C. Dewhurst, eminent engineer and railway historian thought the small-boilered 0-6-0 tender engines achieved "the acme of symmetry": No. 1655 (Neilson built) at Brunswick MSL shed in Liverpool. P.C. Dewhurst born in 1883, began his railway carrer at Kentish Town
Page 5 upper: That splendid railway locomotive artist and footplate man, the late and much missed Graham Lee, always considered Johnson 's '2183' class 7ft 4-4-0s to be the most beautiful steam locomotives ever built. Here is No. 2183 seen at Skipton. Many other tributes have been paid over the years, concerning the aesthetic appeal of this particularly lovely series of engines. George Dow, for instance, said that the '2183' class "exemplifies all the loveliness of line, proportion and livery that Midland engines of Johnson's design invariably possessed."
Page 5 lower: E.W. Twining, writing in Practical Mechanics in November 1934, had this to say: "it is a generally recognised fact that certain locomotive designers in the past were artists in metal. Amongst the many may be mentioned Mr. McConnell of the LNW Railway, Mr. Stroudley of the LBSC, Benjamin Connor of the Caledonian, Mr. Wainwright of the SE & CR and Mr. Patrick Stirling of the Great Northern Railway. But I share the opinion of many other people that the greatest of them all was Mr. Samuel W. Johnson of the Midland . This photograph, of Johnson 6ft 6in 2-4-0 No. 1306 in green livery, shows an example of the superb Johnson artistry of design.
Page 6 upper. That great authority, E.C. Poultney, who commenced his locomotive engineering career on the Furness Railway at the turn of the century, contributed to The Engineer in 1950, remarking upon the "graceful outline peculiar to Derby practice of the period. Johnson was (to quote from his obituary in the issue of The Engineer of 19 January 1912) 'a stickler for beauty', a remark with which there will be general agreement." This photograph of 0-6-0 No. 1620, taken at Bath, is a fine example of the sheer purity of outline and neatness of detail design of a typical Johnson 0-6-0 tender engine built by Beyer Peacock.
Page 6 lower: W.J. Bassett-Lowke, who was born in 1877, wrote in Practical Mechanics for April 1938, saying that the Johnson 7ft 6in 4-2-2 was noted for "its excellent beauty of outline" and also commented that "Many railways built single-drivers of the 2-2-2 and 4-2-2 types, and not until 1901 did the last British single express appear. Of these Samuel Johnson's Midland design of 1889 has never been surpassed ... The large 7ft 6in diameter driving-wheels and brass axle-boxes had much to do with the handsome appearance of the 'Spinners' as they were called." This photograph shows one of the larger 7ft 9in 4-2-2s, No. 119 at Bedford. Many indeed, have claimed these locomotives to be the most beautiful ever built. Maurice Demoulin, that great French authority, writing in 1898 on the Johnson singles, had this to say: "One of these engines was shown at the 1889 Exhibition. It is perhaps the most elegant and best proportioned of the English engines, really well thought out right down to the smallest detail, and one of the most remarkable in its operation. " Harold D. Lowthian, a widely travelled writer and commentator, paid a compliment to the smaller Johnson 4-2-2s on 15 August 1896 in the Railway Herald: "There are few people who will venture to suggest that there is a neater or finer-looking engine to be seen anywhere."
Page 7. S.W. Johnson's magnificent 7ft 9½in 4-2-2, No. 21, is seen outside St. Pancras. Of her sister engine, No. 2601 Princess of Wales, which was on show at the Paris Exposition, Charles Rous-Marten, contributing to the Railway Herald, said: "I cannot imagine how any observer possessing artistic taste would hesitate for one moment in awarding the palm for beauty of design to the British locomotives ... I do not hesitate to assert that Mr. S.W. Johnson's 7ft 9½in single-wheeler was by far the most graceful and beautiful engine displayed at Vincennes." The Locomotive and Railways issue of July 1900 described the Princess of Wales in Paris as follows: "The engines of this class are finished in the usual splendid standard always adopted by the Midland and Princess of Wales the exhibition engine looks a perfect picture. " A compliment indeed, in this era of beautiful locomotives!
Page 8: The writer never met the late George Dow, but due to a shared deep interest in locomotive aesthetics, corresponded with him for some twelve years. In a letter dated 31st July 1976, Mr. Dow gave his considered opinion of the Johnson artistry: "1 said that Johnson 's bogie singles were amongst the most beautiful locomotives the world has ever seen. it is my belief that I should have gone further in extolling Johnson by saying that in his time, few, if any, locomotives of other designers equalled his for sheer beauty and elegance, and that this applies to his conversions of Kirtley's engines as well as his own new designs." The rebuilt Kirtiey 0-6-0 No. 842 is seen here at Bedford, and her magnificent finish and livery shows, without question, Johnson's artistic skill and taste in rebuilding the locomotives of his predecessor.
Page 9 upper: This truly lovely Johnson 0-4-4 tank, No. 1280, reminds one of the compliment M. Demoulin paid them in his magnificent four-volume work in 1898: "As with all the Midland Railway locomotives it is outstandingly proportioned."
Page 9 lower: Maurice Demoulin gave his opinion of Midland Railway locomotives in 1898: "This company has magnificent rolling stock, exceptionally well maintained and which has served as a starting point for the high speed models of several other networks; it was one of the first in England to adopt the bogie for its express locomotives." Demoulin illustrated his remarks above with a drawing of a Johnson 2-4-0, and later on, mentioned in his text, the Johnson '1312' class 4-4-0s of 1876. O. S. Nock 's viewpoint, given in 1957, was that "For perfect symmetry of line Johnson touched the heights in his 2-4-0s and his 4-4-0s of the middle period." No. 1400 is a truly lovely example of a Johnson 2-4-0 in 'as built' condition seen at Leeds. The beautifully spaced wheels, which added so much to the classic elegance of these locomotives, may be noted. It was, of course, the Matthew Kirtley 8ft-8ft 6in wheelbase that helped such 2-4-0s to achieve their balanced beauty, which the rebuilt Kirtley 2-4-0s also shared in full measure. Collection Roger Carpenter
Page 10: This picture of one of Johnson's 7ft '60' class 4-4-0s, No. 61 at Birmingham New Street, shows what is, in the writer's opinion, the most magnificent looking and splendidly patrician of all the Johnson 4-4-0s. Some famous personalities of the railway world, such as W. B. Thompson and A. G. Williamson, who actually saw these locomotives, claimed them to be the most beautiful steam locomotives ever built, and C. Rous-Marten and O. S. Nock have also highly praised this particular group of engines for their beauty of design. The writer has chosen his descriptive words for this class with care, for he always considers the smaller 7ft '2183' class to be the most beautiful and elegant of the small-boilered Johnson 4-4-0 family. But surely all classes of the small-boilered Johnson 4-4-0s, including the SDJR and MGNJR versions, had a rare beauty. Collection Roger Carpenter
Page 11: The rebuilt '800' class 2-4-0s were magnificent looking engines and No. 817 makes a particularly splendid spectacle at Sheffield c.1892. E. P. Turner, who contributed many letters to railway and engineering publications, listed the rebuilt '800s', together with five other classes of locomotive, as engines "which have been universally admired for their symmetrical proportions and handsome appearance". This tribute appeared in the Railway Herald in January 1897. The late George Dow greatly admired the rebuilt '800s' and in a letter to the writer dated 3 March 1976, commented: "I think Johnson's artistry in rebuilding is splendidly exemplified in the case of the '800' class; he made a lovely job of them."
Page 12 upper: Those Johnson 0-4-4 tanks stationed at Kentish Town were known as the 'Metropolitan' tank engines. Members of the Railway Club visited Kentish Town in May 1902, and were most impressed. It was said of the fitting shop: "it is very evident by the very smart and cleanly appearance at this and all other departments, that a considerable amount of attention is given by Mr. Weatherburn (District Superintendent) to the upkeep of the works under his supervision. A noticeable feature is that the whole of the numerous machine bases are painted the standard Midland Railway colours, whilst the working parts are finished and kept bright, a practice which imparts a very smart appearance ... Passing through the coppersmith's shop, the paint shop was next reached, where one of the 'Metropolitan' tank engines was observed, having just received her final coat of varnish, the appearance of which caused much admiration." Loco. Pub. Co
Page 12 lower: Driver John Higginbottorn of Bristol, visited the USA and Canada in May and June 1901, taking with him letters of introduction to various railway officials from Mr. S.W. Johnson. On his return, he wrote an article published in the Railway Herald of 17 August 1901, in which he said: "The engine I drive is a most beautiful one, and I often think what a a pity it is that I have to run her in dirty weather." Another article in the Railway Herald for 1 February 1902 is an extract taken from the Bristol Evening News: "Mr. Higginbortom naturally takes a pride in the engines of the Midland Company, the one he has been driving being a most beautiful engine, and two of the same class engines gained grand prizes at the Paris Exhibitions of 1889 and 1900. "The Midland are very particular", continued Mr. Higginbottom, "about having their passenger engines well cleaned, one cleaner to one engine being the rule, and the engine is examined by the foreman cleaner before it is taken out of the shed to begin its day's journey. Visitors who have been over the engine sheds are struck with the thorough cleanliness and remarkable way in which everything is kept, etc." A Bristol-based 4-2-2, No. 37, is shown here. It is known that Driver Higginbottom's earlier engine was the Johnson 2-4-0 No. 1295, but the writer does not know which of the 4-2-2s was his later engine. The Victorians really loved single-wheelers, as is shown by the results of the competition run by the Railway Herald to decide the best locomotive in 1900. First place went to the Johnson MR '115' class 4-2-2s, second place to the Dean GWR 4-2-2s and third place to P, Stirling's GNR '1003' class 4-2-2s. These three classes of single-wheeler, despite the many lovely coupled locomotives of this period, received far more votes than any others.
Page 13 upper: The drawing of this charming 'Little Sharp' 2-2-2, designed by S.W. Johnson and built at Stratford for the GER in 1870, was executed by the distinguished locomotive historian and railwayman, H. Thornton Buckle, prior to the First World War, who copied it from an old photograph which, sadly, did not survive. The locomotive shows a blend of the early practice of Charles Beyer and Samuel Johnson. Beyer influenced many famous locomotive engineers, but none more so than Johnson. Although, strictly speaking, there may be objections to this appearing in an article on the aesthetics of Midland Railway steam locomotives, the writer includes it as an example of the Beyer influence on Johnson artistically, as mentioned in the text. Two of these enchanting engines were built. The dome casing of this engine is of the type so admired by John Fuller, as mentioned in the text.
Page 13 middle: Photograph of Johnson 's superbly handsome 6ft 9in 4-4-0 No. 1580 was taken at Carlisle on 18September 1893 at 12.15. The engine is seen with the original pattern of built-up chimney. In the summer of 1904 this engine made a remarkable run from Hellifield to Carlisle with a special train for L & YR passengers who had missed the connection with the 1.30 p.m, Scotch express from St. Pancras. The special left Hellifield at 18.56, passing Appleby at 19.44, and arrived at Carlisle at 20.13 76¾ miles in 77 minutes. Some writers have considered these Johnson 6ft 9in 4-4-0s to be his most beautiful and well-balanced four-coupled bogie locomotives. L & GRP 22253
Page 13 bottom: The beautifully balanced large 0-6-0 tanks are exemplified by this picture of No. 2742 at Kentish Town. The classic Johnson style graced all of Johnson 's small-boitered designs, and these tanks were particularly comely in appearance.
Pages 14 & 15: The first class of Johnson's 0-6-0 tanks were among his most elegant, with a whole series of beautiful curves at the rear end of the locomotive. Here is No. 1103A of Brecon trim and delightful, a ioy to behold. George Dow said of the Johnson 0-6-0 and 0-4-4 tanks: "I think that, without exception, they were an attractive looking lot, every bit the equal of his tender engines, just as elegant and even more compact, whether they were 0-6-0 tanks or 0-4-4 tanks".
Page 16 upper: S. W. Johnson's splendid 4-4-0 compound No. 2634 is in beautiful external order. The Railway Magazine of November/December 1942 in a feature 'Locomotive Lineaments' which discussed the best-looking locomotives, said that "among other 4-4-0 claimants with outside cylinders there would undoubtedly be the original Johnson 4-4-0 compounds of the Midland and the Adams 4-4-0s of the LSWR." So much for appearance, these engines were fine performers too. P.C. Dewhurst
Page 16 lower; The Johnson 'Belpaire ' 4-4-0s heralded Midland locomotives' new and changed appearance, as shown by No. 814. The leading present-day Midland Railway locomotive historian, David F. Tee, has written elsewhere that "This class was virtually a large boilered version of Johnson's elegant '60' class of 1898, but with coupled wheels 3 inches smaller in diameter, and with more severe outline, to which the Belpaire firebox contributed its part." This is an apt description of the changes made, and the resulting transformation from grace to a more utilitarian and Edwardian outline.
Page 17: The R.M. Deeley style shows to advantage on compound No. 1028. Although the present writer cannot bear to see the Deeley chimney on Johnson's small-boilered engines, it undoubtedly suited his own locomotives. The Deeley compound was a very good-looking engine. The writer prefers them to the later Fowler LMS compounds, although his first ride behind a compound was with one of the latter, in 1929, when he was six years of age, One of the experiences that gave him a lifelong love of the steam locomotive!
Page 18: Even better looking than Deeley's compounds were the 4-4-0 simples, at least to this pair of eyes! No. 993 in original saturated condition is sho wn here at Leicester on 1st January 1910. Note the 'express passenger train' headlamp code even though the locomotive was not coupled to a train. At first glance, it was tempting to assume that the engine was awaiting. the arrival of a northbound express which it would work forward, probably to Manchester since the locomotive was carrying a No. 21 shed plate. However, the depleted coal supply suggests otherwise, so on reflection it seems more likely that it had probably just arrived with a London train. V. R. Webster
Page 19 upper; Midland locomotive outline had undoubtedly changed since the palmy days of 1897, when the Johnson 4-2-2s were referred to in the Railway Herald as "the magnificent singles of the '1853' and '1870' type .. so successful, economical and symmetrically beautiful". Fowler 4-4-0 No. 533 perhaps cannot claim any such panegyrics, but, nevertheless, has dignity and excellent finish. The latter attribute, always a feature of Midland Railway passenger locomotives, may be noted. Collection R.J. Essery
Page 19 lower; this lovely Kirtley 2-4-0, No. 154A, is one of the celebrated '156' class. As shown as rebuilt by Johnson, she makes a splendid picture. These locomotives, to many, had immense charm, perhaps due to the fact that the Johnson and Kirtley features blended so happily. All Johnson 's rebuilt Kirtley classes were most picturesque in appearance. L & GRP W161
Page 20: One of the R. Stephenson-built Kirtley 2-2-2s of the '130' class, with minor modification by Johnson, and seen here in green livery. No. 135A was one of a class of six locomotives praised for their appearance. E. L. Ahrons thought they were "of exceptionally graceful pattern ", and C. M. Doncaster also referred to them as "of exceptionally graceful design ". Loco Publishing Co.
The odd spot. 20
Small wheelbarrow fitted with rack and bracket to carry tools and vacuum hose photographed by Henr Casserley on 17 September 1936.
8-ton covered goods wagon Diagram 357. 21-3. illustration (photograph), detailed working drawings (side & end elevations & plan)
Keith Miles. Rowsley: the last Midland shed. 24-43.
The Midland Railway had planned to install a coaling plant, but this had to wait until the LMS period when a Stranraer-type was construced, although the one at Rowsley had a higher degree of mechanisation,
Main line [diesel electric locomotive No. 10000 on Midland main line in
If you must have diesel electric locomotives these were rather good photographs taken by E.D. Bruton near Radlett of 14.15 St Pancras to Manchester express on 13 March 1948 and at Harper Lane Crossing on up 12.05 ex-Derby on 7 May 1949.
Toton sidings. 46-51.
Two illustrations, map and a plan.
MR lineside [water cranes]. 55-61.
Midland carriages Diagram 536. 61-6
Bob Essery. 'The 3.55 Maltese'. 67-80.
03.55 express freight from Birmingham Washwood Heath to Gloucester as recalled by then young fireman in 1951
Midland Record No. 2
Peter Smith. Midland Railway signal boxes. 4-23
Long timber truck. 24-5.
Lot 698, Diagram 2970
Bob Essery. Train control. 26-41
Relief arrangements. 42-3
Stan Roberts. MR water tanks and tank houses. 44-9
David Hunt. MR 15-ton steam cranes. 50-5
54ft bogie composite brake. 56-79.
Lot 559; Diagrms 1796, 1835
Midland territory. 60-1.
LMS motive power depot at Cricklewood
Bakewell footbridge. 62-6
Midland people. 67-8
Bob Essery. The Class 4s in their final condition. 69-80
Midland Record No. 3
Bob Essery. Freight from Birmingham. 3-24
Through freight traffic
Keith Miles. A ducal whimsy. 25-9
Tunnel to mprotect view from Haddon Hall owned by Duke of Rutland
Jack Braithwaite. A ride with a 'Highflyer'. 31-5
Locomotive footplate experience in 1889 of journey from St Pancras to Nottingham non-sop via Corby, Oakham and Melton Mowbray. Braithwaite note the original writer's use of "glide", "skim lightly" and "sleigh-like motion" to describe the movement of an inside-cylinder single-driver. Also notes Livesay's observations in the Locomotive for 1944..
S&DJR milk van. 38-9.
S. Roberts. Midland Railway signal arm. 40.
Bob Essery. Sheets, ropes and sacks.41-58.
Andrew Hobbs. Joseph Ellis & Sons: coal (amongst other things) merchants. 59-62.
L.G. Warburton. An introduction to signalling. 63-80
Midland Record No. 4
4P compound No. 1044 on Whit-Saturday 10-coach special from St. Pancras in Harper Lane Cutting on 15 May 1948. E.D. Bruton
Bob Essery. An introduction to goods stations. Part 1. 4-24
Vic Phillips. A practical view of the Midland system of train control. 25-31
Readers' reflections. 31
2-4-0 No. 20060 at Peterborough; 2-4-0 No. 20236 at Peterborough c1936; bridge on Cinderhill branch; Johnson 0-6-0T No. 1885 at Nottingham; 2F 0-6-0 No. 3590 at Nottingham.
Keith Miles, John Hulme and Fred James. 4F reflections. 35-49
L.G. Warburton. Welbeck Colliery Branch Junction. 52-60
Terry Essery. The '5.10 pm Leicester Slow'. 61
Bob Essery. The goods guard. 65-72
Bob Essery. Midland Railway goods brake vans. 73-7
Midland Record 5
Gloucester station looking towards Tramway Junction in 1910. 1
John Francis. Barnt Green to Bromsgrove: recollections of a railway career. 4-15
R.J. Essery. Selly Oak. 16-19.
MR lineside. Seats. 20
Jack Braithwaite. Cleaning standards of the Midland Railway Locomotive Departmentr in the late 19th century. 21-5.
Malcolm Cross. Midland Territory - Trent. 26-30.
Includes the train departure indicator
Phil Tattershall. MR carriages converted for motor train use. 31-5
By the wway. 36
Eric Jarvis. Eric Jarvis story part 1 - Porter to porter signalman. 37-42
Cudworth station. 44
Peter Kay. St. Pancras for the Continent. 49-52
Tilbury to Dunkirk service, 1927-1932
Midland carriages Diagram 508. 55-9
48ft lavatory composite and lavatory brake composite
Bob Essery. Water tickets. 60
To be used by footplate crews when acquiring water from other railways.
Jack Farrar. Train control an alternative viewpoint. 61-3
Bob Essery. Freight through Birmingham Part 2 - Gasworks traffic in
the Birmingham area. 64
Photographs include Mond gas production plant; a Goodall coke quencher; coke ovens at Saltley and on page 77 gas show rooms owned by the Birmingham Corporation Gas Department.
Midland Record No. 6
Class 2 0-6-0 No. 3153 on down mineral train near Northfield c1924. W.L.
Twin distants behind train were for Kings Norton
David Hunt. Swan-necked cranes and breakdown trains. 4-17.
By the way. 18
Eric Jarvis. Signalman. 19-31.
Midland territory. Desborough & Rothwell. 32
Andrew Hobbs. Early Travelling Post Office arrangements. 33
Midland carriages: MR 54ft brake third, Lot 560. 39-41
Bob Essery. Sileby. 42
MR coke wagons. 46-9
Prevention of accidents to staff engaged in railway operation. 50
Photograph showing disconnection of railway hose
Andrew Hobbs. An overview of early signalling. 51-9.
Very early including railway policemen
MR lineside: Midland Railway lamps. 59-63
Bob Essery. Freight through Birmingham Part 3. 64-80
Midland Record No. 7
Double-frame Kirtley 0-6-0 No. 2490 hauling freight between Kings Norton and Northfield in 1923. W.L. Good. 1.
Jack Farrar. Wellingborough marshalling yards the Up Marshalling Yard. Part 1. 4-17
Bob Essery and Eric Jarvis. Mountsorrel Junction. 18-19.
B.C. Lane and Bob Essery. MR coaling stage, ash pit & tank house. 20-4
Bob Essery. 10/12 ton covered goods wagons. 25-32
Bob Essery. Focus on Barnoldswick. 33-41
By the way. 42
MR lineside. Stop blocks. 43-53
Bob Essery. An introduction to goods stations Part 2. 54-79
Midland Record No. 8
4P compound No. 41048 on 11.00 ordinary passenger train from Bedford to St. Pancras at Sundon bridge at 11.36 on 19 April 1952. E.D. Bruton. 1
Bob Essery. Freight through Birmingham. Part 4. 2-23.
David Hunt. Victorian elegance. 24-7
4-2-2 No. 118/473 on a Bradford to Bristol dining car train.
Peter Saunders. A life in Pitman's shorthand. 29
Diaries kept by a painter (decorator) on the Midland Railway who had to travel long distances to his work; from Derby to work in London in 1915 and to Luton. The diaries were written in shorthand..
Bob Essery. MR 12-ton coal wagon. 31-5
Drawing 3436: wagon with side and bottom doors,.
Bob Essery. The effect of mining subsidence upon railways. 36-41
In the Yorkshire coalfield.
Jack Farrar. Train control. 43-6.
Development of train control system on the LMS/LMR (Midland Sections) after the Grouping in 1923 and nationalisation.
Midland territory. 51
Jack Farrar. Wellingborough marshalling yards. Part 2. 52-64
Bob Essery. Point levers. 65
Eric Jarvis. Eric Jarvis story. Part 3. 69
Midland Record No. 9
Kirtley double-frame 0-6-0 No. 2678 near Kings Norton c1922. W.L. Good. 1.
Philip Atkins. The evolution of the `Flatirons'. 5-13
alternative schemes for a large MR passenger tank engine, 1903-1906;
Terry Essery. Water Orton to Carlisle freight trains. 21;
Keith Miles. Matlock miscellany. 33
Chris Crofts. Wicker goods. 46
Jack Braithwaite. Some notes on S.W. Johnson's 5ft 9in 4-4-0s for the Somerset & Dorset Joint Railway. 61-6.
Bob Essery. Railway container development up to 1939. 67
Midland Record No. 10
Tom King, a Midland driver as related to Roy Wlliams. Part 1. 5
Bob Essery. MR cattle wagon. 11
Philip Atkins. The Smith connection. 15-19
Locomotive links between Gateshead and Derby via W M Smith (father) and J W Smith (son)
Robbin Higgins. The Barnoldswick branch. 21
David Hunt. The Johnson compounds. 40-52.
Includes a folding general arrangement drawing.
David Jenkinson. The Midland influence on passenger trains. 53
Bob Essery. Freight through Birmingham Part 5. 69
Midland Record No. 11 (1999)
Class 3 0-6-0 No. 3330 with Belpaire boiler on freight passing Blackwell station c1924. W.L. Good. 1
Jack Braithwaite. The epitome of excellence. 5-
History of the concept of the beauty of Johnson's singles, 4-4-0s and even the 0-6-0s. Notes the involvement of Robert Weatherburn, District Locomotive Superintendent at Kentish Town from May 1885. The Pendreds, Loughnan and Vaughan, of The Engineer also contributed.
Fred James, David Hunt,
and Bob Essery. Midland Railway '1121' class 0-6-0 goods tank
engines (Class Q and Order No. 1395) post 1907 Nos. 1845-1899.
Almost as detailed as the Midland Engines series: includes general arrangement drawings (side elevation and plan).
Plate layers cabins;
John Simpson. Prayer services at Derby Locomotives Works. 55
Stan Roberts. MR listed building. 61
Tom King as related to
Roy Williams. The Deeley 0-6-4Ts a postscript. 62-3.
Mentions the derailments near Newark, Ashton-under-Hill and Moira, yet claimed that the locomotives steamed well and more surprisingly "rode well".
Midland enginemen's tools. 64-80.
Brushes, shovels, oil cans, etc.
Midland Record No. 12
Tom King, a Midland driver Part 2; related to Roy Williams. 5-16.
Eddie Johnson. Didsbury and the Manchester South District Railway. 17-23
Diagram 387 banana vans. 24-7
Drawing No. 327 dated 30 November 1909
Neil Burgess. Mangotsfield;
Photographs takrn by C.L. Mowaton 14 March 1932
Keith Miles. Up the Branch. 31-42
Bob Essery. A glimpse at Manchester Central;
Bob Essery. Parachute tanks;
Eric Jarvis Part 4;
Midland Record No. 13
Keith Miles. A Taste of Bakewell pudding. 4-11.
Author was running foreman at Rowsley shed near Bakewell.
Locomotive details. 12-15.
Built-up chimneys and locomotive headlamps, some of which had the locomotive number and driver's name painted on them.
Roy Williams. Tom King, a Midland driver. Part 3. 17-24.
Moved from Bournville to Walsall Pleck on 26 May 1922 where Rigby was the shedmaster. In 1925 the LMS closed Pleck shed and moved the locomotives and staff to several other sheds including the former LNWR shed at Ryecroft where he found that the discipline was more relaxed.
Midland Railway standard fog hut. 24-5.
Diagram and illustration: former dated July 1918, Derby.
Tony Overton. Hand shunting signals at Mantle Lane. 26-9.
Hand signals employed by shunters to communicate with each other. Mantle Lane signal box was in Coalville..
D303 12 ton wagon with hinged top plank Lot 595: Drawing No. 2157 dated 5th October 1904. 30-2.
By the way... 33-7.
Philip Atkins. Proposed
Midland eight-coupled engines. 38-43.
S.W. Johnson outside-cylinder 0-8-0 with Belpaire firebox drawn up between 1902 and 1903: notes the influence of John W. Smith, the Chief Draughtsman at Derby who was the eldest son of Walter M. Smith of Gateshead.
Bob Essery. Midland Railway loading and structure gauges. 46-57.
Pat Webb. Fitted coal train
The committee responsible consisted of R.F. Harvey, Chief Operating & Motive Power Officer; R.C. Bond, Chief Mechanical Engineer; A.E. Robson, Chief Carriage & Wagon Engineering Officer; T.M. Herbert, Director of Research; D. Murray, Chief Freight Officer and D.M. Dear, Assistant Director of Costings.The real organisers were Tom Baldwin, Head of Mechanical Engineering in the Research Department and J.W. Eling-Smith, Assistant Chief Draughtsman of the Carriage & Wagon Drawing Office at Derby. Between 1951 and 1955 the author was closely involved. He had an excellent relationship with his chief: J.W. Caldwell, Chief Locomotive Draughtsman. He also worked with Dennis Peacock, a "knowledgeable eccentric" who was normally in charge of the wind tunnel. The Carriage & Wagon chief functionary was Derrick Lampard. The District Motive Power Superintendent was D.D. Scott, whom Webb considered may have been from St. Rollox.
There were tests with both vacuum-brake and air-brakes. The motive power used was a mixture of standard locomotives, often used in pairs, and for the air-braked tests specially modified locomotives fitted with brake pumps (Britannia class and Standard Class 5, and initially L1 class locomotives borrowed from Stratford: the Toton drivers had a very low opinion of these locomotives, especially thir riding properties.
Midland Record No. 14
David Hunt. Superheater Class 2s in service. 4-9.
Illustrations (all W.L. Good unless otherwise indicated): No. 493 at Birmingham New Street at west end of Platform 5 c1913; No. 521 at Barnt Green on a stopping train in 1921; No. 405 on 12 coach down express passing King's Norton & Northfield on 18 June 1921; No. 494
Eric Jarvis Story Part 5. Barrow-on-Soar. 10-17.
Bob Essery. Walworth Road Coal Depot. 18-32
Tom King, a Midland Driver, Part 4 as related to Roy Williams.
Jack Braithwaite. The
Butterflies: some notes on S.W. Johnson's original bogie single-wheeler
and 4-4-0 designs for the GER. 45-8.
Johnson 4-2-2 rebuilt at Stratford from Sinclair 2-2-2 and known as Butterflies due to yellow paintwork (cites Locomotive Mag., 1928, 34, 359). Well-known artists have been particularly appreciative of the charming appearance of these engines. Colonel H.M. Whitcombe considered them to be 'strikingly handsome engines', and Brian Haresnape thought they were 'artistically' the most interesting of Johnson's Great Eastern locomotive designs. That most eminent writer, O. S. Nock, who had a very perceptive eye for steam locomotive aesthetics, rightly described them as 'exquisite little period pieces', and, on another occasion, as 'a very elegant mid-nineteenth century express engine'. Nock also referred to 'the brilliant ornamental effect' of the 'very distinctive.' chimneys, dome and safety valve casings. F.C. Hambleton thought that they somewhat resembled a smaller edition of Patrick Stirling's' 8ft GNR bogie single-wheelers, and also the engines were a 'remarkable fusion' of GER, GNR and LB&SCR ideas. C.J. Allen described them as 'of quite handsome appearance'. The smokebox combined with the outside cylinders in a most graceful series of curves at the front end of the locomotive.
one ornamental openings, combining with the elegant Johnson boiler and cab, and the beautiful chimney and boiler mountings, all made for an appearance of great distinction and charm. I do not know how long the two engines ran in this very beautiful form, but surviving photographs show their later appearance suffered badly by comparison. Stovepipe chimneys and much plainer boiler mountings were fitted, the cabs enlarged and splashers altered. The beautiful curves at the front end of the locomotive vanished, and the two engines lost all the superb S. W. Johnson artistry that had so distinguished them.
The sight of either of the two engines at speed, in their original Johnson form, would have been fascinating in the extreme.
A letter in English Mechanic from 'G', in their issue of 23rd October 1873, said of these Johnson GER rebuilt bogie singles that 'the leading wheels have been removed and a large bogie frame substituted. The alteration is very successful.' Another letter in the same periodical, dated 31st March 1876 from 'E.M.', says that 'Before leaving the GER Mr. Johnson rebuilt one or two of the regular express engines, enlarging the boilers, and placing the front on an Adams bogie. These engines are the steadiest I have ever ridden on and are general favourites on the line'. On 26th May 1876, 'G' wrote again in the English Mechanic 'The 7ft outside cylinder engines have been in use for a dozen years or so and are well-known for their efficiency and steadiness. Those that have been rebuilt with a bogie are considered by all concerned with them to have been improved. I have travelled on No. 291 at 60 miles per hour, and can testify to her singular smoothness at that speed'.
A letter from 'A.G.' in the same periodical on the two bogie single-wheelers No. 51 and No. 291 in 1876, says that 'One (No. 291) is stationed at Cambridge, and till last week has been running every day with the up and the down 5 p.m. expresses. The other, No. 51, is stationed at Stratford'.
Also, in the 1876 volume of English Mechanic, R. Womack, writing on the GER single-wheelers, said 'I consider them some of the most elegant engines I have ever seen'.
The National Railway Museum in York have a very striking oil painting by ,'F. Moore' of one of these lovely engines, which, unfortunately, is very rarely on show. David F. Tee tells me another painting exists of one of these engines in a public house in Buxton, Derbyshire. I have not seen this letter, but some notes that the late Laurie Ward let me see from Hugh Le Fleming on these engines, seems to suggest the latter may also have painted a 'Butterfly' too. This painting information was on a single sheet and is reproduced exactly as Le Fleming wrote it down on 6th June 1955.
'Johnson rebuilt Sinclair 4-2-2 No. 51. Body colour Golden Ochre - Yellow ochre with a little mid chrome or mid cadmium yellow. As the ochre varies with different makers the amount of the latter is various. Pure Golden ochre is no longer obtainable as the seam has been worked out. Border colour Umber - Burnt umber, yellow ochre and a little grey (black and white) to thicken it. It may need a trace of green to match up. The colour on the 'F. Moore' resembles the colour of oil. Underframe Claret - Indian red brightened with alizarin crimson. The other colours are black, red and white. The lining on my 'F. Moore' is precisely as on the old one [my italics] , but I am not too happy about it being entirely correct. My memory not being what it was I can only refer to actual details by checking from the picture.'
Arthur Willoughby Lowe and H. Thornton Buckle, in their magnificent history of Great Eastern locomotives, published in the 15th January 1909 issue of The Locomotive, say that 'Mr. Johnson painted No. 51, No. 60 (a 2-2-2 rebuilt by Johnson) and No. 291 yellow, lined out like the LB&SCR engines'. Lowe was born in London on 3rd April 1866 and died on 3rd February 1942. It is possible that he may have seen these yellow locomotives. The 1928 article, referred to earlier, says that some of the Johnson GER 0-4-2 tanks were 'painted bright yellow with black bands and fine red and white lines'. The issue dated 15th January 1910 of The Locomotive (GER locomotive history) says these 0-4-2 tanks, Nos. 81, 82,83,13 and 14, were originally painted canary yellow with black bands lined with red and white. It is highly probably that the 'Butterflies' were also lined out in the above manner. S.J. Jackman of the District Locomotive Superintendent's Office at Stratford, writing in 1930, remarked that j ohnson rebuilt some Sinclair 2-2-2s with bogies 'painted yellow and lined out similarly to the old LBSCR . . . this famous class, known by the men as "Butterflies".'
The articles on early GER locomotives published in Locomotive and Railways say, in their April 1902 issue, that those Johnson 0-4-2 tanks painted yellow were 'nicknamed the "Canaries".' E.L. Ahrons in his Locomotive and Train Working in the Latter Part of the Nineteenth Century, says that the 'Butterflies' were 'painted yellow, somewhat after the LB&SC practice'.
Charles Rous-Marten's Notes on the Railways of Great Britain published in 1887, which gave details of locomotive practice in 1884 and 1885, was very interesting, as on page 7 he refers to 'A new and enormously powerful type of 'single' engine, with outside cylinders and 8ft wheels, has been designed by Mr. Johnson, but not yet built'. If this is correct, perhaps J ohnson originally intended to build an enlarged version of his lovely GER 'Butterfly' design for the Midland Railway?
Writing in the 1894 volume of The Engineer, C. Rous-Marten said that Mr. Johnson 'enriched the Great Eastern with several valuable new types . . . he also introduced what was then a novel type by rebuilding two of Mr. Sinclair's 7ft singles as practically new engines with 17 x 24 cylinders and a leading bogie. The two classes (the other the two Johnson 4-4-0s) were among the earliest of modern English bogie express engines.' I have always thought how comparatively modern-looking these early Johnson 4-2-2 and 4-4-0 designs appeared at the time of their introduction. Indeed, that well-known authority, F.W. Brewer, who first saw the Johnson GER 4-4--0s in 1880, writing of them in The Railway Herald for 31st July 1897, said 'Mr. Johnson's two express engines always struck me as being particularly fine- looking compared with many other engines of their day, and, at the present time, even if the J ohnson chimney, dome and valves had been retained, would have justly been regarded as examples of modern design ... these two remarkable little engines are quite worthy of special notice and of taking their place in the ranks of some of the most eminently useful and popular types which have ever obtained on English railways.'
It is believed that SamuelJ ohnson only brought one of his staff from Stratford to Derby, namely John Lane, his inspector of boilers. That the Johnson style was pefected at Stratford, is readily
Bob Essery. Diagram 351 8 ton high-sided wagon, with side, end
& bottom doors, drawing No. 790 dated 19th June 1889. 49-53
Actual diagrams and photographs of wagons in service during MR and LMS periods.
G.L. Warburton. An introduction to
signalling, Part 2. 54-60.
Based on semi-humourous manuscript written by H.E. Morgan: see also Midland Record Number 3
David Jenkinson. Midland Railway station nameboards. 61-9
Malcolm Cross. Midland Railway angled nameboards. 70-2.
Bob Essery. Sutton Bridge Midland & Great Northern Joint Railway.
Photographs from Phil Coutanche Collection.
No. 1757 Beatrice. 79-80.
Midland Record No. 15
Giles Brown. Engine for the 9.5 p.m. Carlisle fitted goods trains St. Pancras to Carlisle, 1907-1912. 5-33.
Bob Essery. MR level crossing gates. 38-41
Bob Essery. Locomotive details. 43-6.
Cabs fitted to some locomotives, e.g. No. 1506, for working at Liverpool.
Tom King, a Midland driver Part 5. 47-57
Midland carriages. 57-9.
54 ft third class carriage: D485
Bob Essery. White sponge cloths. 60-3
John Edgington. Church Road; Mileage posts. 64-7
Bob Essery. MR lineside: Gradient posts and cast iron notice plates. 71-80
Midland Record No. 16
Jack Braithwaite. The Johnson
bogie singles. 5-13.
With additional notes by Bob Essery. G. Gibbard Jackson, writing in Volume XIII of Junior Mechanics and Electricity July 1922 to June 1923, remarked that 'it is on the Midland that the obsolete single wheeler still clings to life in any number, though here I voice universal regret in saying that we deplore the passing of the most graceful type of locomotive the world has ever seen'.
Nine years later, such sentiments were still being expressed, notably by an editorial in The Times newspaper for 3 June 1931, on 'Famous Locomotives': 'One unfortunate result of the change in locomotive fashions has been the supersession of the express engines with single driving wheels which were once to be seen at the head of every important express train on the main lines north of the Thames. Whether the type on one line was more symmetrical than that on another is a matter of opinion, and in fleetness there was probably little to choose between them. The increasing weight of trains sounded the death knell of these handsome engines, of which, with a light load, the speed was probably only limited by the steam pressure. It is to the credit of British locomotive engineers that they have retained the traditional cleanness and simplicity of design characteristic of British locomotives without impairing their efficiency.'
Robert Weatherburn's articles on his reminiscences, published in the 1914 volume of The Railway Magazine, referred to the 'high toned discipline to be found on the Midland Railway. Much of the high state of discipline on the Midland Railway at that time was due to the well-known divisional superintendents of the North and South, Messrs. Jones and Adams. It is strange, but one of the went over finest tributes I ever heard was from the things tha lips of the Chief Mechanical Engineer of waiting-ro the premier line of England [F. W. Webb of the of the London and North Western engine No. Railway l, who remarked when speaking was abou of the Midland Railway, that their confirms "splendid discipline and pride of place Midland I were largely, if not entirely due to to by Rob Messrs. J ones and Adams". They were justly styled the drill masters of the Midland Railway.
It is very interesting that 'DX' of Cardiff, writing in the 19 September 1896 issue of Railway Herald, cornmented 'Do not let us run down the work done by engines which do not happen toM ay 189 be our favourites, for we never hear of such a thing as the chief engineer of one company running down the engines of another. This reminds me that when I went to Crewe Works, pone of the first things that caught my attention in the waiting room was a very fine photograph of the Midland Railway bogie single enngine No. 1853.. The size of the picture was about a yard square.
Obituaries. 13. illustration (portrait)
David Ibbotson and David Tee: latter photographed with Jack Braithwaite by John Edgington.
Bob Essery. Midland Railway lamps. Part 2. 14-23.
Holbeck station street entrance gas lamp on 18 May 1910; gas lamps on a two-sided platform (possibly Leicester) with LNWR 2-4-2T No. 6674 in red livery on 11 April 1936 with ordinary passenger train for Northampton (H.F. Wheeler); Maxstoke station bracket lamp; Ketton station lamp bracket in 1959 (D. Ibbotson); diagram; preserved example; Tewkesbury in 1934; Cole for Bruton on 30 August 1965; Upper Bank on 27 August 1948 (H.C. Casserley); diagram; Midland Railway cart at Bradford on Avon with lamp (presumably Swindon style!); diagram; Glasbury-on-Wye oil & gas lamps
David Hunt. Further information on Midland engines
Nos. 1-3. 23
Midland Engines No. 2: the Class 2 Belpaire goods engines,
See also further information (mainly on tenders)
Midland Engines No. 3: the Class 2 superheated 4-4-0s.
See also further information (mainly on tenders); also allocation of No. 461 allocated to Buxton not Bedford. Liverpool Brunswick slosed in February 1929. Prince of Wales class: some painted red in 1928 (order to paint them black not issued until 21 December 1928).
Eric Jarvis story .Part 6. Bagworth and Ellistown. 24-39
John Hulme. Midland engines further information. 39-40.
Bob Essery. Freight through Birmingham Part 6 Camp Hill.
|3F 0-6-0 No. 3441 passing Camp Hill en route to Gloucester with freight on 8 July 1936||41|
|Camp Hill station entrance with reconstructed railway over road bridge No. 148 in September 1909||42|
|Camp Hill station platforms looking south on 18 July 1928||43|
|Camp Hill station platforms looking north in July 1906||43|
|Camp Hill station platforms looking north from southbound platform||44-5|
|Birmingham Corporation tram No. 623 at junction of Stratford Road, Stratford Street and Stratford Place on 28 June 1953 (T.J. Edgington)||46|
|Birmingham Corporation tram No. 616 passing under Stratford Road railway bridge en route to Kyotts Lake Road tramway depot (T.J. Edgington)||46|
|Ordnance Survey 25-inch map of 1913 showing Camp Hill Goods Station||47|
David Hunt. Accident at Camp Hill. 58-61.
Peter Kay. Leigh Old Station. 63-71.
Leigh-on-Sea on Southend line: the photographs are remarkably difficult to reconcile with the Ordnance Survey map which has been carved up to fit on the page and lack indications of orientation, not helped by the High Street beiung hemmed in by the Thames Estuary on one side and the former London, Tilbuury & Southend Railway on the other. The steeply sloping ground above is only vaguely evident in the photograph on page 69.. Station was moved west in 1933/4 and new station also opened at Chalkwell
|Uncaptioned pkotograph: presumably up platform with level crossing byond||63|
|Station entrance on right with High Street looking west c1890||64|
|Midland Railway distance diagram||64|
|View from Bell footbridge looking west with LTSR 4-4-2T No. 17 Thames Haven on level crossing||65|
|Ordnance Survey 1873 25-inch scale with later annotations||66-7|
|LTSR 4-4-2T No. 39 in grey livery on down train at Leigh-on-Sea on 29 September 1908 (Ken Nunn)||68|
|Station level crossing with fisher folk with yokes and baskets on 10 August 1923||68|
|View from Thames at high tide towards Bell bridge & Bell Hotel with MR lettered wagons in 1920s||69|
|MR 0-6-0 No. 3228 with Southend train at Leigh-on-Sea blocking crossing c1920||70|
|4F No. 44529 on down special at remains of old station on 17 May 1959 (Frank Church)||71|
|Up passenger train hauled by 4F NNo. 44029 passing old station platform on 8 September 1951 (A.R. Goult)||71|
Midland Railway 31ft 0in Parcels Vans D422. Bob Essery. 76-7
By the way. 79-80.
Midland Record No. 17
R.J. Essery. Bedford Junction c1896. 2-3.
Keith Miles. Tales of the London Road. 4-12;
Midland Railway crane. 13
Photograph of 15 ton crane from 1893.
P.A. Larkam. Leeds 1909. 14-24.
Eric Jarvis. Eric Jarvis story. Part 7. 25-33
Ibstock and training
Tom King Obituary. Roy Williams. 33.
A..E. Overton. Birmingham Central Goods Station. 34-65.
Vic Phillips. Personal recollections of Birmingham Central. 66-9
Jack Braithwaite. Midland Railway 19th century train working. Part 1. 73-9
Midland Record No. 18
Colin G. Maggs. Running the strike gauntlet: a night journey
from Bath to Edinburgh. 3-5.
The Amalgamated Society of Railway Servants called a national strike in August 1911 which was partly provoked by the violent verbal and jingoistic response of the Prime Minister, Herbert Henry Asquith. A.M.M. of the Bath Chronicle described a journey made over the Midland Railway from Bath to Carlisle without any major difficulty although he did witness the widespread use of police and armed soldiers to guard the railway.
Bob Essery. Poplar Docks. 6-16.
Bob Essery. Midland and LMS fencing. 17-23.
David Hunt. The Kirtley '240' Class standard goods engines. 24-65.
Rather more than a history of a locomotive class as it begins by examining locomotive policy on the Midland Railway back to its inception in July 1844 and the development of the Robert Stephenson six-coupled Atlas delivered to the Leicester & Swannington Railway in February 1834.
Bob Essery. Birmingham Central Goods Station a postscript. 65.
31ft third class lavatory carriages. 66-7.
Bob Essery and Lane, Barry C. (drawings). Carriage cleaning.
David Hunt. Further information about Midland Engines Nos. 1,2,3 and 4. 73
Neil Burgess. Warmley. 74-7.
Jack Haddock. Ryecroft reflections. 78-80.
Signals at Kentish Town station; Detail Corner. R.E. Roberts. 80
Photograph taken on 29 July 1952 of MR splitting distant signals on up fast
Midland Record No. 19
No. 3795 at Cossington. H.E. Simmonds (phot.). 2-3.
Two page spread of 3F 0-6-0 No. 3795 on freight six miles north of Leicester c1939.
Bob Essery. The West Riding Lines of the Midland Railway. Part 1.
On 14 July 1896 the Chief Engineer, J. Allen McDonald presented a report on a proposal to construct a far more direct route to, and through, Bradford to make the Company more competitive for its traffic to the Yorkshire woolen district and for Anglo-Scottish traffic. The railway was intended to leave the main line near Royston (Yorks), pass to the west of Dewsbury, up the Spen Valley, through a long tunnel and over a viaduct in the centre of Bradford at Foster Square and through high level platforms at the passenger station. Parliamentary powers were obtained, but only the sections to Huddersfield and Dewsbury were constructed. As the author correctly states the scheme was too late to be implemented and railway access to Bradford remains highly unsatisfactory.
Bob Essery. Midland Railway 0-6-0 express goods
Nos. 2049, 2056 and 2110 fitted with H class boilers in 1904 (1906 in case of last) were rebuilt with 6ft coupled wheels in 1906: they were renumbered 3326, 3333 and 3387 in 1907. It is probable that they were intended to work fast meat trains between Alexandra Docks in Liverpool and St. Pancras
M.S. Cross. Midland Railway weighing machine. 32-3.
Two photographs and diagrams of weighing machine, built at Derby, and installed at Evesham as extant in 1963.
Midland Railway 2-4-0 No. 104 (photograph, c1900) from collection of Edward
John Price (Midland Record readers' collections). 34.
Location not known: two enthusiasts standing on front of locomotive.
Stan Roberts. 'The History of a Great Enterprise'. 35-7.
The History of a Great Enterprise was a brochure produced by the Midland Railway in 1914 to promote the Adelphi Hotel in Liverpool. The hotel was owned by the Midland Railway and had been reconstructed in 1914: it still survives and featured in a BBC docu-soap in which KPJ may be detected.
David Hunt. Further information
on Midland engines. 38-42.
See Midland Engines No. 4: mainly minor correctiosn and photographs.
Bob Essery. Evesham station building. 43-51.
Based on notes and photographs from Alan Bowering and drawings by B.C. Lane.
Jack Braithwaite. Locomotive beauty: a personal viewpoint. 52-9.
A further appreciation of the aesthetics of the locomotives constructed under Samuel Johnson and the influence of Charles Beyer: "In my view, Charles Beyer was the great engine artist and it is very regrettable that he is never given much prominence today except for the writings of M. Rutherford and C.P. Atkins". Critical of failure of Simmons and Biddle to include Beyer in Oxford Companion..States how he and Hubert Michell Ware (1907-2003) used to gaze at preserved 4-2-2 No. 673 at NRM. Ware had started his railway career at Derby in 1924. An illustration of 7ft 4-4-0 No. 2592 (T or 6 Class) is accompanied by statement that William Briggs Thompson had written in 1939 that was "most beautiful steam locomotive ever seen by him". This was assisted by drumhead smokebox being lagged and sharing the same diamtere as the boiler and its round-top firebox. David Holme Morton had written in Engineering (26 November 1898) that "British steam locomotive is one of the greatest triumphs of the arts" when praising the appearance of No. 2591 on display at the Glasgow Exhibition. Braithwaite compared Hogarth's Line of Beauty as expressed in a shallow S shape curve.
Peter Smith. The New Docks branch, Gloucester. 60-73.
Bob Essery. Single rail scotch;
Newby Moor Crossing Signal Box. Vic Phillips. photograph, map
By the way. 77
Midland Record No. 18. Steve Duckworth.
See feature on Poplar Docks. Mainly concerned with evidence for use of hydraulic power. Cites Edwin Course's London railways then and now (Batsford, 1987) which shows MR hydralic power staion in angle between MR and London & Blackwall lines. There is evidence for hydraulic capstans. They were probably suppled by Tannett Walker. Suggests that ingots being loaded into barges were of lead.
Midland Record No. 18. John Edgington. 78.
. Midland Record No. 18. Barry C. Lane. 78-9
Midland Record No. 18. John Brown. 79.
Midland Record No. 18. Steve Sykes.
Midland Record No. 18. Michael Nicholson.
Midland Record No. 18. Chris Crofts. 79-80.
Midland Record No. 18. John Parker. 80
Dog kennel-like boxes probably covers for valves lleading to water tanks.
Midland Record No. 20
Bob Essery. Didsbury goods shed. 4-10.
Atkins, Philip. Richard Mountford Deeley: author
and polymath. 11-12.
Concentrates entirely on his non-railway activities: tribology, gweneology, climatology and genealogy, of which only the first related to railway engineering.
Bob Essery. Toton Old Bank. 13.
Bob Essery. West Riding lines of the Midland Railway. Part 2.
Includes picture of Crigglestone Viaduct under construction.
By the Way [correspondence]. 22-3.
Keith Legg. Midland Railway lamps. 24-6.
Drawings by R. Smith and M.S. Cross.Lamp-posts and lanterns for either gas od oil illumination on platforms, etc.
David Hunt. The Kirtley '480' Class standard goods engines. 27-61.
Tony Overton. Signalling at Nottingham. 62-4.
Bob Essery. Radstock engine shed coaling crane. 64-6.
Drawing by P.S. Duckworth.
Kentish Town visit. 67
Visit by Railway Club on 16 April 1904.
Keith Turton. Freight through Birmingham. Part 7. Coal traffic
to Birmingham Gas Works. 68-80.
Birmingham and Staffordshire Gas Light Company and Birminham Gas Light and Coke Company and later the City of Birmingham Corporation obtained their coal supplies from a wide number of sources. The local coal was unsuitable for the production of town gas and most had to be obtained from Derbyshire and South Yorkshire, although some was obtained from North Staffordshire and from North Wales, near Wrexham
Midland Record No. 21
The Locomotive Superintendent: his training and duties;
Fred James and Bob Essery. The Midland Railway `A' Class 0-6-0 Tank Engines;
Midland Railway Town Offices;
Bob Essery. Water cranes, columns and painting styles;
Bob Essery. MR headlamps, discs and destination boards. 39.
Jack Braithwaite. Midland Railway 19th Century train working Part 2;
Bob Essery. MR Freight Traffic;
Bob Essery. Toton marshalling yards;
Bob Essery. Readers' Collections; gates;
The Midland Railway Study Centre;
Bob Essery. MR tender weatherboards and storm sheets. 87-95
Armley Station Signal Box; Up and Down Lines;
David Hunt. Locomotive builders to the Midland Railway. 111-26.
An important source, as all manufacturers are listed and information is given about them (Radford largeley excluded non-Derby products): the companies concerned were: Benjamin Hick, Kitson, Rothwell, R.B. Longridge, E.B. Wilson, Sharp Stewart, R.&W. Hawthorn, Robert Stephenson, Beyer Paecock, Manning Wardle, Neilson, Yorkshire Engine Co., John Fowler, Baldwin, Schenectady and Armstrong Whitworth. Hunt did not cite his sources, however.
Harpenden 1906 Station Nameboards
Midland Record No. 22
Jack Braithwaite. S.W. Johnson's 'decorated' steam locomotives. 5-11
Midland Territory - Welsh Harp ;
A.E. Overton and Bob Essery. Whitwell Station ;
Bob Essery. Midland Railway locomotive reversing levers. 34-9.
David Hunt. The Stephenson '130' class. 42-50.
Illustrations from William Johnson's Imperial Cyclopaedia of Machinery (1852): these were steel engravings which included plan, sections and side elevation. Notes the influence of Edward Snowball, Chief Locomotive Draughtsman at R. Stephenson. .
Jim Jackson. The Johnson 4-2-2 Singles on the Nottingham to Lincoln Line ;
Jamie Guest. The Bradford Through Lines or what might have been ;
Tony Overton. Midland Railway signalling at the Grouping ;
D326 8-Ton Deep Case Wagon ;
Bob Essery. Midland Railway lineside: carriage, horse and cattle docks ;
Bob Essery. Midland Railway tender weatherboards and storm sheets Part 2. 87-95
Midland Record No. 23
Jack Braithwaite. Some Midland Railway locomotive shed allocations and duties c. 18671904, Part 1.
R.S. Carpenter. The Longbridge and Halesowen Joint Line.
Bob Essery. Midland railway carriages: D530 passenger brake vans.
Bob Essery. Bradford, Midland Station.
John Simpson. Prayer services at Derby Locomotive Works.
Edwardian Elegance an H boilered 440 ;
Bob Essery. Locomotive & tender couplings ;
Midland Record No. 24 (2007)
Distant signal near Crofton. front cover
A.E. Overton, Midland Railway signal design during the 1880s.
Development of slotted-post signals, structures, weight bars, lamps, lighting and painting.
David Hunt. Further information on Midland engines. 24.
Bob Essery. Barnsley Court House Station. 25-7.
By the way... [letters]. 28-9.
Bob Essery. An early Midland Railway low goods wagon. 29-33.
Drawing of a three-plank dropside wagon: 15ft by 7ft 5in overall width dated 7 Juanuary 1874.
Stuart Morris. "These are the Trains, Running on the New Line Behind
Passenger train services on the Midland's West Riding line, prior to the Grouping of 1923 via the Lancashire & Yorkshire Railway's Bradford Exchange and Thornhill.
Braithwaite, Jack. A Midland miscellany. 40-52.
Peter J. Wilde. The Midland railway's early access to London. 53-7.
Midland territory. [Yate]. 58-9.
Station c1880 wiyj newly painted (Chocolate & cream) footbridge, telegraph pole and two horseboxes; also porters' uniforms
Roger Carpenter and addtional notes. The Longbridge and Halesowen Joint Line. 60-80.
Chinley platform staff June 1906. 81.
Sheffield Queen's Road Goods Station. 82-5.
Bob Essery. MR lineside: cast-iron plates for bridges and culverts, etc. 86-91
Philip Atkins. Some notes
on the larger-boliered S&D 280 locomotives. 92-96.
Includes side elevation diagram, and photograph of ex No. 96 as LMS No. 9676.
Wagon plate for privately-owned 10-ton wagon, 1908. rear cover
Midland Record No. 25 (2007)
David Hunt. The Johnson bogie singles. 4-43.
Bob Essery. Midland Railway wagon lettering.
Bob Essery. Midland Territory - Bromham Viaduct.
Bob Essery. Ambergate Station.
Bob Essery. Austin Motor Works, Longbridge. 65-7.
Austin, a Davenport 0-6-0T, had a livery of green with yellow lining, and ventured onto British Railway tracks (as photographed by P.B. Whitehouse). Other locomotives illustrated: Vulcan (a Bagnall outside cylinder 0-6-0ST of 1950 as photographed by T.J. Edgington)); Austin II (Hunslet 0-6-0ST of 1936). Two others mentioned: Abernant (Manning Wardle 0-6-0T of 1921) and Austin I (Kitson 0-6-0T of 1932)
Midland territory: Hucknall in Nottinghamshire. 68
Station on 3 April 1922.
Graham Warburton. The
J. S. Moore affair. 69-79.
James Samuel Moore was born 6 March 1863 in Derby. Joined Midland Railway in 1877 working in the office of the Chief Accountant. He worked for Saxby & Farmer and then for the Railway Signal Company, but joined the London Tilbury & Southend Railway during its final period, before being absorbed by the Midland Railway in 1912. He retired on 5 September 1925 and died in 1950. Includes abstracts of his patents.
Jim Jackson. Thurgarton Station.
Bob Essery. Station clocks, ;
Bob Essery. Belper Station, .
Midland Record 26 (2007)
Bob Essery. Freight through Birmingham Part 8 (Washwood Heath Sidings)
Bob Essery. Midland Railway water troughs.
Bob Essery. 20ft Open Carriage Trucks Diagram 409, ;
Bob Essery. Further information on MR headlamps, discs and destination boards.
Ashchurch Station (Photographic Feature) ;
David Hunt and Bob Essery. The opening of the Nottingham - Lincoln Line.
Midland Railway Locomotive Department Memoranda (Factual reports from the
1910's covering aspects of MR locomotives performance). 84-96.
Transcripts of documents:
Comparison of mileages run by compound and Belpaire engines.
Comment was minimal but the Belpaire engines (Nos. 770-4) were better than the compounds in terms of times between shopping.
Comparison of mileages run by 0-6-4 and 0-4-4 type bogie tank engines (dated 23 May 1910).
The 0-6-4Ts ran 17,000 miles between shopping, whereas the 0-4-4Ts achieved 22,000 miles.
Loading and timing of goods trains comparison 1 April 1913
J.E. Anderson: mainly 0-6-0 type: very brief.
London coal traffic. (dated 8 June 1914)
Consideration of Somerset & Dorset Joint Railway 2-8-0, but rejected due to outstanding need for bridge strengthening.
Saturated versus superheated locomotive performance 12th January 1914 and 26th October 1916.
Both tests showed advantage of superheating
Midland Record No. 27 (published June, 2008.)
Derby Works Official Photographs (from the collection of the late David Tee).
Interiors of Erecting Shop (late 1880s); Paint Shop (c1890) and No. 3 Bay (1895)
David Hunt. The '1528' Class 040
shunting tanks. 8-52. (includes folding diagrams)
Detailed review of Deeley designed shunting engines introduced in 1907 and which lasted into the 1960s. Profusely illustrated with official drawings and photographs from MR, LMS and BR days.
Graham Warburton. Steel rails. 53-5.
Falling weight impact test: testing machine at Derby.
Bob Essery. Working the Stonehouse to Nailsworth and Stroud Branch
Illustrated history of the Nailsworth and Stroud branches concentrating on the working of the lines covering the period from their openings in 1867 and 1885 respectively to their closure to passengers in 1947 and complete closure in 1966.
Giles Brown. Some additional notes regarding reader's collections.
By The Way
Midland Record No. 28
J. Guest with contributions from A. Earnshaw. The Midland
Railway Huddersfield Extension.
The illustrated story of the Midland Railway's long battle to reach the textile manufacturing town of Huddersfield.
Bob Essery. Locomotive Headlamp Codes.
The 1903 changes of lamp position.
Jim Jackson. Early signal boxes and other structures between Newark
A pictorial feature highlighting some of the infrastructure and personalities on the Neward to Lincoln line.
Bob Essery. Working the Stonehouse to Nailsworth and Stroud Branch
Lines Part 2 .
Bob's second article covering the operation of the Stroud branch opened to goods in 1885 and closed in 1966.
S. Duckworth. The Midland Goods Shed at King's Cross.
Some observations following Peter Wilde's article about the Midland Railway's early access to London in Midland Record #24 and Andrew Surry's subsequent rejoinder in the correspondence in issue #25.
Peter Wilde. A Tilbury interlude.
An illustrated article about early goods trains on the Thames Haven Branch of the London, Tilbury and Southend Railway featured in the Working Time Tables of June 1884.
Bob Essery. Covered milk truck diagram D1272.
An illustrated article shedding further light on the somewhat confusing story of Milk and Fish Trucks built by the Midland Railway.
Tony Overton. Midland Railway signalling
A detailed account covering the mechanical indicators employed by the Midland Railway, explaining their types and uses profusely illustrated with photographs, drawings and signal box diagrams.
Midland Record No. 29 (published September 2009)
Giles Brown. Coal for London's West End
A. E. Overton. Moseley,
Keith Miles. Darley Dale.
Keith Miles. Rowsley's water column.
Midland Railway Coal Pick (drawing) ;
Bob Essery. The Midland Railway in South Wales.
Jamie Guest, Huddersfield Branch postscript,
By the Way ;
Book Review - The Rise and Fall of the Severn Bridge Railway 1872-1970.
Midland Record No. 30 (2009)
Bob Essery. The Midland Railway in Bristol
R.M. Deeley. The economical driving and firing of the locomotive engine. 31-5.
Bob Essery. Stourton Midland Engine Shed
A.E.Overton. Leicester Passenger Station West Box by
Bob Essery. The Bootle Branch
Bob Essery. Harringworth Viaduct and the Kettering & Manton Branch
By The Way
Derek Ashworth. Who wants Gowhole?
Bob Essery. Brighton Road.
Midland Record No. 31 (published 2010)
John Horne. The Midland's Bootle Branch
Midland Territory - Bridge at Low Bentham
Neil Burgess. Waiting for a train: Fish Ponds 1910-1966
Goods Shed and Office (Drawings)
Keith Miles. Gowhole were a cold shop, Gowhole were!
Passenger engine at Cornbrook
Bob Essery. Highbridge Wharf
Midland Territory - Basford
By The Way
Miles, Keith. Gowhole were a cold shop, Gowhole were! 44-54.
Midland Record No. 32 (published 2010)
2P 4-4-0 No. 564 departing York for Manchester express consisting of nine coaches in 1932. 1
Ken Kirk. Henry Kirk goods guard, LMS. 2-15.
By the way. 16
Midland Record No. 27. Reg Davies.
Re Giles Brown on Midland Railway coal depots at West Kensington and Kensington High Street. Writer visited the sites, that at West Kensington had become the West Kensington Estate with the street and block names reflecting former railway associations, as in Garsdale Terrace, Stanier Close and Ivatt Place. The span of a bridge in North End Road remained. Litttle remains at Kensington High Street.
David Hunt. The Kirtley era 2-4-0s. 17-39.
Bob Essery. Pye Bridge and Beeston. 41
Jim Jackson. The Swinderby accident of 6th June 1928
with a short note concerning 0-6-4 tank engines. 51-69.
Notes that GWR withdrew Barry Railway 0-6-4Ts in September/October 1926. Includes substantial parts of Pringle Accident Report.
St.Albans Signal Box. 70
John C.Hughes. The Bootle Branch . 71
David Hunt. Fin de Siècle elegance. 79
W. Lewis-Meredith. The Midland Railway Company's system of maintaining the permanent way and works. 83
C.J. Perkins. Frank Henshall Stalvies, 1846-1911. 95-6.
Born 7 January 1846 in Derby. Father was John Henshall Stalvies (1809-1883).
Midland Record No. 33
David Hunt. The Kirtley era 2-4-0s. Part 2. 3-34
Bob Essery. Midland territory Grimethorpe. 35
Bob Essery. D334 long rail wagon. 39
Bob Essery. The Midland Railway in South Wales Part 2. 43
Tony Overton. Mantle Lane, Coalville, Bridge No. 44a. 46
Keith Miles. S&D 2-8-0s from the footplate. 69
By The Way. 80
Bob Essery. Alfreton & South Normanton. notes. 81
Jim Jackson. Swinderby Station and area. 85
Midland Record No. 34
Class 2 4-4-0 No. 392 with long train of varied empty stock at Derby North c1925. 1
David Pearson. Locomotives of the Keighley and Worth Valley Railway 1866 to 1961. 3-
Keith Miles. St.Pancras Sidings. 22
Giles Brown. Leicester (London Road) Station. 29
Bob Essery. Midland sales practice. 52
David Hunt. The Kirtley era 2-4-0s Part 3. 55
Midland Record No. 35
Keith Miles. The Devonian. 3
Bob Essery. Midland Railway 0-4-4 tank engines. 11-
Nigel Digby. The Midland Railway carriages of the Midland & Great Northern Joint Railway 1893-1920. 23
By The Way. 33
Tony Overton. Waste not, want not the Dore & Totley footbridge. 34-
Brian Hayes. Selly Oak some personal recollections. 39
Giles Brown. Leicester (London Road) Station. Part 2. 50
Phil Tattershall and David Pearson. Motor trains and the Worth Valley Railway. 73
Supplements including Midland engines
David Hunt. American
locomotives of the Midland Railway. Didcot: Wild Swan, 1997. (Special
Issue of Midland Record)
Chapter 1 (pp. 3-14) covers the Norris locomotives including the British "copies" manufactured by Nasmyth and Hick The remainder (pp. 15-52) covers the Moguls.
Midland Record Supplement No.2 Midland Railway Wagons : 48 pages
Midland Engines No. 1
'1833' and '2228' class bogie passenger tanks (Order No. 1602 and classes K, P, K2 and P2) - post 1907 Nos. 1351 to 1430. Fred James, David Hunt and Bob Essery, 52pp.
Extremely detailed: general arangement drawings, notes (especally on painting) and photographic illustrations of the record type. Five references. Actually seen..
Midland Engines No.2 The class 3 Belpaire
goods engines:: 64 pages
See also further information on tenders in Midland Record 16 page 23
Midland Engines No.3 The class 2 superheated 4-4-0s (483 class rebuild): 56 pages
Midland Engines No.4 The `700 class
double-frame goods engines. [The Kirtley 0-6-0 Goods Engine of the 700
Class] 102 pages.
Title shown in brackets is that provided by Midland Railway Society Further indormation in Midland Record No. 19 pages 38-42.
Midland Engines No.5 The Johnson 2441 class goods tank engines (post-1907 1900 class or classes S, U and U 2). 78 pages
Note the titles for Midland Engines follow those use in BLPC rather than as supplied by commercial publisher. The Editor considers that this series is closed.