Railways South East
Railways South East was perhaps the best enthusiast journal on railways ever to exist. It combined excellent production standards (good quality paper and printing), a judicious use of colour, with consistently good articles on historical topics, plus a modest amount of news. It was the brain-child of David Jenkinson, and was taken over by Professor Pat White: the journal sadly died with its second editor. Allan Mott wrote an excellent obituary at the end of what appears to have been the final volume: Railways South East: the album. It should be noted that it has a very similar structure to Backtrack in that its front and back covers were finely reproduced colour photographs, and many of the authors are shared.
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Folkestone Harbour at low tide. P.
Ransome-Wallis: front cover.
Pair of former GWR 0-6-0PTs getting to grips with a boat train whose
roof is branded 'CONTINENTAL EXPRESS — SHORT SEA ROUTE': a reminder
of those high days of summer when the sun always shone and all self-respecting
travellers went on holiday by train.
Euston Station's famous Doric Arch. Facing page
1.
The Arch was the capital city's first symbolic railway entrance so
it seems only right to put it at the start of this new magazine. The picture
dates from the 1950s, only a few years before the arch was demolished in
1963.
The pattern of London's Railways at the end of the Edwardian
era. David Jenkinson. 2-10.
Statistics in order of route mileage of railways "serving London"
(that is overall mileage which is only partially relevant to London). Thus
GWR>MR>LNWR all take precedence over the far more important GER in
terms of London traffic. Quotes route mileage, locomotive, carriage and wagon
stocks, and passenger and freight traffic. See letter
from J.T. van Riemsdijk (p. 113) who disputes statistics relating to
LTSR traffic.
Central Line to the West. Alan A. Jackson. 11-19.
The Ealing & Shepherds Bush Railway Extension Act of 14 July 1936
gave the GWR the power to extend the Central Line north westwards to Ruislip
and a furth Act of 10 June 1937 to Denham. The lines were built to the mainline
loading gauge. Following inactivity during WW2 the line was opened to Greenford
on 30 June 1947 and to Ruislip & Ickenham on 21 November 1948. The Denham
extension was abandoned, although photograph shows that work had started
on widening. Jackson argues that Northolt should be the terminus.
Scenes on the Great Northern, 1908-14. John Van
Riemsdijk. 20-4.
Feature written around NRM photographs. Small Atlantic 898 heads north
from Peterborough in 1913 with substantial train; small Atlantic heads south
at Greenwood with very assorted train of bogie stock plus four six-wheelers;
Stirling 4-2-2 1005 approaching Potters Bar from north in 1908 with empty
stock from Newmarket special; Ivatt 4-2-2 100 at Ganwick heading south with
four bogies and tail of six-wheelers; Royal Atlatic 4442 with express including
Howlden 12-wheeler at front; 4-4-0 1076 heading north at Ganwick on train
of mainly 6-wheelers; Stirling 2-4-0 753 rebuilt by Ivatt
approaching New Barnet from north (Aylard states
south page 235) with short semi-fast of early corridor stock; Stirling
2-2-2 rebuilt by Ivatt: 873 at Potters Bar heading north with semi-fast;
0-4-4T 245 on Hertford train north of Potters Bar (fast to Hatfield thence
via Cole Green at a pace which many cyclists would regard as slow!)
Fifly years of the Portsmouth Direct Electrics. David
Brown. 25-35.
Brief history of Portsmouth Direct line: Act 1853; opened 24 January
1859. A difficult route which the LSWR had tended to ignore. A decision to
electrify was made on 27 June 1935 and this was opened on 4 July 1937. A
Treasury Loan was provided. Woking and Havant stations were rebuilt in "Odeon"
style. There was one fast and two sem-fasts every hour. Reproduction of
Railway Gazette showing lines electrified and to be electrified (latter
includes the Hastings direct line. See letter on page
112 by R. Gillam concerning a close encounter with stock being shunted
at Guildford (when a passenger on new electric service).
Midland Locomotive Livery and the 'London Style'. Bob
Essery. 36-40.
Between 1892 and 1904 an especially elaborate livery was applied at
Kentish Town. Priorb to 1881 the Midland had usedf green, but red was used
experimentally in that year and began to be applied to all locomotives from
1883. A simpler style followed the ornate style from 1905. Goods engines
between 1900 and 1910 changed between lines red>plain red>locomotive
brown and black. Refers to book by Dow and notes by P.C. Dewhurst.
See letter on page 113 by J. Braithwaite.
The Ghosts of Romney Marsh. Paul Ross. 41-5.
Reason for abandoning three-cylinder designs was the higher fuel
consumption. Proposed, but unfulfilled, designs for extra motive power began
with an order placed with H.C.S. Bullock of Farnborough for a Pacific based
on the LMS Princess Royal type, but Bullock got into financial difficulties
and killed himself. The frames had been cut at New Romney. Holcroft became
involved with post-WW2 proposals for a 2-8-2 with Baker valve gear and a
4-8-2-2 with three cylinders and a form of conjugated drive for the inside
cylinder, again using Baker gear. Howey was unable to raise the finance either
of these interesting proposals yet arranged with Ian Hunter of Glossop to
develop super-power in the shape of 4-8-4 and 4-4-4-4 designs. Bulleid was
interested in building the former at Ashford.
The Metro-Land Tanks. Philip Atkins. 46-9.
That is the locomotives constructed by the Matropolitan Railway for
outer suburban development. The Chief Electrical Engineer, Charles Jones
(who had been appointed in 1903) sought designs for a powerful tank engine:
Beyer Peacock offered a 4-cylinder 4-6-4T (presumably for a Baker Street
to Gorton service) and NBL offered two varieties of 0-8-4T. Then Beyer Peacock
offered an inside-cylinder 4-4-2T (as per BCDR), and the Yorkshire Engine
Co came up with an 0-6-4T (author cites further reference including to sectional
drawings). Using the 0-6-4T as a basis Jones drew up a specification for
a 4-4-4T. This time Kerr Stewart was successful (sectional drawings:
Locomotive Mag., 1921 February and Engineer, 1921 4 Feb.).
In 1929 0-6-4T No. 94 was fitted with Trofinoff automatic bypass piston valves
which led to 9% fuel economy. The K class 2-6-4T were assembled by Armstrong
Whitworth using parts manufactured at Woolwich Arsenal. The LNER took over
these locomotives from 1 November 1937. See letter from
F.W. Goudie (p, 113) who states that No. 108, not 106 H class 4-4-4T
was equipped with Scarab oil-burner, which was unsuccessful. Sid Checkley
(Gresley Anthology) considered that
the 4-4-4Ts were very lightly built.
Old Euston. David Jenkinson. 50-4.
"Yes, Euston was a mess, and it seemed an impossible place to fathom...
then Euston began to grow on" [him, but not on KPJ]. Describes the descent
from the original grandeur into squalour only exceeded at Manchester Exchange.
Philip Hardwick's Great Hall would have been preserved by a greater nation.
It contained a statue of George Stephenson. The LMS considered rebuilding,
but didn't. Illustrations include: p. 63 North end platforms 6 & 7 5348
Coronation and 5552 Silver Jubilee (special livery); and interior
of shareholders' meeting room.
Platform South East. Correspondence. 55.
Grafitti – art or anarchy. Piers Connor. 55.
New York problem brought to London in 1884.
Building on the past. M.A.C. Horne. 56-7.
Cites End of the Line - the future of London's past produced by the
Victorian and Thirties Societies on unsympathetic restoration
Network SouthEast - a matter of identity. Chrisopher
Richard.58-9.
Comment on the blue white and red livery, especially its application
to locomotives and the red lamp-posts which still abound.
Romney, Hythe and Dymchurch Railway 4-6-2 No. 8 Hurricane
leaving New Romney with a train for Hythe in 1963. P.
Ransome-Wallis. Back Cover
With little other than the size of the human figures to betray the
railway's miniature status, this fine study of 15 inch gauge really captures
the main line feel of this distinctive system. Hurricane
started life as a three cylinder engine but is seen here in the two
cylinder configuration to which it was converted in 1937. It was the favourite
engine of that somewhat larger than life character and first owner of the
line, Captain Howey, some of whose more extravagant and unfulfilled locomotive
ideas are considered in the article on page 41. Courtesy
NRM
The Oxted Line. George Phillipson. 62-71.
The Croydon, Oxted and East Grinstead line of the LBSCR opened on
10 March 1884, following its inspection by Major General Hutchinson. The
line was electrified (by third rail: younger readers may require a definition
of what to electrify means) by Paul Channon (Conservative, Secretary of State
for Transport) on 30 September 1987. The reason for the long delay is explained.
See letters by G.A. Hookham on varieties of changes
possible to get to Tunbridge Wells West in 1955 and in motive power in 1950;
and Alan A. Jackson's query concerning Southern
Railway's delay in proposing electrification..
Bellwood, John, Colchester shedmaster. 72-80.
Includes notes on the highly satisfactory B17 class (much better than
the two-cylinder B2 rebulds) once they were overhauled at Doncaster, on water
softening, and on the relief of the footplate crews to return to work after
the ASLEF debacle in 1955. Portrait of author alongside F5 67191 at Maldon
shed on 29 May 1955.
Riemsdijk, John van. The London suburban tank engine.
. 81-93.
Surveys both locomotives specially constructed for London suburban
lines, such as the NLR 4-4-0Ts and LTSR 4-4-2Ts, and designs which were also
used more widley. The author observes that the Stanier 3-cylinder 2-6-4Ts
for the LTSR Section may have exploited three cyclinders to reduce hammer
blow to enable them to work into Fenchurch Street. See
letter by Aylard on omission of LMS and GER 0-6-0Ts.
Clerestories on the District. Piers Connor. 94-101.
Clerestory-roofed stock was built for the District Line from its inception
in the A stock prototypes, and B class production cars, with a few exceptions
until the final N stock was delivered in 1935. For a time some of these vehicles
ran in sets consisting of similar cars, but gradually the sets became more
diverse and often included Q stock vehicles (distinctive, but non-clerestor,
constructed in 1938 (to eliminate timber-bodied vehicles). A table lists
the not-quite 57 varieties.
Great Western Variety. David Jenkinson. 102-5.
Comment on the variety that was still visible in the area near London
on the mainline out of Paddington at the close of the Churchward era, illustrated
by members of a collection of photographs received at the NRM.
The Triumph of the Third Rail. J.N. Faulkner.
106-111.
Over the LBSCR high voltage system and the proposed 3000V DC system
for the SECR. See letter by B.T. Cooke Vol 2 page 54
on slow rate of acceleration of AC trains. See letter
by John Chillman on trains illustrated at head of feature (page 171). .
Letter by Robert A. Perkins (Vol. 2 page 116) on
AC and DC units sharing same tracks in 1929.
Platform South East. 112-13.
About ourselves.
Letters about Railways South East from R.M. Eadie, H.T. Jones, D.G.
Rowlands, J.B. Fox, R.K. Newton and F.G. Smith: all were congratulatory,
There was also one from J. Simmons who deprecated:
"The subject is fragmented much more than enough already" but did admire
the production standards.
Fifty years of the Portsmouth electrics. R.
Gillam.
Anecdote of shunter with wagons too close to new EMU at Guildford
in July 1937 (as perceived by passenger): see page
25.
Midland locomotive liveries. J. Braithwaite.
Tallow finish was discontinued in 1916 and the non-application of
this may give sense of change. C. Hamilton Ellis claimed to have had samples
of MR and LMS which were different. E.S. Cox stated
(Locomotive Panorama Vol. 1 page 28) that red varied with the
works applying it: L&YR was darker than norm, some Scottish paint was
very dark (but not HR). E.W. Twining claimed that LMS red was definitely
darker and that black was added. Also further observations on
Dewurst. See page 36.
The pattern of London railways. J.T. van
Riemsdijk.
See feature page 2: writer disputes
statistics relating to LTSR passenger citing alternative data in Railway
Magazine for 1912: David Jenkinson attemted a refutation.
Metro-Land tanks. F.W. Goudie.
See page 46: No. 108, not 106,
of H class 4-4-4T, was equippped with Scarab oil-burner, but it was
unsuccessful.
London's forgotten railway. Graham Larkbey.
The South London Line at time of letter lacked stations and trains.
\it was impossible to book tickets at either Wandsworth Road or Clapham.
There was no station at Brixton. Lack of trains into Victoria at rush
hours.
Can the Freight Trains Return? David Jenkinson.
114-15.
Comment upon the tremendous damage which trucks impose upon the motorway
notwork and the vast cost of repairing it, and the meagre amount of freight
carried by rail: but what was the author doing on the motorway in the first
place!
New Trains for Network South East. David Brown.
116-20.
Class 319 for Thameslink; class 442 Wessex Electrics and proposed
Networkers.
'Through Freight' heading for London behind 8F 48417 built
by the GWR for the LMS. P. Ransome Wallis. Back Cover.
Yet it is not all that long ago (1960). The location is at the water
troughs between King's Sutton and Aynho Junctlon on the former GWR route
just south of Banbury.
No.60033 Seagull on down fast freight at Harringay
in 1960. P. Ransome-Wallis. Front Cover
NRM collection
Peppercorn Class A2 4-6-2 No.60533 Happy Knight
near Potters Bar on fast freight in 1949. MW. Earley Facing Page
121.
Goods trains are featured in our article on Page
130. Courtesy NRM
The James Clayton influence. Philip Atkins.
122-9.
Traces Clayton's influence on
MR and SECR/SR, and also shows that designs developed on MR for 2-6-2T for
LTS Section were developed into 2-6-4Ts on SECR and on LMS. One extremely
revealing comparison pairs photographs of West Country Pacifics piloted by
40562 (on S&D passing Masbury) and L1 on Night Ferry (near Faversham).
The article inter alia contains further Clayton influences through
J.H. Adams and
Hookham. Whilst at Derby Clayton not
only worked on the Paget locomotive but also input into the S&D 2-8-0
and Lickey 0-10-0 designs. Atkins argues that the Ashford taper boiler did
not come from Swindon with Holcroft but from Derby. The similarities of the
E1 and D1 with the MR 2P, and the L1/Q with their Derby counterparts (2P/4F)
are also noted. The LN and Royal Scot classes shared the boiler flanging
plates used by NBL. Letter by M.
Gaywood (page 234) argues that N class chimney owed nothing to "Derby
influence"; Atkins concedes this, but
Editor argues for the overall similarities between
some Derby and some Ashford designs..
Memories of King's Cross Goods, 1937/38. Peter Erwood.
130-7.
The working methods now appear to be as remote as those employed in
constructing the Pyramids. There was a huge amount of manual labour, and
all records were hand written with an army of clerks. In 1938 author moved
on to Rayleigh: see Vol. 2 page mmm. Congratulatory letter
by Andrew Emmerson (page 234). and corrections to
captions by Aylard to K3 class (page 133) and P1 class
(page 134). Led to long letter in defence of P1 class
on page 115 (Vol. 2) from G.W.
Goslin.
Railways around Romford. K.A. Frost. 138-47.
The ECR was incorporated on 4 July 1838 and was constructed to the
5 ft gauge under John Braithwaite. A line was opened from a temporary terminus
at Mile End to Romford on 18 June 1839, and on 29 March 1843 it reached
Colchester, and there it stuck. An early proposed railway from Romford to
Thames Haven failed. The Liverpool Street extension opened on 1 November
1875. Grays to Upminster opened on 1 July 1892 and Romford to Upminster on
7 June 1893. This latter led to suburban development at Emerson Park.
electrification (1500V DC) to Shenfield was inaugurated on 26 September 1949
and this was extended to Chelmsford (11 June) and Southend on 31 Decemeber
1956. Upminster to Grays was electrified in June 1963; Romford to Upminster
in 1986 (following many attempts at closure); on 15 September 1956 the steam
service was replaced by DMUs. Further features by same author
on LTSR (3-131) and Romford to Grays
(Album page 72) Page 147: (colour) B1 61393 on express
to East Coast at Guidea Park in June 1958 with Shenfield EMU in background
(K.L. Cook). Informative letter on District services to Upminster and steam
services over District line (page 235 by Peter R.
Davis).
Wolverton and the Royal Connection. David Jenkinson.
148-56.
Text (includes interesting note that Queen Victoria contributed
£600 towards cost of new carriage and LNWR proposed an addition contribution
of £1000 from Company to construct two vehicles) and photographs (latter
mainly from NRM collection) (colour shown in maroon): Royal Train posed in
1903/04 at Wolverton with Webb 2-4-0 Dalton at front; overall view
of works on 18 October 1955 (F.W. Shuttleworth); Royal Train shed interior
on 7 October 1956 with Queen Adelaide's saloon and Queen Victoria's saloon;
interior of latter saloon as stored at Wolverton; writing
table in Queen Victoria's saloon of 1869 with royal blue trim; exterior of
Duke of Sutherland's saloon constructed by LNWR in 1899; interior of previous
showing cooker which employed methylated spirit; interior of Queen Adelaide's
saloon with furnishings changed to meet the requirements of Queen Mary in
the 1920s; Dining Car No. 76 in 1979 in LNWR livery; interior of previous
showing Royal silver and glass; Royal Train returning from Grand National
at Carpenter's Park on 20 March 1937 headed by Jubilee class 5741
Leinster and 5742 Connaught; Royal Train headed by 4082 Windsor
Castle at Reading West, returning from Weymouth on 22 June 1938, with crowned
headlamps and Royal Arms on side of locomotive (M.W. Earley);
King Edward VII's saloon and King George VI's saloon outside
NRM in 1980; latter with armour plating in place arriving
King's Cross with Escort Brake First No. 5155 headed by B17 in unlined black
with "NE" on tender (C.C.B. Herbert); interior of Queen's
lounge No. 799; Royal Diner 2902 at York on 24 June
1987 for visit of Queen Mother; Royal Household sleepin saloon No. 495 at
Euston in September 1957; Officers Saloon No. 2911 (1920) in service at York
on 24 June 1987; Escort Car (BR Mark III) 2906 and Mark III Sleeping Car
2923 at York as previous. See letter by Peter Johnson
(page 234) concerning inter-carriage ganways.
The Surrey Iron Railway. Graham Kirkpatrick. 157.
The primary significance of the line was that it was the first to
have Parliamentary approval with a highly detailed Act of 21 May 1801. It
linked Croydon with the Thames and the engineer was William Jessop (whose
main activity was on canals). Much effort was devoted to extending the line
to Portsmouth, and a Croydo, Merstam & Godstone Iron Railway was approved
in May 1803.
Waterloo. Michael Blakemore. 160-3.
Photo-feature: 35022 Holland Amerika Line departing with
Bournemouth Belle in 1957 viewed from above exit neck and looking towrds
Royal Festival Hall; Waterloo Road frontage to South Station in 1890s; P14
4-6-0 departing on West of England express c1911, with new station arising
behind; two views showing barriers and concourse in 1930s with Lord Nelson
class having arrived; SR 931 at head of Portsmouth departure on 24 June 1936
(F.E. Box); Waterloo A signal box – two views –exterior in 1911
and interior on final day of operation (17 October 1936); concourse with
policemen and troops in 1943 (atmospheric); American doughboys on platform
in 1944 (caption lists statistics of numbers arriving Southampton); summer
1946 – huge queues formed in carriage roads for destinations like
Ilfracombe; 1949 view of Victory Arch showing WW2 damage; 1951 view of Festival
of Britain from terminal buildings looking towards Charing Cross with departing
Folkestone train, Royal Festival Hall, Shot Tower and Shell-Mex building,
also (not mentioned in caption) Railway Exhibition Hall.
Northern to Morden. Alan A. Jackson. 164-9.
Reaction of newly-formed SR to proposed Morden extension which was
actively encouraged by LCC and local authorities in Surrey. Some harmony
was restored by the London Undergroud group transferring its rights to the
Wimbledon & Sutton line to the SR, and an agreement that any further
incursions into SR territory must be subject to prior discussion. Once opened
bus services were developed from Morden to serve a wide area. The stations
were designed by Frank Pick and illumination included searchlights. Jackson
argues that the stations are too close and that Morden should be linked into
the Croydon tramway network. See letter from author
(page 235) with minor corrections.
Platform South East: Correspondence. 170-1.
The Oxted Line. Hookham, G.A.
See page 62. The 1955 interval
timetable provided five different routes for travel to Tunbridge Wells West.
In May 1950 five different classes of LBSCR locomotive, 2 SECR, 2 SR and
one LMS could be seen.
The Oxted Line. Alan A. Jackson.
See page 62. Writer rhetorically
queries why Southern Railway did not electrifiy Oxted Line and suggests that
residents of high class property feared an influx of semis and delayed a
decision on electrification until 1939 when it was too late.
South London Line. F.B. Smith
See feature page 56. Suggests Abbey
Wood to North Woolwich service via South London and West London
Lines.
Triumph of the third rail. John Chillman.
See feature page 106. Refers to
the illustration which heads the feature: it shows the 5.00 pm London Bridge
to Brighton non-stop; the 5.03 non-stop to Lewes thence to Eastbourne and
Seaford and the 5.06 to Littlehampton, which split at Haywards Heath. Sets
were split and joined with great rapidity (writer first saw operation at
Hove).
442 update. David Brown.
General impressions of units and modifications made to
them.
Clapham Station canopies. Charles Williams.
Clapham Society plea to preserve.
Errata. Editor.
Mainly to the captions: one attributed to Bill Ashley Smith was in
itself incorrect according to Robert A. Perkins (page
235: refers to letter headcodes to SR EMUs)
Central London Rail Capacity. Jonathan Roberts.
172-5.
Statistics taken from LT/LRT Annual Reports covering period from 1956
to 87 inclusive of travel by car, on two-wheeled vehicles, bus, tube, tube
and BR and BR only. Notes over-crowding on Victoria and Central Lines.
Proposals put forward included a new King's Cross to Victoria line; splitting
the Northern Line; diverting the Bakerloo Line to Ealing Broadway; a figure
of eight tube based on Oxford Circus and linking most of the mainline stations.
All of this was before the Jubilee Line reached the Docklands, the Dome and
Stratford.
The Weak Link. Christopher Richard. 176-7.
A pre-Eurostar horror story of excellent InterCity journey into King's
Cross and across Europe to Switzerland, and the wonders of the Paris Metro,
and the Purgatorial conditions on the Victoria Line and on the BR train from
London to Dover. The ride of the TGV is criticised, but the SNFC turbo-train
from Paris to Boulogne was greatly liked.
Network SouthEast News. David Brown. 178
More new EMUs: class 456 two-car units; 321 (including 322 for Stansted);
Networker test unit; facelift for VEPs and multi-coloured class 73
electro-diesels.
'Coronation' Class No.46251 City of Nottingham
climbing Camden Bank on 3l March 1962. R.C. Riley. Back cover upper.
Only a year or two before steam was banned from Euston and lines north
thereof. The engine is painted in LMS Crimson Lake.
Rebuilt Royal Scot 46155 The Ranger... having arrived at Euston from Carlisle in 1959. P. Ransome Wallis. Back cover lower.
October 1955 view of the Brunel train shed at Henley-on-Thames.
T.J. Edgington, courtesy Colour-Rail. front cover
shows Twyford bound auto-train about to depart behind 14xx 0-4-2T
No. 1456. The trailer is one of the fully panelled GWR types built before
WW2.
150 Years of Boat Trains. H.P. White. 182-91.
On the class Dover/Folkestone route. The SER opened to Ashford on
1 December 1842 and extended to Folkestone on 24 June 1843. The Directors
ran a special leaving London Bridge at 6 a.m, boarded a steamer at Folkestone
which left at 9.09 was into Boulogne at 12.25 where there was a reception,
and the party was back at London Bridge at 10.05 p.m. In 1844 the Indian
Mails were conveyed on this route. They had been, or were to be conveyed
by sea between India and Marseilles, being carted over Suez and sermaphored
across France. A special costing £26 took the mails up to London from
Folkestone. On 6 February 1844 the line reached Dover, and in 1849 a line
was opened to Folkestone Harbour. The Sevenoaks cut-oof was opened on 1 May
1868 and the Charing Cross extension enabled boat trains to be extended into
the heart of London. On 22 July 1861 LCDR trains began to operate into Dover
and competition for the limited traffic became firece. The Admiralty completed
a pier at Dover which greatly improved shipping arrangements. In 1899 the
SER and LCDR merged as the SECR and boat trains were concentrated at Charing
Cross. Dover Marine was completed in 1915 and following WW1 boat train traffic
was concentrated at Victoria. The Pullman Golden Arrow began on 15
May 1929 and the Night Ferry commenced on 14 October 1936. Following
WW2 these services were re-inaugurated. See letter on
page 55 (2) concerning Britannia class..
Milko. T.W. [Smokey] Bourne. 192-8.
Very general survey of milk traffic into London, initially in churns
(for which some special vehilces were built), and latterly in tanks (the
tanks as such were owned by the dairy companies, but the chassis were owned
by the railway companies. Page 194: see
letter Vol. 2 page 116 by Stephen Duckworth: location
was Highbridge station (SDJR) with churns brought in by Wilts United Dairies
lorries (two of which were Albions). Other illus include official photographs
of LMS chassis (4-wheel) with United Dairies milk tank and LNER 6-wheel milk
tank and MR louvre-sided milk van No. 250 of 1881..
Self-Propelled GWR in the London Region. Michael Rutherford.
199-204.
Surveys steam railcars (rail motors) which Rutherford states had a
good front end, had outside Walschaets valve gear, were designed by W. Pearce,
and were subjected to dynamometer car testing in September 1904; most of
those operating in the London area were based at Southall. Ther burned 20
lb/mile of coal. Auto-trains were introduced in 1905. Initially older tank
engines were equipped and some were clad and some were painted in the colour
of the coach/es. They burned 23.4 lb/mile of coal. Eventually these were
displaced by the 54xx and 48xx (14xx) classes. The GWR ownership of
electric multiple units jointly with the Metropolitan Railway is sometimes
considered to be the sole venture of the GWR into things electric, but the
GWR power station at Park Royal supplied the current for this line as well
as for the Ealing and Shepherds Bush (Central Line). Contact was made with
Beardmore & Co. by Collett in an endeavour to develop electro-diesels,
but a report to the Locomotive Committee on 20 March 1929 shows that there
was a lack of a suitably powerful diesel engine to adequate acceleration
at reasonable cost. A letter from Stamp to Milne dated 20 January 1930 stated
that the Beardmore DEMU on the LMS had been stopped on 69% of potential working
days. The GWR diesel railcars were introduced on 4 December 1933. It is
emphasised that these were "not as successful with footplate and shed staff
as glossy publicity brochues would imply".Page 203: W15W at
Thame: see letter by G.M. Wright in Vol. 2 page
54
Southern Carriages in BR days. David Jenkinson.
205-13.
The SR inherited very little gangwayed stock even from the LSWR. The
LBSCR provided few lavatories whereas the SECR stock wasgood quality. The
LSWR Ironside corridor stock influenced Maunsell design, but the better SECR
bogies were fitted. The SECR Continental stock continued to be built, but
in 1925 Maunsell standard stock began to emerge. Includes birdcage stock
and Hastings slab-sided stock.
King's Cross. Michael Blakemore (captions).
214-17.
Pictorial feature: buffer stops with B1 Madoqua and "tired-looking"
A3 Persimmon (C.C.B. Herbert); memorial to King George
IV, Stirling single 4-2-2 No. 221 at main arrival platform; 1908 view
of departure side looking towards buffer stops; simultaneous 4pm departures:
4497 Pochard on Coronation and 10000 on Leeds
enetering tunnels (CCBH remainder); bomb damage 1941; 69580 on Hertford train,
and 2596 Manna on Flying Scotsman viewed from above just before
tunnels . See letters by A.C. Foreman and
J.F. Aylard on page 55 of Volume 2.:
Charlie Smith and the London Freights. Bob Essery.
218-22.
Steam-hauled freight: a "reconstruction" of what firing must have
been like during the 1920s on the overnight fast freight from London to
Birmingham via the Midland route: Driver Smith had informed the writer of
his experiences when working with him.
Underground Shuttles (Part 1: Surface Lines). J. Graeme
Bruce. 224-7.
Includes South Acton to Acton Town, where a special car with
turret driving position was proposed, and some consideration was given to
automatic operation; the initial services on the Uxbridge line where single
cars sufficed; the Metropolitan units were later employed on the Stanmore
branch; the West London line; the Chesham branch (including the use of GWR
railcar No. 16 in March 1936 - illustrated). The unique push & pull operation
using early Metropolitan Railway stock and LNER/BR push & pull equipped
engines from Neasden is described. The ACV set was tried on the line.
See letter by G.D. Towner on WW2 Rickmansworh shuttle
(2, 55)
Outdoor Machinery Department, Parkeston Quay. John
Bellwood. 228-33.
Posthumous contribution: equipment described include that at Whitemoor
marshalling yard, the train ferry berth at Harwich, the problem of larger
wagons on coaling plant hoists, and railbuses.
Platform South East. Correspondence. 234-5.
The James Clayton influence. M. Gaywood.
See page 122 for feature by Atkins.
Argues that the chimney for the SECR N class was not "pure Derby", but was
a standard SECR design already fitted to the L class, and could probably
be traced back to a chimney designed by B.K. Field for the B class. In 1921
a new chimney was designed and fitted to most of the remaining SR output
and tomany LSWR and LBSCR designs.
The James Clayton influence. P. Atkins.
See page 122 for feature by Atkins.
Concedes that the N class chimney was not Derby inspired, but does not accept
that NSR chimneys influenced the apperance of Stanier locomotives.
David Jenkinson adds that Riddles commented that the
appearance of chimneys was always a source for debate and stresses that he
supported Atkins' assertion of similarities in appearance beween Derby and
Ashford designed locomotives.
The James Clayton influence. L.R. Freeman.
See illustration page 122 of Lord Anson:
date was September 1962, not as stated
Memories of King's Cross Goods. Andrew
Emmerson.
See feature page 130:
congratulations.
Wolverton and the Royal connection. Peter
Johnson.
See feature by David Jenkinson page
148: writer takes issue on inter-carriage gangways: these
were first introduced on Travelling Post Offices in 1857: see writer's The
British Travelling Post Office in Railway World Annual 1988 and The
British travelling Post Office (1985).
[Observations thus far]. J.F. Aylard.
Illustration (page 23) lower: not "going south"
but "coming north"; feature on page 81 fails to mention
GER and LMS 0-6-0Ts; captions on page 133 K3 class
introduced in March 1920; and that on p 134 fails
to appreciate that P1 locomotives were not failures, and castigates Thompson
for allowing their early withdrawal.: led to a response
by Erwood (Vol. 2 p. 54)
North to Morden. Alan A. Jackson.
Corriegenda see feature page 164.
[Mainly SR headcodes]. Robert A. Perkins.
Refers to note from Bill Ashley Smith received
by editor on page 171 concerning SR letter headcodes which implied different
destinations on different sections.
Railways and Romford. Peter R. Davis.
See page 138 Although District electric trains
did not reach Upminster until 12 September 1932, some District steam trains
ran to Upminster until electrification reached East Ham on 30 September 1905,
and there were the through Ealing to Southend services until 1939. Also steam
trains ran over the electric lines in the early hours of the morning until
AC electrification cut the links.
South East News. David Brown. 236-9.
Class 321 introduced on Liverpool Street to Cambridge service; singling
of Brading to Sandown section on Isle of Wight in October 1988; notes on
1938 stock for IoW; freight developments within South East.
Index to Volume 1. 240
A 'milk empties' train is hauled by ex-SECR Wainwright
Class C 0-6-0 No. 31575 past Stewarts Lane on 30th August 1958 on its
way to Kensington Olympia. R.C. Riley. BackCover
Rebuilt WC 34022 Exmoor at Vauxhall on Bournemouth train in 1964. Colour-Rail. front cover.
B12/3 61550 climbing Bretwood bank in October 1956. R.C. Riley. facing page 1.
Sussex Signal Boxes. Eric Kemp. 2.
Colour feature: Newhaven Town, Barcombe Mills, Rye, Barham and
Wadhurst
Railways and the Spithead Reviews. J.N. Faulkner.
3-9.
History: notably those in 1902 and 1911, following Coronations of
King Edward VII and George V, and George VI in 1937. Both the Royal train
arrangements and other special traffic are surveyed.
The New Romney Branch. Stanley C. Jenkins. 10-16.
The relative proximity of Dungeness to Cap Gris Nez encouraged proposals
for railways and piers (the beach shelved rapidly which assisted). An Act
was obtained for a Lydd Railway on 8 April 1881 as an off-shoot of the SER.
This envisaged northern extensions as far as Headcorn. This reached Lydd
on 7 December 1881 and opened to Dungeness for passenger traffic on 1 April
1883. An Act of 19 June 1882 permitted an extension to New Romney which opened
on 19 June 1884. The line was absorbed by the SER in 1895. An extension to
Hythe was authorized in 1900, but was not implemented. From 1930 the New
Romney "branch" became the main line and in the Spring of 1937 a deviation
enabled Dungeness to be closed to passenger traffic and new stations to be
opened at Lydd-on-Sea and Greatstone-on-Sea. During WW2 armoured trains hauled
by F4 class 2-4-2Ts patrolled the line; nevertheless, one passenger was attacked.
By 1962 DMUs were providing an excellent service, but Barbara Castle authorized
the closure of the line to passngers on 6 March 1967. Illus. page
12: 2365 on passenger train at Dungeness: see letter
by Hookham page 116. See letter by T.A. Thompson
for anecdotes of working on line (page 115)
Long distance commuting from North of London. H.P.
White. 17-24.
Commuting began much earlier south of the Thames, and predated railways
in the case of Kew, Richmond and Greenwich. Diagram shows how places north
of the Thames moved "nearer" to London in time between 1958 and 1988. This
trend was especially strong in the case of places like Peterborough and Bedford.
A further comparison is made between the ECML, WCML, Midland and Marylebone
to Aylesbury services. See letters on page 117 by Neil
Woodland and Ian D.O. Frew.
Underground Shuttles (Part 2: Tube Lines). J.. Graeme
Bruce. 25-9.
Includes the steam service to Ongar, and the shuttle services to Aldwych
and between Hainault and Woodford.
Colour-Rail on the Reading line. Ron White. 30-1.
GWR 6010 King Charles I with chocolate and cream train and
arrival of slip coach from same train at Reading in 1947 (H.N. James); Star
class 4012 also at Reading in 1936; 6128 at Ealing Broadway with pre-1938
Central line train behind, in June 1957 (D.B. Watkins),; 1504 at Old Oak
Common on empty stock (J.B. Snell).
Pre-War evolution of Southern Electric carriages. David
Jenkinson. 32-41.
Both suburban and mainline rolling stock. Illustratios:
page 41 2HAL unit 2607 (with gas detector panel visible)
leading stated to be "Gillingham train" was heading for Maidstone
East (letter page 115) by Ed Thompson. Sound of different
types of motor: letter by Robert A. Perkins on page
116.Letter by G.A. Hookham on page 116: trailer
sets and variable comfort of 3-SUBs. See letter from
M. Gaywood (with illus.) of set 1504 in May/June 1925.
Railway guns in Kent. D.Collyer. 42-9.
Railway guns from World War I used again in WW2 near Dover at Martin
Mill and at Lydden; also railway involvement for fixed gun installation at
St Margaret's-at-Cliffe
Shenfield to Southend. Ken Frost. 50-3.
History of line which opened on 1 October 1889 together with the branch
to Woodham Ferrers and Maldon (West). proposals extended back to 1845 and
included one in 1865 for a line from Brentwood to Southminster and Maldon.
An Act was obtained on 16 July 1883 which stipulated that the lines to
Southminster and Maldon must open not later than that to Southend. Gradients
are surprisingly severe. The section between Wickford and Prittlewell was
originally single track. Competition with the LTSR (see page) was severe.
A Zeppelin brought down near Billericay was the source of excursion traffic
during WW1 but damge during WW2 was severe. Woodham Ferrers to Maldon closed
to passengers in 1939 and to all traffic on 1 April 1953. DMUs were introduced
on the Southminster branch on 17 September 1956 and (DC) electic traisn reached
Southend on 11 December 1956. More recent developments were not
covered.
Platform South East: Correspondence. 54-5.
More on the Gresley P2s [P1 class 2-8-2]. Peter
Erwood.
See page Vol. 1 page 235 by Aylard: Gresley's
advocacy of 50 ton-capacity wagon and large freight locomotives could not
be accommodated on railway of the time.
South London electrification. B.T. Cooke.
See Vol. 1 page 106 on differing systems inherited
by SR: low acceleration rate of LBSCR trains.
GWR railcars. G.M. Wright.
See 1 page 203: writer was participant on railtours
at Thame (as shown in illus) on 20 July 1952.
Past, present & future. F.B. Smith.
NLR built its own carriages: works remained visible from DLR near
Devons Road.
King's Cross Main Line. A.C. Foreman.
See feature in Vol. 1 page 214. Critices
caption for stating that an A3 "looked tired".
King's Cross Main Line. J.F. Aylard.
See feature in Vol. 1 page 214: N2 69580 leaving
Platform 14 not 16.
Boat trains. Lyndon W. Rowe.
See feature Vol. 1 page 182. Britannia Pacifics
at Stewarts Lane were 70004 William Shakespeare and 70014 Iron
Duke from October 1954 until 1958.
Underground shuttles. G.D. Towner.
See Vol. 1 page 224. During WW2 no direct
trains from Watford (Met): replaced by shuttle to Rickmansworth.
The London Rail Studies. Jonathan Roberts. 56-7.
DLR and Jubilee Line extension proposals.
See letter page 170
proposing Abbey Wood to North Woolwich service (via South and West London
Lines)
South East news. David Brown. 58-60.
1938 tube stock for Isle of Wight; 321 class to Northampton and CIG
modified with 319-type seating. Illus: page 59: decorative plaque
of LCDR device on South Bank of Thames (Tate Modern in background) (R.C.
Riley). See letter by Peter Thompson (page
117)
King and Castle at Paddington (Ranelagh Bridge yard). P. Ransome-Wallis. rear cover.
Volume 2 Number 2 (summer 1990)
7013 Bristol Castle heads the up Cathedrals
Express near White Waltham on 4th August 1962. Front Cover.
Locomotive was originally 4082 Windsor Castle and identities
were exchanged when 4082 was in Swindon for repairs when required for King
George VI's funeral train in February 1952. By 1962 the locomotive had been
fitted with new inside cylinders and a large lubricator. Colour-Rail
Class 202 Hastings DEMU 1012 is seen at Hastings in July
1982. Brian Morrison. Facing Page 61.
Commuting to London from the coast is one of the topics covered in
this issue's selection of articles (page 81)
GWR railcars. R.C. Riley, 62.
W12W in carmine & cream livery in Sonning cutting on 17 September
1955; W34W parcels car (in plain carmine) leaving Padington on 30 March 1957,
and W30W (DMU green) at Southall shed on 21 August 1960.
Holborn Viaduct, 1874-1990. Alan A. Jackson.
63-8.
The Holborn Viaduct Railway Company was incorporated on 13 July 1871
and opened on 2 March 1874. It had six short platforms for the City portions
of trains detached at Herne Hill. Platforms at Snow Hill were opened on 1
August 1874 – these were renamed Holborn Viaduct Low Level on 1 May
1912. An hotel opened on 17 November 1877. During WW1 the station was a receiving
depot for officer's kit whom had been killed in action. The SR transferred
much of the mainline traffic to Cannon Street; closed Ludgate Hill on 3 March
1929 and had introduced the first-ever four-aspect colour light signalling
on 21 March 1926. Electric trains ran to Orpington from 12 July 1925. It
was badly bombed in 1941. A new office block replaced the remnants of the
hotel from 9 September 1963 (the shabbiness behind was a vast contrast).
A special train used to convey pupils from Christ's Hospital for a service
in St Sepulchre's Church on St Matthews Day (21 September). The station closed
on 26 January 1990. The author used the station for travel to Charlton Rectory
when he desired a quiet journey. See letter by Marcus Gaywood
on page 174 concerning illustration of "D1" which was an E1; letter by
T.A. Thompson which shows how Ludgate Hill Station
became visible briefly during reconstruction
(Similar view by A.G. Denton in
Backtrack 4 188). (see news item page
176). and letter by T.W. Bulpitt on remains
of Fleet Prison.
Brighton Line Freight Part 1. J.W. Kirkby. 69-80.
Table gives statistics of LBSCR freight traffic (ton-miles) in 1871,
1880, 1900 and 1910. In aprt the feature reflects personal experience gained
at Bricklayers Arms. Kirkby classifies freight into local stations, Willow
Walk Goods Depot, from or two other railways and seaborne. There were two
special gangs for handling round timber. Some household names were located
on the Brighton lines. Livestock caused particular problems. The bulk of
traffic handled at Willow Walk was "smalls". Traffic was exchanged with other
railways - in many cases the exchaneges were made to enhance the mileage
due to the forwarding company: thus traffic from the GWR for the LBSCR tended
to travel via London, rather than be handed over at Salisbury. Arrangements
for traffic from the northern lines were especially difficult as such traffic
had to avoid the rush hour peaks. Kirkby mentions the dangers of yard
shunting. Part 2 on page 128. See
also feature by Erwood on Vol. 1 page
130. Illustration page 80 shows freight train passing
under catenary: see letter by Perkins page
174
Live by the Sea and Work in London. John Young. 81-90.
Brighton and Southend were the earliest and the railways to these
two locations were constructed with regular travel in mind. The area covered
covered to include most of the Sussex, Kent and Essex Coasts, and following
WW2 Bournemouth.
North of Watford. Ron White, 90-1.
Colour feature (Colour-Rail): 41220 leaving Watford Junction for St
Albans in April 1955 (T.B. Owen); 8F 48469 (with Fowler tender) hauling bogie
hoppers from Stonebridge Park power sation leaving Northchurch Tunnel ; 45540
Sir Robert Turnbull (apple green) with train in plum & spilt milk
at Bletchley in July 1948 (H.N. James); 78063 on Bletchley train at Berkhamsted
station on 23 July 1962; 41289 on Dunstable push & pull at Leighton Buzzard
with 48657 on 10 May 1962.
The 1952 Tube Stock. Piers Connor. 92-5.
Planned but not executed apart from a few experiments made on exisiting
stock and mock-ups. Some of the ideas, notably rubber primary suspension
were incorporated within the 1959 stock.
Memories of a country goods station. Peter Erwood.
96-104.
Rayleigh Station on LNER Southend line: author moved there in 1938
from King's Cross Goods Depot (see Vol. 1 page bbb) and was there until outbreak
of WW2. Writer notes that most of the traffic, other than coal, had been
concentrated at Southend, and the absurd statistical returns.
See letter by T.A. Thompson which describes clerical
methods at Folkestone Junction at same period. (page 174).
St Pancras. David Jenkinson. 105-10.
Photo-feature with brief sketch of Midland Railway's expension, rather
than a history of the station (see
Jackson). Northern end with class 5s (LMS and BR) and Jubilees waiting
departures (P. Ransome-Wallis); train shed complete, platforms under construction
in 1868; early view of completed train shed; original perspective drawing
of exterior by Sir George Gilbert Scott, entrance to Midland Grand Hotel
with Electromoble tractor hauling supplies for hotel; track plan c1958, and
of undercroft; MR official view of north of station,one including 118 class
4-2-2 No. 125, and booking hall as in 1912 and in 1988.
Royal Arsenal Railways. Tom Middlemass. 111-14.
An iron-plated horse-drawn tramway had been santioned in 1824 but
was obsolete by the 1860s and led to 18 inch gauge tramway which opened on
10 January 1873. Steam motive power was inaugurated by Manning Wardle 0-4-0ST
Lord Raglan (353/1871). Includes tables of locomotives acquired between
1875 and 1954 (ng) and 1959 (sg), and steam locomotives in-stock in 1920.
Hornsby (one caption states Hornby!)/Ackroyd paraffin/diesel narrow gauge
locomotives were acquired for the more hazardous areas, and on some steam
locomotives oil-firing was adopted. During WW1 locomotives were borrowed
from the NER, GER and MR. In WW2 Y7 984 was used for a time before being
sent to ROF Cardonald. Same author briefly examined the 2-6-0/2-6-4T manufactured
at Arsenal in aftermath of WW1 in
Backtrack, 4, 148.
See also page 170 (2.) and book by
Mark Smithers
Platform South East: Correspondence. 115-17.
[P1 2-8-2 performance]. G.W. Goslin
Includes an extract from the LNER working timetable covering the working
of 100 wagon trains with P1 class. Writer notes that loads were greater than
those conveyed behind LMS Garratts (87 loaded) and also notes the similarity
in dimensions with 9F 2-10-0. The lack of further building was probably due
to availability of cheap ROD 2-8-0s. Correspondence inspired by statement
made by Erwood's feature on King's Cross Goods Depot. (page
130).
The New Romney branch. T.A. Thompson.
Reminiscences of work as junior clerk at Lydd Town and New Romney
during 1940/1. At Lydd a great many live chicks were despatched and at New
Romney there was a large inwards traffic in scaffolding poles to be used
to protect the beaches against invasion. See page
10.
The Pre-War evolution of Southern Electric carriages.
F.B. Smith.
Feature on page 32 causes writer
to query the distinctive odour of SR electric rolling stock which was absent
from EMUs north of the Thames. See response from Alan
Jackson on page 174.
The Pre-War evolution of Southern Electric carriages.
Ed Thompson.
Feature page 32:
illustration page 41: 2 Hal passing Otford is heading
for Maidston East not Gillingham.
The Pre-War evolution of Southern Electric carriages.
Robert A. Perkins.
AC and DC trains shared same tracks between Victoria and Streatham
from 3 March to 21 September 1929 (see feature Vol. 1 page
106): also noted the different sound made from Eastern Section English
Electric Dick Kerr motors from South West Metro-Vick motors
(see page 32)
The Pre-War evolution of Southern Electric carriages.
G.A. Hookham.
Cites also feature on New Romney branch (page 10):
illustration page 12 of 2365 must be later than date stated and was probably
1936/7. See page 32: the 2-car trailer sets had no hand
brakes and the compartments varied greatly in width from half compartments
to very wide. The interiors of the 3SUBs varied greatly: the ex-LBSCR vehicles
had narrow compartments with hard seating. In the late 1930s some units were
equipped with new, softer seating.
The Pre-War evolution of Southern Electric carriages.
M. Gaywood.
Letter with illustration showing new set 1504 in May/June 1925 in
original (but brief) 4-car configuration on Crystal Palace (HL) branch:
see feature page 32.
Freight and milk traffic. Stephen Duckworth.
See feature on p.192: illus
page 194 was of up platform at Highbridge on
SDJR.
Long distance commuting. Neil Woodland.
See page17; if GCR route had survived
would Brackley be as busy as Huntingdon? Extremely poor service from Marylebone
to Banbury at that time.
Long distance commuting. Ian D.O. Frew.
See page 17: outer limit for commuting
well beyond Network SouthEast boundary: Grantham/Doncaster, Sutton Coldfield
and other parts of the West Midlands.
Decorative plaques. Peter Thompson.
See illustration on page 59: plaques restored by Express
Newspapers.
South London Line. R.C. Riley.
Atlantic Road Bridge at Brixton was replaced in 1989: illustration
of original bridge with former LBSCR high voltage 2-car set crossing on 11
October 1953.
The Hampshire Rail Partnership. Michael Kennett.
118
Restoration of stations (St Denys and Southampton Central (mural)
illustrated) and conservation of nature in countryside.
South East News. David Brown. 120
Introduction of 321 class on Northampton and Anglia lines, North London
Line facelifts and realignment of Thameslink route through City.
A pure Great Western branch terminus, Marlow on 7th July
1962. Back Cover.
Still surviving as a basic railway with a bus-shelter only some 100
yards farther towards Bourne End, In 1962 there was a minuscule shed for
overnight stabling of the l4xx tank, a goods yard (with a deal of timber
traffic), run round loop; all the trimmings. The paint-stricken auto-trailer
(with wooden destination board) is W227W of the 1951 batch. Colour-Rail
Volume 2 Number 3 (Winter 1990/1991)
Class A2/3 No. 60500 Edward Thompson at Potters
Bar in May 1961. front cover
with up "parliamentary" all-stations Grantham to King's Cross train
, with the leading van an ex-SR GUV. Colour-Rail.
Class N7 0-6-2T No. 69604 approaches Liverpool Street
with Chingford train in October 1958. R.C. Riley. Facing Page 121.
Locomotive built Stratford in 1921 Unusually, engine was chimney first
into the terminus; a few weeks later it was turned for the climb up Bethnal
Green bank. An article on Liverpool Street started on page
156 of this issue.
Summer Days on the West London Line. R.C. Riley.
122.
Colour feature: H2 32424 Beachy Head at Kensington on Hastings
to Leicester train on 18 August 1956; 8756 on train of insulated meat containers
at North Pole Junction on 8 May 1959; 41292 on train of milk tanks at Kensington
Olympia on 6 August 1960.
Winkworth, D.W, Attempts to torpedo the Merchant Navy
class. 123-7.
Difficulties between the Ministries of Labour and Transport, the Railway
Executive Committee and the Southern Railway over the construction of the
Merchant Navy class during WW2 as researched through the PRO files. The
Government officials were liable to describe the locomotives as "deluxe passenger
classes". Attempts by the Ministry of Labour, through its inspectors notably
Mr Button and Mr A.L. Mieville, to disrupt the manufacture of the "de luxe"
express locomotives at Eastleigh. At one stage the Ministry of Labour produced
a 27-point indictment of the design. Politicians involved included the Minister:
Ernest Bevin. Missenden was involved in the responses, and Sir Alan Anderson
as Chairman of the Railwa\y Exceutive Committee got caught up in the
exchanges.
Brighton Line Freight. Part 2. Dick Kirkby.
128-35.
Part 1 was on page 69
Southern Commuting in the Blitz. J.N. Faulkner.
136-44.
From Surbiton via Waterloo to City: journeys were greatly interupted
by bomb damage at Clapham Junction and elsewhere in 1940/1. Journeys were
made via Wimbledon and Holborn Viaduct (where Churchill was seen on way to
boarding Pullman special to inspect coastal defences (see letter by bbb on
page mmm) who had clearly arrived on same train and seen Churchill. Journeys
were also made via Richmond and North London Line (on one run the line to
Broad Street was just reopened and saved the commuter a bus journey in from
Dalston Junction. Writer also notes how newspapers and mail services to West
of England were severely delayed. There were even diversions of LSWR line
expresses into Victoria. Durnsford Road power stration received a direct
hit and this caused further difficulties to electric services. To assist
the Brighton Section lent Atlantics and J class 4-6-2Ts. See letters by Pott,
Railway memories of Docklands. Clifford Wright.
145-55.
It is what it says it is: memories rather than history, mainly during
the period that class 1 (82xx and 84xx) and class 31 diesel-electrics were
in use: includes some mention of PLA lines and Tilbury Docks. Illustrations
include two reproductions (in colour) of Railway Clearing House maps of 1906,
and illus. (both colour and b&w) mainly by R.C. Riley of PLA locomotives
and BR services within area including NLR 0-6-0T 558859.
Liverpool Street between the Wars. Harry Wratten and
Ernest Wratten. 156-61.
Train services tended to arrive and depart from clearly defined groups
of platforms: Chingford and Enfield services used the westernmost
platforms; Southend line trains used the easternmost, and mainline services
those in the centre. Motive power and rolling stock are described. Authors
note arrival of B17 class. See letters on page 234 by Geoff
Pember; Lyn D. Brooks and
J.B.G. Parker. Further letter
by A.M. Fisher in Vol. 3 page 120 concerning noise from Westinghouse
pumps, but extremely rapid deceleration which system allowed.
Dover's Promenade Railway. D. Collyer. 162-9.
Completed in July 1918–the closure of line through Folkestone
Warren may have been spur to construct line. Line closed 31 December 1964.
See letter by J.R. Anning.
More thoughts on Woolwich Arsenal. Mark Smithers.
170-3.
See also feature page 111: writer
(who wrote a book on 18 inch gauge systems,
mainly at Woolwich Arsenal) notes that a system was in existence in
1824, but that this was replaced by an 18 inch gauge system (tramway or railway)
on "10 January 1873", although this date may be questionned. A Beaumont
compressed air locomotive (with complex compound cyclinder arrangements to
be used as pressure lowered) is mentioned, but this appeared to operate on
standard gauge lines. Quotes Mike Sharman's The Crampton locomotive as source.
Divides 18 inch gauge locomotives as of two types: those operated within
Arsenal, and those intended to serve trenches in event of wars. The former
were supplied by Manning Wardle (353/1871) Lord Raglan to Arquebus
(1130/1889). These were supplemented by the products of Vulcan Foundry
and Hudswell Clarke between 1884 and 1915. The strategic reserve locomotives
were of the 0-4-2 tank types.
Platform South East: Correspondence. 174
Brighton Line freight. Robert A. Perkins.
Refers to illustration on page 80: writer considered
that the catenary shown extremely well in illustration, was highly resistant
to gales and snow storms; also notes the poles carrying the cable run from,
Deptford power station.
Holborn Viaduct, 1874-1990. Marcus Gaywood.
See feature on page 63 where E1 is described as
a D1
Holborn Viaduct, 1874-1990. T.A. Thompson.
See feature on page 63: During
redevelopment (see 176) remains of Ludgate Hill Station
became visible (illustration). Letter also relates to feature by Peter Erwood
on work at Rayleigh prior to WW2 (see page 96), and states
that clerical methods at Folkestone Junction were very similar at same time.
Holborn Viaduct, 1874-1990. T.W. Bulpitt.
See feature on page 63: railwayman
showed writer remains of Fleet Prison.
The Pre-War evolution of Southern electric carriages.
Alan A. Jackson.
See letter by F.B. Smith on page
115. In Jackson's opinion the distinctive odour of SR
EMUs was due to solid deodorizer blocks in lavatories, or ozone from the
motors [KPJ suspects latter was more common]
The Ludgate Project. R.C. Riley. 176-7.
Black & white photo-feature: diversion of trains out of Holborn
Viaduct Station and construction of City Thameslink Station; demolition of
bridge across Ludgate Hill and construction of 1 in 29 ramp up to
Blackfriars.
Steam Returns to the Met. Frank Goudie. 178
8 July 1989: Chesham to Watford using Metropolitan Railway No. 1
Solent Link Electrification completed. David Brown.
180
On 14 May 1990: covers lines from Eastleigh and Southampton to Fareham,
Havant and Portsmouth.
46207 Princess Arthur of Connaught leads a substantial
up Liverpool express at Kenton in September 1961. Back Cover
The locomotive was the only 'Princess Royal' allocated to Camden and
was regarded as something of a pet at the shed. Colour-Rail
Volume 2 Number 4 (Summer 1991)
L1 2-6-4T No.67767 heads an up empty stock train through
Wood Green on 13th September1958. R.C. Riley. Front Cover.
leading coach is a Gresley Corridor Third Brake.
BR 'Standard' locomotive No.75065 pulls into Chatham with a a down train. F.W. Ivey. Facing Page 181.
Class 50 with proper train in NSE livery on West of
England Line. Hugh Dady. 182.
Colour illustration: train passing barn conversion in midst of gorgeous
landscape.
The Tendring Hundred Railways. K.A. Frost, 183-9.
On 29 March 1843 the ECR had become stuck at Colchester, but a branch
to Hythe was opened to freight on 31 March 1847. The Tendering Hundred Railway
was promoted by William Hawkins, a local timber merchant, but following his
death in 1868 the Chairman became John
Chevalier Cobbold of the EUR and the Engineer was
Peter Bruff. An Act was obtained
on 3 June 1862 and a further one on 13 July 1863. The initial extension
was to St Botolphs, and this was followed by openings to Wivenhoe in May
1863, Weeley on 8 January 1866, Brightlingsea on 18 April 1866 (covered more
fully in The Album on page 22); Walton on 17
May 1867. Thorpe to Clacton was the subject of a separate Act (2 August 1877)
was reached on 4 July 1888. The lines were absorbed by the GER on 1 July
1883. Also mentions the Mistley, Thorpe & Walton Railway which was
incorporated in 1863 (see letter from A.G. Hunt (3 60),
and abandoned in 1869 following some work. All were single track, but double
track reached Wivenhoe by 1886, Thorpe in 1898 and Clacton in 1941. A deviation
had had to be made between Frinton and Walton in 1930 to avoid coastal erosion
and a new station was opened at Clacton on 30 November 1929. From 1938 the
Thorpe to Walton section was worked by the diection lever system which avoided
the issue of tokens. Feature on Frinton
station in Great Eastern Journal (110) 17. Great Bentley described
in Great Eastern Journal (111)
p. 24. Services were promoted by the GER. Services outlined include the
Clacton Pullman and the Eastern Belle, and the Clacton Interval
Service which latterly was operated by Britannia Pacifics. The
lines were used to break in the new AC electrification completed in March
1959. Flooding was severe in 1953 and in some earlier years.
Charles Phillips adds information about accident at Great
Holland and motive power (3 -60). Short
colour feature by Nisbet Backtrack
17 page 232.
Sutton — a suburban railway junction. Dick Kirkby.
190-7.
The Croydon & Sutton Railway opened on 10 May 1847 by which time
it had become part of LBSCR. In 1865 it became a junction with the opening
of the Epsom Downs branch. By 1867 the line had been extended to Horsham
and in October 1868 Sutton was connected to Peckham Rye via Streatham, and
was on the mainline to Portsmouth. The station was very busy with splitting
and joining trains, but push-pull working was introduced in 1906 not only
on the Epsom Downs branch but also to a wide variety of destinations. The
line was quadrupled to Cheam and on 1 April 1925 AC electric trains reached
Sutton, to be followed in 1928 by DC trains to Epsom Downs. The Wimbledon
to Sutton line, authorized by the Dictrict, but transferred to the SR, opened
on 5 January 1930. The Portsmouth & Bognor electrification greatly reduced
steam workings in 1938. Train services are covered in detail, and the former
milk traffic is mentioned. Illustrations include one of a milk train hauled
by C2X 32445 (Lens of Sutton); the SECR Royal Train headed by Royal T9 119
on 24 July 1939 (J.R.W. Kirkby); I3 3027 "as pilot" to H 1552 on Derby Pullman
special on 24 May 1939 (JRWK) and Hudswell Clark 0-6-0ST Sir Robert McAlpine
No. 56 at work on Wimbledon to Sutton line.
The 'Gin and Toffee' line. Christopher Awdry, 198-205.
Elsenham & Thaxted Light Railway: originally conceived as narrow
gauge. Great difficulties were experienced in raising capital, and although
the fisr sod was cut on 25 July 191 it did not open until 31 March 1913 following
an inspection by Lt. Col. F.G. van Donop on 28 February. Following a great
cut in services during WW2 passenger traffic never recovered and ended on
13 September 1952 to be followed by freight on 1 June 1953. Well illustrated.
Sir Walter Gilbey of Elsenham Hall was the gin and George Lee of Thaxted
the toffee.
Paddington empty stock working. R.C. Riley.
206-13.
Mainly that during holiday peaks in the 1950s.
Jackson, Alan A. The Thanet and Kentish 'Belles'.
214-16.
Thanet Belle introduced on 31 May 1948: 11.30
Victoria to Ramsgate via Margate (Saturdays only 3.05 departure) with return
at 17.05 and 18.15 on Saturdays. Renamed the Kentish Belle 1951 witrh
through carriages for Canterbury (for this year only). Service ended with
electrification on 14 September 1958. See addenda by
author Vol. 3 page 60..
Splicing of SE&CR electric stock. H.C. Hughes.
218-19.
730 ex-SECR four and six-wheeled stock converted: compartments varied
in width. Includes skeletal plan: see Vol. 3 page 76 for
similar operation on LSWR stock.
Seven stations in one mile. H.P. White. 220-4.
Farringdon to Blackfriars with stations at Snow Hill, Ludgate Hill.
Notes former freight carried, competition from trams and CSLR, and reincarnation
as Thameslink. See letter from E.G. Wootton (3-60)
concerning final developments at Holborn Viaduct.
Underground rolling stock depots. J. Graeme Bruce.
225-33.
Survey: from the very small (Drayton Park and London Road) to the
vast (Northumberland Park and West Ruislip) and including the never connected
Aldenham. Pre-Stratford! See letter concerning Upminster
Depot in Vol. 3 page 172.
Platform South East: Correspondence, 234
Southern commuting in the Blitz. G.A. Pott.
See page 136: season ticket holder
between Cheam and Holborn Viaduct during 1940-2; many interuptions but he
never failed to get to work or to return home, although sometimes buses were
provided. One journey was via Mitcham Junction and West Croydon and another
was a three coach train hauled by I3 2030 as far as Selhurst. On 12 September
1940, like Faulkner, he saw Churchill.
Liverpool Street between the Wars. Geoff
Pember.
See page 156: writer regularly used 4.58 fast
to Chingford. Notes last journey in a 4-wheel set was on 5 January 1931.
Liverpool Street was very noisy due to Westinghouse pumps.
Liverpool Street between the Wars. Lyn D.
Brooks.
See page 156: platforms 9 and 10 never extended
as stated (built that way); the western lines under Bishopsgate were "suburban"
not "local" (which were centre lines); details of jazz stripes; GER 2-4-2T
and 0-4-4T classes were not diminutive; locomotive stock was highly standardized
not "motley"; 2800 was built by NBL not at Darlington; the N7 class was
powerful.
Liverpool Street between the Wars. J.B.G.
Parker
See page 156: F5 and F6 classes were around for
a long time and lasted at Woodford until end of steam.
Dover Promenade Railway. J.R. Anning.
See page 162: Writer saw railway
being constructed (diagram shows how) and had vivid memories of line in
operation.
More new units for NSE. David Brown. 236
Classes 456 and 319/1.
West of England Line changes. David Brown. 237
Class 159 DMUs to replace proper trains on Waterloo to Exeter
line.
Piccadilly Stock trial refurbishment. Brian Hardy. 239
Two colour illustrations: notes the effects of King's Cross fire and
the provision of extra space for luggage for passengers to Heathrow.
7808 Cookham Manor at Redhill with four Maunsell green coaches in Spring 1963. D.W.K. Jones. front cover.
Keeping London's fires burning. John N.Young. 2-9.
Coal traffic for London, especially that handled by MR, GNR, and LNWR
and over West London Railway/West London Extension Railway and over the
Metropolitan Railway/LCDR to coal depots South of the Thames.
The Meon Valley Railway. Edwin Course. 10-17.
Strategic railway probably prompted by arrival of DNSR with its threat
to Southampton traffic. Opened 1903, connecting Alton with Fareham. May have
been strategic in military sense as provided direct route from Aldershot
to South Coast for possible war with France, but author could find no evidence
for military funding. See letters by Peter Johnson and
J.F. Burrell on page 120.
Atkins, Philip. More light on the Bulleid 4-6-2s. .
18-24.
During last 18 months of Maunsell's tenure Percy Bollen produced
alternative designs for electric locomotives in Bo-Bo, 1-Bo Bo-1, 1A-Bo-A1
and Bo-Bo-Bo configurations. Bulleid conisdered many designs for 4-6-2, 2-8-2
and even 4-8-2, and as alternatives to Q1 Austerity both 4-6-0 and 2-6-0
designs. The influence of Gresley P2 and V4 designs is considered.
Night Turn at Faversham 'B'. Tony Endersby. 25-9.
Describes work at the signal box just prior to the introduction of
electric trains, when it controlled not only the junction between the Dover
and the Thanet lines, but also access to the freight yard and locomotive
depot.
Willesden Shed. Ron White. 30-1.
Colour-Rail colour feature: two views of north end (more detailed
shows 45529 Stephenson and 45538 Giggleswick) (both J.P. Mullett); 49413
under makeshift electric wires at south end of shed, 46221 Queen Elizabeth
(JPM), 10000 in April 1961.
Ups and downs of an elevated Line. H.P. White.
32-9.
South London Line built under an Act of 30 June 1862 by LBSCR in
conjunction with LCDR. LBSCR high voltage electrification from London Bridge
to Victoria. The then recent iniative by Network South-East.
To Deepest Essex in 1959. Alan A. Jackson. 40-5.
Railway Club tour on 12 September 1959 using buffet car train from
King's Cross to Cambridge, onwards by DMU to Bartlow, special to Saffron
Walden, bus to Audley End (due to failure of German railbus), train to Bishops
Stortford, special (in wagons) to Braintree (and back), thence slow to Liverpool
Street. See letter by F.B. Smith on page 120.
The East Kent Light Railway. David G. Collyer.
46-55.
Coal was basis for line: coal found in 1882. Kent Coal Concessions
Ltd sought Light Railway Order in May 1910, granted to East Kent (Light)
Railway Co. on 19 June 1911. Temporary railway to Tilmanstone Colliery whilst
Golgotha Tunnel under construction. Map.
Hounslow to Hammersmith. Tim Edmonds. 56-9.
Basis for this was the LSWR branch to Kensington to Richmond via
Hammersmith and Turnham Green opened in January 1869. The Metropolitan District
Railway wxtended its line from Earls Court to Hammersmith in September 1874
and in June 1877 forged a link onto the LSWR line to provide a service to
Richmond, and in July 1879 built a new line to Ealing from a junction with
the LSWR at Turnham Green. In May 1883 the locally-promoted Hounslow &
Metropolitan Railway opened between Mill Hill Park (now Acton Town): this
was worked by the District. The convoluted story of minor extensions and
diversions in Hounslow would have gained if a map had been provided. The
line was quadrupled by the LSWR and District as far as Turnham Green in 1911
but the LSWR withdrew its passenger service in June 1916. The route is described
as it was at the time of publication.
Letters . 60.
The Tendring Hundred Railways. A.G. Hunt.
See feature on page 183 (Vol.
2): some of the material was provided by Bernard Davies
(notably on train services in the 1898 to 1903 period). The extra material
on the Mistley, Thorpe & Walton Railway is due to a publication by Thomas
B. Peacock (1946: Ottley 6981).
The Tendring Hundred Railways. Charles
Phillips.
See feature on page 183 (Vol.
2): serious collision on 16 January 1931 at Great Holland;
BB 34059 used experimentally in 1949; use of diesel power; electric through
services to Liverpool Street in summer timetable of 1962 (using non-corridor
stock); considered use of class 81.
Seven stations in one mile. E.G. Wootton.
See feature in Vol. 2 page 220
Mainly changes to the approaches to Holborn Viaduct during
its final period.
The Thanet and Kentish Belles. Alan A,
Jackson.
Corriegenda to feature by writer on page 214 of Vol.
2: concerns names applied to Battle of Britain class
locomotives, and the date and composition of the inaugural train.
4956 Plowden Hall at Oxford with train for Wolverhampton
on 15 August 1959. R.C. Riley. rear cover.
The fruitless quest. Philip Atkins. 62-7.
The frustrating period of steam locomotive design on the Southern
during Maunsell's tenure when William Glynn Hooley, Leading Locomotive
Draughtsman, drew up plans for many projects which remained unfulfilled ,
including an initial design for the Schools class, with taper boiler,
various designs for 2-6-2 (post the Sevenoaks accident these were doomed
to failure) and 4-6-2, and for several variants based on the Lord Nelson
class, including a compound version. See letter by E.S.
Youldon on page 177 concerning outside admission piston valves and on
experimental LN boiler which latterly was equipped with at least one thermic
syphon.
By rail to Surbiton. John Spencer Gilks. 68
The London & Southampton Railway (Act 25 July 1834) was compelled
to avoid Kingston and had to be content with a station at what became Surbiton.
Services started on 21 May 1838 to handle Derby Day traffic. The line was
renamed the LSWR in June 1839. A township developed on the hill near the
railway. This was named New Kingston, New Town and Kingston-upon-Railway
before becoming Surbiton. Land values rose. In May 1840 the railway reached
Southampton. Both the GWR and LCDR attempted to get into the area, but the
LSWR opened a line from Twickenham to Kingson bridge under powers granted
in 1859, and extended in 1860 to cross the Thames. Kingston was reached by
this route on 1 July 1863 and the line was extended to Wimbledon. On 1 April
1864 quadruple track reached Surbiton. The Kingston Loop was electrified
in 1916. Between 1960 and 1964 a motorail service opearted from Surbiton
to Okehampton.
Steam to electric — LSWR style. H.C. Hughes.
76
Rolling stock conversions begun by LSWR and policy continued by SR.
Unlike the SECR stock (see 2 page 218) this was based
on bogie stock and the brake thirds were convereted into motor driving thirds
with the distinctive torpedo wedge front.
The Bexleyheath Line. Frank Goudie. 80
The line was promoted by local landowners as the Bexley Heath Railway
from Blackheath Junction (originally Lee had been considered) to Crayford
Creek Junction. William Rigby of Calverton was the contractor. The line opened
on 1 May 1985 and was absorbed by the SER in 1900. It was electrified in
1926. There is a sharp curve at Eltham where the line would have gone straight
ahead to Lee. This was the site of a serious accident. The author commuted
on the line from 1952 [KPJ did between c1946 and 1949]. The author remembered
the former saloon firsts, the quaint antiquity of the stock (he does not
mention the site for the former gas lamps); the LSWR units, The Queen
of Sheba units, the double-deck units, the platform lengthening to take
10 cars completed on 14 June 1954, the EPB units, the fine architecture at
the now closed Eltam Park, the new Eltham station built in connexion with
the Rochester Way Relief Road, steam-hauled excursions, mainline diversions
and the use of electro-diesel locomotives in the winter of 1991 to keep traffic
moving. Corriegenda on page 177: including failure
to note services via Nunhead to Holborn Viaduct
Tilbury Riverside Station. Clive Berridge. 87
The LTSR was promoted by the ECR and London & Blackwall Railway
by an Act of 1852. Its primary aim was to capture traffic to the North Kent
resort of Gravesend. It opened to Tilbury Fort in April 1854. Tilbury Docks
were formally opened on 17 April 1886. On 16 May 1830 Ramsay MacDonald opened
a new landing stage and railway station designed by Sir Edwin Cooper.
See letter by Denham Ford on page 176.
Maunsell. R.C. Riley. 90-1.
Colour feature: N 31404 on Ramsgate to Victoria extra at Shortlands
Junction on 2 August 1958; LN 30857 Lord Howe on Greek Line cruise
special nearing Southampton Docks on 26 June 1959; 30901 Winchester
ex-works, Ashford on 20 June 1960; 30796 Sir Dodinas le Savage
at Brighton on RCTS working to Victoria on 13 April 1958; U1 31897 on empty
stock working passing St Mary Cray on 16 May 1959 (Whit Monday).
The slam door legacy. Reg Harman. 92-7.
"Multiple-door suburban stock offered one overwhelming advantage:
it allowed very large numbers of people to board and alight rapidly". Slam
door stock needs a guard, offers safety problems and lowers passenger comfort.
Table shows gradual movement towards power-door stock both north and south
of Thames. See letters on page 176 by Lyndon W. Rowe,
F.B. Smith and M.F.
Wadman.
Steam's final years South of Peterborough. Eric
Sawford. 98-103.
Author was observer mainly at Huntingdon, and his duties included
despatching and receiving mail via the TPO services. He was also able to
observe the night parcels trains. Locomotives see included the W1, and for
a short time the L3 class for coal traffic to Little Barford (these lacked
brake power). Both LMS and BR class made brief appearances in connection
with AWS tests.
The East Kent Light Railway. David G. Collyer. 104
Post 1931: the SR insisted upon changes in the Board and consideration
was given to completing the extensions to Deal and Canterbury. By the late
1930s very few passngers were carried and one anecdote shows that staff did
not really expect any. Maintenance methods for locomotives were primitive
and track maintenance was minimal. WW2 saved the line from closure, but made
conditions hazardous for the footplate staff. Includes memories from former
staff.
The Metropolitan Pullmans. J. Graeme Bruce.
111-13.
Agreement between Pullman Car Co, and Metropolitan Railway made on
1 April 1909 and services began on 1 June 1910 with cars named Mayflower
and Galatea (named after yachts in the 1886 America's Cup). The
service survived takeover by the LPTB and only ended with WW2.
See letter from J.L. Smith on page 177 concerning
disposal of vehicles during WW2, and further letter on
page 238 by Charles Long disputing this and stating that cars had only
19 seats.
Train to take-off. H.P. White. 114
Development of airport facilities from Shoreham Airport Halt, through
the huge development at Gatwick, the failure of Lullingstone to develop,
to Stansted. See letter on page 177 from G.J. Child
concerning trains connecting with flying boat services on Southampton
Water, and letter by Wadman on services to
Gatwick.
Letters. 120.
The Meon Valley. Peter Johnson.
See feature on page 10: Notes that the line became
a light railway following closure to enable development of Sadler Rail
Coach.
The Meon Valley. J.F. Burrell.
See feature on page 10: Final timetable gave a
very poor service. Notes on closure of Privett signal box.
Liverpool Street. A.M. Fisher.
See Vol. 2 page 156: commuting to Woodford Green
1934 style: notes how Westinghouse brake enabled very rapid
stopping.
To deepest Essex in 1959. F.B. Smith.
See feature on page 40. Acrow Halt on Saffron
Walden branch opened on 25 March 1957.
Volume 3 Number 3 (1992/93 Winter)
BR Class 2MT 2-6-2T No.84021 leaves Ramsgate with an Ashford
train in March 1959. R.C. Riley. Front Cover
Note the 1926 carriage shed at left.
Southern Electric at Blackfriars – the view from
an approaching train in the late-fifties. Fred Ivey. Facing Page 121.
South For Sunshine. J. Faulkner. 122-30.
Excursions organized by Restall's Trips, an agreement had been reached
with this company by the SR in 1924 and it remained in force until 1939,
and the National Sunday League. The latter even ran trains during the summer
to Plymouth, but in the winter most of the excursions used ordinary scheduled
trains. Excursions were run betwen Portsmouth and Chatham (and Sheerness)
for Naval families and for a brief period in 1939 electric traction was used
on these services. The Ramblers Association provided excursions for walkers,
and for sketching, and one was run for cyclists.
The Tilbury Line. K.A. Frost. 131-9.
The LTSR, as it became had odd origins: its was promoted by two odd
companies: the ECR and the London & Blackwall (the latter remained
independent until 1923). Few companies were promoted by more than one company
and even feweer then leased the line to the contractors (for 21 years). An
Act was obtained on 17 June 1852 and the contractors appointed were Peto,
Brassey and Betts. The line began from a junction with the ECR at Forest
Gate and the line reached Tilbury on 13 April 1854. Fenchurch Street was
enlarged on 19 November 1853. Stanford-le-Hope was reached on 12 August 1854.
Originally the line had intended to run along the foreshore at Southend but
an Act of 3 July 1854 provided an inland route (with severe gradients). A
branch to Thames Haven opened on 7 June 1855 and Southend was reached on
1 March 1856. An Act of 7 July 1856 empowered a link from Barking to Gas
Factory Junction and provided perpetual running powers into Fenchurch Street:
this opened 31 March 1858. A Special Meeting held on 17 December 1861 sought
an Act granted on 16 May 1862 for the line to become a separate entity .
On 20 March 1867 the LNWR and NLR were granted running powers throughout
the LTSR system. A Bill was sought in 1875 for a London, Tilbury, Dartford
& Kent Coast Railway to tunnel under the Thames and connect with the
SER and LCDR (the LNWR was interested in this venture). The original lease
expired on 3 July 1875 and the GER was unwilling to take it on. Arthur Lewis
Stridge became Resident Engineer and General Manager, a Director in 1899
and Chairman in 1906 and arranged the final transfer to the MR. An, Act of
24 July 1882 provided powers for the direct line (which opened to Upminster
on 1 May 1885, and throughout on 1 June 1888), an extension to Shoeburyness
(opened 1 February 1884). Tilbury Docks were formally opened on 17 April
1886 and Southend grew, aided by the GER route on 1 October 1889. Grays to
Upminster (see also page 1-138 and
Album page 72 opened on 1 July 1892 and Upminster
to Romford (see 1-138) opened on 7 June 1898. Further
lines of great significance were the Tottenham & Forest Gate Railway
(a LTSR/MR joint venture) linking into the Tottenham & Hampstead Junction
Railway (MR/GER Joint); the Whitechapel & Bow Railway (LTSR/District
joint) and the quadrupling to East Ham in 1902. In February 1911 the line
was takenover by the MR. See letter by Cockman (page
238) concerning caption on page 133: locomotives not as stated; also
writer was commuter in pre-WW1 period
[Closed] Home Counties Branch lines. Western Region. 1.
R.C. Riley. 140-1.
Photo-feature: Uxbridge Vine Street with 1443 on auto-train on 20
July 1952; 1462 on auto-train on same day as previous but at West Drayton
with train for Staines; 7436 at Fairford on 14 May 1951; Cholsey & Moulsford
on 14 May 1951; and Wallingford on same day with 1447 outside shed and
auto-trailer in platform.
Tonbridge and Dover in the Early Fifties. H.P. White.
142-9.
Argued that timetable was firmly routed in that for 1938. SR working
was based on three and four coach sets plus 13 Wainwright brirdcage long
sets for holiday traffic and 38 push & pull sets. Notes the operating
difficulties of the Easrern Section. Includes the odd workings for newspapers,
mail, The Night Ferry and The Golden Arrow and through trains from other
regions. Page 143: illus of L class at Tonbridge with
Birmingham to Margate train formed of 10 car Maunsell stock plus LMS ariculated
unit at the front. See letters on page 238 from F.B.
Smith concerning shunting involved for making up sets for specific workings
and Bob Ratcliffe on early BR liveries (plum &
spilt milk not used on Eastern Section services).
Clapham Junction. R.C. Riley. 150-1.
Colour feature (R.C. Riley unless stated otherwise): S15 30501 on
Waterloo to Basingstoke train on 20 June 1959; 4-COR 3126 on Portsmouth Harbour
to Waterloo working on 10 June 1961; 75075 on Victoria to Brighton train
via Uckfield. D3044 shunting 4-VEP 7715 (blue) in 1967 (John Aldridge &
next); assorted stock (green, blue/grey/ maroon) including Gresley
buffet.
Some Early Military Narrow Gauge Railways. Mark
Smithers, 152-5.
Describes the activities of John
Barraclough Fell and his monorail system which ran on portable trestles
and for which Manning Wardle supplied Ariel, but failed to impress the Royal
Engineers following a demonstration at Aldershot. It also describes
Henry Handyside's system of
locomotion whereby the locomotive was clamped to the rails and then winched
its train up severe gradients. Vulcan Foundry 18 inch gauge trench locomotives
Mars (1160/1885) and Venus (1161/1885) are also
discussed.
Bedford's Stations. Christopher Awdry, 156
Photo-feature (b&w): Nomenclature is difficult as both stations
lacked a suffix for much of their existence. Thus St John's is used for the
LNWR station, and all the others are "Midland Road": in 1978 just prior to
the demolition of buildings; St John's with McConnell 2-2-2 on train of 4-wheeled
carriages; LNWR goods yard 1914; St John's in BR period (Ken Fairey);
St John's on 13 May 1991 with bus shleter (author); flat crossing between
MR & LNWR lines on last day of Bedford to Hitchin service (viewed from
train) (Ken Fairey); Kitley 2-4-0 c1870 about to depart southbound; 20267
with train for Northampton c1936 (H.P. White); 47972 on southbound coal train
on 23 June 1954 (Eric Swaford); 9F with Crosti boiler in eruption in September
1958 (K. Fairey); 44985 banking southbound train in 1963 (KF); HST on 21
June 1992 (Allan Mott).
Late Turn Ramsgate. Tony Endersby, 160
Signalbox opened 2 July 1926, as working post electrification, many
movements required due to berthing EMUs.
Baker Street Station. Frank Goudie, 168-75.
Opened 10 January 1858: function greatly increased with opening of
Metropolitan & St John's Wood line in 1868. Major reconstruction authorized
on 14 January 1891. Electric trains from 1905.
Letters: Correspondence, 176.
Tilbury Riverside. Denham Ford.
See feature on page 87: British Rail would not
permit Olau Line to use Tilbury
The slam door legacy. Lyndon W. Rowe.
See feature page 92: reminiscences of winter of
1991 when EPB units managed to keep going, whereas more modern stock failed.
but one journey took over three hours from Charing Cross to
Orpington.
The slam door legacy. F.B. Smith.
See feature page 92: cites failure to record trains
in extreme rush-hour conditions.
The slam door legacy. M.F. Wadmam.
See feature page 92: notes advantages of lam-door
stock in terms of leg room and its ability to carry very large numbers. Also
refers to feature by White on travel to airports (page
114): Gatwick Luggage Vans were not DVTs.
Underground rolling stock depots. D.J.
Mobbs.
See Vol. 2 page 225. Illustration
on page 233 correction to caption; also notes that the points at Upminster
Depot were not locked which in theory made it possible to derail a train
if switched.
The Bexleyheath Line. Frank Goudie.
Corriegenda to writer's article page
82: also failed to make clear that trains had access to
Holborn Viaduct via Nunhead.
The Metropolitan Pullmans. John L. Smith
See feature page 111: Pullmans were stored in
a siding near Richmond station in 1943: bodies believed to have ended up
on a farm near Hersham. See further letter (page 238)
by Charles Long which claims no link.
The fruitless quest. E.S. Youldon.
Note on outside admission piston valves on Bulleid Pacifics (retained
on outside cylinders on rebuilding) and on experimental boiler fitted to
Lord Nelson which latterly had one or two thermic syphons:
see page 62.
Trains to take-off. G.J. Child.
See page 114: Empire Flying Boat
services from Southampton Water during late 1930s; also war time operations
from Poole Harbour and post-war flying boat services operated by BOAC.
Railway Policy in the South East — Which Direction
Now? Reg Harman, 178-80.
Short answer: no direction whatsoever; Refers to SERPLAN report and
White paper on privatization: most turned into fiction.
Stirling 01 Class 0-6-0 No.31434 shunts vans at Dover Marine,
4th April 1959. R.C. Riley. Back cover
Dover shed still had a few of these elderly engines to work the lightly
laid line from Shepherd Well to Tilmanstone Colliery, formerly part of the
East Kent Railway. The last survivors were replaced by diesels in 1961.
'King' Class 4-6-0 No.6023 King Edward II heads
the 1.55pm Paddington to Pembroke Dock. R.C. Riley. Front Cover
King would have headed train as far as Cardiff. It was recorded at
Subway Junction on 10th September 1960. At right the tracks of the Hammersmith
& City Line burrow under the WR main line.
Electric locomotive No.20003 of 1948 passes Tulse
Hill on 7th November 1964. R.C. Riley. Facing Page 181.
On a Crystal Palace supporters football excursion from Norwood Junction
to Southampton.
The Early Years of the Southern Region. Michael Bonavia.
182-9.
Unlike the northern regions continuti was preserved between the Southern
Railway and Region. Although bomb damage had been severe, the Southern had
maintained a good overall service. Sir
Eustace Missenden, former
General Manager became Chairman of the Railway Executive, and his Assistant
John Elliot became Chief Regional
Officer of the Southern Region. David
McKenna, the General Manager bewteen 1963 and 1968 was brilliant accoding
to Bonavia. Only in the case of steam motive power was there friction, namely
that between the brilliant, but wayward, Bulleid and the plodding Riddles.
There was an immediate problem with rolling stock and extreme over-crowding,
although new rolling stock continued to be supplied to the not very exciting
previous SR specification. Post-war electrification was dropped in favour
of investment in freight, and further electrification had to wait the late
1950s (Kent) and the mid-1960s (Bournemouth). The cuts implemented long after
Beeching Bonavia considered were perverse, especially the Alton to Winchester
and Swanage lines.
Derby Day. Dick Kirkby. 190-7.
Special traffic to the racecourse, especially that to Tattenham Corner.
The Tilbury Line —2. K.A. Frost. 198-205.
From takeover by Midland Railway until electrification, and hint of
first franchise. The LMS Bill was blocked by local MPs who were making a
case for electrification. A few trains were diverted after the grouping to
Broad Street. The area was subject to considerable development: the Dagenham
and Becontree housing estates of the LCC, the Ford works at Dagenham and
the opening of the Southend Arterial Road in 1925. The PM opened a new station
at Tilbury Riverside on 16 May 1930. Improvements were wrought at Fenchurch
Street joointly with the LNER. The Barking to Upminster widening was followed
by District Line electrics on 12 Septemebr 1932. New stations were opened
at Elm Park (served by District Line trains and in the Southend area at Chalkwell
and Southend East. Push/pull trains were introduced between Romford and
Upminster, and the Stanier 3-cylinder 2-6-4Ts were excellent locomotives.
The Broad Street trains were withdrawn in 1935. There was serious bomb damage
during WW2. The Hudd ATC was fitted. The East Coast Floods caused serious
damage in 1953. There was a serious accident in thick fog on 30 January 1958.
Following the construction of non-conflicting junctions at Barking
electrification eventaully came on 6 November 1961. The new town of Basildon
did not get a proper station until 25 November 1974. There has been a gradual
loss of freight traffic.
Steam from Eastbourne. J.J. Smith. 206-9.
Photo-feature (b&w): I3 32086 leaving for Eridge via Cuckoo line
on 5 April 1951; Class 5 44831 on return excursion to Rugby on 26 May 1957;
U1 31900 on Hastings to Manchester train on 10 June 1950; West Country 34073
with return excursion to Romford (via Cuckoo Line, New Cross Gate and Thames
Tunnel) on 18 August 1957; tender first H2 32421 on single coach Hailsham
shuttle; C2X 32543 on freight at Rotherfield on 16 June 1951 and H 31328
with birdcage set at Argos Hill on 21 May 1951.
Out of St Pancras. Ron White.
210-11.
Colour photo-feature: 45639 Raleigh on Bradford train and 45622
Nyasaland in October 1956 (T.J. Edgington); 40026 (condensing-gear
fitted) (both previous at St Pancras); Compounds 1007 and 1017 (red) double-head
express at St Albans (pre-WW2); Kentish Town shed with 40004 and 40029 (both
stored), 42595 and 45712 Victory; Chiltern Green: 92203 and 75029
(preserved by David Shepherd) heading for Longmoor in April 1968 (J.P. Mullett):
all Colour-Rail.
From Dartford Loop to Sidcup Line. R.W. Kidner.
212-17.
Originally intended as fast line for services to Gravesend and beyond.
Act obtained in 1862. During WW1 there was munitions traffic at Crayford
and a military hospital at Sidcup. Electric services started on 6 June 1926.
Housing development was rapid and spurred by Albany Park station opened as
part of a building development. Train services are described.
The Newhaven West Quay Line. R.C. Riley. 218-20.
Photo-feature: 32636 crossing swing bridge on 12 July 1950 and 32678
on 27 July 1963 and on 10 August 1963 (the final day).
l066 and All That. H.P. White. 220-5.
Hastings direct line: brief history of branch from Tonbridge to Tunbridge
Wells, the SER branch from Ashford to Hastings; the LBSCR line into Hastings;
the "battle between the two companies at Bobeep Junction, and the extension
from Tunbridge Wells to Bopeep Junction reached on 1 February 1852, over
a steeply graded line . The route is described, as its working (the Gilbert
club cars in service in 1906 are mentioned). Locomotion provided by the SER,
SECR, SR, the BR DEMUs and final electrification are all mentioned. Until
the last-named, which followed extensive engineering works within the tunnels,
the line had to employ special narrow stock.
Home Counties Branch Lines. 2. Eastern Region.
226-7.
J15 65445 on Maldon East passenger train on 10 May 1958 (R.C. Riley*);
J15 65448 entering Wivenhoe on Brightingsea train on 17 April 1949 (T.J.
Edgington), F5 67193 on Ongar to Epping train on 26 September 1956 (*); G5
67322 at Bartlow on train for Audley End on 25 August 1956 (*), and N7 69360
at Southminster on 5 February 1955 (TJE)
The unlucky Tube. Alan A. Jackson. 228-35.
Great Northern & City Tube from its inception begaun by S. Pearson
& Sons as a speculative venture, through its acquisition by the Metropolitan
Railway (with an authorized extension to Lothbury), to the LPTB's visions
of being a component within a vast Northern Line empire, the further diminution
of the line by the Victoria Line, and its eventual escape onto the GNR at
Drayton Park as the "Great Northern electrics" in 1977.
The Network SouthEast Effect. Tim Edmonds. 236-7.
Examination of effects of modeernization on Hounslow Loop.
Letters. 238
The Metropolitan Pullmans. Charles Long.
Pullman cars refered to in letter by John L.
Smith (page 177) were not ex-Metropolitan Railway vehicles but early
LBSCR vehicles. The Metropolitan cars, as described in feature
on page 111, had a seating capacity of 19, not as stated.
Tonbridge and Dover in the early fifties. F.B.
Smith
See feature page 142: notes time
consuming operation involving stock for specific duties.
Tonbridge and Dover in the early fifties. Bob
Ratcliffe
See feature page 142: livery should
have been desribed as crimson (carmine) and cream. Plum & spilt milk
not used on South Eastern lines but there was a chocolate & cream set
used mainly on Cannon Street to Ramsgate workings.
The Tilbury Line. F.G. Cockman
See page 131: in caption on page 133 the locomotive
is an M15 2-4-2T: the GER did not use 0-6-0Ts as such into Fenchurch Street,
although Blackwall services were worked by R24 class modified as 2-4-0Ts.
The writer had commuted prior to WW1 using services to Barking hauled by
the 4-6-4Ts and on return by Kirtley 2-4-0s. Bedford 3F worked Bedford to
Southend excursions. None of these locomotives were troubled by the Laindon
Hills.
Information wanted. P. Varley.
Writer was seeking lost films, formerly in National collections of
Whiaker Tunnelling Machine being demonstrated on 19 October 1922 in connexion
with Channel Tunnel.
Laying it on the (Brighton) Line. G. Lathey.
Correspondence (reproduced) between the management and Driver H. Funnell
during period 1908 to 1910: three illustrations of Driver Funnell: oiling
engine, on 333 Remembrance and A799 Sir Ironside.
Railways South East: the album.
(Harrow Weald: Capital Transport, 1994)
SECR P class 0-6-0T, as SR 1556, working on K&ESR in 1930s: painting by Peter Green. front cover.
The Mid-Sussex Route. H.P White. 4-11.
Line was opened from Three Bridges to Horsham on 14 February 1848;
the Epsom & Leatherhead was promoted in 1856 and opened on 8 August 1859;
and in 1857 the Mid-Sussex Railway was authorized to build a line from Horsham
to Coutershaw Mill which opened on 10 October 1859. The Horsham, Dorking
& Leatherhead Railway was incorporated in 1862 and opened on 1 May 1867.
In 1862 the LBSCR obtained powers to extend fromHardham Junction to Arundel
Junction which opened on 3 August 1863. Includes a description of the route
starting from Epsom, including the branches to Littlehampton and Bognor,
train services, rolling stock, electrification in 1938, the lavish pre-WW2
service, a marked decline following 1958, especially in services over the
Epsom route.
The Kemp Town Branch. R.C. Riley. 12-16
Act of 13 May 1864; opened 6 August 1869?; closed to passengers on
31 December 1932 and to freight on 14 June 1971. Illus: B647 plus balloon
trailer in July 1926 (H.C. Casserley). Those by RCR taken after line had
closed to passenger traffic.
Winkworth, D.W. Planning the Pacifics. 17-21.
In part this is the story of the Southern Railway's locomotive building
programme during WW2 and thus includes the Merchany Navy class as well as
the light Pacifics which were unequivocally "mixed traffic locomotives".
Such orders required to be considered by the Ministry of War Transport and
justification included both extra freaight (30% increase) and an increase
in the transport of troops. The locomotives needed to be capable of working
West of Exeter and on the Ringwood and Netley lines. Hammer blow needed to
be eliminated and the axle load had to be within 18½ tons. In a memorandum
to the Railway Executive Committee justifications for the new design included
noting the minimum of new components: 85% of the locomotive will be the same
as the Merchant Navy, thus existing jigs and tools could be used. The tender
as common with the Austerity Q1. It was argued that the mixed traffic engines
of other companies were either too wide over the cylinders, too heavy or
too weak. The Battle of Britain class names receives some attention. PRO
sources are quoted. Illus. include locomotives Nos. 21C154, 21C165 and 21C166
lined up at Waterloo on 16 September 1947 for naming Lord Beaverbrook,
Hurricane and Spitfire.
Wivna to Bricklesey .Christopher Awdry. 22-9.
Wivenhoe to Brightlingsea Railway. An Act was obtained on 11 July
1861 for a railway backed by finance from the Pontefact area of Yorkshire.
William Munro was the contractor, but he went bankrupt via the Mistley, Thorp
& Walton Railway in 1865, and Robert Sinclair, Engineer of the GER, took
over. Col. Yolland inspected the line in late November 1865, and it opened
on 17 April 1866. On 16 July 1866 the GER had agreed to work the line, but
between 1876 and 188o the Company worked some of its own trains having acquired
an 0-6-0T from Hudswell Clark Resolute and some carriages.The main
work was the swing bridge across Alresford Creek. The line was absorbed by
the GER on 17 January 1894. There was a serious fire at the terminus on 30
December 1901. The line was very prone to flood damage and the GER considered
closure following a long washout on 30 December 1904. The line survived the
East Coast Floods of 1953, but only re-opened on 7 December. The line finally
closed on 14 June 1964..
Steam in the Smoke .Fred Ivey. 30-4.
B&w photo-feature: N2 69549 emerging from widened lines into King's
Cross with Hertford train of quad-arts; 40024 at Aldersgate & Brabican
on northbound train; 30918 Hurstpierpoint with Central Section Sunday
special at Clapham Junction; N2 running bunker-first heading for Finsbury
Park from Alexandra Palace south of Highgate; Q1 at Bollo Lane Crossing on
freight; M7 30043 on empty stock passing Queens Road in late 1950s; G16 4-8-0T
30495 at Old Oak Junction on freight; and rebuilt 35028 Clan Line
passing Vauxhall on Bournemouth Belle.
The Southampton & Netley Railway. Edwin Course.
34-41.
Maps include projected lines: The Royal Victoria Military Hospital
was completed in 1863: it was constructed on a massive scale and followed
the failure to cope with the wounded from the Crimean War. A railway was
opened from St Denys to Netley in 1866 and this was extended to Fareham in
1889. An extension to the Hospital opened in 1900. All except the Central
Chapel was demolished in 1967, and the area is now a country park (when still
in use in National Service days the grounds gave excellent views of the great
liners and the flying boats taking off for the Canaries - at that time the
wards still had the original coal fires). Present day electric and DMU services
are described
By Rail from the Two Barnets George Wilmot.
42-7.
On 3 June 1862 Royal Assent was received for a Edgware, Highgate &
London Railway, following an unsuccessful attempt in 1861. On 16 July 1866
the EHLR acquired powers for a line to Chipping Barnet, but in the following
year the GNR acquired the line. A single track opened to Edgware on 22 August
1867 but access to High Barnet was not until 1 April 1872. The main focus
of the article was to compare train services from High Barnet, New Barnet
(on the GNR mainline) and following the Piccadilly Line extension from the
eastern part of Barnet, and the writer considers that once the mainline had
been electrified that New Barnet offered the best standard of overall service.
The failure of the GNR/LNER to electrify its own services poses many
questions.
Bexhill's Lost Route to London. Alan A. Jackson.
48-53.
Branch lines to Bexhill from the SER Hastings line were proposed in
1862 and 1884, but author considers that Henry Cosmo Orme Bonsor, who became
Chairman of the SER in 1898 was the power behind the nominally independent
Crowhurst, Sidley & Bexhill Railway which was promoted in 1896. Earl
de la Warr became Chairman in 1899. The engineer was Arthur Barrie. The line
remained independent until 1 January 1907. The main engineering work was
a viaduct across the Combe Haven Valley wheere the soil conditions were extremely
difficult. The stations were extremely grand. The line closed during the
latter part of WW1 except for some weekend trains. Electrification to Bexhill
Central led to loss of traffic. The SR considered providing a junction at
Bexhill between the two lines, and the line would have been electrified under
plans of 1939. TRains for Hastings terminated at Bexhill West during a closure
of Bopeep Tunnel. Latterly the line was worked by DEMUs but it closed on
14 June 1964.
Hants & Sussex DEMUs. Nigel Barnes-Evans and L.A.
Mack, 54-9
The Bowles Report (not fully cited) proposed DEMUs for the Southern
Region due to its experience with electric traction. It was hoped that
performance comparable with that of EMUs could be achieved. The DMUs available
then suffered from poor acceleration. In 1954 approval had been given to
build narrow stock for the Hastings line and design work had begun at Derby.
These formed the trailers for the Hastings DEMUs. The Hampshire DEMUs were
modelled upon the 2-EPB type and delivery began in August 1957. The original
units had 500 hp 4-SRKT engines, English Electric generators and 507 250
hp motors. They enabled journey times to be cut by 25%; improved frequencies,
and loadings rose by up to 29% (on the Hastings line traffic went up by 40%).
In 1959 three- car units with 600 hp motors and turbo-charged engines were
introduced but these could not cope with the Alton route. In 1962 the Oxted
and Berkshire units were introduced in which the centre car had a side corridor
with four first class compartments and a lavatory flanked by two saloons
for the lower orders. They had an improved exterior. The units had a much
better location for their engines than the underfloor DMUs and this gave
excellent engine performance, but a poor ride. All units were fitted with
buckeye couplings. In the mid 1960s work was fairly far advanced on an underfloor
DEMU based on converted steam stock for cross-country services. Mentions
the similar DEMUs for NIR, but based on Mark II stock, and the class
210.
Pullman Car Specials J.J. Smith. 60-3.
B&w photo-feature. other than the Royal special most of pictures
are either of special workings, or of stock attached to ordinary trains:
L1 31785 with Pullman observation car and bircage set on 29 April 1956 at
Lewes on Sevenoaks to Brighton train; 30915 Brighton on four coach
Royal train on Derby Day 6 June 1953; 41291 with six cars at Gospel Oak heading
for Eastern Region in March 1958; O1 31370 at Longbridge Junction on empty
stock Bournemouth Belle on 10 June 1959; D 31737 leaving Rdhill on 1 March
1955 with Octavia and TC from Birkenhead to Brighton; T9 at Horsted
Keynes on 25 May 1955 with Savona at rear of train from Brighton;
N2 69547 with parlour brake car No. 80 and C2X 32547 at Canonbury on East
Croydon to Finsbury Park working on 24 September 1955.
From cable haulage to computer control H.P White.
64-71.
The London & Blackwall Railway and its incorporation into the
DLR: The Commercial Railway was authorized by an Act of 28 July 1836 to connect
Minories with Blackwall: it became the London & Blackwall Railway in
1839 and was mainly constructed on viaduct (much of which is still used by
DLR). It opened on 6 July 1840 and was extended into Fenchurch Street on
2 August 1841. It was operated by cable power wherein coaches were slipped
from the cable as they approached intermediate stations. Accidents, including
fatalities to staff, occurred and the cable system ended on 14 February 1849.
Fenchurch Street acquired train services off the NLR and LTSR lines once
these had opened. From 1 January 1866 the GER leased the London & Blackwall
Railway for 999 years. In 1906 there were 50 departures today for Blackwall,
but the availability of the telephone removed the need for messengers between
the City and the Docks. During the General Strike of 1923 trains ceased to
run and passenger services ended on 4 May. A substantial remnant provides
the main entry into the City for the DLR which was formally opened by Her
Majesty the Queen on 30 July 1987. The DLR is in a constant state of adaptation
to upgrade it into the sort of system it should have begun as, and never
has been. Illus page 67: London & Blackwall locomotive
at North Greenwich with Royal Naval College in background (A. Pouteau).
See Railway Archive, (1), 26 et seq
for series on Pouteau.
Grays—Upminster—Romford .Ken Frost.
72-7.
Grays to Upminster opened on 1 July 1892 and Romford to Upminster
on 7 June 1893. This latter led to suburban development at Emerson Park.
electrification (1500V DC) to Shenfield was inaugurated on 26 September 1949
and this was extended to Chelmsford (11 June) and Southend on 31 Decemeber
1956. Upminster to Grays was electrified in June 1963; Romford to Upminster
in 1986 (following many attempts at closure); on 15 September 1956 the steam
service was replaced by DMUs. See also other features by same author on
railways around Romford (1-138) and
LTSR (3-131).
The Waterloo & City Line. John Faulkner.
78-85.
This, and the less full feature in
Backtrack (12-514) have been
overtaken by Gillham's massive magnus opus published by Oakwood (reviewed
Backtrack Vol 16 page 475).
Just in case Gillham missed something this article contains a good map, a
plan and a gradient profile and illustrates all the rolling stock types used.
It notes that the Act dated to 27 July 1893; the main work was performed
from the Thames to avoid upsetting the City; the freezing of the river in
1895 delayed work; the line was inspected by Major F.A. Marindin on 7 July
1898 and was opened by the aged Duke of Cambridge on 11 July 1898 and to
the public on 8 August 1898. The SR was not prepared to invest in the line
as it had intended to link the South Western and South Eastern Sections by
a tube tunnel. Modernization had to wait until 1939/40.
Signalling the Dover Triangle. Roger St Clair
and Tony Endersby. 87-93.
Complexities involved in working a tight triangle where trains could
overlap junctions. Covers signalboxes at Hawkesbury Street Junction: Marine
Junction, Archcliffe Junction and Priory,
The Channel Tunnel and its Rail Access. John Glover.
94-5.
CTRL and some earlier attempts.
Professor H.P. White [obituary & concluding
page].
Pat to those who knew him, died on 21st February 1994 as the
Album was being finalised. He had been the Editor of RSE since 1991.
Pat had always a passion for railways and his career started as booking clerk
at Charlton Station. War service saw him in the Royal Artillery in the Far
East and subsequent capture at the fall of Singapore. During four years
incarceration in a PoW camp in Formosa he kept his sanity by planning imaginary
trips over the British railway network. These plans were later put into practice
and provided much information for later railway articles. After the War and
a period of recuperation, Pat enrolled at Queen Mary's College London under
the government education scheme for demobbed servicemen. Here he gained the
Top First for his year and went on to do his MA. His first lecturing post
was at Edinburgh University. In 1952 he went to the University of West Africa
and travelled the Gold Coast, Sierra Leone and Nigeria where he taught many
people, some of whom became their country's leaders.
In 1963 he took the post of tutor attached to the Arts Department of the College of Advanced Technology in Salford, near Manchester. Salford soon became one of the new generation of universities and over the next 20 years he established the geography department. A leader in transport economics, he was appointed Professor in 1972. In 1982 tired of battling with education cuts he took early retirement and moved to Godmanchester near Huntingdon.
Although retired he did more work than ever. Apart from writing and updating Regional Railway Histories of Southern England and Greater London and Forgotten Railways he was editor of the Railway and Canal Historical Society Journal and Past President of that Society. He even found time to be a booking clerk on the Nene Valley Railway, going back to the start of his career. He was also a Lay Preacher for the Godmanchester Church. Occasionally he took services at other churches and I remember once at Brampton the organist playing one of the railway themes as we entered.
Always willing to help in transport and other matters, I knew him
not only as an author but as a friend. Allan Mott
Updated: 2007-02-21