Archive: Issues 85 (March 2015)
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No. 85 March 2015
Modern photograph of the King George V Bridge at Keadby taken from a small barge heading downstream on 15 July 2005. Philippa Corrie. front cover (colour)
Paul Gittins. Old Leeds locomotives. 2-25.
The late Cliff Sheard was a model railway enthusiast who was a member of the Wakefield Railway Modellers' Society. The Author helped to dispose of his collection which included about 100 photographs of locomotives either manufactured in Leeds or used on small, mainly industrial, railways in the Leeds area. See alos Issue 89 page 62. .
|Manning Wardle 0-4-0ST WN 1862/1914 owned Leeds Phosphate Works||2|
|Thomas Green narrow gauge 0-6-2ST WN 366/1904 Masham for construction of Roundhill Reservoir by Harrogate Corpn1||3|
|John Fowler WN 12081 narrow gauge for Ceylon Tea Co.||4|
|Manning Wardle 0-4-0ST WN 343/1871 Ignifer (2 views) at Garforth Colliery||5|
|Ignifer with former Midland Railway carriage at Garforth Colliery during WW1? with wounded soldiers||6u|
|Manning Wardle 0-6-0ST WN 1960/1918 as Frodingham Ironstone Mines No. 112||6l|
|Manning Wardle narrow gauge 0-4-2ST WN 1717/1907 Henry Woodcock owned Low Moor Iron Co. Ltd. (2 views)||7|
|Manning Wardle 0-4-0 petrol locomotives for Ministry of Munitions with Thornycroft engines and Ellison gears||8u|
|Manning Wardle 0-4-0ST WN 751/1880 Kestrel owned Pilkingtons of Widnes at United Alkali Works||8l|
|Manning Wardle 0-4-0ST WN 751/1880 Kestrel owned Pilkingtons of Widnes at United Alkali Works||9|
|Andrew Barclay 0-4-0ST WN 829/1898 at J. Haigh, Bruntcliffe Colliery||10u|
|Hudswell, Clarke 0-4-0ST WN 6659/1904 Edwin Hale Abbot for English McKenna Process, Wallasey||10l|
|Hudswell, Clarke 0-4-0ST WN 250/1883 at Farnley Iron Co.||11u|
|Manning Wardle 0-6-0ST WN 1407/1898 at Farnley Iron Co.||11l|
|Kitson 0-4-0ST WN 1842/1876 West End of West End Collieries Ltd||12u|
|Peckett 0-4-0ST WN 862/1901 West End of West End Collieries Ltd||12l|
|Manning Wardle 0-6-0ST WN 1904/1916 Albany owned J. & J. Charlesworth||13u|
|Hudswell, Clarke 0-6-0T WN 1306/1917 No. 1 owned J. & J. Charlesworth||13l|
|Manning Wardle 0-6-0ST WN 1211/1891 No.12 as owned J. & J. Charlesworth originally supplied see footnote 3||14u|
|Manning Wardle 0-6-0ST K class WN 1575/1902 Dearne delivered to Naylor Bros. for use on Dearne Valley Railway contract||14l|
|Manning Wardle 0-4-0ST No. 10: see further information from Stewart Lisles in Issue 89||15u|
|Hunslet Engine Co. narrow gauge 0-4-0ST WN 1028 Microbe||15m|
|Orenstein & Koppel WN 1479||15l|
|T. Green 1ft 11½in gauge 0-4-2ST WN 312/1903 Claro purchased H. Arnold & Son for Harrogate Corporation Roundhill Reservoir contract||16u|
|Hudswell, Clarke 0-4-0ST WN 938/1911 sold to Sir Walter Scott Ltd. Leeds Steel Works||16l|
|Manning Wardle 0-6-0ST WN 1814/1913 sold to Crosby Mines, Normanby, Scunthorpe||17u|
|Andrew Barclay 0-4-0ST WN 639/1889 sold to Sir Walter Scott Ltd. Leeds Steel Works No. 3||17l|
|Leeds Steel Works plan (from Ordnance Survey)||18|
|Avonside 0-4-0ST WN 1398/1899 Leeds Steel Works No. 8||19u|
|Hawthorn, Leslie 0-4-0ST WN 3307/1918 Leeds Steel Works No. 13||19l|
|Black, Hawthorn 0-6-0ST WN 844/1885 Mountaineer at Low Laithes Colliery4||20u|
|0-4-0ST captioned as at Low Laithes Colliery, but||20l|
|Manning Wardle 0-6-0ST WN 797/1881 Blenkinsop at Middleton Broom Colliery||21u|
|Manning Wardle 0-4-0ST WN 1752/1909 Matthew Murray at Middleton Broom Colliery||21l|
|Andrew Barclay 0-4-0ST WN 903/1901 Sheriff at Waterloo Colliery5||22u|
|Peckett 0-6-0ST WN 951 at Waterloo Colliery, but||22l|
|Hunslet 0-6-0ST WN 2/1865 at Waterloo Colliery where was No. 1||23u|
|Hudswell, Clarke 0-4-0ST WN 329/1890: Yorkshire Iron Co. No. 5||23l|
|Hudswell, Clarke 0-4-0ST WN 737/1906: Yorkshire Iron Co. No. 6||24|
|Peckett 0-4-0ST WN 1057/1905: Yorkshire Iron Co. No. 7||25u|
|Peckett 0-4-0ST WN 1506/1918: Yorkshire Iron Co. No. 8||25l|
1. Recorded as working for Albert Batchelor Ltd. at Halling on the Medway in mid-1920s
2. Frodingham Ironstone, part of Winn family estate owned Lord St. Oswald of Nostell Priory
3. Originally supplied to Bickersley, Godfrey & Liddelow of Liverpool and named Hornby
4. Originated as a 3ft gauge, but regauged by John Scott, contractors for Middlesbrough Dock and sold to Low Laithes Colliery c1903
5. Ex N. Thompson of Narworth Collieries, Cumberland, via John F. Wake
Robert Humm. Scherzer rolling lift bridges in the
British Isles. 26-46.
Table lists all Scherzer rolling lift bridges considered to have been installed in England, Wales, Scotland and the Republic of Ireland: some are still capable of being operated; some have long been dismantled; many exist but no longer operate
Chicago Jack Knife Bridge across Chicago River (carried elevated railroad) c1906
William Scherzer portrait
Albert Scherzer portrait
Diagram from Scherzer patent
Barking tramway across River Roding 1903/04
Kingsferry Bridge across Swale linking Isle of Sheppey as closed to ships
Kingsferry Bridge across Swale linking Isle of Sheppey as open to ships
Kingsferry Bridge across Swale panoramic view
Kingsferry Bridge across Swale showing railway track and horse-drawn traffic on road
Double Scherzer bridge across Walney Channel, Barrow-in-Furness 1909
Diagram Walney Bridge
Buccleugh Dock, Barrow-in-Furness: LMS advertisement (bridge raised)
Buccleugh Dock, Barrow-in-Furness: bridge lowered
Scherzer bridge across River Towy near Carmarthen under construction
Keadby King George V Bridge under construction July 1915
Keadby Bridge raised shortly after opening in 1916
Keadby Bridge raised with Sheffield keel sailing through (looking north)
Keadby Bridge raised looking south
Keadby Bridge lowered looking south
Keadby Bridge view from Althorpe station of road and railway tracks
Keadby Bridge counterbalance weight
Pollington former GCR and H&BR Joint bridge over Knottingley & Goole Canal
Havengore Bridge: access to War Office property on Foulness Island
Queensferry Bridge across River Dee (double Scherzer)
Tower Road Bridge, Birkenhead
Wallasey Bridge with train of cattle wagons crossing hauled by W. Lee locomotive
Hull North Bridge: art deco machinery and control building
Quadrant and toother track of above
Hull North Bridge: side view
Sutton Bridge on A1165 north of Hull
A8 bridge over White Cart Water at Inchinnan, Renfrew
Bridge Street Bridge, Peterhead
King George V Bridge, Keadby view from small barge heading downstream on 15 July 2005 (colour)
See also letters and photographs in Issue 86 pp 50-1 from David Kitching on bridge at Ferrymountgarret over the River Barrow above New Ross, Ireland,; and Keith Thomas on Morfa Bridge in Swansea, plus further information gleaned from Internet on Scherzer bridge in Burma
Malcolm Bobbitt. In the Showroom: Post War Hillman Minx. 47-50
|Advertisement 1947 (showing swimming pool)||47|
|Minx Phase III (photograph)||48|
|Advertisement Minx Phase III||49|
|Series II Jubilee Minx (photograph)||50|
Mark Chalmers. Charles Gray (Builders) Ltd Guy 'Big J4. 51
Dundee builder: Colin Greig, driver of the low loader: photographed in 1966
Euan Corrie. Keadby. 52-8
Keadby lies nine miles upstream from the River Trent's junction with the Humber at the Apex or Trent Falls.
|Tug Krooman at Keadby postcard photyograph by E.W. Carter of Gainsborough||52|
|Ordnance Survey map of lock area at Keadby||53|
|Carter panorama with Keadby Bridge in background and keel and tug in fore||53|
|Looking downstream from Keadby Lock with Shell Farmer, Signality and David M on 31 July 1965||54u|
|Coal chute with Signality and David M||54l|
|Earlier coal tip with railway wagon owned S. Instone & Co. Ltd on 12 April 1923||55|
|Sheffield keel with sail raised entering lock, Great Central Railway locomotives behind||56|
|Keadby lock with coal-fired power station on 31 July 1965||57|
|Keadby lock with semaphore signal and siding for coal tip||58u|
|Signality alongside coal chute (colour photograph: John E. Lynam)||ifc|
The Institute : Archive's reviews. 59
Ferries across the Humber. Kirk Martin. Pen & Sword.
Well received: the author acted as a relief stoker on the Lincoln Castle
Southern style: Part One. London & South Western Railway. John
Harvey. Historical Model Railway Society. 124pp
Updated version of the Livery Register published in 1970. Critices lack of sufficient coloured illustrations
British Austerity saddle tanks. Gordon Edgar. Amberley.
Pictorial and mainly late period
Skimpings: Two mystery photographs. Andrew Neale. 60
Top: Issued by Side Groove Steel Piling Supply Co. of London: shows what might be a pile driver in background, a tidal river, a derelict barge, timber bank proection and temporary railway using bullhead rail laid on its side and U-skip side-tpping wagons
Lower: Ruston & Hornsby archives: V skips on manually worked industrial railway, possibly in Derbyshire
Malcolm Bobbitt. A family motoring history. Part 3. 61
Images courtesy Rosemary Warner. The text describes the problems which William Morris experienced in attempting to switch to pressed steel bodies; the construction of the Pressed Steel plant in association with the Budd Corporation and the Schroeder Merchant Bank. The Clyno was produced by Frank and Alwyn Smith in Wolverhampton and employed the Coventry-Climax four-cylinder side valve engine. The firm went into receivership in 1929.
Flat nose Morris and Standard SLO series
Clyno in Bartlett's builder's yard at Witney
No. 86 June 2015
George King Harrison Ltd. wagons supplied by Gloucester Railway Carriage
& Wagon Co. inside front cover
Harrison operated at least four mines to extract clay and some coal to manufacture firebricks especially for the gas industry. No. 15 photographed in November 1905 was one of ten purchased secondhand whilst No. 21 photographed in October 1907 was one of six purchased new. Both photographs show wagons with timber underframes: the seconhand with three planks and the new with four
David Kitching. Birchenwood Colliery and Cokeworks.
Birchenwood pits originated with construction of the Harecastle Tunnel on the Grand Trunk Canal between 1770 and 1777 when coal was found and exploited by Thomas Gilbert, land agent to the Duke of Bridgewater. Initially coal was mined via side tunnels off the main tunnel. Thomas Gilbert died in 1798 and the estate and business passed to his nephew John Gilbert and when he died in 1812 it was acquired by Thomas Kinnersly. a banker from Newcastle-under-Lyme. Iron ore was found under the esate and this was fed to blast furnaces at Clough Hall from 1833; and this was followed by rolling mills, forges and coke ovens. Robert Heath, father and son with same name, managed the business. Heath entered into a partnership with Francis Stanier in the Silverdale Ironworks. The ironworks at Clough Hall were dismantled and some of the equipment was reused by Heath at ironworks in Biddulph and Ford Green. Coke production grew in importance and changed from beehive ovens to Simon-Carves recovery ovens to Mond Gas Producers. Carl Still ovens were commissioned in October 1912. These were manufactured by Sächsissch Maschinenfabrik AG (formerl;y Richard Hartmann AG) of Chemnitz via Simon-Carves. A Royal Visit by King George V and Queen Mary was a major event on 23 April 1913 and marked the peak of the Heath family development of what had begun as a mining business into a source of a wide range of organic chemicals including petrol for motor vehicles.
|Birchenwood Colliery No. 6 shaft in 1931||J||2|
|Birchenwood Colliery No. 18 Pit in 1900||3u|
|Waybill for bar iron from Clougth Hill Ironworks by canal in 1849||K||3l|
|Waybill for Hardingswood Lime Works||K||4u|
|Coal supplied from Clough Hall Colliery to Macclesfield silk manufacturer||K||4l|
|Main entrance to Birchenwood Colliery c1910||R||5|
|Ordnance Survey Map: Kidsgrove & Birchenwood Colliery 1924||6|
|Birchenwood Colliery No. 18 Pit in 1930s||J||7u|
|Birchenwood Colliery No. 18 and No. 4 Pit in 1912||K||7l|
|Birchenwood Colliery No. 4 Pit engine house c1912||K||8|
|Colliers at Birchenwood Colliery assembled for Roual visit 23 April 1913||K||9u|
|Birchenwood Rescue Team, 1913||K||9l|
|Ordnance Survey annotated map: Kidsgrove & Birchenwood Colliery 1924||10|
|Laboratory at Birchwood showing products produced at Birchenwood Colliery 1913||K||11|
|Partly demolished beehive ovens erected in 1896 in 1900||M||12|
|Simon-Carves stammping and discharging machine at coke ovens||M||13|
|Carl Still ovens and bunker in October 1912 (back view)||K||14|
|Carl Still ovens and bunker in October 1912 (front view)||K||15|
|Coal crushing plant and skip loader for aerial ropeway||M||16u|
|Electrical power station showing Bellis & Morcom-Mather & Platt high speed sets||M||16l|
|Korting gas engines driving alternators c1913||K||17u|
|Strill Pl;ant Exhauster Houser in 1913 with Connesville type exhausters in 1913||K||17l|
|Mond gas producers c1912 (caption on p. 19) gives details of Mond process||K||18|
|Royal Visit 23 April (May stated in caption) 1913 with William Heath walking with Queen Mary and Robert Heath behind||K||19|
|Royal Visit on 23 April 1913 with Colonel Arthur H. Heath wkith King and William Heath with Queen Mary||K||20u|
|Royal Visit on 23 April 1913 with Royal Rolls Royce limousines ready to depart||K||20l|
|Storage tanks for benzolated creosote and raw creosote: caption notes how pure benzol was produced||K||21|
|Exterior of Still plant benzol house, aerial ropeway and benzol storage tanks and railway wagon||K||22u|
|Ammonium sulphate being shovelled into sacks in warehouse (caption explains its origins)||K||22l|
|Motor spirit loading stage||K||23u|
|Tar distillation plant c1912||K||23l|
|Simon-Carves regenerative ovens undre construction in September 1938||B||24|
Sources: K=David Kitching Collection; M=Newcastle under Lyme Borough Museum & Art Gallery; J=William Jack; R=John Ryan and B=Allan C. Baker
Malcolm Bobbitt In the showroom: Alldays & Onions. 25-9
John Onions established an engineering business in 1650 and William Onions built an engineering works in 1720: the two firms merged in 1885 and for a time was known as the Alldays & Onions Pneumatic Engineering Co. Ltd. The firm proceeded from bicycle manufacture (the General Post Office was a substantial purchaser of their output) to motorcycles, to light cars, to substantial cars capable of participating in sporting events, such as the hill climbs organized at Shelsley Walsh. De Dion engines were used at first, but later the firm constructed its own. The Enfield Autocar Co. of Redditch was acquired iin 1908. Trolleybuses were manufactured for a time and included those tested in Dundee. Output included railway components and railcars from the Waverley Works in Small Heath. Following WW1 in 1921 the Bertelli brothers were brought in to assist with car design, but sales declined and car manufacture ceased in 1927.
|Alldays Model 4 Registration number OAY 4 c1905: see letter from Bill Briggs on trade plates.||25|
|Alldays & Onions Traveller Voiturette 1898 from Autocar||26u|
|Alldays & Onions Traveller Voiturette 1898 advertisement||26l|
|Alldays & Onions advertisement Auutocar 26 September 1906||28|
|Alldays & Onions advertisement Auutocar 30 March 1907||29|
Ian Pope. Stourbridge Firebricks and Gas Retorts.
The fireclay was mined underground at Lye from the sixteenth century and was worked by George Herbert Timmis who also acquired the Whitley Colliery at Halesowen as another source of fireclay and of coal. George Timmis appears to have had a brotyher Illius Augustus who had a highly inventive mind: see letter and entry in steamindex (modified via information quoted in letter).
|Fireclay mine at Lye||30|
|Timmis & Co. heading for communications||31|
|Ordnance Survey map of works area at Lye in 1903||32u|
|Lye: main line (GWR) siding serving works||32l|
|View from main line looking towards works at Lye||33|
|Catalogue showing part of product range||34|
|Moulded fireclay blocks awaiting firing||35u|
|Moulded fireclay blocks assembled in form of furnace pre-firing||35l|
|Fired furnace lumps||36u|
|Stack of fire lumps or burrs at River Stour Works||36l|
|Locomotive firebox arches||37u|
|Head Office, Lye Works||37l|
|Catalogue showing part of product range: seating blocks and flue covers||38|
|Stock of seating blocks and flue covers||39u|
|Poulton's Patent Curvilinear Blocks at Witley||39l|
|Lye Works fire logs, grate backs and other moulded goods and Timmis dumb buffer wagon||40|
|Grate backs in course of manufacture||41u|
|Selection of completed grate backs, gas logs and coal savers||41l|
|0-6-0ST locomotive (possibly Avonside WN 1370/1896) and train: two letters: Brian Lacey and Russell Weir state Henry Hughes of Loughborough locomotive||42|
|General view of colliery, clay pits and firebrick works at Witley||43u|
|Colliery/fireclay mine at Witley||43l|
|Witley Colliery underground: South Staffordshire Thick Coal: miners undercutting coal: candles for illumination||44u|
|Witley Colliery underground: South Staffordshire Thick Coal: miners undercutting coal: candles for illumination||44l|
|Miners probably at work on Old Mine Stourbridge Clay||45u|
|Winding engines at Witley Colliery||45l|
|Grate cheeks, coal savers and small backs with female worker||46u|
|Finished stock at Witley||46m|
|Finished stock at Witley||46l|
|Upper portion of blast furnace lining set up in yard at Finished stock at Witley||47u|
|Gas works retorts being made by hand||47l|
|Complete retorts including segmental type||48u|
|Sloper pattern and horizontal retorts||48l|
The Institute: Archive's reviews. 49
Ruston & Hornsby diesel locomotives album. Andrew Neale.
Author: Chestnut Farm, Grayingham Cliff, Gainsborough, Lines, DN2 14FL.
As the title suggests this is primarily a pictorial album covering the various diesel locomotives produced by the Grantham firm of Ruston & Hornsby. A brief history of the company's diesel locomotive production is given which includes some views taken inside the works and advertising ephemera. After this the book is split into two main sections. One 'At the Works' covers mainly official builder's views ofthe locomotives, albeit many of these are in an 'at work' situation not the normal side view and are all the better for it. Also included are drawings and pages from the R&H catalogues. Then comes a section entitled 'Rustons in Service'. Here again we find what appear to be many official views of the locomotives but now taken at their place of work, together with other photographs of Rustons in their working environment by other photographers. Again the images are interspersed with drawings, all most useful for the modeller. Indeed, several will prove most tempting to modellers for small diorama type layouts. One very interesting view in this section is of a narrow gauge mine locomotive suspended vertically to enable it to be lowered down the shaft to its place of work. This is a well-produced and laid out volume and does the author credit. It is certainly a welcome addition to the bookshelf and is highly recommended.
Waterways Journal: Volume 17 Ed. Kath Turpin. Boat Museum Society.
As usual this Volume contains some very interesting articles; John Fletcher of Chester; Sea Routes to Wolverhampton; The story of Charlotte Ethel Parkes; Shropshire Union Pleasure Boating and Fire Boats on Inland Waterways in World War Two. All are well researched and illustrated.
Warwickshire lime and cement works railways.
Sydney A. Leleux. Oakwood Press, 288 pp.
These railways have held a life-long fascination for author Sydney Leleux, with his research commencing in the late 1950s. That he has been working on the various cement works lines for such a long period is obvious here with a vast amount of information having been accumulated, together with some 220 photographs and other illustrations. A brief history of cement manufacture is given and then the volume commences a tour around the county looking at all of the separate systems. Perhaps the best known was that at Southam where a fleet of Peckett saddle tanks was operated, all carrying geology inspired names. Many of the works also used the canal system to transport their output and a number of the images show this side of the operation. This, and a number of images of the works themselves make this much more than just a history of the railway systems and as such deserves to be on the industrial historian bookshelves as well as for those into industrial railways alone.
Industrial railways and locomotives of Sussex &
Surrey. Compiled by Frank Jux and Roger Hateley. Industrial Railway
We have reviewed a number of the IRS Handbooks over the years and can safely say that this one is of the usual high standard and will be the first volume turned to when looking at any industries in either of the two counties. This is one thing that these handbooks do well, they give an overview of an areas industry let alone listing all known locomotives used there. Whilst quarrying is to be expected in the area, together with brickworks, there are a couple of surprises including a milk bottling plant. The larger railway systems also benefit from having a plan of the system and the buildings etc whilst all of the locations included are keyed in to very useful index maps at the front of the book. There are also a good number of illustrations, many of them in colour. Again, this book is recommended to both industrial railway and industrial historians alike as an extremely useful reference tool.
Inbye: Archive's letters page. 50-1.
Scherzer bridges. David Kitching
Further bridge is the Ferrymountgarret over the River Barrow above New Ross, Ireland, opened in 1929. Now fixed as shown from river in June 2008
Scherzer bridges. Keith
Photographs of Morfa Bridge in Swansea as in 1915 and as in 2014: latter taken to accompany quest to fund its restoration: important as balance weights underneath bridge. See also letter from Robert Humm in Issue 94 page 64 on double bascule bridge built by Spncer & Co. for Burma Railways.
Scherzer bridges. Internet
Further bridge constructed by Spencer & Co. at the Melksham Foundry for assembly in Burma in 1909
Andrew Neale. Surrey limeworks railways. 52-64
|Rebuilt Sentinel locomotive Gervase at Betchworth station||52|
|Abandoned railway under Quarry Dene Lane in May 1961||53|
|Abandoned railway alongside Quarry Line Merstham in May 1961||54u|
|Hunslet 0-4-0ST Petros at exchange sduings, Merstham on 24 August 1906||54l|
|Rebuilt Sentinel locomotive Gervase and Dom c1937||55|
|Dom at work at Merstham in 1930s||56|
|Coffee Pot vertical boiler locomotive with transporter wagon carrying empty skips c1949||57u|
|Fletcher Jennings 0-4-0T Baxter at Betchworth Limeworks c1957||57l|
|Betchworth Limeworks from above||58u|
|Betchworth Limeworks with railway on 6 July 1957||58l|
|Fletcher Jennings narrow gauge 0-4-0T Townsend Hook at Betchworth Limeworks c1950||59|
|Two foot gauge skip wagonss at Betchworth in May 1964||60u|
|Two foot gauge wooden tip wagons and Koppel diesel locomotive from Betchworth at Brockham Museum||60l|
|Manning Warrdle 0-6-0ST WN 654/1877 with Benjamin Morley Smith on footplate at Oxted Limeworks exchange sidings||62u|
|Orenstein & Koppel diesel locomotive at Oxted on 29 March 1964||62l|
|Oxted chalk quarry and limekilns from above||63u|
|Oxted chalk quarry and limekilns from above||63l|
|Oxted lime kilns||64u|
|Oxted quarry (chalk pit)||64l|
Number 87 (September 2015)
Andrew Neale. Traction engine locomotives. front
cover; inside front cover; 2-21.
|Aveling & Porter 2-2-0 geared traction engine locomotive WN 1681/1881 at Lees Cement Works||fc|
|John Fowler Lion WN 3409/1878 compound traction engine locomotive (works shunter) c1902||ifc|
|Aveling & Porter WN 807 on Wootton Tramway (No. 1) with GWR brake, 2 LNWR cattle trucks and Tramway's composite coach||2|
|Aveling & Porter 2-2-0 geared traction engine locomotive WN 2640/190 Venture at Woodham Hall Cement Works in 1930s||3|
|Aveling & Porter 2-2-0 geared traction engine locomotive WN 1681/1881: Lees Cement Works No. 3 in exchange sidings on 8 August 1935||4|
|3ft gauge Aveling & Porter WN 1607/1880 (derelict) at James Whittaker & sons quarry on Scout Moor, Lancashire, c1937||5|
|3ft 5,5in gauge Aveling & Porter WN 6040/1906 Progress at Swanscombe Cement Works||6|
|Aveling & Porter WN 3567/1895 Sydenham at British Oil & Cake Nills Ltd||7|
|Aveling & Porter WN 11042/1925 Glenlossie at Glenlossie whisky distillery at Longmorn near Elgin in August 1952||8u|
|Aveling & Porter WN 4008/1897 at Balmernach Distillery near Grantown-on-Apey c1900||8l|
|Final Aveling & Porte locomotive constructed in 1926 at Holborough Cement Works on 6 May 1961||9|
|Final Aveling & Porte locomotive constructed in 1926 at Holborough Cement Works on 19 September 1937 (R,W, Kidner)||10|
|Aveling & Porter 2-2-0 geared traction engine locomotive WN 1740 at Dunton Green Brick, Tile & Pottery Works Ltd||11|
|John Fowler traction engine locomotive probably of 1871||12|
|John Fowler traction engine locomotive probably of 1866||13u|
|John Fowler 3-foot gauge traction engine locomotive WN 5008/1885 supplied to Bearpark Coal & Co. in County Durham||13l|
|John Fowler convertable traction engine locomotive WN 7464/1896 for London County Council at Catford station||14u|
|John Fowler convertable traction engine locomotive WN 7633/1897 supplied to John Holloway, Union Wharves Co.||14l|
|I.W. Boulton Rattlesnake (diagram): see also letter from Bill Briggs in Issue 89 page 41||15u|
|Clayton & Shuttleworth traction engine locomotive as Hall & Co. No. 1 at East Croydon Depot in 1901||15l|
|McLaren traction engine locomotive of 1915 as Hall & Co. No. 9||16u|
|McLaren traction engine locomotive WN 614/1898 at Longmorn whisky distillery||16l|
|Marshall undertype traction engine locomotive WN 6402/1878 at Pepper's Limeworks at Amberley||17u|
|Marshall single cylinder traction engine locomotive supplied to Hall & Co. but found unsatisfactory||17l|
|Aveling & Porter 0-4-0 geared traction engine locomotive at Pepper's Limeworks at Amberley||18|
|Derbyshire Carriage & Wagon Co. Ltd onversion of Ruston Proctor steam tractor to traction engine locomotive using London Underground breakdown wagon||19u|
|Derbyshire Carriage & Wagon Co. Ltd onversion of Sentinel Wagon WN 7973/1929 to traction engine locomotive for firm's use at Whittington in 1947||19l|
|John Allen & Sons, Oxford two-foot gauge chain driven traction engine locomotive assembled from a Foden wagon and parts from a Lister i/c locomotive (3 views)||22-3|
Mike G. Fell. Milk from Chartley to Finsbury Park. 22-30.
The Stafford & Uttoxeter Railway was opened on 23 December 1867 and was acquired by the Great Northern Railway in 1881. It could only be reached via running powers over the North Staffordshire Railway. The article augments a book on the railway by Allan C. Baker and Mike G. Fell published by Lightmoor Press in 2014. The additional information concerns the transport of milk from Knowle Farm and is based on documents found in an old butter churn by Malcolm Garner, chairman of the Hixon History Society. The farm was owned by Henry Deakin and the documents (some reproduced) cover the period 1922-25): a table shows milk quantities despatched andprices achieved from United Dairies (Wholesale) Ltd
|Ingestre & Weston station and dairy c1900||22|
|Ordnance Survey map 1905||23|
|Table: month by month milk output and price per gallon and destination (mainly Finsbury Park)||24|
|Chartley & Stowe station 1950||25|
|Hixon station with Henry Bratt, station master (two photographs)||26|
|Weston & Ingestre stataion: platforms and running in board||27u|
|Tutbury with Tutbury Jenny for Burton; milk churns and Nestlé dairy chimney||27l|
|Lever Brothers Ltd., Liverpool invoice to H. Deakin for oil palm kernel meal with treacle delivered to Chartley station||28u|
|R. & R. Macvleod & Co, London invoice to H. Deakin for Darjeeling tea delivered to Chartley station||28ll|
|R. & R. Macvleod & Co, London invoice to H. Deakin for tea delivered to Hixon station||28lr|
|James H. Lewis paid invoice for phosphate powder and slag received via Chartley LNER||29|
|Olympia Oil & Cake C. Ltd., Selby invoice for soycot meal received via Weston, NSR||29|
|Paid invoice for milk conveyed from Chartley station Great Northern Railway on 28 October 1922||29|
|Paid invoice for milk conveyed from Chartley station GNR on 28 April 1923 (overstamped London & North Eastern Railway)||29|
|Paid invoice for milk conveyed from Chartley station London & North Eastern Railway on 30 July 1925||30u|
|Running in board at derelict Chartley and Stowe station||30l|
Inbye: Archive's letters. 31-3.
Witley locomotive. Brian
Not an Avonside locomotive as proposed in caption, but one from Henry Hughes of Loughborough
Witley and Timmis. Russell
Not an Avonside locomotive as proposed in caption, but one from Henry Hughes of Loughborough: also information on Illius Augustus Timmis who suggested improved methods for extracting fireclay and notes that he became bankrupt in 1869.
Birkenhead Scherzer. Eric
Photograph of Duke Street bridge in raised position
Registration plate. Bill
OAY 4 was not a registration number, but was a trade plate issued by the County Borough of Birmingham (as indicated by the O): AY was an abbreviation for Allday: see Motors and motor driving 1904.
John Atkinson. Shop Pit. 34-45.
Author was aan apprentice in mechanised mining at Shillbottle Colliery and visited Shop Pit during his holidays with friend Ian Collinson. The photographs were taken by the author.
|NCB No. 81 Robert Stephenson & Hawthorn 0-4-0ST WN 7604/1949: Driver Jim McIvor loading coal from wagon||24|
|NCB No. 66 Charles Nelson Peckett 0-4-0ST WN 1748/1928 at engine shed at Shop Pit||25u|
|Plan engine shed at Shop Pit||25l|
|Map of railways in vicinity of Shop Pit||26u|
|John Atkinson. oiling Charles Nelson||26l|
|Charles Nelson in engine shed, summer 1967||27u|
|Charles Nelson outside engine shed||27l|
|Charles Nelson taking on water via flexible pipe||28|
|Charles Nelson at Ravensworth Park Drift screens||29u|
|Charles Nelson leaving Ravensworth Park Drift with Bowes system wagons||29l|
|Charles Nelson hauling steel hopper wagons||30u|
|No. 81 alongside weighbridge in summer 1969||30l|
|No. 81 from inside weighbridge cabin||31u|
|English Electric type 3 (type 4??) with coal empties viewed from Shop Pit||31l|
|No. 81 view through spectacle space forward to chimney||32u|
|No. 81 adjacent weighbridge viewed from track||32l|
|No. 81 leaving Ravensworth Park Drift with Bowes system steel hopper wagons||33u|
|No. 81 in sidings at Ravensworth Park Drift||33l|
|Driver Jim McIvor on footplate of No. 81||34|
|No. 81 with member of weighbridge staff chatting to Driver Jim McIvor||35|
The Institute: Archive's reviews. 46; 64
Experience plus: Kerr Stuart geared steam locomotives. Industrial
Locomotive Society. 28pp.
Reprint of sales brochure produced by Kerr Stuart & Co. Ltd. in 1928 for locomotive designed by Kyrle Willans
Douglas Harper. River, railway and ravine: foot
suspension bridges for empire (Stroud: History Press, 2015).
John and his brother Hugh Harper founded a fencing business in Aberdeen in the mid-nineteenth century based on a patent for tensioning the wire from a cast iron straining post. These were widely used by the Great North of Scotland Railway. Associated with this were gates including those for level crossings. Later light suspension bridges were developed and this part of the business was floated off to John's son Louis in 1889. Some of these bridges are still extant as at Newquay in Cornwall. See book by great-grandson who has attempted to establish which remain and where they are or were located.
F.G.B. Atkinson, B.W. Adams and H.L. Clarke. History of the North
London Railway. Volume 1. London's North Western electrics. North
London Railway Historical Society. 152pp.
Text is criticised for using abbreviations without expanding them, but the photographic coverage is "superb": includes Stonebridge Park power station and the original Oerlikon rolling stock
Malcolm Bobbitt. In the showroom... Rover's missed opportunities:
the Scarab and M1. 47-53
The Rover marque is normaly associated with the middle classes, but at the time of the Great Depression the firm considered entering the economy car market with an air-cooled rear-engine model and got as far as exhibiting a concept car at Henly's in Devonshire House in London Piccadilly and at the Olympiaa London Motor Show in 1931. The engineers responsible were Robert Boyle and Maurice Wilks who worked under the direction of Colonel Frank Searle. The Board would not sanction production as it was considered to be too primitive. After WW2 another economy car was developed: the M1. This had a traditionally [placed engine, but was in effect a two-seater saloon. It was developed by Harry Loker and Gordon Bashford, but failed to reach the market.
|Drawing of Scarab made by Joseph Bamford dated September 1930.||47|
|Scarab with side screens down and with disc wheels||49u|
|Scarab with side screens up and with wiire wheels||49l|
|Scarab RP 9824 in countrside||50|
|Images from sale's brochure for Rover Scarab||51|
|M1 prototype with registration plate FNX 799||53|
Vertical boiler locomotive owned Roberts & Maginiss of
Brickworks at Trevor near Ruabon.Photograph probably shows locomotive being trialed. Believed to have been supplied by Balmforth Bros. of Rodley, Leeds;also refers to another Balmforth locomotive in Rly Archive, 2002 (1), 41 middle.
South Gare Lighthouse and railway at mouth of River Tees.
The Gare training walls were built for 22 miles along the Tees using blocks of blast furnace slag. Behind the walls was placed dredged sand. A railway was constructed from Warrenby Iron Works to the lighthouse. Sail power was used to convey lifeboatmen, lighthouse and visitors to the lighthouse.
West Usk Lighthouse. 55 lower
Designed by James Walker, a Scotish architect: his first of over twenty lighthouses. Situated at mouth of River Usk near Newport (Mon.)
Roadworks on A21 between Sevenoaks and Hastings at junction with A2268 to
Hawkhurst at Flimwell in East Sussex. 56 upper
AA patrolman regulating movement on temporary narrow gauge light railway conveying spoil from excavator in 1931
Decauville 0-4-0T used in association with Oxford Northern Bypass construction
in 1931. 56 lower
Near current Wolvercote troundabout.
Brian Parsons. Coffin making in the 1930s. 57-63.
Set of photographs from 1937 showing activities of T.H. Ebbutt of Croydon. John Ebbutt was established as a carpenter in Orpington in about 1712; by the end of the eighteenth century part of the family haad moved to Croydon where John Ebbutt (born in 1788) was a master upholster. His second son, Thomas Henry Ebbutt was born in 1831: he was a carpenter, and in 1871 he described himself as an undertaker. By the 1930s Thomas Ebbutt & Sons had become a successful firm of funeral directors and were supplying coffins to other undrttakers from premises in Croydon. In 1966 the fim merged with Ashton Funeral Services of Clapham and became Ashton Ebbutt Holdings and is now part of Dignity PLC, The Author has written books on undertaking and operates a website.
|Coffin board being lifted up to workshop||57|
|Oak and elm coffin boards under cover for seasoning and drying||58u|
|Sawing the boards into planks||58l|
|Planing the boards||59|
|Securing the side panel to the coffin base||60u|
|Planing the side of a coffin||60l|
|Spray varnishing the coffin||61u|
|Lining coffin with side sheets||61l|
|Thomas Ebbutt & Sons advertisement in Ward's Croydon Directory 1937||62l|
|French polishing coffin lid||63u|
|Finished coffin despatched down slide||63l|
Where are we now? 64
Chemical works with railway connection
Number 88 (December 2015)
Steve Grudgings. Lofthouse Colliery: 1944-1948 improvements in coal
Located four miles north of Wakefield and closed in 1981. On 21 March 1973 seven miners were killed when working the Flockton Thin Coal and water from earlier flooded workings broke in. The photographs accompanying the article were taken by Pickard of Leeds for Qualter Hall of Barnsley which was one of several companies involved in mechanising underground and on the surface coal handling for the Lofthouse Colliery Company from 1944 and for the NCB after 1947. In 1928 the Low Laithes Colliery had been acquired together with the Wrenthorpe Colliery immediately to the south of Lofthouse and this increased the need for enhanced handling and the replacemeent of 23 cwt tubs running on 2ft gauge tracks with 3ft gauge tracks capable of taking 5 ton cars and locomotive haulage.
|Screens, sidings and downcast shaft in 1945 prior to reconstruction||
|Stockyard with 2ft gauge tracks and drialed 23cwt tub||
|Headgear, screens and stockyard||
|Hempstead prior to reconstruction and 23cwt tubs waiting to descend||
|Plan: Lofthouse Colliery:Take in 1946||
|Hempstead prior to reconstruction showing tipplers for 23cwt tubs and creeper||
|New concrete framed hempstead in 1946||
|Completed new hempstead (later than above)||
|Qualter Hall advertisement from Colliery Guardian 1954 Guide to the Coalfields showing Lofco mine car chain creeper||
|Qualter Hall tipplers with Lofco dust extraction flues||
|Junction E with Hunslet 100HP locomotive and 50HP locomotive on 3ft gauge track||
|Junction E pplan||
|Junction with 50HP locomotive||
|Junction with 100HP locomotive and Robert Hudson 5 ton mine cars||
John Atkinson. Lambton winter: December 1968. front cover; inside
front cover; 14-23.
Photographs taken whilst on leave from RAF Cosford with friends from the North Eastern Locomotive Preservation Group including the then Chairman W.B. Greenfield. Most locomotives were fitted with distinctive cabs from the Philadelphia works. No. 5 is a Robert Stephenson & Co. 0-6-2T supplied new to the Lambton Railway WN 3377/1909 and is extant on the North Yorkshire Railway. No. 7 was a Hunslet 0-6-0ST WN 3820/1954 scrapped at Derwenthaugh. No. 8 was a Robert Stephenson & Hawthorn 0-6-0ST WN 7691/1952 scrapped in March 1970. No. 29 is a Kitson 0-6-2T supplied new to the Lambton Railway WN 4263/1904 and is extant on the North Yorkshire Railway. No. 59 was an Austerity 0-6-0ST built at the Vulcan Foundry WN 5300/1945 sent to the Lambton Railway in 1946 and scrapped at Derwenthaugh in October 1972.
|Locomotives Nos. 5 and 29 at Philadelphia coaling stage||fc|
|Train approaching Burnmoor level crossing||ifc|
|Austeerity 0-6-0ST No. 59 setting back onto line to Lambton D Colliery||14|
|Looking up bank towards Burnmoor level crossing||15|
|Austeerity 0-6-0ST No. 59 shunting||16|
|Austeerity 0-6-0ST No. 59 rear view||16|
|Austeerity 0-6-0ST No. 59 setting off for exchange sidings||17|
|No. 8 approaching Burnmoor level crossing||17|
|Sadle tank and trainof wooden hoppers descending bank||18|
|No. 5 crossing level crossing with W.B. Greenfield's two tone Riley 6590 PG alongside||18|
|0-6-0ST No. 7 crossing level crossing with signal box behind||19|
|0-6-2T Nos. 29 and 5 near colliery||20|
|No. 5 adjacent water tanks||21|
|No. 5 taking water at Lumley Colliery||22|
|No. 5 arriving with train of empties||23|
|Clouds of smoke and steam contributing to Global Warming||23|
Neil Parkhouse. English Oilfields Ltd and their private owner wagons.
Kimmeridge clay formation in North West Norfolk attracted a dubious commercial venture to extract petroleum products from the shale and involved the construction of railway lines, pits or quarries and retorts to process the shale. The site was south of King's Lynn at Setchey or Setch. Development was influenced by WW1 and the activity of DrWilliam Forbes-Leslie, a medical doctoer and Fellow of the Geological Society who used false samples to imply that low sulphur oil was capable of being produced. This led to a rapid stockmarket rise an equally dramatic decline. Connections were possible to both the Great Eastern and Midland & Great Northern Railways: the latter from Hardwick a name which strikes terror in motorists for its delays.
|view from chimney showing sidings, work on retort construction and huts (presumably WW1 surplus) (Arthur Ransome)||24|
|English Oilfields Ltd prospectus||25|
|open cast site c1920 (Arthur Ransome)||26|
|English Oilfields Ltd open wagon No. 11 built by Railway Carriage & Wagon Co. Ltd. of Birmingham (works photograph)||26|
|Ordnance Survey 25 inch maps of area in 1928 including Clarke's Drove Siding||27|
|open cast site c1920 (Arthur Ransome)||27|
|view north from Ely to King's Lynn railway line showing open wagons being delivered into siding at Clark's Drove||28|
|Ordnance Survey 25 inch maps of area in 1928 including Clarke's Drove Siding link with LNER||28|
|open wagons ino siding at Clark's Drove||29|
|reception sidings at Clark's Drove||30|
The Institute : Archive's reviews. 31
The functions & organisation of the Midland Railway
Engineer's Department. A.E. Overton and R.F. Burrows. Midland Railway
Society, softback, 84pp.
It is believed that this is a definitive statement on how an essential part of a pre-grouping railway worked. The book is heavily illustrated with photographs, maps, diagrams, charts and documents, many of which have never previously been published. The volume does indeed appear to be a comprehensive study of the work of the Engineer's Department which not only includes the civil engineers but also the Telegraph, Signal and Estates Departments. It is extremely well illustrated, one nice feature being the portraits of all of the main characters associated with the Department, it somehow makes a difference when you can see the man behind the signature on many documents or a name in the minute books.
The size and scope of many of the construction projects, both new works and alterations to existing lines, would, I am sure, defy many today. Also the interconnection between each of the departments to ensure that all was complete on time seems to be a concept lost today in many instances yet the Midland Railway managed all of this with seeming ease and in a time when a lot of internal communication was by letter! .
Many of the illustrations, certainly of the works in progress, bear close scrutiny as often they reveal interesting aspects of the construction before the view is cluttered up by moving trains. The whole is rounded off wi th a quick look at the specialist wagons, vans and carriages used by the department. The most numerous of these being the not so humble drop side ballast wagon which was the workhorse of the department. All in all a very worthy addition to the bookcase.
The British Transport Police: an illustrated history. Richard Stacpole
Ryding. Amberley Publishing, 96 pp. paperback.
Having recently discovered that an ancestor on the Baldwin side of the family left the Metropolitan Police to join the Midland Railway as a policeman and then rose to be a detective the opening of the book wrap to discover this title inside for review filled the reviewer with great anticipation.
The sub-title of the volume however, should have given a clue. It is certainly more of an illustrated history than a comprehensive full history of policing the country's transport infrastructure. The photographs are an interesting collection but seem to have been placed in a somewhat random order with fairly sparse captioning.
All in all a bit of a shame that this was not done as a comprehensive history of a very interesting subject. A few more examples of the kind of work actually carried out by the force would have been interesting.
The Axminster & Lyme Regis Light Railway.
Peter Paye. Oakwood Press, 144 pp.
Number 160 in the Oakwood Library of Railway History deals with the building and operation of the line to Lyme Regis built under the Light Railways Act of 1896 under the engineer Arthur C. Pain. We know exactly what to expect from an Oakwood volume and this one does not disappoint. The comprehensive history is well written and the photographic selection gives a good overview from construction, through the lines active years and of its infrastructure through to closure exactly 50 years ago. Recommended.
Stanley Jenkins.. The North Bay Railway, Scarborough .32-44
The miniature railway was originally operated by Scarborough Corporation and formed part of an extensive extension of fascilities in the North Bay with the railway connecting the existing Northstead Manor Gardens with extended beach fascilities at Scalby Mills. Harry Smith was the Borough Engineer. Other impriovements included a lake with a floating arena and bandstand, a new cliff lift and golf, tennis, bowling and bathing arrangements. The gauge adopted for the railway is 20 inches, rather than the 15 inches used by the Romney Hythe & Dymchurch Railway. The locomotives were supplied by Hudswell, Clarke & Co. and were diesel-powered, but with a steam outline based on the LNER A1 Pacific type. Robert Hudson of Leeds supplied 20lbs per yard flat bottom steel rail. On 10 June 1932 there was a head-on collision when Herbert Carr, one of the drivers died: assistance was provided from the neighbouring barracks. Electric token was provided as a consequence. The line was closed during WW2 but reopened at Easter in 1945. A second accident happened on 23 August 1948 and once again the barrcaks which housed the Northern Command Physical Training School provided assistance. The locomotives had 2-cylinder Dorman diesel engines and Vickers Coates torque converters. In 1959 Dorman 3-cylinder engines and Brockhouse torque converters were fitted, but the latter was replaced by a hydraulic transmission. The coaches were of the toastrack type, but during the 1960s the timber seating was replaced by fibreglass and the same material was used to provide canopies. George Horrocks, the Borough Entertainment Manager arranged sea battles on the lake using model boates lrge enough to enclose a human operator. In 2006 the railway was leased to the North Bay Railway Company and two further Hudswell, Clarke locomotives were acquired: Poseidon similar to the Pacifics and a 4-6-4 tank engine Robin Hood. They yhae originally been built for the Golden Acre Park Railway in Leeds, then ran at the Morecambe Pleasure Beach, the Kilverstone Widlife Park in Norfolk and on the Great Woburn Railway. Extra rolling stock has also been acquired.
|No.1931 Neptune at Peasholme in 1930s||33|
|Ordnance Survey 25 inch scale map 1938||34|
|No.1931 Neptune with passengers in open cars at Peasholme in 1930s||35|
|No.1931 Neptune with passengers in open cars at Peasholme in 1930s||35|
|No.1932 Triton leaving Peasholm in later 1930s||36|
|Ordnance Survey 25 inch scale map 1938 showing trminal loop at North Bay||37|
|Train on beach section between Beach Station and Scalby Mills||38|
|Train at Peasholme station||38|
|No. 1931 Neptune on train at Peasholme station in 1950s||39|
|No. 1931 Neptune on train at Peasholme station in 1950s||39|
|No. 1931 Neptune passing boating lake and water splash in 1950s||40|
|No. 1932 Triton lpassing Northstead Manor Gardens in 2008 (Martin Loader)||41|
|No. 1933 Poseidon leaving tunnel alongside lake in 2008 (Martin Loader)||42|
|No. 1932 Triton approaching Beach station (Martin Loader)||42|
|No. 1932 Triton at disused Beach station with closed chair lift behind on 28 June 2008 (Martin Loader)||43|
|Trains worked by Poseidon and Triton passing at Beach station in 2008 (Martin Loader)||43|
|Poseidon hauling train which included tgwo enclosed carriages (Martin Loader)||43|
|No. 1932 Triton on turntable at Scalby Mills on 28 June 2008 (Martin Loader)||44|
Euan Corrie. The River Trent. 45-58
Cromwell lock, limit of the tideway, was illustrated in Archive No. 28 page 9 Moderately detailed descriptions are given of the Gainsborough steam packets illustrated which include dates of construction: in the case of Celia this was by Sir W.G. Armstrong.Mitchell & Co. in 1885 for service on the Thames
|steam launch Erminie at TTrent Lock at the entrance to the Erewash Canal||45|
|entrance to the Erewash Canal with Fellows, Morton & Clayton horseboat||46|
|Erewash Navigation public house||47|
|Beeston weir and lock||47|
|Suspension footbridge and West Bridgford Masonic Hall||48|
|looking upstream near Fiskerton||48|
|Newark Castle and Great North Road Bridge||49|
|Quibell Brothers railway tank wagon for Kerol Disinfectant||49|
|Gainsborough viewed from Beckingham with three paddle steamers at the Packet Landing||50|
|Aegir (Aegre or Trent Bore) and barges aiming to be lifted upstream and keel with square sail: see also Issue 15 page 32 et seq||50|
|Aegir and barges riding it and Watson's Shipyard in Beckingham : see also Issue 15 page 32 et seq||51|
|mills, maltings and warehouses below Gainsborough and a Hull steam packet||51|
|Trent Roller Mills at Gaisborough||52|
|Gainsborough Steam Packet Co. Celia at Morton Bight (Morton Corner)||52|
|Gainsborough United Steam Packet Co. paddle steamer Isle of Axholme at Morton Corner||53|
|Gainsborough United Steam Packet Co. Scarborough entering the bend at Morton||53|
|Morton Corner with two sloops being propelled upstram by the tide||54|
|chemical works at West Stockwith owned by Morris & Co.||55|
|railway tank wagon owned by Morris, Little & Son lettered with advertisement for sheep dip||55|
|probably Owston Ferry with wind pump, sloop next to small jetty and Harker steam keel and dumb boat converying petroleum||56|
|Burton-upon Stather in 1920s: village suffered severe damage in Nypro Flixborough disaster of 1 June 1974||57|
Commercial Corner. 58-9.
Two photographs from John Horne Collection: ANT 235: a Thornycroft Sturdy owned by Timmis & Tudor which operated Mytton Flour Mills at Mountford Bridge north-west of Shrewsbury (photographed probably in late 1930s: vehicle carried advertisements for flour and "eating bread"); Whitbread lorry carring crates of bottle beer "somewhere" during WW2 (vehicle conforms to Air Raid Precautions for lighting and painting of white lines to aid night driving, but is otherwise in Prewar condition. Covers on radiator preclude detection of maker of vehicle JDD 812. see letter from John Clegg (Issue 89 p. 41) who argues that vehicle was a Dennis Max or 5/6 tonner.
Malcolm Bobbitt. In the Showroom: Vintage Bentley and Rolls-Royce.
Main photograph (page 60) taken in Southern England in 1964: Bentley open tourer XR 6056 3 litre Blue Lable model of 1924 with Park Ward body originally saold to Major Yerburgh and owned at the time of the photograpg by G. Baughan. The Rolls Royce behind it also had a Park Ward body, in this case a formal saloon. There are also reproduction of two Park, Ward & Co. coachbuilders advertisements
Andrew Neale. A misspent youth. 63-4
Photograph of a Ruston & Hornsby diesel locomotive which used to be owned by the Author after it had been sold to him by the Colne Valley Water Co. which had bought it and another to work on a narrow gauge railway linking the former LNWR Watford to Rickmansworth branch to its Eastbury pumping station. By 1967 the railway had become redundant and the locomotive and parts of the other were purchased and eventually given the Brockham Museum Trust. The author then became involved in preserving Austin 7 cars and a Hunslet slate quarry 0-4-0ST.
Number 89 (March 2016)
Ian Pope. Northern United Colliery: In Memoriam. 2-15.
Arthur Morgan, Managing Director of Henry Crawshay & Co. was an instigato9r ofv the purchase of the Northern United gale (an area of coal granted to a Free Miner upon pplication to the Deputy Graveller in Coleford in the Forest of Dean. Miss Lisa F. Crawshay performed the ceremony. The concrete winding house was built by Hoboroughs of Gloucester. Last Board meeting of Henry Crawshay & Co. held 2 December 1947. Secondhand coal washing plant brought from Cwmtillery Colliery in 1952
|Official formal photograph taken on 25 May 1933 when the first sod was cut (1)||2|
|Gloucester Railway Carrriage & Wagon 7-plank end-door wagon supplied to Northern United Colliery in 1938||3|
|Site chosen for site of Northern United Colliery||4u|
|Headframe and winding engine house||4l|
|Invitation card and menu for cold luncheon at Speech House Hotel, Coleford||5|
|Hawkwell Colliery pit adaptd for use by Northern United||6u|
|Transformers at Northern United Colliery: at end of pole route from Lydney generating station of West Gloucestershire Power Co.||6l|
|Electric winder supplied by Metropolitan Vickers||7u|
|Headframe and winding engine house||7l|
|Headframe and screens||8|
|View from coal tip in 1948: headframe, tub route and offices||9u|
|View from coal tip in 1948: screens, GWR Churchway branch and tippler for collieery waste||9l|
|Screens 27 June 1948||10u|
|Rear of screens with creeper tub route on 11 July 1948||10l|
|View off tip with empty wagon sidings, corrugated arch sections used underground and narrow gauge line||11u|
|Rear of screens after erection of washery||11l|
|Screens with lorries collecting coal||12|
|Loaded wagons on weighbridge||13u|
|Loaded wagons on weighbridge||13l|
|Last tubs of coal coming off cage on 24 December 1965||14-15|
Footnote 1: Directorate of Henry Crawshay & Co.: Henry Crawshay seated centre; Lisa F. Crawshay grand-daughter of Henry; representatives of GWR and coal factors.
Patricia O'Driscoll. Cutty Sark. 16-23
Unless stated otherwise all photographs taken by Patricia O'Driscoll. in September 1954 with the assistance of Bill Kemp in East India Dock, London. Although Cutty Sark described as a tea clipper she seldom carried this cargo: her most profitable one was Australian wool. Bill Kemp had photographed sailing vessels in the 1930s, but was killed in a motoring accident just prior to the opening ceremony for the Cutty Sark in Greenwich. The photographic technique developed to take the interior shots of the Cutty Sark is described.
|Lawhill moored to Mark Lane Bouys in Millwall Dock in 1934 (Bill Kemp)||16|
|Cutty Sark: bows starboard side||17|
|Cutty Sark: figurehead painted blue & white||18u|
|Cutty Sark: shorrt foc'sle head with capstans||18l|
|Cutty Sark: front of main mast, bilge pumps & part of deck house||19u|
|Cutty Sark: figurehead removed Sunday 26 September 1954||19l|
|Cutty Sark: frames looking aft with keelson||20|
|Cutty Sark: aerial view from crane in rain||21u|
|Cutty Sark: mechanism for raising anchor||21l|
|Cutty Sark: being towed up river to dry dock in greenwich on 10 December 1954||22u|
|Cutty Sark: in dry-dock||22l|
|Cutty Sark: viewed from aloft||23u|
|Lawhill moored to Mark Lane Bouys in Millwall Dock in 1934 (Bill Kemp)||23l|
Paul Jackson. Radcliffe Power Station, the 'Automatic Railways' and
the electric 'crane'. 24-40.
There are also coloured illustrations inside th front cover. The Lancashire Electric Poower Co. was authorised in August 1900, but did not prosper until a further Act in 1906 enabled it to supply to local authorities and private consumers. Work on the large power station at Radcliffe began in 1905: it was situated on the River Irwell to avoid the construction of cooling towers. A chronology based on Garcke's Manual of Electricity Undertakings shows the status of the turbo alternators, boilers and generating capacity between 1905 and 1960 (when the plant closed).
|Automatic Railway and the electric crane photograph from Babcock & Wilcox Conveyors||24|
|Map from Engineering Magazine December 1922 showing area served by Lancashire Electric Power Co. and its trunk mains||25|
|Railway Clearing House map (1921) of railways serving Radcliffe||26|
|Ordnance Survey 25 inch map (1907) showinng power station at Radcliffe||27u|
|Ordnance Survey 25 inch map (1929) showing power station at Radcliffe at maximum extent with many railways||27l|
|Enlargement of part of page 24 to show electric crane||28u|
|Automatic railway showing tipping wagon from Coal and ash handling plant by John D. Troup (Chapman & Hall, 1926)||28l|
|Automatic railway (twin tracks c1922); electric locomotive and Midland Rauilway coal wagons from Conveyors||30|
|Automatic railway (twin tracks c1922); entrance to boiler house from Steam: its generation and use. Babcock & Wilcox||31|
|Enlargement of part of page 30 to show electtric locomotive||32u|
|Stothert & Pitt electric crane (from catalogue of 1900s)||32l|
|Electric locomotive in 1957 (P. Eckersley)||33u|
|Electric locomotive in 1957 (P. Eckersley)||33l|
|Barnsley Main Colliery on wagon tippler with automatic railway beneath from Conveyors||34|
|Wagon tippler mechanism diagram from Conveyors||35|
|Radcliffe Power Station in 1924 across River Irwell from British and Colonial Review in 1924||36u|
|Radcliffe Power Station in early 1930s: aerial view||36l|
|Radcliffe Power Station: turbine hall from British and Colonial Review||37u|
|Radcliffe Power Station: close up of turbo generator from British and Colonial Review||37l|
|Radcliffe Power Station: section and plan including water abstraction from Irwell, etc from British and Colonial Review||38|
|Radcliffe Power Station: sections of boiler plant from British and Colonial Review||39|
|Radcliffe Power Station: boiler house section of boilers, chain grates, etc from Steam: its generation and use. Babcock & Wilcox||40|
Inbye: Archive's letters page. 41
Commercial corner. John
Whitbread vehicle was a Dennis Max or 5/6 tonner; also details of composition of Whitbread fleet at that time
Traction engine locomotives. Bill
Claims that boiler for Rattlesnake was not constructed by Clayton & Shuttleworth, but was manufactured by Boulton and refers to specific pages in Chronicles of Boulton's Sidings and to Ronald H. Clark's Steam engine builders of Lincolnshire Also deprecates use of "cylinder block" in connection with locomotives, arguing that is automotive terminology. Aveling & Porter used cylinder body.
Malcolm Bobbitt. In the Showroom: Burney Streamline.
Charles Dennistoun Burney: born in Bermuda on 28 December 1888. Received a Naval education (he was the son of an Admiral) and served at sea, but was mainly famed as a prolific inventor especially during WW1 and WW2. During the former he invented the paravane which cut the moorings of submerged mines. He worked as a consultant to Vickers on the design of airships, including tthe R-100. He was also interested in streamlining and developed his own design of streamlined car. The initial model had bodywork based on airship fabric, but more traditional materials were used subsequently. It was an extremely expensive vehicle and production at the Cordwallis Works in Maidenhead seems to have been limited to about 13 vehicles. The Prince of Wales acquired one, but does not appear to have enjoyed using it. It was rear-engined and was claimed to be quiet, but difficult to steer. Burney who was tall probably enjoyed the ease of entry. The chassis was based on an Alvis product, but a larger engine had to be fitted. Crossley acquired the right to manufacture and six or seven cars were built at Gorton in Manchester. One vehicle is preserved at the National Motor Museum.
|Burney Streamline outside Burney's home in Carlton Terrace||42/front cover|
|L.C. Rawlence & Co. brochure showing two Streamline Cars||
|RX 7014 with dummy vee-shape bonnet viewed from front||
|RX 7014 with re4ar-mounted Beverley-Barnes straight eight engine||
|Crossley Streamline with cover lifted to show rear-mounted engine||
The last photograph shows Kitty Brunel holding the cover to enable her father Bill Brunel to phoptograph the engine.
The Institute: Archive's reviews. 49
The history & industrial archaeology of the steam engines of the
Coalpit Heath Colliery Company. Steve Grudgings. South Gloucestershire
Mines Research Group. 152pp.
"excellent reference work"
Shoe Mill, Baxenden. 49
Derelict mill with signal box on Accrington to Blackburn railway behind. Had been a rubber factory owned by W. & B. Bradley until about 1880.
Andrew Neale. From Purfleet to Grays. 50-9.
Visits to industrial railways between Purfleet and Grays began in June 1963 and lasted until steam ceased to be used
|Marfleet: Hunslet 0-6-0ST WN 550/1892 Tunnel Cement Works||50|
|Andrew Barclay fireless locomotive built for Gretna munitions factories WN 1493/1916 Van Den Bergh & Jurgens 23 October 1951 (M.J. Lee)||51|
|Atkinson-Walker vertical boiler geared 0-6-0 Goliath on 16 November 1947 at Alpha Cement Ltd., Metropolitan Works||52u|
|Henry Hughes 0-6-0ST c1868 destined for scrap on 23 October 1948 formerly operated at Northfleet Coal Wharf and Thurrock Chalk & Whiting||52l|
|Swanscombe: Andrew Barclay 0-4-0ST WN 699/1891 at Thurrock Chalk on 7 August 1950||53u|
|Comet: Bagnall 0-4-0ST WN 2879/1948 hauling coal slack on 25 June 1965 (Andrew Neale)||53l|
|Tunnel Portland Cement Works engine shed with four Peckett saddle tanks on 25 June 1965 (Andrew Neale)||54u|
|Ruston Hornsby 88 H.P. diesel shunter No. 1 WN R 192325/1938 at Tunnel Portland Cement Works, Thurrock on 25 June 1965 (Andrew Neale)||54l|
|Ruston Hornsby 200 DE class diesel shunter No. 2 WN R 421716/1957 at Tunnel Portland Cement Works, Thurrock on 25 June 1965 (Andrew Neale)||55u|
|Thor: Andrew Barclay 0-4-0ST WN 1391/1915 with train of chalk at Tunnel Portland Cement Works, Thurrock in 1950s||55l|
|Tunnel: Peckett 0-4-0ST of 1914 alongside rotary kiln at Tunnel Portland Cement Works on 26 June 1965 (Andrew Neale)||56|
|Stanley: Peckett 0-4-0ST WN 1314/1913 at Wouldham Cement Works, Grays on 29 December 1951 (John H. Meredith)||57|
|Hybrid 0-4-0ST at Purfleet Deep Wharf in April 1953 (Frank Jones) *||58u|
|Vans for internal use at Purfleet Deep Wharf on 25 March 1961 (John Hill)||58l|
|Caption clearly incorrect: Peckett 0-6-0ST||59u|
|MSC pattern wagon owned Thames Land Co. c1951 (W.J. Fletcher)||59l|
* Based on frames and cylinders of Hudswell Clarke WN 823/1908 Walton Park whichb worked on Weston, Clevedon & Portishead Light Railway and East Kent Railway with saddle tank and boiler from Thornewill & Warham 0-4-0ST rebuilt by Hunslet in 1898
Commercial corner: all John Horne Collection. 60-1.
All AEC (Associated Equipment Company) lorries (trucks)
|Flatbed owned by E. Marsden Ltd of Padiham||60u|
|Monarch owned R. Webb & Sons of Keinton Mandeville (Registration BYC 246)||60l|
|Three axle tank lorry owned Premier Oil Extraction Mills Ltd., Hull||61u|
|Four axle dropside owned J. Jones of Plas Isa Garage, Penmachno||61l|
Paul Gittins. Old Leeds Locomotives: miscellaneous locomotives
and a follow-up. 62-4
See also No. 85 page 2 et seq
|Monk Bridge Ironworks No. 5 (Kitson WN 5041/1913): outside cylinder 0-4-0WT (2)||62|
|H. Arnold & Son 0-4-0ST (Hunslet Engine Co. WN. 287/1883) (3)||63|
|John Butler & Co. 0-4-0ST (Kitson WN 5037/1913) (4)||64u|
|0-4-0ST Hudswell Clarke at Leeds Forge??||64l|
2. Locomotive sold to Barrow Haematite or Barrow Steelworks in 1951
3. Delivered to Cardigan Ironstone Co., Northamptonshire as Vigilant on 2 November 1883: then several owners including Harold Arnold where it acquired name Trym whilst on Portway Road contract. Now being preserved at Rocks by Rail in Derbyshire: oldest extant Hunslet
4. Bridege and steam crane builders: sold to George Cohen Maxhinery in 1930: scrapped 1965
Number 90 (June 2016)
Allan C. Baker and Mike G. Fell. Trentham Gardens Miniature
Trentham Gardens originated as one of the many domains owned by the Dukes of Sutherland, but by the early twentieth century had become a tourist attraction complete with its own branch line: see Railway Archive Nos. 49 and 50 for the rise and fall of this venture: in the latter the Miniature Railway is described. A fuller description is given herein, especially on the locomotives and rolling stock. The gauge of the railway was 20 inches and the steam-outline petrol electric locomotives were supplied by Baguley (Engineers) Ltd of Burton-on-Trent. The first had been intended for Pat Collins, a showman of Bloxwich and would have been May Queen, but the recession caused Baguley to fail in August 1931. A new company E.E. Baguley was formed to take over some of the business and whyen Trantham Gardens Ltd placed an order for its first locomotive in February 1934 this became Brora.
|Spring Valley c1900||2|
|Valentine's multi-view postcard c1950||3|
|Brora and train (Valentine's postcard c1950)||4u|
|Dunrobin and rollloing stock in highly posed crowd scene||4l|
|Dunrobin on 19 May 1973 (S.A. Leleux)||5|
|Golspie on 19 May 1973 (S.A. Leleux)||6|
|Brora, Dunrobin and Golspie on 19 May 1973 (S.A. Leleux)||7|
|Brora outside engine shed on 3 April 1975 (Brian Webb)||8u|
|Golspie inside engine shed on 3 April 1975 (Brian Webb)||8l|
|Passengers joining train alongside lake (probably early 1930s)||9u|
|Golspie leaving main station at Trentham on 24 June 1971 (S.A. Leleux)||9l|
Kenneth Gasmier The secret life of the Riley Nine: including the debt
to Dorman. 10-29
L.T.C. Rolt (Horseless carriage) considered the vehicle to be a landmark in automobile history. The challenge of designing a small car in the 1920s
|KV 7412 viewed from above through sunshine roof||10|
|Riley Nine engine sectioned drawing (Autocar)||11|
|Percy Riley's voiturette 1896-8||12ul|
|William Riley portrait||12ur|
|Percy Riley portrait||12l|
|Stanley Riley portrait||13ul|
|Riley Monaco 1927 side view||13m|
|Riley Monaco 1927 rear view||13l|
|Victor Riley portrait||14ul|
|Allan Riley portrait||14ur|
|Layout comparison: Wolseley pre-WW2||14|
|Layout comparison: Morris pre-WW2||14|
|Layout comparison: ffront wheel drive Adler Triumpf||14|
|Allottees Nero Engine Co. Ltd.||15|
|Stanley Riley agreement to accept shres for design work||16|
|Riley/Nero prototype 10 hp||17u|
|Pipe Grand Prix engine 1904||18u|
|Benz Prinz Heinrich 1910||18m|
|Merosi's A.L.F.A. 40/60 1913-22||18l|
|Dorman 4KNO side & end elevations||19u|
|Dorman's old-style valve train compared with Percy's Alcyon solution||19m|
|Motorcycle type rockers||19l|
|Dorman 4KNO No. 19650 in Airedale car (2 views)||20|
|W.H. Dorman & Co. Ltd light lorry||21|
|Cunard Motor Carriage Co. Ltd adverisement||21|
|Dorman 4KNO No. 9467 acquired by Riley||22|
|Riley Nine engine end elevation||23ul|
|4KNO head & rocker tray||23ur|
|Percy's twin rocker boxes||23m|
|4KNO & Riley Nine crankshafts||24|
|Prototype Riley Monaco||25|
|Riley Nine Monaco interior layout||26u|
|Riley Nine Tourer||26l|
|Geoffrey Smith (Managing Edittor The Autocar) taking delivery of Monaco from S. Gordon Marshall, Sales Manager||27|
|Riley Nine Monaco 1933 sectionalized diagram||28|
Andrew Neale. Sentinel stronghold. 31-9.
Tottenham & Edmonton Gas Light & Coke Co. was established in 1847. Originally the coal came by sea from County Durham to Blackwall Wharfb and thence by rail to the works alongside the main line to Cambridge. Supplies of coal were eventually received from Yorkshire conveyed all the way by rail, but some still came in by sea from Durham.
|Tottenham Gas Works; E. Foster & Co. coal wagons and rotary tippler||30|
|Peckett WN 800/1899 0-4-0ST Arab||31|
|Tottenham Gas Works with No. 3 with rake of wagons leaving tippler||32u|
|Falcon WN 207 still with Tottenham No. 3 on it, but at Slough Gas Works in 1937||32l|
|Petrol electric locomotive assembled at Tottenham Gas Works at Lea Side Chemical Works||33|
|Sentinel No. 5||34|
|Ruston, Proctor 0-4-0ST at ICI Silvertown Works c1932||35u|
|Sentinel No.6 being created from above||35l|
|Sentinel No. 6 carrying Eastern Gas Board liovery||36u|
|Sentinel No. 7 without number||36l|
|Atkinson-Walker geared locomotive at Lea Side Chemical Works on 3 May 1947||37|
|Sentinel No. 11||38|
|Sentinel coke burning: Sentinel advertisement||39|
An unknown timber yard. 40
Two photographs taken by Ernest A. Beckett of Loghton, so probably River Lea or Barking Creek
Bell Hagg. 41
Bell Hagg Inn on A57 above Rivelin Valley on Sheffield to Manchester road with Ernest Andrews & Sons ganister quarry: J.W. Mottershaw photograph. See also letter from John Hunter (page 49) who gives further information on the nature of ganister, its geological significance, and uses (mainly in road building), See also letter from Derek Bayliss (Issue 93 page 11) who disposes of the ganister in favour of building stone
Pulham's Commer B3. 42-3.
Four views (2 interior and 2 exterior) of Gloucester Railway Carriage & Wagon Co. 26-seat bus/coach body on Commer chassis in 1935 purchasedPulham & Sons of Naunton in the Cotswolds.
Malcolm Bobbitt. In the Showroom... 6hp Daimler; the Thousand Mile Trial and a Lake District incident. 44-8
|Grosvenor Place, Hyde Park Corner with 6hp Daimler with Henry Edmunds in passenger seat and his chauffeur Goody at controls||44|
|Map of Thousand Mile Trial||46|
|6hp Daimler near Grasmere with chauffeur Goody attempting to extricate it from wall||48|
The Institute: Archive's reviews. 49
The world of William Brown, railways-steam engines-coalmines. Les
Turnbull. North of England Institute of Mining & Mechanical Engineers.
124 pp. with maps in colour
SG declared a strong bias before commencing this review as he had seen an early draft as well as contributing a couple of minor items.
William Brown (1717-1782) of Throckley near Newcastle was a temporary of, and possibly related to, the famous 'Capability' Brown and Turnbull declares at the outset of this excellent book his purpose to ensure that Brown receives the recognition due to him. Brown was the leading 'viewer' of the Great Northern Coalfield at a pivotal time (1750 ·1780) in its development and Les makes a well-argued case for the significance of his contributions to the areas colliery engineering and infrastructure. We are also reminded that Brown worked closely with men such as Abraham Darby, James Brinddley and John Smeaton, who unlike Brown, are widely recognised for their contributions to the industrial revolution.
Browns key contribution was to 'win' the deeper and wetter pits of the Tyne Basin and enable access to the valuable coals therein, ensuring the continuing growth of its output and prosperity. The author has set out separate chapters to Browns work as Engine Builder (one of the reviewer's particular areas of interest), Colliery Viewer and Wagonway expert and makes it clear that it was the combination of these elements that made Brown so successful.
He found the chapter on viewers and how they attained their positions particularly insightful and the descriptions therein will I suspect be of interest for all students of coal mining, Similarly the description of wagonway planning and construction was of a greater depth and clarity than he had seen elsewhere.
On the subject of Atmospheric Engine, Les has very usefully and with considerable rigour set out the details of all known engines installed in the coalfield up to the time of Browns death in 1782. In this endeavour he has carefully corrected the inaccuracies in M. Dunn's History of the viewers' engines published in  on which later researchers such as Mott, Raistrick, Allen and others based subsequent accounts. Using primary source material, much of which is held in the NEIMME, the author has drawn together a wide range of archival data to identify where engines were built, when and by whom and most usefully also covers their moves and reconstruction. This list includes most significantly an image of what appears to be the first instance of winding by such engines at Lane Pit, Longbenton in 1749! Combining his local knowledge with a wide range of archival material including some finely drawn maps Les sets out the known details for fifty-four engines from 'Browns List', thirty-nine of which were installed in the North East.
The quality of the images is good and the text is well structured and Les has carefully placed Brown's endeavours in the regional and industrial context of the period. So in case you are left in any doubt, this book is highly recommended.
Waterways Journal Volume 18. The Boat Museum Society National
Waterways Museum Shop.72 pp.
It is always a pleasure to review these well-produced journals as each one is sure to contain at least one article of interest to the reviewer this one is no exception. The articles contained within cover the Construction & Engineering Staff on the L&LC; Amaryllis and the Rise of Pleasure Boating on Britain's Canals; The British Ambulance Flotillas of the Great War; Commercial Steam on Inland Waterways; and Kingsholm & Ilesha - a correction.
It was the piece on the ambulance flotillas that caught the eye this time. The Ambulance Trains of the First World War are well recorded but the fact that barges were converted to treat and transport casualties on the canal and river systems in Northern France was a concept completely unknown. Thus is was a pleasure to read the article which, like the others within the journal's pages, has also been well illustrated. As always, well recommended.
Thomas Telford through time. John Christopher Amberley
This is neither a comprehensive history nor a biography of Thomas Telford but a useful introduction to his work. The book mainly consists of images of Telford's various contracts both from old illustrations engravings, paintings and early postcards and contrasted with contemporary images of the surviving structures. In some instances only modern images are used.
The volume therefore acts as a gazetteer of Telford's principal works and also shows the breatdth of his work but does not satisfy the needs of anybody wanting detailed information on the various structures, buildings or canals. Whether the volume is worth its cover price has to be open to debate.
Steve Grudgings. Qualter Hall's underground steered
Qualter Hall is (note unusual use of present tense) Barnsley based engineering company which supplies many industries including mining. In the late 1950s it developed steered vehicles with pneumatic tyres for use underground mainly with flameproof battery electric power. One early vehicle employed diesel electric power: only the first illustration shows the diesel electric version. The photographs come from a Qualter Hall album: thus following table merely notes location, photographer and date. See also lengthy contribution from David Cross, Librarian, National Coal Mining Museum for England on pp. 49-51 in Issue 91 (with diagram)
|Dragonby Mine Scunthorpe 5 January 1959. Pickard of Leeds||50|
|Production version of shuttle car Barnsley Works. Pickard of Leeds (2 views)||51|
|Production version of shuttle car Barnsley Works. Pickard of Leeds (2 views: end of vehicle)||52|
|Shuttle car as above in service at mine. Sunstream Photo Services of Dewsbury (2 views)||53|
|Shuttle car at face conveyor loading point in an iron mine. Photowork of Brighouse||54|
|Shuttle car at Easton Iron Mine in Lincolnshire. Warwick Savage Studios of Burslem (4 views)||55-6|
|Prototype battery electric shuttle car for Lynemouth Colliery (2 views)||57|
|Prototype battery electric shuttle car at work underground in Lynemouth Colliery in August 1966 (2 views)||58|
|Diesel hydraulic supplies vehicle probably intended for underground work. Farrow of Huddersfield (3 views)||59|
Ian Pope. East Slade Colliery. 60-4.
Forest of Dean coal field
|Headframe over downcast shaft||60|
|1878 Ordnance Survey 25 inch map showing pithead area and tramway||61|
|Pithead buildfings and headframe||62|
|Railway sidings and screening plant: Ordnance Survey 25 inch map||63|
|Winding drums for endless rope haulage down to The Wooden House||64|
Motor Rail Ltd. Alan M. Keef. [advertisement]. rear cover
152 pp published by Black Dwarf, Lightmoor
Number 91 (September 2016)
Steve Grudgings. A Butterley miscellany: Part One. 2-21
The Butterley Company was founded in 1790 by Williamn Jessop and Benjamin Outram at Ripley in Derbyshire. The article is based upon a collection of photographs acquired at an auction and probably formerly assembled by G.W. Goodall of Church Gresley. KPJ: has a real sense of déjà vu about this collection as the Hurst Nelson Collection acquired by the Motherwell & Wishaw Libraries in the late 1950s was catalogued by him and to his astonishment this Stone Age Index still exists in the local Heritage Centre (a sort of early Steamindex). This contained many captionless pictures of vague bits and pieces as well as the far more obvious tram cars and railway rolling stock. This collection also suffers from vague captions and the author hopes that further information will flow in. KPJ also hopes that the intrusion of the observer will not lead to some poor soul expecting to find a Butterly tramcar
|View of Butterley Works from above, 1908||2|
|View of Butterley Works 1800||3u|
|The Butterley Co. Ltd catalogue cover 1908||3l|
|The Butterley Co. Ltd catalogue 1908 contents listing||4u|
|Ordnance Survey map 1900||4l|
|Butterley Co. sketch map of collieries from 1930s||5u|
|Butterley Iron Works stamp||5l|
|Butterley Iron Works from railway yard with Cannon Street bridge girders||6u|
|Site gates onto Derby to Chesterfield road||6l|
|Casting, dumb buffered wagons and cast iron flooring: see letter Issue 93 page 11 from Mike Wild: half a gas valve body (Westwood & Wright type?)||7|
|Iron roof being assembled with Jack Copeland, Harold Wishey and Whitehead (last Manager Boiler Yard)||8|
|Margate Station roof under construction||9u|
|Railway bridge during construction||9l|
|Craven Bros steam railway crane erecting bridge probably on Great Central Railway||10u|
|Cast iron drainage pipes: see letter Issue 93 page 11 from Mike Wild: syphon pots to collect liquid in gas pipes||10l|
|Page from Foundry Department's listing of socket and spigot dimensions||11|
|Shell making press from WW1||12|
|High pressure cylinder under hydraulic test with Jack Copeland||13u|
|Foundation plate with Arthur Horton, Albert Fletchar and Jack Copeland||13l|
|Finished foundation plate||14u|
|Massive casting in engine factory||14l|
|Massive cylindrical casting in engine factory||15u|
|Four part fabrication slung on overhead travelling crane||15l|
|Large casting chained to railway wagon: see letter Issue 93 page 11 from Mike Wild: pipe casting used in bridge crossing where space limited||16u|
|Set of castings being trial assembled||16l|
|Large casting on sling||17u|
|Three cylindrical castings alongside 12 foot ruler||17l|
|New Foundry WW1||18u|
|Wooden pattern loaded on a crude railway wagon outside old foundry||18l|
|Buoy in Boiler Yard||19u|
|Two buoys in Boiler Yard||19l|
|Large spur wheel pre-WW1||20|
|Setting out table in Engine Factory||21u|
|Bottom end with large face plate lathe||21l|
Mike Fell. The Bennett Steamship Company of Goole.
John Bennett was born at Adlingfleet in Lincolnshire on 17 March 1836; the son of a farmer. On 17 May 1854 he married Sarah Ann Sykes in Crowle and they lived in Goole and started a family. He also sired another family in Doncaster with Mary Ann Sykes, although the children were born outside the town to allay suspicions. Bennett became a shop owner and also managed a coal merchant's business. He then became a ship owner based at Goole partly to assist with the import of vegetables and flowers. In 1875 the Bennett Line was formed which in 1890 became the Bennett Steamship Co. Ltd. Bennett lived in Grove House in Old Goole and an area of Goole is known as Bennett's Town. John Bennett died on 4 September 1923. His son John Bentley Bennett died on 2 December 1944. The company was liquidated following WW2. Tabulates Bennett's ships and their builders, tonnages and building date with notes on former/subsequent owners and fates: Collettis; Hydra; Plover; India; China; Malta; Volta; Burma; Corea; Syria; Sparta; Mopsa; Africa and Silverthorn. See also Issue 94 page 15 for adventures of SS Syria and her master Captain Depledge.
|Goole Docks plan in 1926 (from brochure to celebrate Centenary of Town & Port of Goole||22|
|John Bennett portrait from engraving on front cover of The Syren and Shipping for 27 September 1899||23|
|Railway Dock, Goole with Bennett's Africa and L&YR Irwell and tender West Riding||24|
|SS Mopsa on passage from Goole to Boulogne with four Kirtley 0-6-0 goods engines for Italian State Railways||25|
|SS Africa being loaded by Armstrong Mitchell hydraulic crane with Kirtley 0-6-0 goods locomotives No. 682 (Vulcan Foundry WN 603/1870)||26u|
|Bennett advertisement in brochure to celebrate Centenary of Town & Port of Goole shows Bennett and another view of above||26l|
|SS Corea leaving Boulogne for London (French postcard)||27|
|Bennett advertising postcard showing SS Corea||28u|
|John Bentley Bennett, Managing Director (portrait)||28l|
|Bennett Line vessel in Goole Dock c1935||30|
|Former Metropolitan Railway coaches being loaded via Armstrong Mitchell hydraulic crane onto SS Africa en route for Boulogne||31|
Andrew Neale. Cannock Chase Colliery steam. 32-43
The National Coal Board inherited four Beyer, Peacock 0-4-2STs, the first being built in 1856 and named McLean after John McLean, the engineer and co-partner of the Cannock Chase Colliery Company.
|Two Beyer, Peacock 0-4-2STs inside engine shed at Rawnsley ion 1930s||32|
|Beyer, Peacock 0-4-2ST WN 28/1856 McLean on 7 April 1950||33|
|0-4-2ST Foggo built at Rawnsley Workshops in 1946||34u|
|Beyer, Peacock 0-4-2ST WN 462/1864 Chawner||34l|
|Manning Wardle 0-6-0ST WN 244/1867 possibly at Jerome Colliery||35u|
|Lilleshall 0-6-0ST Marquis||35l|
|Peckett 0-6-0ST WN 786/1899 Progress ex-Swansea Harbour Trust||36|
|Stafford Hudswell, Clark 0-6-0T WN 319/1889 ex Cannock Chase Military Railway||37u|
|Stafford Hudswell, Clark 0-6-0T WN 319/1889 at Hednesford on 11 October 1952||37l|
|No. 9 Cannock Wood (ex-Southern Railway Stroudley E1 class No. 110) in 1957||38u|
|No. 9 Cannock Wood on miners' paddy train||38l|
|No. 9 Cannock Wood with train carrying tubs||39u|
|Bagnall outside-cylinder 0-6-0ST Topham (WN 2193/1922) at West Cannock on 22 April 1958||39l|
|Hunslet outside-cylinder 0-6-0ST Nuttall (WN 1685/1931) ex-Edward Nuttall & John Mowlem King George V Dock at Southampton||40u|
|No. 8 Harrison outside-cylinder 0-6-0T built by Yorkshire Engine Co. WN 185/1872 as 2-4-0T Hope1||40l|
|No. 7 Birch outside-cylinder 2-4-0T built at Rawnsley in 1888||41u|
|No. 5 Beaudesert outside cylinder 0-6-0ST supplied by Fox Walker to Cannock Wood Colliery in 1875 photographed in 1930s||41l|
|Harbury Peckett 0-6-0ST WN 567/1894 with members of party (possibly wedding) alongside c1895||42u|
|Harbury Peckett 0-6-0ST WN 567/1894 with parts from WN 618/1895 incorporated following overhaul at Cannock Central Workshops in 1963||42l|
|No. 7 Wimblebury Hunslet 0-6-0ST WN 3839/1856||43|
Footnote 1: 2-4-0T Hope for Potteries, Shrewsbury & North Wales Rly; sold by auction in 1888 to East & West Junction Rly and sold to Cannock & Rugeley Colliery Co. in 1905 which rebuilt it as 0-6-0T in 1916
Malcolm Bobbitt. In the showroom... Lagonda's origins and cars of
the late 1930s. 44-8.
Wilbur Gunn, an American who was born in Troy, Ohio, came to England and started to manufacture compound steam engines for Thames launches in the garden of his house in Staines under the name Lagonda Engineering Company. He moved on to manufacture motorcycles; then light motorcars. Lagonda was registered as a trademark by Gunn in 1902 and the firm became the Lagonda Motor Company in 1904. Gunn considered that entry into competitions raised the profile of his products and his cars competed at Brooklands and in the Russian 2000 mile trials. Gunn died on 27 September 1920. In 1935 the firm fell into receivership, but was rescued by a Lincoln's Inn solicitor Alan Good and the merchant banker Dawnay Day and they attracted W.O. Bentley to join the company and ensured that Frank Feeley, the brilliant designer remained. Stuart Tresillian was the designer of vee V12 4480cc engine. Exhibiting at the 1935 London Motor Show was a vital target.
Lagonda forecar tricar of 1905: LC 5551
FPC 722 Lagonda LG 45 De Ville
Publicity material for 6- and 12-cylinder models
Publicity material for 6- and 12-cylinder models
Lagonda V12 with Francis Curzon, Fifth Earl Howe
Bell Hagg Quarry. John
Was where Cross (current} bedding was first iodentified in sandstones by H.C. Sorby and transparent slices were obtained for microscopy. The quarry worked a thick layer of millstone grit called Rivelin Grit. Doubts whether ganister was main product, but rather ashlar, kerb stones, cobbles and setts used in road and yard construction
Qualter Hall. David Cross.
The VS67L battery electric and VS67Q diesel electric underground steered vehicles were intially designed for naked light non-coal mines. Lists other manufacturers of steerable shuttle cars. One of the problems was that roadway junctions in coal mines had to be wide enough to accommodate cornering and required steel beam supports if the roof was soft.
The Institute : Archive's reviews. 51
The Royal Arsenal railways: the rise and fall of a military
network. Mark Smithers. Pen & Sword. 214pp. Reviewed by Ian Pope.
".... a very useful reference resource", but critical of map reproduction.
Mark Chalmers. Whatman Springfield Paper Mill, Maidstone.
James Whatman was born into a family of tanners in 1702, but entered the paper-making business in 1739 using rags brought down from London by barge. The rags were beaten in water until they became a pulp. The pulp was then poured into vats ready for the mould (a rectangular frame with wire mesh stretched over it) and the deckle. The vatman dips the mould and deckle into the pulp and gently shakes it until it becomes firm and the coucher inverts the frame onto a thin sheet of moist felt. Finally the thin layer of fibres is pressed and dried to create a sheet of paper. In 1755 in response to James Baskerville wanting a fine paper to show off his serif typeface Whatman developed what came to be known as wove paper.
Aerial view of Springfield Paper Mill in 1930s
The Salle where paper was inspected and packed c1900
Diagram of Boulton & Watt 36hp beam engine
Beam from former Boulton & Watt beam engine
Rag-picking at Springfield Paper Mill in 1907 (2 view3s)
Beater house with James Bertrams & Sons machines (2 views)
Vat men and couchers; also Maurice, Charles and Francis Balston
William Quinton holding paper mould
Double elephant-size papeer moulds being lifted from vat
Label from quire of Whatman hand made drawing paper
Paper sorting and ispection in Salle in 1906
Ten Vat Room c1900
Gloucester cylinder mould machine for Antiquarian size paper
Edinburgh Fourdrinier machine built by Bertrams in 1955/6
Edinburgh machine: press section and calender
Cornwall machine designed for research & development (2 views)
Hunt & Moscrop hydraulic calender
Kent machine: cylinder mould machine built in 1995
York machine: Fourdrinier machine supplied by James Bertrams & Sons in late 1950s (colour)
Box of Whatman No. 1 filter paper c1920s
Whatman Artists' Watercolour Paper Block
Number 92 (December 2016)
Euan Corrie. Waterways of the Shropshire Union Railways
& Canal Co. 2-17
See also feature on Ellesmere Port in Archive 65
|Lighthouse, attributed to Thomas Telford, at entrance to Ellesmere Port||
|Ellesmere Port with narrow boats and SS Clarrie also reproduced in Issue 65 page 9||
|Ellesmere Port: Ordnance Survey 1896 25 inch plan showing Manchester Ship Canal||
|Ellesmere Port: mill arm with narrow boats||
|Ellesmere Port: Canal Tavern, steam flat and narrow boats (much remains as part of National Waterways Museum; else under M531)||
|Ellesmere Port: Ordnance Survey 1939 25 inch plan showing bridge names near Canal Tavern||
|Ellesmere Port: Wolverhampton Corrugated Iron Co. advertisement card for Mersey Ironworks||
|Ellesmere Port: Ordnance Survey 1939 25 inch plan showing Mersey Ironworks||
|Chester: Dee Basin and Ellesmere Canal Ordnance Survey map no date||
|Marupiara steam launch built at Queensferry for export to South America via the Mersey but still in Chester||
|Shropshire Union Railways & Canal Co's Endeavour at top of Northgate Staircase Locks, Chester||
|Same view as above, but anotherr boat and note on bridge and creation of cutting||10|
|Chester Lead Shot Tower currently at risk from ruthless property developer||11|
|Ordnance Survey 1935 25 inch plan showing Chester Lead Works||11|
|View from Christleton Bridge of Chester Canal with empty timber flat c1914||12|
|Ordnance Survey 1911 25 inch plan of Christleton Bridge||13|
|Quarry Bridge and winding hole at Christleton||13|
|Egg Bridge near Waverton with winding hole and note on telephone poles for Birmingham to Liverpool trunk telecommunications lines||14|
|Ordnance Survey 1911 25 inch plan of Waverton||14|
|Scouts bathing near Beeston Brook with Prince of Wales 4-6-0 with two passenger vehicles and Cauliflower 0-6-0 on freight train on railway||15|
|Ordnance Survey 1911 25 inch plan of Beeston Brook||15|
|Scouts bathing with narrowboat passing||16|
|Chester Canal terminnus at Basin End||16|
|Ordnance Survey 1911 25 inch plan of Basin End||17|
|Cottage at Basin End||17|
The Institute: Archive's reviews 18
Great North of Scotland Railway road services: railway buses in North
East Scotland 1854-1930. Mike Mitchell. Great North of Scotland Railway
Association. 128pp. reviewed by Neil Parkhouse.
Thoroughly recommended and benefits greatly from being produced in colour at very modest cost
Squire, the man, the cars, the heritage. Jonathan Wood. 436pp.
reviewed by Malcolm Bobbitt
Expensive (£100) but authoritive and only available via website
Mike Fell. Captain Edward Peter Atkinson of Goole. 20-6
Edward Peter Atkinson was born in Castleford on 1 December 1841: his father William Atkinson, born in Knotingley on 17 February 1805 capatained a billy boy.
|Edward Peter Atkinson's Mate's Certificate||20|
|Captain Edward Peter Atkinson Master's Certificate||20|
|Captain Edward Peter Atkinson portrait||21|
|SS Yokefleet leaving Goole||23|
|SS Faxfleet entering the Ouse at Goole||23|
|Aire & Calder Navigation brochure with drawing showing floating compartment boat hoist loading SS Faxfleet with coal||24|
|SS Broomfleet leaving Goole||26|
An appendix lists vessels owned by Ouse and Ebor Steamship companies: Ralph Creyke; Rose; Yokefleet; Swynfleet; Faxfleet; Rosefleet; Sunfleet; Whitfleet; Mayfleet; Saltfleet and Brookfleet.
Location unidentified viaduct with six wrought iron girder spans with stone piers. 27
Supplied with railway construction photographs of Taunton to Barnstaple railway obtained from South Molton Museum from a small collection assembled by Harry Greenfield Duguid, but taken by John Blizard of Taunton (but this one was probably not taken by him). Duguid was a Civil Engineer. Contractors wagons on top of girders
Country railway station with motor vehicles assembling for an event. 28
1920s motor rally at railway station with sidings still in use including van in cattle loading dock. Hazelwood on Wirksworth branch: see Colin Blackshaw (Issue 93 page 11) and Harold Sprenger The Wirksworth branch (Oakwood Press) and J. Richard Morton and Malcolm Bobbitt who suggests motorcycle event and nature of vehicles in view.
Upper Cam Mill. 28-9
See also Issue 84 page 32. On page 29 there is a photograph of the flour mill with a railway wagon of ccal being delivered via a wagon turntable off a siding on the steeply grade d Midland Railway branch line into Bennett's Mill, an alternate name for Upper Cam Mill. This wagon belonged to Richard Weedon of Lydney and had been built by the Gloucester Wagon Co. There is a 1903 Ordnance Survey plann showing the corn mill and its wagon turnatble. An inset photograph depicts John Bennett & Co. Ltd Cam & Huntingford Flour Mills No. 2 purchased from the Gloucester Railway Carriage & Wagon Co. in 1903.
Steve Grudgings. A Butterley miscellany: Part Two. 30-8
Products for the mining industry (mainly coal) including the Company's own mines.
|Engraving from Engineering of 1874 84-inch Cornish engine with beam formed from wrought iron plates||30|
|Colliery sheave with fabricated spokes||31|
|Hartshay Colliery coal sorting plant under construction (2 views)||32|
|Mapperley Colliery roof over banking machinery (1908 catalogue)||33|
|Butterley kibble (sinking bucket)||34|
|Connecting rods and beams for 6ft stroke by 12in diameter treble ram pump for Trewheela China Clay Ltd||34|
|100HP endless rope haulage gear for Denby Hall Colliery (2 views)||35|
|Tubbing: prefabricate iron circles for insertion into mine shafts (2 views)||36|
|Fabricated twin deck colliery cages||37|
Malcolm Bobbitt. In the showroom: Cubitt.
Cubitt's Engineering Co. Ltd. was formed on 7 May 1919 with capital from Holland, Hannan & Cubitt Ltd which had been involved in erecting munitions factories during WW1; one of these the Southern Works on the Bicester Road at Aylesbury was considered suitable for motor car manufacture (location shown on Ordnance Survey plan of 1925: page 39). About 400 cars were sold: a profit was made in the first year, but thereafter losses accumulated and the firm was wound up in 1925. There was a showroom in Conduit Street (not illustrated). The car is illustrated on page 38 and from an advertisement on page 40. See also letters from John McGuinness who questions the branch of the Cubitt families that Cubitt, the car entrepreneur, belonged; and letter from Max Mardardy on extant vehicles
Neil Parkhouse. Keme Bridge: the history of a River Wye crossing point.
Bridge built in 1820s to reduce distance in crossing points between Monmouth and Ross
|Kerne Bridge viewed from west bank probably in late 1930s||41|
|Case for Kerne Bridge cover||42|
|Kerne Bridge with River Wye in spate in about 1905||42|
|Map from Case for Kerne Bridge||43|
|Watercross (Water Cross) and Courtfield Ferry c1910||44|
|View from Cockshott Hill towards (unseeen) Goodridge, but shows route therefrom to Kerne Bridge||45|
|North face of Kerne Bridge, rear of toll house, station and Coppet Hill, late 1920s||46|
|South face of Kerne Bridge and Flanesford Priory Farm||46|
|Dry Arch bridge on approach to Goodridge (2 views both faces) (R.E. Davis photographs)||47|
|Toll house and tollkeeper collecting tol at Kerne Bridge c1908 (R.E. Davis photograph)||48|
|Toll gate closed with toll house at Kerne Bridge c1907 (R.E. Davis photograph)||49|
|Toll house and Kerne Bridge c1910 (G.W. Young photograph)||49|
|Kerne Bridge and railway station||50-1|
|River and railway on approach from north at Kerne Bridge||52|
|Kerne Bridge station with 517 classw 0-04-2T departing with train for Monmouth||52|
|Message side, overprinted by GWR, of below||53|
|Road and railway bridges at Kerne Bridge (GWR postcard formerly Wydham & Co., Acton)||53|
|Kerne railway bridge seen from above||53|
Paul Jackson. Horse haulage in the South Wales Coalfield:
the final decade. 54-64
Colour photographs taken above ground of horses hauling drams (2ft gauge end tipping wagons) at an anthracite mine at Nant-y-Cafn Colliery. Some were taken in summer warmth; others in winter wetness. The horses names were Turbo, Steel and Prince. On page 54 there is aa map of the South Wales Coalfield showing the types of fuel which were formerly mined and the railway network used to handle the output; a plan of the simple surface tramway at Nant-y-Cafn Colliery and the ownership of the small mine. Page 59 clearly shows the steel limber (limmer) tackle used to harness the horse (in this cae Steel) to the wagons. On page 60 (upper) there is a black & white photograph from a 1930s Robert Hudson catalogue of a horse fitted with trace gear consisting of chains which was lighter but endangered the horse from the load being hauled
Number 93 (March 2017)
Euan Corrie. Waterways of the Shropshire Union Railways
& Canal Co. Part 2. 2-10; inside front cover (ifc)
For Part 1 see Issue 92: this part covers the flight of locks at Audlem (which also have an extensive online literature aimed mainly at 21st entury boating)
|Norbury Junction with Little Lady Philippa and Bonny Maid on 7 August 1958 (colour)||ifc|
|Audlem town wharf||2|
|Audlem town wharf map||3|
|Audlem Town Lock||4|
|Well loaded horse boat above Audlem Town Lock and approaching Lock 11||4|
|Map for top of flight (below)||5|
|Looking down Audlem lock flight from Snows Bridge||5|
|Shropshire Union Railways & Canal Co. Kartoum near bottom lock at Drayton (Tirley)||6|
|Thomas Clayton motor tanker boat leaves middle lock at Tyrley in early 1950s||6|
|Tyrley wharf and locks map||7|
|Tyrley or Market Drayton top lock with Fellows, Morton & Clayton motor boat towing butty through during 1930s||8|
|Horse boat in Woodseaves Cutting at High Bridge||9|
|Norbury Junction road overbridge||10|
|Norbury Junction map||10|
Bell Hagg Inn. Derek
Adjacent quarry for building stone, not ganister: Andrew, not Andrews, were developers and builders in Crookes and Crosspool area of Sheffield
Skimpings station, Archive Issue 92. Colin
Hazelwood on Wirksworth branch: cites Harold Sprenger The Wirksworth branch (Oakwood Press)
Skimpings station, Archive Issue 92. J.
Hazelwood on Wirksworth branch
Motoring event. Malcolm
Nature of event postulated: probably motorcyles and perhaps cyclecars with Morgan Runabout and possible Amilcar
Butterley Archive Issue 91. Mike Wild
Illustration page 7: half a gas valve body (Westwood & Wright type?); 16 upper pipe casting used in bridge crossing where space limited; 10 lower: syphon pots to collect liquid in gas pipes. Also two illustrations from Cast iron pipe by Percy Longmuir of the Staveley Coal & Iron & Co. Writer with Polymer Products which provide resin seals for pipe joints.
The Institute: Archive's reviews. 12-13
The illustrated history of the Port of Goole and its
railways. Mike G. Fell. Irwell Press
L&YR and NER together with Aire & Calder Nabigation served coal exporting port
The last years of coal mining in Yorkshire a pictorial tribute.
Steve Grudgings. Folly Books. 308pp.
Coffee table book
Where are we? 13
Photograph from late 1930s or immediate Post War period of gentlemen (all wearing jackets and ties) gathered near beach with two Fordson tractors converted into track-laying vehilces by Roadless, an ex-military Scammell JMX 609 and a Ruston narrow gauge locomotive; also huge off-the road tyre, sheer legs and corrugated iron structures. Photograph probably taken by Halksworth Wheeler of Folkestone possibly in association with work at Folkestone Warren probably at start of 1948 works. See letter from Andrew Neale suggesting Lydd Beach Shingle Works.
Ian Pope. A Butterley Miscellany: Part Three. 14-25
|Aerial view of main Butterley Works in 1936||14|
|Ordnace Survey map c1936||15|
|Aerial view of main Butterley Works (are they poles alongside road for trolleybuses?)||16|
|Butterley Works yard, original buildings, pipes||17|
|Steelwork to form station platform canopy for Southern Railway: test assembly||17|
|Aerial view of Condor Park Works, Wagon Works and railway station||18|
|Ordnace Survey map covering above||19|
|Butterley Patent pit tub||19|
|Aerial view of Ollerton Colliery||20|
|Ollerton Colliery panoramic view||21|
|Kirkby-Portland Colliery (Summit Colliery) near Mansfield||22|
|Denby Hall Colliery||23|
|Britain Colliery with Butterley Patent coal wagon||23|
|Bailey Brook Colliery at Heanor||24|
|New Langley Colliery||24|
The Butterley Collieries were mechanised with electric power and generating stations linked by a ring main.
Mike Fell. William Hamond Bartholomew and the Canal Port of
William Hamond Bartholomew patented a coal transport system based on unit sized compartment boats which could be hauled by a steam tug from the collieries where they could be loaded at the pit and conveyed to the navigation on a bogie railway wagon (shown in upper part of firat composite image). Bartholomew was bornn in Stanley on 1 February 1831: he died in Leeds on 19 February 1919, His father Thomas Hamond Bartholomew (1796-1852 was Surveyor and Clerk of Works to the Aire & Calder Navigation from 1825 during the period that the docks at Goole were being developed and subsequently became the Company's Engineer. On his death, his son took over. In 1862 was granted to William Hamond Bartholomew for the compartment boat system (GB 330/1862). He also introduced hydraulic power to Goole Docks, including its use in the discharge of coal from boad to ship.
|The Graphic published 3 June 1923 drawn by Sydney Wilson Clatworthy: floating hydraulic hoist taking comprtment boats and loading collier Faxfleet||26|
|William Hamond Bartholomew (portrait)||27|
|Aire & Calder Navigation (ACN) showing Collieries served||28|
|\Floating hydraulic hoist being manoeujvred towards Goole No. 2 Dry Dock in 1953||29|
|St Peter's Church Stanley where Bartholomew is buried||29|
|ACN Tug No. 10 hauling loaded Tom Puddings with Jebus at front of train||30|
|ACN Tug No. 14 hauling empty Tom Puddings with Jebus at front of tug||30|
|Aerial view of Goole Docks||31|
|Humbergate being loaded with coal from compartment boats via No, 5 hoist in South Dock||32|
|Beta Nord being loaded with coal from compartment boats via No, 5 hoist in South Dock on 29 June 1976||33|
|No, 5 hoist in South Dock as Grade II listed structure||33|
Andrew Neale. The Austin steam locomotives. 34-41
During WW1 demand for road vehicles increassed and the works near the branch to Rubery had to acquire railway access and motive power. The illustrations show of the engines acquired, most of which were secondhand
|Davenport 0-6-0T Ada II at Longbridge||34|
|Manning Wardle 0-6-0ST WN 1232/1891 Dunragit at Longbridge on 19 July 1950||35|
|Manning Wardle 0-6-0ST WN 1416/1899 Emily at Longbridge on 19 July 1950||36|
|Manning Wardle 0-6-0ST WN 1601/1903 Arthur formerly at Longbridge at Kent Cement Works in 1962||37|
|Manning Wardle 0-6-0ST WN 2015/1921 Abernant at Longbridge on 19 July 1950||38|
|Manning Wardle design 0-6-0ST built Kitson (WN 5459/1932) Austin 1 at Longbridge in March 1955||39|
|Hunslet 0-6-0ST WN 1814/1936-7) Austin 3 at Longbridge in 1949||39|
|Davenport 0-6-0T Ada II at Longbridge on 19 July 1950||40|
|Bagnall 0-6-0ST WN 2994/1950 Victor at Longbridge in c1960||41|
|Bagnall 0-6-0ST WN 2994/1950 Victor at Longbridge||41|
Malcolm Bobbitt. In the Showroom: Austin A30 and A35.
front cover; 42-9. front cover (fc); 42-9
The "Greatest Event in Post-War Motoring" was how the Austin Motor Company launched the A30 in the autumn of 1951 (at the time the Festival of Britain had closed). Certainly, some of publicity material reproduced herein is reminiscent of the splash of colour which the Festival had brought into a drab period of Post-War austerity. The car also reinforced the concept of the lady driver and that driving was an essential female attribute. Leonard Lord was the company's chairman, the text includes a brief biography of his career, and he brought together a design team which included Ian Duncan (whon had worked with Alex Moulton on the Dragonfly project for a light small car with front-wheel ndrive and rubber suspension) and Ken Garrett who developed the chassis-less structure:: both had an aircraft industry background. Lord approached Raymond Loewy for advice on styling and he shoehorned Holden 'Bob' Koto into place. Dick Burzi had style input. The engine departed from the side-valve designs formerly favoured to the more efficient overhead valves. Although intended to be inexpensive a hint of luxury was incorporated into the trim, but this did not extend to open-top models. See also Australian experience of A30 which steered like a supermarket trolley.
|Scarlet A35 830 LMT Two-Door at Beaulieu International Autojumble (colour)||fc|
|POV 826 Two-Door A35 in Moreton-in-Marsh c1955 with ladies including driver||42|
|Seating attangements (diagram) A30||43|
|Austin publicity material for A30 Seven and Somerset with delighted Lilliputians||45|
|Guernsey registered 7040 two-door A30 with lady with misbehaving corgi near beach||45|
|Austin A30 Seven: British Motor Corporation publicity material||46|
|Austin A30 four-door model: British Motor Corporation publicity material||46|
|Austin A30 four-door PYC 922 cornering at speed during 1954 Plymouth Presidential Rally||47|
|Austin A30 POH 867 with North British D63XX descending 1in 30 Coleford branch with ballast hoppers||47|
|Pale blue Austin A30 four-door LOV 966 with admiring female models: publicity material (colour)||49|
|Cutaway drawing Austin A30 showing suspension and engine (colour)||49|
Paul Jackson. Horse Haulage in the South Wales Coalfield.
Part 2, 50-64
Map of Western coalfield; plan of 2ft gauge railway at Pentwyn Colliery near Ystalyfera and colour photographs of horse haulage with Prince and another beautiful horse and the drams hauled.
Number 94 (June 2017)
Steve Grudgings. The Safe Use of Explosives in Coal Mines, 1931.
Title of the feature is identical to that of an HMSO publication: the illustrations are taken from it, and the text is based upon it. The actual colliery is not identified and even in 1931 no official publication would wish a location storing explosives to be identifiable. The miners were wearing stout footwear and clothing, but only cloth caps
|Explosives being handed over to colliers and detonators to shotfirer from powder room||2|
|Grouup of colliers at pit bank waiting to descend||3|
|Holing (undercutting coal ) by hand||4|
|Drilling shotholes with assistance of upright metal bar (shot in place in another hole alongside)||5|
|Collier marking location and direction of shot hole on roof in casae of misfire||6|
|Shotfirer checking shot hole with copper scraper: note aluminium Hailwood & Akroyd lamp||6|
|Shotfirer with primed charge including detonator and wires||7|
|Shotfirer gently pushing primed charges to back of shot hole with wooden stemmer||7|
|Priming the charge with dust, sand or clay and gently tamping it||8|
|Barriers acoss roadways to warn no entry to danger zone||8|
|Shotfirer taking refuge and ensuring wires not endangered by falling rock||9|
|Shotfirer and overman connect wires to exploder and turn key to blow charge||9|
|Tub filled with coal and chalked with warning that may contain a misfired charge||10|
|Shotfirer and overman in underground lamp room recording details of blast: note Davis Derby Fireman's safety lamp||10|
Mike Fell. Reuben Chappell Goole marine artist. 11-16.
Reuben Chappell was born in Goole on 21 July 1870 and died in Cornwall on 20 July 1940. Reuben won ba scholarship to Goole Grammar School where he showed a talent for drawing ships. On leaving school worked for a photographer, but had his own studio by age of 20. On 11 June 1896 he married Caroline Amelia Bayford at Epworh Parish Church: she was known as Carrie. They lived by Reuben seeking commissions to produce paintings of ships from their masters in water colours or oils. In 1904 the family moved to Par in Cornwall where he continued to paint ships. It is estimated that he produced 12,000 paintings in Goole alone. He kept diaries of his work and the Goole Museum maintains a substantial collection of his paintings. Robert Jones. Reuben Chappell, pierhead painter. First Light, 2006.
|Reuben Chappell in his Goole studio||11|
|Goole waterfront in 1905 with SS Beijerland of Rotterdam with assisting tug Goole No. 5||12|
|Humber keel Fruits of Industry owned Captain George William Fines in Humber Estuary off Grimsby Reuben Chappell painting||13|
|Humber sloop Lilian owned Captain William Thomas Florence Reuben Chappell painting||13|
|Topsail schooner Jane Knox in foul weather painted by Reuben Chappell for Captain William Mastery who lived on board with his family||14|
|Sail-assisted steamer Dresden built W.B. Thompson & Co., Dundee for Yorkshire Coal & Steam Shipping Co. Reuben Chappell painting||14|
|SS Syria owned Bennett Steamship Co. (see also Issue 91) as painted by Reuben Chappell: the ship later had a distingished WW1 career under Captain Depledge||15|
|Master's certificate Captain John William Depledge of Knottingley||15|
|Par harbour with schooner and railway wagon probably loaded with china clay||16|
|Reuben & Carrie in 1896||16|
Paul Jackson. Horse haulage in the South Wales Coalfield. Part 3.
One-man anthracite mine located at Nant Hir which started up in 1979 by Albert Thomas The horse shown in the 12 colour illustrations was Blsackie as the other was not seen. The colliery closed in 1993. The second-hand drams were 3ft 2in gauge. The photographer's daughter is visible on page 26 upper. Blackie is visible in most. Pages 26-7 show the Horse Book as required by The Coal and Other Mines (Horses) Regulations of 1956..
Malcolm Bobbitt In the showroom: Argyll, the Alexander
Govan years. 28-
Alexander Govan was born in Blantyre and trained as a mechanic in a waeving factory located in Brridgeton in Glasgow whilst studying at the West of Scotland Technical College. He then set up to design and build bicycles with his brother-in-law John Worton, but this business was unproductive and Govan moved to Redditch as the Works Superintendednt of the Eadie Manufacturing Co. After two years he returned to Glasgow where with the financial assistance of William A. Smith the Hozier Engineering in Bridgeton and developed a light car, or voiturette similar to one exhibited in Paris by Louis Renault. Development was rapid and the firm had Charles Friswell as its London agent. Cars were entered for various trials and managed the "notoriously difficult" Whistlefield Hill with ease. In March 1905 Argyll Motors Ltd was registered to take over Hozier Engineering and work started on the remarkable factory at Alexandria with Charles Halley as its architect and Fergusson, Allan & Co. constructing it. The factory opened in 1906, but Govan died in the following year and soon the comany went into voluntary liquidation. The Alexandria factory was sold to the Admiralty and used for defence work, but now forms part iof a retail park. For further pictures of Alexandria factory and the Argyll cars see Issue 34 page 3 et seq
|Cover for 1904 brochure Argyll Motot Cars produced by Hozier Engineering (colour: painting of car in Glencoe?)||28|
|Dr Clauderon Vernon at wheel of an 8hp Argylll in Ashford Kent: hood down: winter 1902/3||30|
|Other side of same car with hood raised||31|
|8hp Argyll of 1902 wiith lady driver and three passengers||32|
|The Autocar (14 March 1903) for Argyll similar to above manufactured Hozier Engineering||32|
|1904 10-12hp Argyll||33|
|Exterior of Alexandria factory with staff assembled in front||34|
|Interior of Alexandria factory with belt driven machine tools||34|
|The Autocar advertisement (29 December 1906) with lady being assisted off||35|
|The Autocar advertisement (27 April 1907?) with policeman looking on approvingly||35|
|The Autocar advertisement (25 May 1907)|
Austin A30. Waiter Knight
In Issue 93 you brought memories flooding back with the article on the Austin A30/35. In 1955 I learned to drive on a Wolseley 4/44 a lovely car whose owner also had an A30 bought for his wife. He was an extraordinarily generous man and, as we had no car at home, I was given access to both the Wolseley and the A30 when not required by him.
It was a very early A30, fully imported, and from its N.S.W. licence plate (which had started a new series in 1951 with AAA001) AJC962 probably was first registered in June 1953. It was turquoise with buff trim. It had a round speedometer in the centre of the dashboard and no ignition key, merely a switch. That was an unfortunate cost-cutting omission as security depended solely on the key-operated lock on the driver's door, and as every car thief in Sydney soon learned, all one had to do was sit on the door handle to open the door.
Mr Bobbitt was very kind to the A30. Unlike a Morris Minor, which I sometimes drove, the Austin did not handle at all well on rough surfaces such as broken tarmac or unsealed gravel roads with corrugations, of which there were many quite close to Sydney. It was rather like driving a wayward supermarket trolley. Moreover, on a rough road, the Z-spring of the window lost tension and the glass slowly raised spontaneously. In those days of mandatory hand signals, many was the time I banged my elbow on the glass. Which was another problem: compared with a Minor (or even a Ford Prefect) in a Sydney summer the A30 became stiflingly hot. And as BMC had decided Australia was a tropical country, there was no heater / demister; in summer, the windscreen rapidly misted in wet weather. In many parts of Sydney winter morning frost is frequent and in the mountains snow is not uncommon. One repeatedly gained the impression that British car manufacturers regarded export markets (other than, perhaps, the USA) as a bothersome distraction
The 2-door A30 was not marketed in Australia although a small number were imported privately. Likewise, the A35 was not sold locally; the Farina A40 was the A30's successor. Having read of the change made to the original Morris Minor MM late in its development, I sometimes have wondered whether a similar increase of four inches in the width of the A30 might have not only made it more commodious, it may have improved its handling on rough surfaces.
Where are we ... ? Archive 93. Andrew
The Ruston & Hornsby narrow gauge diesel locomotive in the mystery picture on page 13 of Archive 93 is one of the smaller 1930s models and looks relatively new while the very tidy appearance of the site suggests a not long established quarrying operation rather than the untidy clutter of a typical construction project. The vehicles present and the dress of the men in the picture also suggests late 1930s. In view of this I suggest that the picture was taken at the Lydd Beach Shingle Works of the British Quarrying Co. Ltd and the locomotive in the photograph will be 12 hp class Ruston 183425 delivered new here on the 23rd February 1937. This was the sole motive power here until various other two foot gauge petrol and diesel locomotives were transferred here from other works in the Amalgamated Roadstone Corporation Group from 1950 to 1954. Despite these additional locomotives the rail system was replaced by dumper trucks in November 1956.
I assume that Ruston 183425 was supplied here at the start of quarrying operations. The works was served by a single private siding on the west side of the former SER branches to New Romney and Dungeness at a point between the original Junction for the New Romney and Dungeness branches and the later one to the south when the Southern Railway diverted the New Romney Branch in 1937. It is listed in the 1938 RCH handbook of Stations but as 'Chittenden & Simmons Siding'. This firm were predecessors to British Quarrying and opened the large quarries at Borough Green and Allington so I presume the Lydd operation was originally owned by them too. Standard gauge rail traffic to the Lydd works continued for some years after the narrow gauge operation ceased but has certainly ceased by now but I have no other details.
Cubitt, Archive 92. John
Re Malcolm Bobbitt's article on the Cubitt motor car. He is incorrect to say that the Cubitt company which became the major construction company Holland, Hannen and Cubitt was the firm that built housing in Bloomsbury and Belgravia as well as the east wing of Buckingham Palace and Osborne House. These developments and buildings were the work of a different Cubitt: Thomas Cubitt, see Thomas Cubitt Master Builder by Hermione Hobhouse. The Cubitt referred to did mainly civil engineering work, in particular, I think, King's Cross Station, London.
Cubitt down under. Max
I was today shown a copy of Archive Issue 92 and was particularly interested in the article on Cubitt cars and the photograph of a 1920 model C1car. For your interest I attach two photographs of my same model car (chassis No. 821 ) ,which was restored in 1996 and is the only restored 1920 Model 2. Other 1920s cars are in Victoria, Australia, with chassis Nos 806 & 810.
I have a register of Cubitt Car Owners which has information of a total of thirteen Cubitt cars in the world, some of which are incomplete and unrestored, plus some spare parts of cars. Records show that the first chassis No. was 701 and at best knowledge the last chassis No. was K3863, i.e. a total of 3,162 being produced. The last, K3863, is in Ireland. The original Cubitt factory was only demolished in the last couple of years to make way for housing. If people in the UK wish to see a Cubitt they could go to:
Aylesbury County Museum - 1923 model E or F tourer
Isle of Man Motor Museum - 1925 model K4 2 seater + dickie seat (see page 64 for image, Ed.)
Andrew Neale. Buxton Limeworks railways. 38-42
Limestone works and kilns originally served by manual or horse worked tramways, but internal combustion locomotives brought in during First World War. In 1950s railways displaced by natural rubber-treaded earth moving dump trucks
|Hoffman kilns at Harpurhill near Buxton with 2ft 2½ gauge railway: loading standard gauge wagons with wheelbarrow||38|
|Hoffman kilns at Harpurhill with 2ft 2½ gauge railway with loaded wagons||38|
|John Fowler & Co. 2ft 2½ gauge petrol locomotive at Peak Dale Works (ICI) with wooden side tipping wagons c1934||39|
|Ruston & Hornsby Ltd. diesel locomotive with Victory skips at Hillhead Quarries near Buxton in 1948||40 also cover|
|Ruston & Hornsby Ltd. 2ft gauge diesel locomotive* with Rugga skips at Newton Chambers Topley Pike quarry (two views)||41|
|Hindlow Limeworks of T. Ryan Somerville & Co. with Hudson 3ft 6in all-steel gauge tippers and Ruston diesel locomotive in 1948||42|
|Ruston 2ft gauge diesel locomotive with V skips ppossibly at Hopton quarry of Derbyshire Stone Quarries in 1948||42|
* locomotive extant at restoration yard of Ashton Packet Boat Co.
Euan Corrie. Waterways of the Shropshire Union Railways
& Canal Co. Part 3. 43-9.
Newport (Shropshire) branch which at present is blocked by A41 Newport Bypass [KPJ although we have walked between bypass and Newport town centre many times it is difficult to fit photographs and maps to present environment
|Aquaduct over A530 road on Middlewich branch||43|
|Ordnance Survey 25-inch map of 1909 of above||43|
|Manor Park, Middlewich and canal pre-urbanization||44u|
|Newport branch lock descent from Norbury Junction near Oulton; Ordnance Survey 25-inch map||44l|
|Norbury Junction: Ordnance Survey 25-inch map||45t|
|British Waterways drydock at Norbury Junction in former Newport branch||45m|
|Disused lock near Oulton in August 1958||45l|
|Disused Lock 6 near Oulton in 2004||46u|
|Canal at Meretown with bridge ovver c1900||46l|
|Canal at Meretown: Ordnance Survey 25-inch map||47u|
|Newport Town Lock c1900||47l|
|"Canal Loch" must be a Valeentine's postcard at Newport with barge||48u|
|Newport: Ordnance Survey 25-inch map||48l|
|Town Lock at Newport||49|
Robert Humm. Garston Docks: August 1980. 50-60
Located four miles upstream from Liverpool the Port of Garston originated in 1846 and was promoted by the St. Helens Canal & Railway Co. but did not come into operation until 1853. The engineer was James Meadows Rendel. The original docks lacked proper entrance locks, but in 1909 the Stalbridge Dock was opened: Stalbridge was the Chairman of the LNWR. Coal exports were very important.
|Garston Docks: LMS poster with Norman Wilkinson painting||50|
|Plan of Garston Docks and Estate (LMS)||52|
|Coal hoist with coal from 16-ton wagon being tilted into hold of coaster Hawthorn||53|
|As above, but photographed from different angle||54|
|Two further views as previous, but with wagon at different angle||55|
|View across Old Dock with Hawthorn and coal hoists||56|
|Ballylesson being loaded from another coal hoist (two views)||57|
|Ballylesson being loaded||58u|
|Loadeed wagon beiug positioned on hoist||58l|
|High level approach sidings (two views)||59|
|Hydraulic ram tilting cradle and 16-ton wagon and contents falling onto shute and into hold||60|
Garston extra. 61-3
Reproduction of article from The Engineer of 1906 describing, and illustrating with diagrams, of then new hydraulic coal tips supplied to the London & North Western Railway by the Hydraulic Engineering Co. of Chester
61 Inbye continued 64
A Cubitt down under. Max Mardardy
Chassis No. 821 (but fully restored car with hood up)
Scherzer rolling lift bridges. Robert
Advertisement in Cassiers Magazine from Spencer & Co. showing double bascule bridge for Burma Railways
Does anybody know William Cooper?
William Cooper Ltd of Old Kent Road produced flat back buildings. Editors want further information
Issue No. 95 (September 2017)
Brian Davies. The Hetty winding engine and the development of steam
winding engines in the South Wales coalfied. 2-37
Surviving engine at the Great Western Colliery, Hopkinstown, Pontypridd. Two-cylinder horizontal. Hugh Bramwell was born in Tynemouth on 1 January 1861. He was educated at Cheltenham College, Edinburgh University and the College of Physical Science, Newcastle-on-Tyne; then served ann engineering apprenticeship under John Daglish. He became manager of the Allerdale Coal Company's collieries in Cumberland in 1888 and then moved to the Great Western. Colliery in 1892. He was elected to the Pontypridd District Council mand Glamorgan County Council and played a leading role in establishing the electric tramway system and became chairman of the company which supplied the town's electricity.
Hugh Bramwell made his own first practical contribution to the improvement of winding engines when he came to Pontypridd in 1892 and described this in a paper presented to the AGM of the Federated Institute of Mining Engineers at Cardiff in September 1896 - The compound winding engine at the Great Western Colliery Company's Tymawr Pit: with notes on its comparative steam economuy. He was elected President of the South Wales Institute of Engineers in 1917 and chose as the subject of his inaugural address The raising of coal from vertical shafts and explained that it was a subject that had interested him all his life. Bramwell explained that there had been a small compound winding engine at Allhallows Colliery, Cumberland, butit had not had enough power. The engine at the Great Western was built after a special examination of an engine in Belgium, and a design by John Fowler & Co. of Leeds was accepted. He proceeded to describe the new engine, and make a thorough comparison with the Hetty engine. The Fowler compound winding engine had been installed at the Ty Mawr pit, about ¼ mile down valley from the Hetty, and had started raising coal in August 1892. It was a two-cylinder horizontal compound. There was a serious underground fire at the Hetty pit in 1893 caused by a haulage engine and this led to higher safety standards.
Includes both a historical reconstruction of the original installation and subsequent modifications and the restoration of the engine, including those involved.
|Hetty engine, photographed by George Watkin, 30 August 1967||
|Great Western Colliery, c1905||
|John Calvert (portrait)||
|Winning the Coal Fete, Rhondda btanch, Taff Vale Railway (Illustrated London News)||
|Beam engine, Calvert's Navigation Colliery, 1918||
|Calvert's engine, Treforest Campus, University of South Wales||
|Detail of Thomas Deakin's section through mine working, Blaenavon, 1824||
|Brynpwllog water-balance erected National Museum of Wales, 1934||
|Vertical winding engine, Glyn Pits, Pontypool||
|Vertical winding engine, Prince of Wales Colliery, Abercarn||
|Nixon's Navigation Colliery, Mountain Ash, two winding engines, c1910||
|Castle pit two-cylinder vertical engine (diagram)||10|
|Ebbw Vale vertical haulage engine, South Wales Miners' Museum, Afon Argoed||10|
|Crawshaw's Castle Colliery||10|
|Lower Duffryn or Cwmpennar Colliery, Moutain Ash||11|
|No. 3 pit engine at Great Western Colliery probably built Daniel Gooch in c1860||12|
|Shaft section showing seams at Great Western Colliery||13|
|Engineman''s driving platform at George Barker's 1870 Aberaman engine||14|
|Engine at Insole's Cymmer pit, built by Harvey's of Hayle||15|
|Engine at Brackley Colliery No. 1 Pit, near Bolton built by J. Musgrave & Co., 1879||16|
|Stevens' Automatic Expansion Valve Gear from C.M. Brown Mechanical engineering of collieries||18|
|Engineman''s driving platform of Hetty engine||19|
|Hugh Bramwell (portrait)||20|
|Fowler compound winding engine installed at the Ty Mawr pit||21|
|Men, including Israel Floyd, who worked on Fowler compound winding engine installed at the Ty Mawr pit||21|
|Fowler compound winding engine showing drum and bedplate construction||22|
|Underground haulage engine at Hetty pit: source of fire on 11 April 1893 (diiagram)||23|
|Great Western Colliery c.1910 with steel headframes||24|
|Hetty steel headframe as extant (colour)||25|
|Rope coiling (diagram)||26|
|Hetty drum (diagram)||26|
|Hetty drum (colour)||26|
|Hetty left hand cylinder (colour)||26|
|Grooved cast iron barrel on Hetty drum (colour)||27|
|Valve gear (colour)||28|
|Diagram of reversing engine & cataract cylinder||28|
|Hetty reversing engine (colour)||29|
|Hetty steam brake, Whitmore overwinder & expansion gear governor||29|
|Whitmore overwinding gear diagram||30|
|H.J.H. King drawing of overwinder & brake fitted to Fowler compound||31|
|Overwinder maker's plate (colour)||32|
|Hetty pit in 1967||33|
|Hetty shaft looking up in c.1980 showing kink (John Cornwell)||33|
|Engine c.1980 (John Cornwell)||34|
|Inspection of shaft from roof of cage (John Cornwell)||35|
|Brake pillar test||35|
|George Downes, last winder at Hetty (colour)||36|
|Hetty engine on open day in 2016 (colour)||36|
|Last day at Ty Mawr (colour)||37|
Paul Jackson. Horse haulage in the South Wales Coalfield:
the final decade: Part 4. 38-47
Colour photographs taken above ground of horse (Dick) hauling dram (2ft 5in gauge wagon) at household coal mine at Upper Rhas Bryn Oer Colliery. Also horse haulage at Rithan Colliery, near Pontypool, which worked household coal. The track was 2ft gauge, but the name of the attractive horse was not established.
The South Wales horse dram in the 1990s: at Pantygasseg (3 types); Nant Fach (2 types); Nant Hir; Pentwyn #3; March Hywell?; Letty Philip (2 types); Llechart No. 2; Upper Rhas Bryn Oer; Craig-y-Llyn; Carn Cornel; Rithan and Pantygasseg
Andrew Neale. Ravenglass in May 1951. 48-53
Photographs taken by Brian Hilton on 25 May 1951 of Ravenglass & Eskdale Railway when stone (granite) was still being conveyed from Beckfoot Quarry and the Murthwaite crushing plant from which the output could be handled on standard gauge track. Motive power was provided by Muir Hill petrol/paraffin locomotives.
|Keswick Grannite Co. Fordson Thames lorry being loaded from chute at Ravenglass||48|
|Ravenglass station with standard gauge exchange sidings and narro gauge passenger stock||49|
|Muir Hill petrol/paraffin passenger locomotive in Ravenglass yard||50|
|Heywood passenger coach and experimental V side tipping skip dumped at Murthwaite||50|
|Gauntleted narrow and standard gauge track near Muncaster||51|
|Kerr, Stuart standard gauge diesel locomotive under repair at Murthwaite||52|
|Beckfoot Quarry with Muir Hill narrow gauge locomotive||52|
|Muir Hill narrow gauge locomotive with train of Theakston steel wagons containing crushed granite at Ravenglass||53|
Euan Corrie. Waterways of the Shropshire Union Railways & Canal
Company. Part 4. 54-64.
Part 3. See Issue 94 page 43 et seq Comments on the World Heritage Site at Pontcysllte.
|Wrenbury lift bridge and mill owned by Arthur Sumner Ltd||54|
|Wrenbury lift bridge and mill with horses and carts||55|
|Ordnance Survey map of Wrenbury bridge||55|
|Lift bridge at enrtrance to Whitchurch arm||56|
|Ordnance Survey map of Whitchurch arm in 1901||56|
|Lift bridge at enrtrance to Whitchurch arm||57|
|Ordnance Survey map of Whitchurch||57|
|View from canal Whitchurch||58|
|Hampton Bank wharf and agent's house||59|
|Horse drawn boat on canal alongside Blake Mere||59|
|Beech House, headquarters of Ellesmere Canal||60|
|Ordnance Survey map of Ellesmere town arm||60|
|St. Martin's wharf with pleasure canoes||61|
|Chirk Bank Bridge||61|
|Narrowboat Starling on Chirk Aqueduct||62|
|Chirk Aqueduct and railway viaduct||62|
|Vron lift bridge||63|
|Vron lift bridge and Aqueduct Inn||64|
|Pontcysllte Aqueduct viewed from banks of River Dee||64|
Issue No. 96 (December 2017)
Andrew Neale. Gas works narrow gauge. 2-11; 64
See also article on railway system at Tottenham Gasworks in Archive Issue 90. Selection of photographs showing some of the varied internal narrow gauge rail systems that were used in English and Scottish gasworks. In general most of these narrow gauge systems were used to remove hot coke from beneath the retorts necessitating a variety of low height locomotives. In the Scottish gas works that used narrow gauge the steam locomotives from various builders were all to the same general design: a small four-coupled well tank with weatherboard and very limited water capacity. The origin of this design is attributable to Dugald Drummond in his years in private industry between leaving the Caledonian Railway in 1890 and joining the L&SWR. During 1893 and 1894 thirteen 2-foot gauge engines were built by either Sharp, Stewart or at Drummond's own works in Govan for the Dawsholm works of the Glasgow Corporation Gas Department. Further examples of either 2-foot or 2ft 6in. gauge for other Scottish gasworks followed built by Kerr, Stuart, Andrew Barclay and later W.G. Bagnall, the last as late as 1946. The only examples of this type supplied outside Scotland were three of 3-foot gauge for Poplar Gasworks in London and five 750mm gauge products for an iron ore mine in Northern Spain. As well as Poplar, some other London gas works both north and south of the Thames had similar narrow gauge systems and here the main suppliers were W.G. Bagnall and the French firm Decauville. Through their London agent Alexander Von Glehn Decauville supplied complete railway systems of locomotives, rolling stock and track to Kensal Green Gas Works (600mm gauge) and East Greenwich Gas Works (750mm gauge). W.G. Bagnall built steam locomotives of varying types and gauges and sometimes rolling stock for the works at Nine Elms, Vauxhall, Bromley-by- Bow and Old Kent Road. Narrow gauge steam locomotives were used internally at other English gas works in Manchester, Sheffield, Liverpool and Portsmouth. There was an extensive internal two foot gauge system using two Lister Railtruck petrol locomotives at Poole Gas Works. Lister locomotives were also used at Bexhill Gas Works. Short electric powered railways and locomotives were operated in many gas works. The Harrogate line see below was the subject of an excellent book reviewed by Phil Atkins in Backtrack
|Kerr Stuart WN 723/1900 or 01 for Dundee Gas Works No. 17 on 15 May 1956||2|
|As above another view with firebox door open||3|
|Andrew Barclay 0-4-0WT for Glasgow Provan Gas Works No. 8: 2ft 6in gauge||4|
|Andrew Barclay 0-4-0WT WN 985/1903 with skip containing hot coke at Provan Gas Works||4|
|Andrew Barclay 0-4-0WT WN 1694/1920 at Kensal Green Gas Works||5|
|As above another view taken on 7 August 1935||5|
|Sentinel WN 2797/1933 600mm gauge at Kensal Green Gas Works c1948 (Frank Jones)||6|
|Avonside 0-4-0ST WN 1433/1901 750mm gauge awaiting scrap at East Greenwich Gas Works in 1933||6|
|Bagnall 0-4-0 inverted saddle tank WN 1536/1898 Orion at Bridgefoot Gas Works, Vauxhall, London (Frank Jones)||7|
|Peckett 0-4-0 inverted saddle tank WN 1805/1920 Vulcan at Bridgefoot Gas Works, Vauxhall, London||7|
|Bagnall 3ft gauge outside-cylinder 2-4-0T WN 1534/1898 Unity at Old Kent Road Gas Wo rks (John H. Meredith)||8|
|Bagnall 3ft gauge outside-cylinder 2-4-0Ts WN 1421/1892 Concord and WN 1534/1898 Unity at Old Kent Road Gas Wo rks||9|
|Sharp, Stewart 2ft 11½in gauge outside cylinder 0-4-0T to Glasgow Gas Works design at Poplar Gas Works (Frank Jones)||9|
|Andrew Barclay 2-2-0WT at Bradford Road Gas Works||10|
|Andrew Barclay 2-2-0WT WN 1557/1917 in October 1948 in a Braford scrap yard||10|
|Peckett 2ft gauge 0-6-0ST (WN 2050/1944) with bogie coal wagons at Harrogate Gas Works on 9 July 1949 (C.H.A. Townley)||11|
|Peckett 2ft gauge 0-6-0ST (WN 2050/1944) probably at Harrogate with diesel replacement||11|
|Two views of horse haulage on 20-inch gauge Berkhamsted Gas Works tramway taken by Henry Casserlley on 5 April 1955||64|
Steve Grudgings Quaker House Colliery: a 1989 tour
of one of Lancashire's private coal mines. 12-28
Small private coal mine which worked the Wigan Nine Foot Seam. Donald Anderson. who died in 2002 was the Mangaing Director and a historian of coal mining. Tom Chapman was the Colliery Manager. Photographs on page 17 onwards are in colour taken in available light underground
|train of empty tubs lowered towards drift entrance||12|
|train of empty tubs ready to descend||13|
|banksman pushes tubs into tippler to load lorries||14|
|banksman marshalling empty tubs (2 views)||15|
|winding cabin see also Issue 97 p. 52||16|
|looking down drift with steel reinforcing rings||17|
|looking back up from same location as above||17|
|conveyor filling tubs with coal see also Issue 97 p. 52||18|
|tubs being marshalled||18|
|in-bye with tub containing explosives||19|
|tubs waiting to ascend awaiting empties||20|
|coal cutter dust & hydraulic props||20|
|miners with breathing masks with coal cutter (2 views)||21|
|working coal face Wigan Nine Foot Seam||22|
|collier using sledge hammer to wedge pit props into wooden caps||22|
|side conveyor feeding onto main conveyor||23|
|Wigan Nine Foot Seam with small prop at face||23|
|Wigan Nine Foot Seam hydraulic props||24|
|out-bye heading towards surface||24|
|out-bye heading towards surface||25|
|main roadway in old working||25|
|newly cut coal coming off conveyor||26|
|looking up drift||27|
|and back down from same position as above||27|
|pit bottom with pump?||28|
|abandoned worked out heading||28|
See also letter from Rick Howell in Issue 97 p.52
The Institute: Archive's reviews 29
Denaby & Cadeby Main Collieries: the development of a mining community.
Dave Fordham. Fedj-el-Adoum Publishing, Doncaster, 108 pp. Reviewed
by Ian Pope.
One of series of books illustrating the transformation of the rural area around Doncaster during the period when the rich coal reserves located under the country estates of the gentry were being developed. Work on Denaby and Cadeby Main collieries commenced in 1863 by John Buckingham Pope .A superb collection of images has been amassed hawing not only the collieries but the surrounding pit villages and also the social side of life. Also illustrated and described are the more difficult periods in the company's history with lockouts, evictions and underground disasters. Highly recommended, together with the rest of the series.
New coalfields new housing: reviewing the achievements
of the Industrial Housing Association. H. Hay and D. Fordham. Fedj-el-Adoum
Publishing, Doncaster, 140pp. Reviewed by Ian Pope.
Reviewer came upon the IHA when putting together a volume on the Tredegar Iron & Coal Co. which provided workers housing at Abertysswg for men at the McLaren Colliery and later at the Markham, Oakdale and Wyllie collieries. The common factor between the Tredegar Company and the Industrial Housing Association was twofold, Charles McLaren, later Lord Aberconway, and Sir Arthur Markham. Both built 'model villages' for their workmen prior to the formation of the Industrial Housing Association in 1922. However, during the First World War and after very little new workers housing was built and in the 1920s improved economic conditions led to new colliery sinking in South Yorkshire, Nottinghamshire and Kent that were mainly in rural area.
It was Lord Aberconway who took the lead on the formation of a housing association and after 1922 the IHA constructed thirty-five colliery villages, all of which are detailed within the volume. The houses built were a far cry from previous workers housing of the terraced two-up two-down format and many of the developments included green spaces. The IHA was consumed into the National Coal Board who set up the Coal Industry Housing Association. Eventually with the decline of coal mining this housing stock was sold off. This is a fascinating study of an aspect of the coal mining industry often overlooked and the villages built by the IHA echo in a smaller scale the dreams of the Garden City movement. The book is well researched and illustrated.
Waterways Journal Volume 19. The Boat Museum Society. National Waterways
Museum Shop, Ellesmere Port 84 pp. Reviewed by Ian Pope.
Once again the Boat Museum Society and its editor Cath Turpin have come up trumps (not Donald type) with a number of extremely interesting articles with the issues 84 pages. Articles this time are:
Ventured: little gained: Dee Navigation improvement plans between 1836 and 1854, by David Parry
The Patent Slip and associated buildings at Ellesmere Port, by Hannah Holmes
Steam on the River Weaver Navigation, by Terry Kavanagh
Holt Abbott a pioneer in canal cruiser design and hire boat operation, by David Brown and Angela Clark
John Wilkinson, his role in the ore trade, by Peter Sandbach
All the articles are well researched, well written and well illustrated. Of particular interest was the piece on the Patent Slip at Ellesmere Port, the remains of which can still be seen within the Boat Museum. Patented by Thomas Morton the slip was a form of inclined plane on which a wooden carriage ran on rails. Vessels to be hauled out of the water would be floated onto the carriage and then winched out up the slip thus reducing possible damage. Apparently forty-four of these patent slips were built 'within British territories' as well as others in France, America and Russia. Recommended.
A history of fairground transport: from horses to artics, Alan
Ford and Nick Corble. Amberley Publishing, Stroud. 96 pp. Reviewed by
Since an early age reviewer was interested in fairgrounds, even making a model of one whilst in his teens and converting various military kits and diecastvehicles into generating units and general transport. This volume therefore stirred a number of memories.
This volume has a short introd uctory chapter on showmen and then goes into their vehicles, commencing with horse drawn examples. Archive photographs are intermingled with images of vehicles in preservation and those still in use on the fairground.
The same format is followed for the chapters on the period when steam ruled; when the showmen were reusing the surplus vehicles from both World Wars, notably the Scammels and AEC Matadors post 1945. Then came the period when ex-commercial vehicles were converted, mainly those of British build such as AEC and Foden. Finally comes the influx of European built commercials.
There is a good selection of images throughout, mostly in colour, although reproduction could have been a little sharper, which show the intricate liveries carried well.
Paul Jackson. The Rustons at Pare
During the early 1990s in the South Wales Coalfield, there was one colliery that continued to use a narrow gauge railway and locomotives to extract the coal. This was Parc Level Colliery, located on a mountainside in a remote area a mile south west of Rhiwfawr. This was in what was basically, a hole in the ground which had been formed by opencasting many years earlier. For haulage of the narrow gauge drams here three Ruston diesel locomotives were employed. These emerged onto the surface from a level at the base of the highwall, running on approximately 60 yards of two-foot gauge track. To empty the drams a Ruston 22-RB crane was employed; with each dram being individually hoisted into the air, inverted to remove the coal and then replaced back onto the track. To complete the Ruston story, in the compressor house at the colliery, there was a horizontal two-cylinder engine of the 7XHRC class - 80hp /300rpm - dating from 1945. In the period 1989-1991 author visited the colliery several times and photographed the Rustons in use and the unusual means of handling the coal, noting that the track layout alteration probably. Illustrations are all in colour. The stationary oil engine was not photographed at the colliery. see also Issue 97 p. 52.
|Parc Level highwall with Ruston Bucyrus 22-RB crane in front to empty drams from drift mine||front cover|
|Parc Level highwall with Ruston Bucyrus 22-RB crane in front to empty drams from drift mine||30|
|map of coalfield||31|
|plan of Parc Level||31|
|Locomotive Pearl with two drams of coal||32|
|Locomotive Janet which hauled out a single dram||32|
|Locomotive Pearl with dram it had delivered about to be cramed and emptied||33|
|Locomotive Janet with much missing exits working on final visit||33|
|Locomotives Janet and Pearl on final visit||34|
|Ruston catalogue showing LB type locomotive||34|
|Locomotives Pearl and Janet from east side||35|
|rear view of locomotives Pearl and Janet from east side||35|
|exhaust emiissions from locomotives Pearl and Janet from east side||36|
|Locomotive Janet dram about to be hoisted by Ruston Bucyrus||37|
|hoisting chains being attched to dram by colliers||37|
|arrangement and function of chains on dram||38|
|flying dram (and damaged drams)||39|
|coal being emptied from dram (and GWR did not use coaling towers to save damage to anthracite!)||39|
|empty flying dram about to be deposited on track||40|
|Locomotives Pearl with empty drams||40|
|Locomotive Janet pushing eempty drams into level||41|
|Locomotives Pearl from west||42|
|Locomotives Pearl from east||42|
|Locomotive Janet from west||45|
|Locomotive Janet from east||43|
|Locomotive Wendy being cannibalised (2 views)||44|
|Ruston Hornsby oil engine catalogue entry||45|
|Ruston Bucyrus 22-RB brochure||46-7|
Euan Corrie. Waterways of the Shropshire Union Railways & Canal Co. Part 5. 49-54
|Pentrefelin Bridge looking towards Llangollen||48|
|Trevor with White's Bridge and horse drawn trip boat returning to Llangollen||49|
|Llangollen Wharf viewed through Siambra Wen Bridge||50|
|Llangollen Wharf with horse drawn trip boat||50|
|Ordnance Survey map Llangollen||51|
|steel hulled horse drawn trip boat and males in canoe and rowing boats looking towards Llantysilio||51|
|wooden horse drawn trip boat at Pen-y-ddol Bridge||52|
|Ty Craig Bridge||52|
|wooden horse drawn trip boat at head of feeder with paddles to release excess water||53|
|King's Bridge at Berwyn||54|
|Ordnance Survey map: Horseshoe Falls on River Dee and King's Bridge||54|
Malcolm Bobbit. In the showroom: G. Geoffrey Smith M.B.E. 55-7.
British automobile designer who sought to lower the bonnet, introoduce front-wheel drive and even place the engine at the rear and introduce rubber-based or hydrolastic suspension, and of course aerodynamic styling. Includes illustrations from The Autocar for 20 September 1946
Neil Hawke. Porthoustock Quarry and the stone trade. 1890 present
Porthoustock on the Lizard Peninsula is difficult to enter and requires pilotage from Falmouth, but the gabbro and greenstone are sought as aggregates: most going to Shoreham, but some has gone to Southampton. Some of the coasters and larger vessls are illustrted
|Porthoustock village wiyh horse-drawn cart about to struggle up hill with quarry in backgound||58|
|Porthoustock Quarry c1950||59|
|Ketch Bessie Ellen||60|
|Auxiliary smack The Sirdar||60|
|Map of Cornwall||61|
|Sand Runner on Porthmeor Beach at St. Ives in 1950||61|
|Royalgate discharging coal at Hayle in 1960s||62|
|Wilja sailing from Truro||62|
|Nova discharging coal at Portreath||62|
|Torrent anchored off Falmouth awaiting tide to enter Porthoustock||63|
|Shoreham off and in Porthoustock in 2007 (2 views)||63|