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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. .

Footnotes
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

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

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.

The Institute : Archive's reviews. 59

Ferries across the Humber. Kirk Martin. Pen & Sword. 166pp.
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. 128pp.
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.

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. 2-24
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.

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.

Ian Pope. Stourbridge Firebricks and Gas Retorts. 30-48
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).

The Institute: Archive's reviews. 49

Ruston & Hornsby diesel locomotives album. Andrew Neale. Author: Chestnut Farm, Grayingham Cliff, Gainsborough, Lines, DN2 14FL. 112 pp.
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. 72pp.
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 Society.288pp.
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 Thomas
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

Number 87 (September 2015)

Andrew Neale. Traction engine locomotives. front cover; inside front cover; 2-21.

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

Inbye: Archive's letters. 31-3.

Witley locomotive. Brian Lacey
Not an Avonside locomotive as proposed in caption, but one from Henry Hughes of Loughborough

Witley and Timmis. Russell Weir
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 Coates.
Photograph of Duke Street bridge in raised position

Registration plate. Bill Briggs
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.

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.

Skimpings. 54-6.

Vertical boiler locomotive owned Roberts & Maginiss of Trevor. 54
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. 55 upper
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.

Where are we now? 64
Chemical works with railway connection

Number 88 (December 2015)

Steve Grudgings. Lofthouse Colliery: 1944-1948 improvements in coal handing. 3-14
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.

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.

Neil Parkhouse. English Oilfields Ltd and their private owner wagons. 24-30
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.

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.

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

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. 60-2.
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

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.

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).

Inbye: Archive's letters page. 41

Commercial corner. John Clegg
Whitbread vehicle was a Dennis Max or 5/6 tonner; also details of composition of Whitbread fleet at that time

Traction engine locomotives. Bill Briggs.
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. 42-8
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.

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

* 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)

Paul Gittins. Old Leeds Locomotives: miscellaneous locomotives and a follow-up. 62-4
See also No. 85 page 2 et seq

Footnotes
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 Railway. 2-9.
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.

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

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.

Skimpings. 40

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

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 [1811] 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 Publishing
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 vehicles. 50-9
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)

Ian Pope. East Slade Colliery. 60-4.
Forest of Dean coal field

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 

Mike Fell. The Bennett Steamship Company of Goole. 22-31
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.

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.

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.

Inbye. 49-51

Bell Hagg Quarry. John Hunter.
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. 52-65.
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.

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

Inbye 18

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.

An appendix lists vessels owned by Ouse and Ebor Steamship companies: Ralph Creyke; Rose; Yokefleet; Swynfleet; Faxfleet; Rosefleet; Sunfleet; Whitfleet; Mayfleet; Saltfleet and Brookfleet.

Skimpings. 27-9
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.

Malcolm Bobbitt. In the showroom: Cubitt. 38-40
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. 41-53
Bridge built in 1820s to reduce distance in crossing points between Monmouth and Ross

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)

Inbye. 11

Bell Hagg Inn. Derek Bayliss
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 Blackshaw.
Hazelwood on Wirksworth branch: cites Harold Sprenger The Wirksworth branch (Oakwood Press)

Skimpings station, Archive Issue 92. J. Richard Morton
Hazelwood on Wirksworth branch

Motoring event. Malcolm Bobbitt
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

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 Goole, 26-33
 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.

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

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.

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. 2-10.
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

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.

Paul Jackson. Horse haulage in the South Wales Coalfield. Part 3. 17-27.
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

Inbye. 37

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 Neale 
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 McGuinness 
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 Mardardy 
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 

* 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

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 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 Humm.
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.

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.

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.