Railway Archive Issues 11-20 (ISSN 1477-5336)
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Number 11 (2005)

The Railway in the landscape. 2-3.
Britannia bridge across Menai Strait, c1890.

Christensen, Mike. Annan (Shawhill) and the Solway Viaduct. 4-18.
Solway Junction Railway: constructed to link the Caledonian Railway at Kirtlebridge with the railways accessing to the Cumbrian iron ore supplies, thus avoiding congestion in Carlisle. The main feature of the line was a lightly constructed viaduct across the Solway which was seriously damaged by ice. The line opened to Annan in 1869, but the viaduct was not opened to passenger traffic until 8 July 1870. Running powers over the NBR Silloth branch from Kirkbride Junction to Abbey Junction enabled the CR to reach the Maryport & Carlile line at Brayton in Cumberland. Severe ice damage to the viaduct in Januatu 1881 led to closure until 1884. The viaduct closed during the latter part of WW1 and reopened briefly in 1920 and finally closed in 1921. The Annan branch survivedd longer..

Fly shunted 1. [Atbara class 3382 Mafeking at Pontypool Road]. 19.
John Alsop forwarded postcard view: see also front cover and page 86 lower in Issue 9.

Fidczuk, Peter. Gas by rail Part 2: Imperial Chemical Industries. 20-41.
Covers the period from 1930 to the 1950s when ICI was the major producer and transporterr of chlorine. The Department of Scientific & Industrial Research (DSIR) recommended that water gas welding should be employed in the construction of pressure vessels for chlorine. See also letter in Issue 12 p. 70 from Albyn Austin noting Hornby Dublo of chlorine tank and comment on renumbering of tanks.

Down postal [correspondence]. 42.
Some GN corrections. Allan Sibley.
See Issue 10 page 7: concerning caption: K1 0-8-0 haulage capacity was 52 loaded wagons on the up jouney; Confirms NLR origins of coach visible in picture on p. 20 (Issue 10); suggests that caption is incorrect for picture of page 88 lower: Michael Vanns Illustrated history of Great Northern Railway signalling (2000) states that GNR signal boxes were built by signalling contractors but to GNR designs. Also adds information about orientation of NER 4-4-0 (page 10) and mishap involving Hornsey water tank (page 12 upper).
Lancaster L&Y. Alan Cliff.
See illustration Issue 10 p. 67 upper: argues that Lancaster Midland Railway shed was improbable location for LYR 4-4-0
More on the Hull & Barnsley card. Mick Nicholson.
See Issue 10 p. 41 letter from Nick Fleetwood: states that probably No. 34 at Leeds Wellington Street 9 June 1906.
2F or not 2F. Tom Lloyd.
See Issue 10 p. 50 top: not NSR E class, but MR 2F
Memories of Harringay and Hornsey. R. Hawkins.
See Issue 10: p. 12 lower caption refers to Henry Stirling!; Remaining observations relate to text (begins p. 4) p. 24 footpath to Dagmar Road not closed until about 1958. Also mentions a "tunnel". These issues led to a response from A.A. Jackson on p. 70 of Issue 12
Rugby to Leicester. D. Horne.
See Issue 9 page 86 upper: could not be a train for Leicester as signalling did not permit a move in that direction
Old Pontypool Road. Desmond Coakham
See Issue 10 page 40 letter from Ian Griffiths referring back to front cover of Issue 9 (painting of train at Pontypool Road)
North London carriage. Michael V.E. Dunn
See RA 10 page 20: NLR vehicle
Pouteau update – RA 10. Barry C. Lane
See feature in 10 page 65 et seq: Interesting letter in that it comments upon L&YR locomotive classification and approves of the avoidance of Rush's system (which was not an official classication: that used numbers as employed by the GWR). Also observations on caption writers notes on painting over of brasswork on splashers, and specific note on illus. on page 74 lower: tender weatherboards were provided to protect footplates crews from water spilling from fillers at front of tenders.

Scott-Morgan, John and  Neil Parkhouse. The Gillford Collection Part 1: The Great Northern around Nottingham. 43-55.

Fly shunted 2. 56.
Cheltenham Leckhampton
Looking west in 1953
Midland Railway wagon works.
but where

Alsop, John. Pouteau listings. Part 11: The London, Brighton & South Coast Railway. Part 1. 57-76.

Digby, Nigel J.L. Marriott reinforced concrete signal posts. 77-85.
William Marriott of the Midland & Great Northern Joint Railway manufactured ferro-concrete fence posts, and from 1915 signal posts, at Melton Constable. During WW1 he was asked by the Government to develop building blocks for postwar housing. Suggests that when LNER took over the MGNJR the formers and instructions were taken to Lowestoft and "quietly forgotten" possibly due to patents rights, although before that concrete signal posts had been employed on other railways; Illus.: Melton Constable bracket signal 1922; Melton West advanced starter for Cromer line; Melton bracket signal and concrete telegraph post, portrait of William Marriott with beard (suggests wife forced him to grow one, but North Norfolk winters more likely cause). Marriott's "trade mark" on gate post; concrete casting works at Melton Constable; double arm signal at Eye Green (also concrete sleepers with bullhead rail). extant signal post at Sheringham West down distant (fully exposed to breezes from Spitsbergen) and diagram. See also letter from Allan Silbey (Issue 12 p. 69) concerning "siting committee" which gives interesting information on work of sighting committee to ensure correct location of colour light searchlight signals on Lea Valley Line, especially on sharp curves in Clapton area..

Parkhouse, Neil. Wish you were here? Railway postcards of Shropshire. 86-95.

Fly shunted 3: Bridgnorth. 96
c1875 view looking towards tunnel of station (looking very new) with town above, timber traffic in station awaiting loading, road down to Severn and two churches all clearly visible: remarkable clarity.

Number 12 (2006)

The Railway in the landscape [Royal Albert Bridge]. 2-3
c1865: looking towards Saltash

Mullay, A.J.  and Neil Parkhouse. Oil for coal: the plan to convert British steam locomotives to oil fuel, 1945-48. 4-15; 62-8.
Due to a severe shortage of coal in the immediate post-WW2 period the railways were encouraged to adopt oil-firing in spite of a shortage of finance to pay for the oil. This was part of Britain's desperate economic problems which faced or were created by the Attlee administration which came to power in 1945. The GWR anticipated Government policy and was taking measures to introduce oil firing and progress was sufficient to enable oil-firing to be become moderately widespread as is shown by the illustrations. The Southern was also fairly rapid in its implementation, again as is shown by the illustartions. The LMS converted several locomotives (mainly 7F 0-8-0s), but the LNER contribution was one locomotive (a WD 2-8-0). Inevitably, this is mainly about conversion on the Great Western Railway, Text mentions comversions on NCC (W class Mouls Nos. 100/1)

MacIntosh, Jim. Blue pigments and Caledonian locomotives. 16-24.
The Caledonian Railway appears to have painted its locomotives in both dark blue (which was probably very similar to the colour used by the Great Eastern Railway) and in a lighter shade. Amongst the problems which the author confronts are terminology (Royal blue, sky blue, the blue of the Saltire, etc) and the very great difference in paints based upon ultramarine and on Prussian blue. Like all colours perceptions are dependent upon, the presence of other colours (the background colour of numberplates, for instance, and in light intensities and overall backgrounds. Five books on paints and pigments contemporary with the CR have been analysed to show the different characteristics of paints based upn ultramarine and Prussian blue. The official records have also been surveyed. The article is illustrated in both black & white and in colour. See also letter from KPJ (Issue 13 p. 60) concerning the quality of the lithographs reproduced in the Railway Magazine.

British express trains: a lantern lecture. 25-8.
A successful bid for several lots of lantern slides on e-Bay led to the acquistion of eight coloured lantern slides from about 1910 and the lecture notes which accompanied them. The slides are reproduced slightly larger than the originals. Most of the slides bear a strong similarity to "F. Moore paintings" and these probably formed the basis. Slide 8 is reproduced in reverse as an examination in a mirror will show. The colour illustrations are of a high standard as lantern slides, but not as reproductions of the locomotives and trains concerned: NER Atlantic picking up water; LBSCR Atlantic with Southern Belle; Midland compound with clerestory stock; Great Western Star with Dreadnough rolling stock; GER Claude Hamilton leaving Liverpool Street with Cromer express; Great Central Atlantic with express; SECR D class with American Car boat train; LNWR Precursor on visit to USA (that is reproduced back-to-front. Feature ends with a question relating to the unusual expression of speeds adopted in the notes which Graham Beare (Issue 17 page 38) attempts to resolve.: see letter from KPJ Issue 13 p, 60..

Some early notes on the Royal Albert Bridge, Saltash. 28
Painting instructions

Pope,  Ian. The Forest of Dean Central Railway. 29-61.
Broad gauge line which set out to exploit the supposed coal reserves in the centre of the Forest of Dean and hoped to construct a port for its coal exports at Brimspill on the River Severn (not shown on meager map), but ended at a junction with the South Wales Railway at Awre Junction. The line served collieries at Wallsend (homograph) and Howbeech and passed through Blakeney (Gloucs. and further homograph). The line beyond Blakeney closed in 1932 and the residual stub closed in 1949. See also letter from George Harris (13 page 60) who had walked along remains in 1988 who found broad gauge rails in situ: also photo. of Howbeach c1912. Further photographs of Wallsend Collier, Howbeech in Issue 21 page 32..

Down Postal [letters]. 69-70.
Pouteau Great Western corrections. Peter Rich
Claims that illustration in Issue 7 page 64 upper cannot be No. 6433 City of Bath as claimed in caption as the smokebox ring is tooo narrow; the nameplate is too far from the boiler, the buffers are of the wrong type and the front step is also doubtful, thus likely to be 1905. Also corrects caption notes to illustration on page 65 lower (Issue 7): the external piping was not for boiler feed, but for steam valves to injector; No. 530 illustrated in 7 p. 58 confirms chocolate livery and notes white or cream for cab interior and special lining applied. In Issue 9 notes that on page 74 lower train is probably for Birmingham and the North. Lastly in Issue 9 page 87 Rich comments on steam fountain visible in cab.
Back to Ferme Park & Harringay. Alan A. Jackson.
See Issue 11 p. 42 for letter from R. Hawkins concerning footpath to Dagmar Road and "tunnel" under mainline. Latter probably linked Harringey Houes with Hornsey station and disappeared when earthworks formed for new freight yards.
M&GN concrete signals. Allan Sibley.
Mainly concerning "siting committee" which gives interesting information on work of sighting committee to ensure correct location of colour light searchlight signals on Lea Valley Line, especially on sharp curves in Clapton area; iinspired by Nigel Digby feature in Issue 11 page.77.
Which Bridge?! Michael Dunn
See Issue 11 page 86 (Editor's wish it was where it should have been): not Ironbridge as stated in caption, but Coalport Bridge (over which one can still drive) with Coalport LNWR station behind (to which one can cycle).
Which Bridge?! Richard Bradley
See Issue 11 page 86 as previous
Which Bridge?! Alan Rhodes
See Issue 11 page 86 notes incorrect orientation: looking north not south
Which Bridge?! Peter Swift
See Issue 11 page 86 notes LNWR carriages in station
Getting in a Pickersgill. Jim MacIntosh
No. 14432 (Issue 11 photos: 15 lower, 16 and 18 upper) was not a Dunalastiar II, but a Pickersgill 113 class: to distinguish note splasher type, square spectacle glasses and snifting valves.
Getting in a Pickersgill. Bill Aves.
No. 14432 (Issue 11 photos: 15 lower, 16 and 18 upper) was not a Dunalastiar II, but a Pickersgill locomotive based at Carlisle Kingmoor: noted that the working showed the decine in status of this class
The Gillford Collection. Michael Hardy.
See Issue 11 page 51 upper concerns unacceptable name to reproduce given to this train which carried colliers and which suggests extent of original photographic collection,.
GNR goods locomotive livery. R.H. Horn.
See Issue 11 page 51 upper livery of J22 class (probably Gresley grey.
Chlorine tanks. Albyn Austin.
See Issue 11 page 20 et seq: notes excellent Hornby Dublo model and that ICI tanks were renumbered.
Electrical depression bars. M. Back.
See Issue 11 p. 75 (upper): electrical depression bars at Victoria station
NER loco tenders. M.R. Grocock.
See Issue 10 page 11 upper: comment on tender fitted to Q class, both its design and its livery (which included a garter around the coat of arms)

Alsop, John. The railway photographs of E. Pouteau Part 12: The London, Brighton & South Coast Railway. Part 2. 71-84.

Alsop, John and Neil Parkhouse. Wish You Were Here? Railway postcards of South West Scotland. 85-96.
See also letter from M.E. Quick (13 p. 59) who noted that dates stated in captions for Girvan & Portpatrick Junction line need to be corrected.

GSWR Connor 7ft class 42/30 2-4-0 with short train leaving Portpatrick for Stranraer c1905: colour-tinted postcard. rear cover (upper)
See letter from Ian Middleditch: (13 page 59) locomotive was a CR product!
Furnace Valley Blakeney, Forest of Dean: sepia? rear cover (lower)

Number 13 (2006)

The Railway in the landscape: Wiveliscombe GWR c1910. 2-3.
Church on page 2: Wiveliscombe station on extreme edge of page 3.

Turton, Keith. The early years of London's railway coal trade. 4-39.
Much of the text is based on an article written by Hylton Dale, a former director of Charrington, Gardner & Locket, the oldest established firm in the London coal business published in the weekly trade paper Coal Merchant and Shipper on 30 October 1926. Turton notes that although there is an extensive literature on the sea-borne coal trade which used to exist between Northumberland and Durham and the Thames little has been written about railway involvement in bringing coal into London. Canal trade is briefly mentioned (Jack mentioned how coke for the Camden depot of the London & Birmingham Railway was brought by canal). Mentions the Company of Coal Meters which became the Coal Meters Committee; the Coal Factors Society; the Coal Porters Society and the Coal Exchange. George Locket was involved in bringing Welsh coal to Mitcham brewery. Samuel Plimsoll (1824-98) was a coal merchant who established the Yorkshire to London coal trade in association with the GNR and Messrs Newton & Chambers.In 1867 there was a House of Lords Parliamentary Inquiry into coal trade. Coal from Clay Cross was arriving via the Blackwall Railway in 1854. The incipient North London Railway was involved in bringing sea coal from Poplar Docks to locations in North London, but it was the Great Northern and Midland Railways which encouraged the railway transport of coal from the collieries to London (a trade which the GWR and LNWR had deliberately discouraged). See also letter from Michael J. Smith (14 p. 64): on page 22 herein there is a muddle concerning the North & South West Junction Railway: it did not provide access to the Widened Lines, but linked MR with LSWR. There is also muddle concerning access from the MR to the Widened Lines via King's Cross and misuse of Metropolitan for Metropolitan District Railway. The supposed River Ware (p. 29) must have been either the River Lea or the synonymous River Lee snorted Paul Humphries (14 p. 81) from banks of the Stort. Cyril Crawley (14 p. 81) argues that Park listed as coal depot was solely an access to gasworks. Letter from Keith Turton (Issue 19 page 52) gives further information about Samuel Plimsoll, and the wagons he employed for the London coal trade (information from Birmingham City Library, Archives & Heritage Section (Access 2006/24, boxes 1-292) and from the records of the Midland Wagon Co.. ...

Extensive correspondence in Issue 14 p.64: several (Nigel Lemon; Ron Allison and Michael Dunn) noted that Cargoes was written by John Masefield and not by Rudyard Kipling indicating that the Forest of Dean is not a leader in education); Harry Jack argues that the London & Birmingham Railway had a greater interest in the transport of coal than implied by Turton and opened sidings to handle coal at Kilburn in 1845 which received coal from Clay Cross and Ince Hall collieries. Larger fascilities were opened at Camden in 1851..

Swift, Peter H. The Drummond 'S11' Class 4-4-0s of the London & South Western Railway. 40-53.
Mixed traffic design with 6ft coupled wheels and 5ft diameter boiler: fireboxes orginally fitted with cross water tubes, but feedwater heaters were not fitted. They had balanced crank axles. Intended for work west of Salisbury. All ten were superheated between 1920 and 1922. Their Scottish parallels are considered: the Caledonian 80 class of 1888, and Peter Drummond's Ben and Big Ben types of 1898 and 1908 for the Highland Railway. All locomotives in table are S11 unless noted otherwise (W indicates fitted with cross water tubes: E=extended smokebox). Nick Pomfret (Issue 14 p. 81) considers that the Plymouth photographs were taken by F. Pascoe.

Stirling, David. When Skye was the limit. 54-7.
Skye Bogie No. 48 on up midday mixed train east of Achnasheen c1910; Skye Bogie No. 33 on freight at Achnasheen showing McKenzie & Holland signals, c1910; Skye Bogie No. 34 with double deck cattl;e trucks for sheep near Kyle of Lochalsh c1910; Strath 4-4-0 No. 100 Glenbruar on heavy passenger special excursion train near Kyle of Lochalsh in 1907; Strome Ferry Pier c1880

Fly shunted 1: Somerset & Dorset Railway 2-4-0 No.3.  58.
Supplied by George England in 1861 and photographed in 1862. See also letters in Issue 15 page 43 from Russ Garner and Gerry Nichols who attempt to postulate a location (between Burnham and Templecombe, or in case of latter south of Bruton). In case of former hints that might be on another railway. .

Down Postal [letters]. 59-60.
More on Catrine. Ian Middleditch.
See Issue 12 page 89 lower on the opening day and the Shebeen (Director's reception room presumably with Johnny Walker on tap) and notes on steam railmotor): also rear cover (upper) of Issue 12: CR not GSWR locomotive!
South West Scotland observations. Peter Bunce
See Issue 12 page 89 lower makes similar observations about shebeen and noted that a drawing by F.W. Shuttleworth had appeared in Model Rly News; train on viaduct at New Luce (12-93 lower) consisted of CR locomotive and either LNWR or WCJS brake at front; Stranraer station (12-96 upper): van at rear of train had six wheels, two more than caption stated
South West Scotland observations. M.E. Quick.
See postcard feature beginning page 85 (12): dates quoted for Girvan & Portpatrick line stations in captions are incorrect. Line opened to New Luce on 19 September 1877 and to Stranraer on 5 October 1877. Dates came from Ayrshire Argus of 27 October. RAIL 1005/108 states 5 October.
Garlieston ticket platform. Geoff Goslin
See Issue 12 p. 94 upper surprised at such a feature in such a small place, but noted that in 1930s tickets for St Ives were collected at Carbis Bay.
Girvan's noo station. A.J. Sandy Mullay.
Illustration of Girvan station as rebuilt with style in 1951: see caption relating to old building (12 page 92 lower)
'Oil for coal' – some corrections. Bill Aves.
See Issue 12 p. 63: corrects caption: 8F not converted to oil fuel, but former NBL-constructed WD oil-burner returned to UK from Iran and stored at Crewe for over a year, emerging as 48246 in December 1949. Concerning LNWR tender stored at Eastleigh (12-67 bottom) cites Rly Obsr, 1947 (Oct) which noted that tenders converted for oil storage eraly in WW2. Same writer adds a little non-information on page 45 of Issue 15..
Oil and Jumbos. John Edgington.
See Issue 12 p. 63: corrects caption: 8F not converted to oil fuel, but former NBL-constructed WD oil-burner returned to UK and LMR in April 1948 as 48246. The Jumbo considered by LMS expert was not CR type, but LBSCR Jumbo (12-82): corrects caption: No. 430 was not sole Jumbo to survive Grouping as No. 428 sold to Stratford upon Avon & Midland Junction Railway in 1920 became its No. 7 and then LMS 2303 and not withdrawn until 1924
LB&SC dockside queries. Nick Holliday.
Asks for information about sheer legs at Newhaven Harbour and how the power was transmitted to the hydraulic cranes which worked there. See response from Peter Barker in Issue 14 page 64
Deep in the Vorest! George Harris. 60
See feature on Forest of Dean Central Railway (12 page 29): had walked along remains in 1988 and found broad gauge rails in situ above Howbeach and below Roman Bridge: also photo. of Howbeach c1912..
Lantern slides. Kevin P. Jones
See Issue 12 page 25 et seq for feature on lantern slides (last was reproduced back-to-front) and feature on Caledonian blue by Jim MacIntosh (page 16 et seq) for comment on lithographs in Rly Mag as reproduced in Rly Arch.
Pontypool Road observations. Roger Martin-Mason.
See Issue 9 page 86 lower: Bulldog 4-4-0 No. 3344 Pluto with stopping train of clerestory non-corridor stock. present writer wondered if in view of the splashing water (strictly taboo) and the boater-hatted gentlemen whether the photo was some form of theatrical publicity stunt..

Alsop, John. The railway photographs of E. Pouteau. Part 13: The London & North Western Railway. Part 1. 61-81.

Fly Shunted 2 ... 82.
Solway Viaduct Annan, nearly dismantled. upper
1934-5: notes that bridge had formed walkway for Scottish Sunday drinkers venuring across to England. Also submerged piles formed a hazard to shipping.
Oil-fired 48XX (28XX) 2-8-0 passing above Neath Riverside and its signal box. lower.

Peter Treloar . Wish you were here? Railway postcards of Cornwall. 83-96.

See also rear cover

Steam railcar (railmotor) No. 94 and trailer at Camborne on Penzance to Truro service c1908. upper
Falmouth station with baulk permanent way (caption states c1905): both from coloured postcards. lower rear cover

Number 14 (2006)

The railway in the landscape: Bursledon station. 2-3.
Between Netley and Fareham on River Hamble: magnificent steam yacht and steam launch, c1906. See also similar view in next Issue, and letter from John Fletcher (15 page 45) who corrects caption mention on "Portwood", should havve been Portswood.

Treloar, Peter. Stroudley's Gladstones. 4-16.
Argues that Stroudley did design locomotives for Edinburgh & Glasgow Railway when his chief, W.S. Brown was ill. Briefly records Stroudley's stay at Inverness and how he replaced Craven's chaos by standard types at Brighton. Asserts that the tender 0-4-2 type did not suffer from the instability problems which plagued 0-4-4Ts, notably the LSWR M7 and GWR 3521 classes. Notes that restored Gladstone had been intended for Science Museum (but space was not available)

London & North Eastern Railway (North Eastern Area) goods motor services. 17-38.
Virtually a facsimile reproduction of "rare" LNER publication from 1935: contains list of pick-up and drop-off points, such as "R.A.F. Station"; "Fir Tree"; "Park" and best of all "Ogle". The illustrations (most of very inferior resolution) include K3 No. 156 on express freight; pigs (more pigs in next Issue) and sheep (separate illus.) being loaded into LNER lorries; pea picking (looks like Steppes of Central Asia); sacks being loaded onto LNER lorry; Morris lorry being loaded; Ford lorry with parcels for village store (definitely pre-Tesco, about the only good feature); Fordson loading and unloading sacks; 33 lower: container being loaded and transhipped to railway flat lorry (stated to be Albion, but was an Associated Daimler: see letter from David Harvey in Issue 15 page 44; wholesaler distribution via LNER warehouse; cage containers being loaded into motor van; furniture removal; train ferry; control office (controller attempting to establish which "Carlton". Cover of Goods Motor Facilities on rear cover (colour). See published letter from old grump KPJ in Issue 15 page 43 and from Michael Brooks,  and some support from N.P. Fleetwood: should anyone read this electronic version it is worth noting that nearly all the viindictive (indeed comment in general) travels by e-mail.

Greaves, Jim. The travails of early rail travel. 39-45.
Text consists of letters to The Times from the 1840s onward and concern the dreadful conditions imposed upon the poor (some of the examples are very well known). Many of the illus. are also well known. Illus.: arrival of Eastern Counties Railway Christmas train at Shoreditch (Illustrated London News 1850); elevation and plan of LSWR 3rd class Parliamentary "carriage"; Euston and Birmingham Curzon Street shown at time of opening from LNWR postcards c1906; Reading station c1850; Punch cartoon rerlating to smoking; The Excursion Train Gallop by Frank Musgrave (cover); first class smoking carriage ECR (very well known, but so much better than One has to offer); Punch 3rd class carriage interior; Derby Day 1842 engraving.

Parkhouse, Neil and Miles, John. Bridge improvements on the Midland in the 1880s. Part 2: Overline and underline bridges. 46-61.
Soar Lane bridge (Leicester & Swannington Railway: ornate cast iron across Soar); Cleeve bridge (road over: timber truss with stone abutments: three views: one dated 1884 and in 1885 as rebuilt with new stone abutments and parapets and cast iron arches); Bridge No. 33 at Bredon (road over: steel or cast iron under-girder and considerable amount of masonry, 1884); Bridges Nos. 30 and 32 at Bredon (before (1884/6) and after (1885/6) photographs: timber spans of 1840 replaced by structures similar to previous: the before pictures give an excellent impression of how the Birmingham & Gloucester looked when opened); Washstone's Bridge near Frisby between Systn and Peterborough (bridge crossing Wreake being replaced: primitive earlier structure; new structure steel or cast iron girder with stone piers; Nar Bridge (King's Lynn): original flimsy structure: timber struss of 1864 as replaced in 1885 by steel or wrought iron girder span with brick abutments as incorporated into Midland & Great Northern Railway (before photograph shows coffer dam used to construct abutments; Spetchley Bridge; King's Heath bridge (brick arch original of 1840 and girder replacement of 1886); Bridge No. 48 at Abbott's Wood (original timber structure of 1840 awaiting replacement in 1886); and as replaced in 1887 with girder and stone replacement; bridges over streams at Fleam, Hargate and Egginton Brook where timber structures were replaced by girder and stone structures. See also letter from Brian Lewis in Issue 15 page 44 who had found alternative views in collections held in National collections (NRM and National Archives) and who observes that timber structures were in "as-built" condition. See also letter from J.W. Mann (Issue 16 page 56) which adds to the information about the bridge at Cleeve; and at Bredon (where the unpainted girders would have been treated with red lead prior to fabrication); the correct terminology for the timber bearer at the top of a trestle is a corbel; and at Abbotswood where the date of reconstruction was 1886..

Sibley, Alan. The boundary post at Potters Bar. (Fly Shunted 1). 62-3.
C1 small Atlantic No. 950 passing City of London Coal Tax boundary post (obelisk) at Potters Bar; also drawing and notes of others on LNER

Accident involving broad gauge 4-4-0T Meteor. 63.
Requests location of accident

'Down Postal' (letters). 64.
The L&B's contribution to London's railway coal trade. Harry Jack.
See Issue 13 p. 4: opened sidings to handle coal at Kilburn in 1845 which received coal from Clay Cross and Ince Hall collieries. Larger fascilities were opened at Camden in 1851.
Poetic licence. Nigel Lemon
See Issue 13 p. 4: Cargoes by John Masefield, not Rudyard Kipling
Poetic licence. Ron Allison
See Issue 13 p. 4: Cargoes by John Masefield, not Rudyard Kipling
Poetic licence [and satellite navigation]. Michael Dunn
See Issue 13 p. 4: Cargoes by John Masefield, not Rudyard Kipling; supposed location of Grayrigg (13 p. 70 upper) on branch line rather than on WCML; and (13 p. 75) Tebay looking north not south
Newhaven Docks query – a reply. Peter Barker.
See Number 13 p. 59 for letter from Nick Holliday: and feature which included Newhaven Dock in Issue 9 page 59: mechanism of sheer legs, also standpipes for hydraulic power. Further information from Peter Barker (giving dimensions): Issue 15 page 45
London coal depots and bridges. Huw Edwards.
See unidentified location in Issue 13 p. 22: suggests MR East India Dock. The bridges are those quoted as "Hatch End" in captions to illustrations in 13 on Pouteau LNWR listings: 62 lower is probably bridge No. 38; those on 71 lower and 80 upper are probably bridge No. 37. See also response from John Alsop (15 page 45) who rightly considers that "Harrow" was adequate designation for both Kenton and Hatch End (KPJ who was born in "Kenton" is proud to have "Harrow-on-the-Hill" on his birth certificate)
Midland Railway coal trains to Kensington. Michael J. Smith.
See feature in 13 beginning page 4: on page 22 there is a muddle concerning the North & South West Junction Railway: it did not provide access to the Widened Lines, but linked MR with LSWR. There is also muddle concerning access from the MR to the Widened Lines via King's Cross.
Colour vision – getting technical. Tony East.
Notes that human beings lack the greater colour perception of some other creatures, such as dinosaurs: cites Scientific American article.
L&SWR photographs. Nick Pomfret. 81.
See feature in Issue 13 page 40: considers that the Plymouth photographs were taken by F. Pascoe.
Drummond correction. Jim MacIntosh.
See illustration on p. 41 of Issue 13: CR locomotive illustrated not in Drummond original state, for which see Cornwell p. 69 top
Park Coal Depot. Cyril Crawley.
See feature in 13 beginning page 4: Park was not a coal depot; only gave access to Tottenham & District Gas Works.
The River Where? Paul Humfries.
On p. 29 of Issue 13 (feature begins page 4) the supposed River Ware must have been either the River Lea or the synonymous River Lee snorted reader from banks of the Stort.

Alsop, John. Pouteau listings Part 14: The London & North Western Railway Part 2 and the Maryport & Carlisle Railway. 65-81.

Fly Shunted 2. 82
Hope Mill station on 1 October 1892. upper
with decorated locomotive on opening day: Cranbrook & Paddock Wood Railway
Hertford Great Northern Railway station. lower
Caption implies that station became "Hertford North": known as Cowgate once separate Hertford North station opened.

John Alsop . Wish You Were Here? Railway Postcards of Durham. 83-95.
See also rear cover for reproduction of coloured PC of Trimdon station.

Fly Shunted 3. 96
Tay Bridge looking north, nearing completion in spring of 1887.

Trimdon station (from coloured postcard). rear cover.

Number 15 (2007)

The railway in the landscape: Bursledon station. 2-3.
Whilst still single track with steam yacht, c1906. See also previous Issue for another similar view

Parkhouse, Neil and Miles, John. Bridge improvements on the Midland in the 1880s. Part 3: footbridges. 4-16.
Footbridges: Bridge No. 31 at Burton-on-Trent; under construction in unidentified works; Bagworth, Kettering, Ashchurch, Berkeley Road, Fish Ponds (Bristol); Kettering (another); Stamford and Hay-on-Wye. Also plans and drawings for reconstruction of Bridge No. 12 near Cheltenham dated February 1897; also Bredon as in late 1950s and Bredon station c1910.See also letter from J.W. Mann (Issue 16 page 56) relating to bridges at Fishponds and Bredon .

Arman, Brian. Didcot circa 1892: a broad gauge photographic delight. 17-23.

This led to an interesting letter from John Miles (Issue 16 page 55) which rightly congratulated eveybody for the wonderful pictures, but demolishes the Brunel genius myth: see therat for the demolition.

Fidczuk, Peter. Gas by rail Part 3: Murgatroyd's. 24-42.
New chlor-alkali works at Elworth, near Sandbach, Cheshire, opened in 1950. New fleet of vehicles acquired from Charles Roberts, including probably last wagons to be constructed with timber underframes. The feature, in addition to the photographic illus. tabulated below contains drawings for a bogie tank wagon and photographic details of health & safety type and ownership notices, safety caps, etc.  

'Down Postal'. 43-5.
Return to Lee-on-the-Solent. David Morton
See Issue 8 page 4: Scott did not become S&DR No. 11, but was acquired by the LSWR Engineer's Department and was named after Archibald Scott, the Traffic Manager, was moved to the Locomotive Department from January 1874, was sent to the Bodmin & Wadebridge line in Cornwall and returned in 1886. Also describes S&DR No. 11 which also came from George England: it had been constructed for the Imperial Exhibition held in London in 1862. The 2-4-0T was supplied in England's standard blue livery and was bought in 1863 by thhe S&DR where it was known by the saff ass "Bluebottle", but it was not the source for S&DJR blue livery. In 1870 it was sold to the Admiralty at Sheerness...
Somerset & Dorset Railway No. 3. Russ Garner.
See Issue 13 page 58: an attempt to postulate a location (between Burnham and Templecombe) and hints that might be on another railway. .
Somerset & Dorset Railway No. 3. Gerry Nichols
See Issue 13 page 58: an attempt to postulate a location: "south of Bruton"
L&NER Motor Services: brickbat — and a bouquet. Kevin Jones.
See protracted ad absurdum feature in Issue 14 page 17 et seq also cites Backtrack Editorial by himself and article on future of electronic information in J. Rly Canal Hist. Soc., 2006, 35, 277.
L&NER Motor Services: brickbat — and a bouquet. Michael Brooks.
See feature in Issue 14 page 17 et seq concurs with KPJ, but far less cruel.
L&NER Motor Services: brickbat — and a bouquet. N.P. Fleetwood. 44
See feature in Issue 14 page 17 et seq who noted that concentration of freight probably had a considerable effect upon local carters.
Midland bridges. Brian Lewis.
See Issue 14 page 46 et seq: writer had encountered alternative views in NRM and National Archive collections (notably RAIL 491/836 and 1014/37) and notes that the timber bridges as illustrated were in as-built condition.
L&NER lorries. David Harvey.
See Issue 14 page 33 lower: vehicle is not an Albion, but an Associated Daimler
More on the Gladstones. E.G. Best.
See Issue 14 page 16: location was Brighton (as agreed by John Minnis, below): adds that No. 172 was fitted with a live steam injector. Also notes that illus. on  top of page 13 (Issue 14) of No. 185 (not as text of letter) appeared to have been condensing as steam was issuing from tender as it was being filled.
More on the Gladstones. Peter Treloar
See 14-8 lower: locomotive fitted for oil firing using Johnson's patented vaporiser burner in which oil was burnt as a gas
More on the Gladstones. Paul Newham.
See 14-8 lower: locomotive fitted for oil firing
More on the Gladstones. Mike Christensen.
See Issue 14 page 12 lower not Balham Intermediate box
More on the Gladstones. John Minnis.
See Issue 14 table: 4 photographed T.F. Budden: 6: at Eastbourne; 7 lower at New Cross, not Bognor; 8 upper see also LBSCR ventilated meat van at head of train;  8 lower: also notes oil-burner and observes Midland Railway fruit and milk vans; 9 upper at Bognor; 10 photographed by E.J. Bedford; photographed by J.N. Maskelyne at Edenbridge; 14 upper: Victoria; and page 16: location was Brighton.
L&NWR Experiments. R. Hawkins. 45
See Issue 14 page 75 lower: staes locomotive withdrawn in August 1935 and cites W.B. Yeadon's A compendium of L&NWR locomotives, 1912-1949. Part 1. Passenger tender engines. Challenger, 1995.
L&NWR Pouteau revisions. John Alsop
Reaction to letter from Huw Edwards (Issue 14 page 64) and to the Pouteau listings in Issues 13 and 14: mainly a pontification on bridge numbers in vicinity of Harrow; the movement of the view at Tebay; caption in Issue 14 to illus on pagge 69 upper is incorrect; also illus on page 66 is a Benbow not an Alfred the Great
Nice sheerlegs! Peter Barker.
See Issue 9 page 59 and earlier letter in Issue 14 page 64: dimesnions now given
From our Hull correspondent. Mick Nicholson.
See bottom illus. on page 90 (Issue 14): clearly an 0-4-4T not as stated. Letter writer's loose reference to Whyte notation led to a useful letter from John Power (Issue 16 pages 55/6) on origins of Whtye notation and its instigator.
A North Eastern loco correction. G.N.G. Tingey.
See illus. page 95 upper (Issue 14): locomotive was S class 4-6-0 not R class 4-4-0
Bursledon. John Fletcher
See caption to Issue 14 page 2:Portswood not Portwood
Oil for coal and L&NWR matters. Bill Aves.
Follow up to letter in Issue 13 page 59 which as writer notes adds to confusion! See also Issue 14: Pouteau LNWR photographs: 73 lower: when LNWR tooks over NLR motive power three of the 4-4-0Ts were taken into LNWR stock and used on London area parcels workings; page 75 lower: offers alternative date for demise of George Findlay

Christensen, Mike. Accident at Northampton, 20th April 1910. (Follow up). 46-7.
Relates to Pouteau listings in Issue 14 page 77 upper: accident was due to signalman (Alfrerd Charles Adams) error and involved a passenger train running into rear of stationary freight: Col. H.A. Yorke in Board of Trade report (30 May 1910) was critical; of signalling and working methods.

Where? [Achilles class 4-2-2 Sir Richard Grenville possibly at Flax Bourton]. 47.
Caption includes notes on Achilles class

L&NER livestock lorry c1926-8  (Follow Up). 48-9.
Associated Daimler 428 type with Charles Roberts double-deck body for carrying sheep. Livery Royal blue: 4 illus. See letters in Issue 16 on page 55 from Adrian Gray, Ian Maddams and Bob McCunn all of which solve the riddle of how the ramp fitted within the confines of the lorry: Maddams also points out the location of the petrol tank and the 20 mph speed limit.

Parkhouse, Neil. Moments in time at Mistley Quay. 50-60.
Photographs by Alf Mustoe of quay on River Stour in even-then (early 1900s) only semi-rural Essex: see also letter from Keith Garwood (Issue 16-55) who actually lives there as did his parents and grandparents and who was listed in the original credits.

Alsop, John. Pouteau listings. Part 15: The London & South Western Railway. 61-81.

Fly Shunted: [Taunton c1895]. 82.
Replacement of baulk road with large number of participants & observers; also whitewashed cattle trucks & new signals: see also Issue 16 page 56 for letters from Mick Nicholson, Richard Brice and John Hill (who provided further photograph probably taken at same time (during reconstruction of Taunton station)..

Nigel Bowdidge. Wish you were here? Railway postcards of Essex. 83-96.

Chlorine tank wagons. Paul Bartlett. rear cover
Coloured illus. of BPCM tank wagons: four-wheel 47143 (T91) at Fawley on 16 August 1979; bogie 77026 (T226) at British Celanese, Spondon on 5 August 1978

Number 16 (2007)

The railway in the landscape: Llanfihangel Station c1905. 2-3.
Raailway station on bottom margin: John Morgan open wagons with dumb buffers just visible in Cambrian Railways' station.

Hill, Norman. Timothy Hackworth's essential place in early locomotive development. 4-26.
An attempt to increase the historical standing of Hackworth, and possibly to downgrade that of George Stephenson who is almost accused of industrial espionage, the word "plundered" is used, on behalf of The Grand Allies (Sir Thomas Liddell, James Stuart-Wortley-Mackenzie and the Earl of Strathmore) who supplied him with a horse. The references are highly selective: Dendy Marshall and Reed are excluded, Clement Stretton's skeletal line drawings are used without giving any warning that they may be inaccurate. See also letter from R.A. Fox in Issue 19 page 52 which refers back to contributions in Issue 17 page 38 from Harry Jack and Kevin Jones. See also letter in Issue 18 (inside back cover) from Michael Hardy who is critical of the claim made in Robert Young's Timothy Hackworth and the locomotive that three locomotives constructed by Hackworth were the first in British North America: Dorchester built by Stephenson's for the Champlain & St Lawrence Railroad in 1836 was the first .Letter from Peter Treloar (Issue 19 page 52) notes that Pavlovsk was displaced from near Moscow to the Black Sea.

Christensen, Mike. The Cambrian Railways photographs of H. Burman: Part 4. 27-34.
Part 3 see Issue 9 page 51 et seq. Page 27: Sharp Stewart 4-4-0 No. 68
Pages 28-9: No. 10 (GWR 196 class 2-4-0 No. 213) used with No. 212 to demonstrate Arthur Reginald Angus's automatic train control system as demonstrated on the West Somerset Mineral Railway in 1911 and acquired via Bute Supply by the Camvbrian Railways in 1921: four illustrations
page 30 4-4-0 ex-No. 50 as GWR No. 1110 at Machynlleth
31 two view of unidentified 4-4-0s: lower leaving Harlech
32 upper: unidentified 4-4-0 below cliffs at Harlech
32 lower 0-6-0 GWR No. 908 (ex-Manchester & Milford Railway No. 9, supplied Sharp Stewart in 1888)
33 upper 0-6-0 GWR No. 900 (ex-Cambrian Railways No. 45 (Sharp Stewart 1864) at Barmouth Junction
33 lower 0-6-0 GWR No. 884 (Neilson 1899)
34 Unidentiified 15 Class 0-6-0 on long freight

Alsop, John. The railway photographs of E. Pouteau.  Part 16: The  Lynton & Barnstaple Railway, the Midland & Great Northern Joint Railway, the Midland & South Western Junction Railway and the Midland. Railway Part 1. 35-54.
See also short feature in Issue 17 page 81 with more photographs and letters from/between Mike Barnsley and John Alsop concerning the one photograph (below) and the information in the lists

'Down Postal'. 55-6.
Pouteau L&SWR: matters arising. Peter Swift.
See Issue 15
page 63 lower: location was Wimbledon
page 66 lower: destinations: class 415 for Bournemouth via Sway; T1 for Portsmouth via Netley and the O2 is for the Newbury line on train of GWR stock (at that time were locomotives changed at Winchester? KPJ)
see page 67: caption's reference to bogie tender going to an S15 in 1935 is not quite correct
see page 71 lower: not a T3, but a T6, probably No. 664 (locomotive features Drummond modifications)
see page 76 lower: photograph was probably taken after 1878
see page 80 lower: notes that caption incorrect in asserting that X2 class Nos 577 to 581 had narrow cabs and splashers: only No. 577 was fitted thus.  
Pouteau L&SWR: matters arising. Greg Tingey.
See Issue 15 page 63 lower: location was Wimbledon
L&NER livestock lorry. Adrian Gray.
See Issue 15 page 48: describes the means by which the ramp was fitted into lorry
L&NER livestock lorry. Ian Maddams
See Issue 15 page 48: describes the means by which the ramp was fitted into lorry and points out the location of the petrol tank and the 20 mph speed limit. Also notes that picture of Jaywick (Issue 15 95 lower) could not have been before summer of 1937 as Ford van visible was not marketed until then (a real Essex man letter)
L&NER livestock lorry. Bob McCunn
See Issue 15 page 48: describes the means by which the ramp was fitted into lorry
More Mistley memories. Keith Garwood
See feature beginning page 50 in Issue 15: further observations, including a caption correction: the bucket was a bushel (makes one think of school exercise books (back page: KPJ)
Brunel – not so great. John Miles.
See Issue 15 page 17 for collection of wonderful photographs of broad gauge, but writer (a professional engineer) condemns Brunel not for his magnificent bridges and choice of route, but on the folly of the broad gauge and his traction policy (his locomotives and the atmospheric system): the latter led to a line which continues to be difficult and costly to work. Brian Arman responded to Professor Miles' observations in Issue 17 page 38..
Whyte's locomotive classification, John Power.
See Mick Nicholson letter in Issue 15 page 45: states that Whyte system was outlined by Editor of American Engineer & Railroad Journal in December 1900 Issue.
No shed. R. Hawkins. 56
See Issue 15 page 70 to correct caption: there was no engine shed at Exmouth Junction (Exmouth Junction supplied motive power once Sidmouth shed closed
Midland bridges. J.W. Mann
See Issue 14 page 46: additional information about the bridges at Cleeve, and at Bredon (where the unpainted girders would have been treated with red lead prior to fabrication); the correct terminology for the timber bearer at the top of a trestle is a corbel; and at Abbotswood where the date of reconstruction was 1886; and Issue 15 page 4.
Baulk road to power signalling. Mick Nicholson
See Issue 15 page 80 upper note also pneumatic signal which according to Mick Nicholson (letter 16 page 56) makes date post November 1902. See Issue 15 page 82:postulates that photograph possible marked removal of last section of baulk road in vicinity..
Removing the baulk road: mystery view. Richard Brice
See Issue 15 page 82: comment on bran (not brand) new shovels
Removing the baulk road: mystery view. John Hill
See Issue 15 page 82: provided further photograph probably taken at same time, during reconstruction of Taunton station.

Peter Fidczuk . Gas by rail .Part 4: Associated Octel and Tank Rentals. 57-82.
Associated Octel grew out of 1930s activity sponsored by the Ministry of Aviation to ensure the supply of a strategic material, namely anti-knock compounds for petrol engines ued in cars and aero engines. These are based on tetraethyl lead used with the ethylene dibromide (for aero engines) or ethylene dichloride to act as scavengers. The dibromide (bromine) requires a supply of chlorine and is produced from warm seawater: the initial plant was located at Hayle power station in Cornwall. The tetraethyl lead plant was located at Lostock Gralam, known variously as Plumley, Plumbley, Holford and Winnington. Following WW2, a further bromine plant was established at Amlwch on Anglesey and this was built in association with a new Associated Octel plant at Ellesmere Port. Illus. include 20 ton ethylene dibromide tank wagon constructed by Charles Roberts in 1940 No. G26 for Hayle to Plumley traffic. Hayle Wharf branch with 57XX shunting two tank wagons (one for chlorine, the other for sulphuric acid) in April 1959 (two photos Hugh Davies); Associated Octel tank wagon No. 404 supplied by Charles Roberts in 1940 in about 1964; Associated Octel tank wagon No.907 for chlorine transport at Stoke Gifford in May 1972; Associated Octel tank wagon No.926 constructed by Jurst Nelson in 1957/8. .

John Alsop. Wish you were here? Railway postcards of Carmarthenshire. 83-95.

Fly shunted: Dorstone goods yard on the Golden Valley line. 96
Horse and waggon owned by Roger Haines of Snodhill Court, Peterchurch. Sacks being loaded from waggon into GWR iron mink van, c1920.

Llandilo station with southbound passenger train hauled by LNWR tanke engine (Coloured post card). Rear cover (upper)
Manchester Ship Canal diesel locomotive No. 3003 hauling Associated Octel tank wagons at Ellesmere Port in September 1991. (T. Mann: colour photograph). Rear cover (lower)

Number 17 (2007)

The railway in the landscape: Bethesda c1895. 2-3.
LNWR station in foreground with mineral wagons (see enlargement page 23 (bottom)). and six-wheel coaching stock: in middle distance Penrhyn slate quarries and Penrhyn Railway train with locomotive at foot of inclined plane and mountains in vast background. See also long commentary on the picture from Peter Swift in Issue 18 (inside back cover) who detected one of three large Hunslet locomotives on the Penrhyn Quarry Railway and notes on the inclines and on slate traffic on the LNWR branch..

Pirie, A. Gordon. Strabathie Light Railway (or the Blackdog Light Railway or the Murcar Railway. 4-23.
The Seaton Brick & Tile Company built a brickworks at Strabathie on the North Sea coast north of Aberdeen in 1898 and in 1899 acquired a Light Railway Order to construct a narrow gauge (3ft) from the works to Bridge of Don. The line was 3¼ miles long. Alexander Christie, the manager of the brickworks hoped that it would be possible to work the firm's traffic from there into the City centre using Aberdeen Corporation Tramways and vehicles were designed, but not constructed to cope with two different gauges. A Hunslet outside-cylinder 0-4-0ST Newburgh was the motive power and open wagons were supplied by W.G. Bagnall and later by Gray, Harrow & Co. of Aberdeen. Subsequently, the Seaton Brick & Tile Co. was pursuaded to carry golfers to the links and these were conveyed in former tramcars supplied from Aberdeen Corporation, and built by R.&J. Shinnie of Aberdeen. When the Hunslet was withdrawn on closure of the brickworks it was acquired by William Tawse, an Aberdeen contractor. From 1909 a petrol-engined railcar was employed, supplied by John B.Duff and this was known as the buggy or the trainie. See also congratulatory letter from Martin Gregory, but with some cryptic comment upon the source of power for the railcar. The Hunslet with a train of two carriages is illustrated on page 9. At the bottom of page 8 there is a drawing (S. and f. els.) of a wagon. There are several pictures of the railcar from its prime through until its semi-demise. On page 10 upper there is a postcard photograph of Great North of Scotland Railway mail omnibus (bus) at Newburgh: Milnes-Daimler No. 2368: registered as SA 311. The buggy's driver was Jim Fiddes and he is shown with his handbell on page 18......

Fly shunted 1. 23.
Enlargement of part of photograph of Bethesda station (pp. 2/3) to show mineral wagons in great detail: two belonged to Robert Williams & Sons Ltd, coal merchants of Liverpool and the other was lettered Garswood, possibly Garswood Coal & Iron Co. wagon

Digby, Nigel. 'Our carriages': the story of the Midland & Great Northern Joint Railway's own carriages and what happened to them. 22-34.
The story 'Our carriages' as they were known at the Melton Constable works of what became the M&GNJR were ordered by the Lynn & Fakenham Railway from the Birmingham Railway Carriage & Wagon Co, in 1882. By delivery the railway had become the Eastern & Midlands Railway and William Marriott was its Engineer and Locomotive Superintendent who termed these vehicles the 'Large Stock'. They had semi-elliptical roofs and were six-wheelers. From 1892 Marriott produced what he termed 'New Stock' at Melton Constable using parts from withdrawn MR and NLR vehicles, but with the overall appearance conforming with the 'Large Stock'. The basis for much of this article is Marriott's Day Book which is kept in the National Archive at Kew.

Great Western Trust. The Bristol & Exeter Railway versus the Great Western Railway, 1841-9: the Weston-Super-Mare branch and other matters. 35-7.
Papers acquired by R. King Bird and donated to the Great Western Trust throw light upon a dispute between the BER and the GWR concerning the Weston-super-Mare branch

Down postal. 38-
RA8 – close to the hedge. Nick de Courtais.
See Issue 8 pp. 2-3 for double hedges in picture of South Eastern Railway train in snow. SER probably planted this type of hedge (KPJ: probably a sort of precursor to CTRL razor wire)
RA12 – a matter of time. Graham Beare.
See end of feature in Issue 12 (page 28) where mph and time are expressed in form 6 1-3, etc: writer suggests that this was due to the shortage of fractions by Edwardian printers in their collections of lead slugs . 6 1-3 would be 6 hours 20 minutes. (KPJ: this problem is still encountered within html)
Midland 0-6-0STs – the answer. Bill Aves.
See Issue 16 page 51 (lower) for photograph of MR 0-6-0ST No. 2067A. Cites Summerson's Midland Railway locomotives Vol. 3 pp. 189-90 which states that MR purchased two Fox Walker 0-6-0STs: original running numbers 1428/9, Works Numbers 377 and 384 in 1879 for dock shunting at Gloucester. No. 1428 became 1428A in 1890 and 2067A in 1891 and remained in service until 1906.
Matters arising. Steve Phillips.
See Issue 16: 54 lower: Baldwin 2-6-0s: letter states that locomotives were delivered in fully lined MR livery; and page 36 upper: corrects "Bristol Carriage & Wagon" to Bristol Wagon & Carriage Works
In defence of Isambard. Brian Arman.  
See letter in Issue 16 page 55 from Professor John Miles which condemned Brunel for his lack of mechanical engineering ability: letter writer prays to justify Brunel's flawed genius by placing him alongside Euclid, Augustine, Thomas More, and so on, and by noting that Brunel perceived Paddington as being the departure point for New York.
Time warp! Mick Nicholson.
See middle photograph on page 25 of Issue 16: presence of APT invalidates suggested date of 1925
Hackworth undermined. Harry Jack.
See article in Issue 16 beginning page 4: questions the use of illustrative material from Clement Stretton's The development of the locomotive, noting that Stretton is regarded as being unreliable: notes that the drawing of Stephenson's Planet (page 20 upper right) is inaccurate and that the picture of "Puffing Billy" (9 lower) was based upon a photograph of Wylam Dilly. See also letter from R.A. Fox in Issue 19 page 52. Norman Hill responded in Issue 20 page 59+.
Hackworth undermined. Kevin P. Jones.
See article in Issue 16 beginning page 4: takes exception to phrase "knowledge plundered from his neighbours" used to describe George Stephenson's working methods and uses bibliographical warrant to contrast the relative significance of the two engineers. See also letter from R.A. Fox in Issue 19 page 52. KPJ also used this letter to accuse Railway Archive of lacking a sense of direction: such nonsense was firmly squashed not only by the Editor, but also in letters in Issue 18 (inside back cover) from Tony Wisdom, Cyril Crawley and Steve Phillips, and from KPJ who considers Issue 17 to be absolutely super. Norman Hill responded in Issue 20 page 59+..
Sackcloth & ashes. Brian Arman. 82.
See feature in Issue 15 page 18 by writer for picture stated to be Prometheus was probably Crimea of Rover class

Arman, Brian. The 'Bear' at Bath. 39-43.
No. 111 The Great Bear: six photogrphs with Star class No. 4017 Knight of the Black Eagle in two of them. Views probably taken in 1908. See also upper illustration on rear cover, and correspondence on the state of the locomotive when the photographs were taken. Letter from Bob McCunn (Issue 18 inside back cover) relates to photograph on page 41 which appears to show a rearward facing headlamp and letter from Graham Beare in Issue 18 on front steps and associated handrail which led to letters in Issue 19 from David Patrick and from Peter Treloar. See also feature by Michael Wrottesley in Backtrack, 2008, 22, 547-52.:.

Greaves, Jim. Ramsgate Town, 1913: train through the wall. 44-50.
On 11 March 1913 an accident occurred through the failure of Driver James Woodward of H class 0-4-4T No. 324 to connect the vacuum brake hose between the locomotive and its train at Margate Sands and this led to the train demolishing a wall at Ramsgate Town (both stations were closed during the Southern Railway's improvement of railway routes on the Isle of Thanet).

Alsop, John. The railway photographs of E. Pouteau.  Part 16: The  Midland. Railway Part 2. 51-70..

Mullay, A.J. The loss of Colchester and other tales: Great Eastern ships in World War One. 71-80.
The Great Eastern Railway lost several of its ships during WW1, notably the Colchester. On 2 April 1916 the company's cargo ship Cromer attempted to ram a German U-boat (submarine) which forced it to crash-dive. Captain F.F. Beeching was awarded the Distinguished Service Cross for this action. On 23 June 1916 the Brussels was stopped and taken as as prize to Zeebrugge and its Captain Charles Fryatt was murdered by the the Germans following a court martial: execution was by a firing squad (German readers should remember that this is written in Nurse Edith Cavell country). At the end of WW1 Captain Fryatt was honoured with a service at St Paul's Cathedral prior to being reinterred with honour at Dovercourt. This article is a trailer for the author's For the King's service: railway ships at war. (to be published by Tempus). Corrections in Issue 21 page 29 et seq: from Jerzy M. Swieszkowski (Shipping Research Coordiantor, Great Eastern Railway Society)t.

See also rear cover (lower) for coloured postcard view of the SS Dresden

Pouteau M&SWJR update. 81.
Letters from Mike Barnsley (with further photographs) which relate to lists of Pouteau photographs in Issue 16 page 35 et seq and only photograph 39 lower. The further photographs are of 2-6-0 No. 16; 2-4-0 No. 10 and 0-6-0s Nos. 24 and 27. John Minnis (Issue 18 page 70) comments at length on the "Pouteau M&SWJR photographs": these were taken by A.F. Selby and then importantly states where these (and other) Selby photographs have been reproduced..

Neil Parkhouse. Wish you were here: railway postcards of North Somerset. 83-96.

No. 111 The Great Bear leaving Paddington on the Plymouth Limited c1910. rear cover (upper)
See letter from Peter Treloar (Issue 19 page 52) concerning the modifications made to the photograph by the colourist "F. Moore" this includes the livery of the coaches (from chocolate and cream to overall crimson lake, and the addition of steps in front of the cylinders and the article to which this directly relates, namely photographs of The Great Bear when new..
Great Eastern Railway steamship Dresden departing Rotterdam for Harwich c1904. rear cover (lower)
Coloured postcard

Number 18 (2008)

Jenkins, Stanley C. The Jersey Eastern Railway. 2-29.
Standard gauge railway opened in 1873 and closed in 1929. Unlike the narrow gauge Jersey Railway the Jersey Eastern operated on a relatively level route with few engineering structures. The trains lacked continuous brakes and relied on the brakes provided on the engine and by the guard. There was only one signal, but electric lighting had been installed by 1929. Illus.: Mount Orgueil c1890 prior to construction of railway; Gorey Pier station c1905; St. Luke's with station c1906; Kitson's official works photograph of  0-4-2T Mount Orgueil prior to delivery; same locomotive in service c1920; 0-4-2T Calvados; 0-4-2T Carteret outside Green Street carriage shed on 7 July 1922 (Harold Hopwood); Calvados coupled to vehicle with post box c1900;  semi-open second class carriage; brake end coach with letter box; Calvados on train; Sentinel railcar (WN 5655) as regauged for 3ft 6in Jersey Railway and named Normandy c1930; St. Helier (Snow Hill) station exterior c1912; St. Helier (Snow Hill) station interior on 29 June 1922  (Harold Hopwood); view towards terminus c1905; carriage shed probably in June 1913 (Harold Hopwood); sole semaphore signal on 22 June 1913 (Harold Hopwood); level crossing at Le Dicq c1920;  Pontac station c1912 and in c1905; crowd on La Rocque station with train arriving c1910; Mount Orgueil (probably) in rural setting c1920; Caesarea (probably) at Gorey Village station c1905, c1912 and c1920; approach to Gorey Pier station c1905; four postcard view of Mount Orgueil with station; Caesarea waiting to leave Gorey Pier on 2 July 1921; exterior of Gorey Pier station with castle above in Edwardian period; 0-4-2T Mount Orgueil with acetylene headlamp at Mount Orgueil in 1928; 0-4-2T Calvados at Gorey Pier station on 26 June 1913 (Harold Hopwood); remains of Sentinel railcar (locomotive portion) as acquired George Cohen at Wood Lane c1935 and at Mertsham Lime Quarries as No. 2 Dom on 4 January 1936. Further photographs in Issue 24 beginning page 50.. 

Down postal [letters]. 30+
Midland matters arising. George Harris.
See Issue 16 page 51 upper: information about Hellifield: the carriage shed was initially used by L&YR, then by MR. The shed was also used to store some of the Americal Pullman cars. There are also details of the first station at Hellifield built by the old North Western Railway
Midland matters arising.  Bill Aves.
See Issue 17 page 60: locomotives involved in Sharnbrook accident of 4 February 1909 (4-4-0 No. 3338 and 0-6-0 No. 3698) were not destroyed, but were rebuilt with G7 and H type boilers respectively.
Midland matters arising. Mike Christensen.
See Issue 17 illus. p. 58 lower: West Hampstead.not Hampton (in Arden)
Midland matters arising. John Edgington
See Issue 17 illus. p. 58 lower: West Hampstead.not Hampton (in Arden)
Midland matters arising. Peter Bunce.
Very generous letter which adds a considerable amount of information: Issue 17 page 61: with two open wagons with "milk churns" and a ventilated van at front of train: writer suggests that the open wagons were either CR or NBR and conveyed fish in barrels, the ventilated van (probably from the CR) may have conveyed meat.:Page 69 upper: Compound on down express with "NER clerestory coach" at front of train post 1907: firmly states that saloon is one of six family saloons built by Midland in 1879: one features in a picture of Sarah Barnhardt. By the time of the photograph the vehicle may have been downgraded to a picnic saloon; see 17 57 lower and 59 lower suggests that the locomotives illustrated were "yellow bellies" (that is they had  the boiler cladding in front of the driving wheels painted a cream colour to reflect light upon the motion); furthermore the early compounds were very much 'experts' engines with the ability to adjust the valve gear for each set individually; finally, see 17 68 lower: argues that this should have been called the 850 class   .
Pouteau M&SWJR photographs – the mystery solved! John Minnis. 70.
See short feature in Issue 17 page 81: letter comments at length on the "Pouteau M&SWJR photographs": these were taken by A.F. Selby and then importantly states how he and Mike Higson acquired albums of Selby photographs and where these (and other) Selby photographs have been reproduced: Minnis's New century on the South Eastern & Chatham Railway (1985)..
Railway postcards from North Somerset. Richard Kelham.
See Issue 17 page 83: states  that the coaches visible in Bath Greeen Park station were S&DJR rather than MR stock
Railway postcards from North Somerset.  John Scotford
See caption to illus on page 95 upper of Issue 17: Limpley Stoke is on Bath to Westbury line, not the Bath to Chippenham mainline.
Railway postcards from North Somerset. Michael Dunn.
See bottom photograph on p. 93 of Issue 17: notes that illus. shows Hallatrow signal box as original structure from the 1880s.
Bethesda. Peter Swift. inside back cover
See Issue 17 pp. 2-3: detected one of three large Hunslet locomotives on the Penrhyn Quarry Railway and notes on the inclines and on slate traffic on the LNWR branch.
Early locomotives in Nova Scotia. Michael Hardy
See feature in Issue 16 page 4 et seq: writer is critical of the claim made in Robert Young's Timothy Hackworth and the locomotive that three locomotives constructed by Hackworth were the first in British North America: Dorchester built by Stephenson's for the Champlain & St Lawrence Railroad in 1836 was the first .
The Great Bear. Bob McCunn.
See Issue 17 illustration on page 41: writer notes that the locomotive appears to carrying either an inward facing headlamp or a double-sided headlamp.
The Great Bear.  Graham Beare.
See Issue 17: photographs on page 39 et seq and that on rear cover: writer observes that the front steps shown on the pp. 39 et seq should have been removed by the time of the F. Moore painting shown on the rear cover: this led to letter and photograph from Peter Treloar (Issue 19) which shows that F. Moore did indeed modify the image and from David Patrick concerning front handrail formerly associated with front steps..
And finally... some bouquets. Tony Wisdom
See ill-advised part of letter from KPJ (Issue 17 page 38+) concerning the direction taken by Railway Archive: this leapt to the defence of the current path followed by the Editor.
And finally... some bouquets. Cyril Crawley
See ill-advised part of letter from KPJ (Issue 17 page 38+) concerning the direction taken by Railway Archive: this leapt to the defence of the current path followed by the Editor.
And finally... some bouquets. Steve Phillips.
See ill-advised part of letter from KPJ (Issue 17 page 38+) concerning the direction taken by Railway Archive: this leapt to the defence of the current path followed by the Editor.
And from the man himself. Kevin P. Jones
See ill-advised part of letter from KPJ (Issue 17 page 38+) concerning the direction taken by Railway Archive: this acknowledged that Issue No. 17 was a superb Issue inspite of the vitriolic comments made by one old grumpy..

Arman, Brian. The H.L. Hopwood Collection, 1901-1923. Part 1: A Great Northern selection. 31-8.
Harold Hopwood was born in 1881 and joined the Great Northern Railway in January 1897, becoming a clerk in the Locomotive Department in 1902. In July 1907 he was moved to the Train Running Section at King's Cross and following the Grouping he was moved to Liverpool Street before returning to King's Cross. He was a founder member of the Railway Club. He died in 1927: obituary Rly Mag., 1927 June. Arman also relates how he obtained the collection of prints and it is noted that the glass photographic plates are held by the Locomotive Club of Great Britain as part of the Ken Nunn Collection. Michael Hardy (letter Issue 19 p. 70) states that death was on 23 April 1927, citing Locomotive Magazine for 14 May 1927). Also notes that Hopwood advertised his prints for sale in Locomotive Magazine in 1904. Also records that Steam in camera 1898-1959 (Ottley 10465) records the movement of the Hopwood collection by Ken Nunn and Bernard Maycoack..

Greaves, Jim. Holiday traiuns to Ramsgate: the Southern Railway of the 1930s from the camera of S.A.W. Harvey. 39-50.
Information about photographer in final part. Includes a plan (c1935) of station which icludes engine shed and carriage shed. The Southern Railway had constructed these fascilities and opened them in 1926 to replace the former competitive chaos Part 2 see Issue 19 page 33.

Alsop, John. Pouteau listings Part 18. The North British Railway. 51-65.
Uses North British Railway Study Group classification which is similar to that adopted by LNER.

Jack, Harry. Clement Edwin Stretton – railway historian? 66-70.
A further and more detailed examination of the excessively imaginative railway and locomotive "historian" Clement Edwin Stretton. Jack shows how Stretton's account of Vulcan Foundry locomotives being "shipped" to the isolated section of the Chester & Holyhead Railwya to work on Anglesey is a complete fabrication: the locomotives went to the London to Birmingham section. Jack observes that Stretton is definitely not to be trusted on the output from Haigh Foundry where many of the alleged "output" did not ever exist. Similarly, Stretton is completely untrustworthy on anything relating to Bury locomotives, and several of his "drawings" of Bury locomotives were accepted by the Science Museum and have since been used to mislead serious students. Jack's strictures are even more severe on Stretton's compilations of the output from Vulcan Foundry.. Further support for this consignment of Stretton to the dustbin of historians from Brian Lewis (Issue 19 page 70) who found inaccuracies in Stretton's record of the Leicester & Swannington Railway .

John Alsop. Wish you were here: railway postcards of Norfolk. 71-80.
With the exception of the Yare crossing and Cromer Beach all links with railways have long ceased to exist in the locations depicted

Inside back cover see above

Stoke Ferry with train arriving from Downham Market c1910. coloured postcard. back cover upper
Train departing Gorey Pier beneat Mont Orgueil castle, c1905. coloured postcard. back cover lower

Number 19 (June 2008)

Turton, Keith. Admiralty coal traffic during the First World War: the 'Jellicoe Trains'. Part 1. 2-32.
During WW1 the British Fleet under the command of Admiral of the Fleet Sir John Jellicoe was greatly dependent upon supplies of smokeless Welsh coal which had to be transported from South Wales to ports on the East Coast most notably on the Firth of Forth especially at Grangemouth which required the coal to be hauled over Shap. See also Part 2 in Issue 20 beginning page 21 and "Follow up" articles in Issue 23 by Edward Talbot (page 41) and by John Hodge and Richard Weedley beginning page 55.. Only one photograph relates directly to the central topic and this is particularly interesting as it shows that the train carried three head lamps above the buffer beam: the Jellicoe specials do not appear to have been photographed, in spite of/because of their strategic importance.. This article was judged by John Lusted (long letter in Issue 21 pp. 26-7) to be excessively critical of Lord Jellicoe and in particular of his "defeat" at the Battle of Jutland, but does agree that Jellicoe failed to address the German U-boat campaign. Further Jellicoe was far from swashbuckling. Letter from Tony Cooper in Issue 22 page 66 who queries why Royal Navy did not use nearer coal and comments on calorific values. Additional information concerning Jellicoe's role as a coal merchant from Keith Turton in Issue 23 page 24..

In additionon on page 12 there are advertisements from collieries which supplied high quality steam coal: Powell Duffryn, Cory Brothers, Nixon's Navigation, Locket's Merthyr Collieries, Great Western Colliery Co. and Naval Colliery Co. On page 13 there is a list of collieries, owning companies, and railways serving them (GWR, TVR and Rhymney Railway) which supplied Admiralty grade steam coal. Colliery locations were Pontypridd, Treorchy, Llwynpia, Ystrad, Treherbert, Ogmore Vale, Tylorstown, Ferndale, Pentrebach, Porth, Trehaford, Tonyrefail, Maerdy, Wattstown, Penygraig, Tonypandy, Mountain Ash, Aberfan, Treharris, Treorchy, Blaengarw, Ynysbwl, Natymoel, Penrikyber, Aberman, Ystrad Mynach, Bargoed, Pontlottyn and Ynyshir. See also letter from R. Dukes in Issue 20 page 20 which givs additional information on sidings listed at Holton Heath and Bailey Gate. See also letter from Keith Turton in Issue 30 page 41 and illustrations. 

Greaves, Jim. The Southern's Continental Route via Dover: the Southern Railway of the 1930s from the camera of S.A.W. Harvey. 33-43.
Part 1 see Issue 18 page 39. Part 3 see Issue 20 part 46

Arman, Brian. The H.L. Hopwood Collection, 1901-1926. Part 2. The Furness Railway at Barrow in 1902. 44-51.
All photographs taken on 12 August 1902: superb quality photographs: superb standard of reproduction: due to the very extensive correspondence generated by these photographs the entries for the photographs are in bold type
Fairbairn 0-4-0 No. 9A page 44
Fairbairn 0-4-0 No. 14A page 45
Fairbairn 0-4-0 No. 13A page 46: stated by Rush to have been withdrawn in 1900
Sharp Stewart 0-4-0 No. 28 page 47
Map of Barrow Docks, Furness Railway, 1895. page 48
0-4-0ST No. 4? (94) page 49. See also letter in Issue 21 page 27 from Guy Wilson who considers that the extra pipework on No. 94A may have been for firefighting and includes an extract from the 1 February 1915 Working Timetable which records locomotives so-fitted. See also letter from Brian Lacey in No. 22 page 66 who compares this illustration with one in Bradley's LSWR locomotives – the Adams classes (1985) where there is an engraving on page 101 of portable Merryweather steam pump and a photograph of B4 class No. 94 Brittany fitted with buffer beam brackets for pump..
2-4-0 No. 58 page 50
0-6-0 No. 39 page 51 upper
See also letter from Robin Barnes in Issue 20 page 20 who considers that lining may be visible in photographs of Nos. 13A and 28; long letter from Les Gilpin (Cumbrian Railways Association) on most of the photographs: notably the 0-4-0s were supplied by Fairbairn not Fairburn; the Sharp Stewart 0-4-0 was supplied from Manchester, not Glasgow. Suggests that the 0-4-0ST may have been No. 94. Adds that No. 28 is extant as restored to an 0-4-0 tender locomotive numbered 20 and operated by the Lakeside & Haverthwaite Railway: cites Tim Owen The great survivors, Cumbrian Railways Association. Brian Lacey (letter Issue 20 page 59) suggests that the 0-4-0ST may have been No. 94 (the "9" may have fallen off when the buffer beam was modified with some extra form of coupling).

Fly Shunted. 51 lower.
Special working for transdporting a large flywheel from Sunderland to the docks: both tracks had to be used. c1900. See letters from M.R. Grocock and from Robin Barnes in Issue 20 page 20 which state that NER moved the flywheel from the South Durham Iron & Steel Co. Ltd's works at Stockton to their other works at West Hartlepool.

'Down Postal'. 52.
A step back in time: the Leicester to Rugby line, RA6 & 7. James Howes
See Issue 6 page 61 et seq and Issue 7 page 37 et seq: comment on the residual diesel railcar service which operated along the once glorious Great Central Railway. Writer is so upset by it all that he performs occupational therapy on the Mid Norfolk Railway
More on the London coal trade. Keith Turton
See writer's article in Issue 13 page 4 et seq: further information about Samuel Plimsoll, and the wagons he employed for the London coal trade (information from Birmingham City Library, Archives & Heritage Section (Access 2006/24, boxes 1-292) and from the records of the Midland Wagon Co.. ...
The Great Bear. David Patrick
See letter from Graham Beare in Issue 18 and original feature on The Great Bear on pp. 39-43 in Issue 17: writer notes that the handrail associated with the front steps lasted beyonfd the time when top feed was fitted and when the original superheater was replaced. Also comments on the removal of the front steps and handrail from some members of the Star class
The Great Bear and other matters. Peter Treloar.
See upper coloured illustration on rear cover of Issue 17 and black & white photograph reproduced herein, from which it is obvious that (1) "F. Moore" had changed the livery of the train from chocolate and cream to overall crimson (possibly to make the picture seem more up-to-date) and (2) had added steps in front of the cylinders: these steps had been fitted to the locomotive when it ran in as-built condition, but had been removed by the time the photograph was taken Also noted that on page 20 of article beginning page 4 of Issue 16 that Pavlovsk in Russia was placed on Black Sea whereas it was only 25km from Moscow. Norman Hill responded in Issue 20 page 59+..
Hawksworth and Stephenson. R.A. Fox
See article in Issue 16 beginning page 4 and letters which stemmed from it by Harry Jack and Kevin P. Jones which were critical of the original article for relying upon Stretton and for attempting to support Timothy Hackworth at the expense of George Stephenson's reputation which the present writer states "never plundered anyone of anything" and that Stephenson and Hackworth were "on good terms with each other". Norman Hill responded in Issue 20 page 59+.
Clement E. Stretton. Brian Lewis. 70
See Issue 18 page 66 (article by Harry Jack):letter writer found inaccuracies in Stretton's record of the Leicester & Swannington Railway which C.R. Clinker considered might have been immune from the fabrications which characterise Stretton's work. .
Stretton-isms. Cyril Crawley.
See Issue 18 page 77 bottom: notes that caption relating to Wisbech & Upwell Tramway locomotive stated that G15 No. 129 was six-coupled, not four-coupled as it should have been
Pouteau North British Railway. Irving Nichol.
See Issue 18 p. 65 upper: confirms location as west of Saughton Junction (photographed from Glasgow-bound train)..
Not Citadel – Waverley. Harry Jack.
See Issue 18 page 65 lower: location was not Carlisle Citadel but was Edinburgh Waverley and page 55 upper not east, but west end of Edinburgh Waverley
Hopwood remembered. Michael Hardy.
See feature Issue 18 page 31: corrects date of Hopwood's death (23 April 1927). Also notes that Hopwood advertised his prints for sale in Locomotive Magazine in 1904 and Steam in camera 1898-1959 (Ottley 10465) records the movement of the Hopwood collection by Ken Nunn and Bernard Maycoack..
GN and L&Y matters arising. Barry C. Lane.
See Issue 18 page 36 for photograph of GNR 0-4-2 No. 592: confirms that carriages behind the engine were Lancashire & Yorkshire vehicles and submitted photograph of LYR 4-4-0 at identical, but still unknown location, probably on North Eastern Railway. . According to later letter from Barry Lane (Issue 22 page 66) location was Leeds Central station..

Alsop, John. Pouteau listings Part 19. The North Eastern Railway. 53-69.

Neil Parkhouse. Wish you were here: railway postcards of the GWR in Devon. 71-80.

Number 20 (September 2008)
Front cover (Meldon Viaduct)

Editorial. Neil Parkhouse and Ian Pope.
A quotation from David St John Thomas' West Country: the first volume of the seminal Regional History of the Railways of Great Britain stated that "The railway made South Devon's fortune and lost North Devon's". Parkhouse considered that the terrain of North Devon and North Cornwall was not hospitable to the development of either resorts or railways and cites the lack of suitable locations for resorts between Minehead and Padstow.

Treloar, Peter. The locomotives of William Dean. Part 1. 2-19
The Author commendably uses plate numbers (used in following Table): it is highly probable that the phottographs will create a generous correspondence and plate numbers should assist identification. Part 2: Issue 21 page 33 et seq. Congratulations from Tony Cooper in Issue 22 page 66.

Down postal. 20+
RA5 - A Pouteau Correction! Roger Horn
See Issue 5 page 70 lower wherein caption states that E1 2-4-0 No. 993 was near Godley Junction with short express for London of Gresley stock with 12-wheel dining car: writer states the location was Hemsworth on the West Riding (GN&GC Joint) and the train was probably a Leeds to King's Cross express. John Alsop reply see Issue 21 page 28 agrees not Godley Junction.
RA19 Fly Shunted. M.R. Grocock
See Issue 19 page 51 lower: article in The Locomotive Magazine, 15 Jan. 1904, described route taken by the large flywheel as an out-of-gauge load as being from the South Durham Iron & Steel Co. Ltd's works at Stockton to their other works at West Hartlepool. The locomotive appears to be a Class '398' 0-6-0. The train, with the exception of the 20-and 40-ton wagons, is the Stockton Brakedown Train, which at that time consisted of a Riding Van and two Tool Vans (painted crimson), and the hand crane.
See also naval vessel in Issue 19 page 16: this was a battleship dressed overall to celebrate some special occasion (such as the King's birthday) and also possibly flying an Admiral's flag was one of the 'Royal Sovereign' Class.
RA19 Fly Shunted. Robin Barnes
See Issue 19 page 51 lower: article in The Locomotive Magazine, 15 Jan. 1904, showed photograph and  accompanied a short article entitled 'Removal of a large fly wheel from Stockton-on-Tees to West Hartlepool'. The movement was for the South Durham Steel & Iron Co, which wished to transfer it from their Moor Works at Stockton to West Hartlepool. Weighing around 35 tons and of 20 ft diameter, it was moved complete by placing it horizontally across two flat wagons running side by side on the parallel Up and Down lines. On the Up line there was only a single 20 ton wagon, the train proper running on the Down, made up of locomotive, chock van, tool van, crane with jib wagon, 40 ton wagon (sharing flywheel) and a travelling van (a former passenger vehicle). The transfer was made 'without trouble' and took 6hr 40min, averaging 15mph, passing over six junctions and around curves of 14.5 chains radius with 4.5 inch super-elevation on the outer rail. Large crowds turned out to watch.
See also feature on old Furness Railway 0-4-0s: believes lining is visible on the lower tender body of No. 13A, (page 46) and upper left hand comer of the cab side sheet on No. 28 (page 47). Is it possible if these locomotives on the one hand had not been repainted for a considerable time but on the other subjected to frequent and thorough handcleaning, then lining had simply gradually disappeared?
'Jellicoe Trains': Holton Heath and Bailey Gate Sidings. R. Dukes
See Issue 19 page 2: further information on list of sidings. Holton Heath on LSWR between Poole and Wareham was site of Royal Naval Cordite Factory built in 1915 to produce propellant for the Royal Navy. Holton Heath station was built to serve it and many employees arrived by train. There was roughly 4.5 miles of standard gauge track and sidings, including access to stores buildings, as virtually everything used on site was delivered by rail. There was also an extensive narrow gauge system extending to all buildings, with some 17 miles of track. The factory manufactured its own electricity and gas, and had a large steam making plant, so coal usage was significant. The site lacked sufficient water, thus a pumping station was built six miles north and coal sidings were put in at Bailey Gate, on the Somerset & Dorset line, to serve it. A more extensive history was published in A pictorial record of the Royal Naval Factory by M.R. Bowditch and L. Hayward, Finial Press 1996. An album of some 240 photographs taken between 1915 and 1930 was acquired by the association linked to the Factory.
'Jellicoe Trains' – a correction; and a Pouteau NER note. Michael Dunn
See caption to picture on page 9, in Issue 19: train was heading towards Swansea, not Craven Arms. See also pictures on pages 66 and 68: appear to be same location: York: John Alsop reply see Issue 21 page 28 agrees.
SR 1930s – that makeshift lamp iron. Peter Swift
See Issue 19 page 43 upper for photograph of King Arthur No. 767 and its "makeshift extended lamp iron" on the buffer beam. The normal bracket was not broken as it is clearly visible above the smoke deflector plate. The reason for the makeshift may have been through the varying practices of the Southern Railway constituents. All its pre-grouping companies used route indicating discs, but the SECR used only four positions, three across the buffer beam and one in front of chimney. The LSWR and LBSCR both used six positions: the LSWR put its middle discs on either side of the smokebox at mid height, whilst the LBSCR used extended double brackets on the buffer beam, able to carry both the lower and middle disc. In about 1920, the SECR started to fit the additional brackets to locomotives, but lower down on the smokebox, as shown in the various photos of SECR 4-4-0s in Jim Greaves' article. The problem with the LSWR arrangement is shown on No. 856, in the photo below that of No. 767. The smokebox side, is right in the fireman's line of sight and would be even worse when the brackets were raised, as on No. 767, after smoke deflectors were fitted. The LSWR also differed from the other two in using sockets instead of spikes for its lamp irons, requiring a different set of lamps and discs. The Eastern Section solved this problem by inserting lamp irons into the sockets, as seen in the centre bufferbeam bracket on No. 767 and, more clearly, in the two photos of No. 772 on page 41. No. 772 also shows the final solution to the sighting problem with the side discs moved onto the smokebox door. As the photograph of 772 on page 42 shows, the operating department also solved the problem in 1934 by changing the Victoria-Dover via Tonbridge headcode. 'Lord Nelson' No. 853 carried an LBSCR style double bracket on the fireman's side for a several  years. It looks as though No. 767's driver has reproduced this with a makeshift spike put into the LSWR socket.
Pouteau NER matters arising. R. Hawkins.
See Issue 19 page 69 upper: within the roundhouse gloom writer considers that have been housing NER P3 No. 1039, not the T1 0-8-0 postulated. John Alsop reply see Issue 21 page 28 agrees.
Pouteau NER matters arising. Michael Hardy.
See Issue 19 page 64 lower: same photograph appeared in J.E. Kite's 1850-1925 Vintage Album (Roundhouse Books, 1966), where it was claimed to be Tweedmouth whilst John Alsop indicates Haymarket. See Issue 19 page 60 lower: notes a typo in caption No. 1619 was built in May 1893; not as printed: photograph may have been taken by Rev. T.B. Parley. John Alsop reply see Issue 21 page 28: Haymarket.
Hopwood Furness Railway photos. Les Gilpin. 59 note out of sequence
See also feature on Hopwood photographs of Furness Railway 0-4-0s etc: the 0-4-0s were supplied by Fairbairn not Fairburn; the Sharp Stewart 0-4-0 was supplied from Manchester, not Glasgow. Suggests that the 0-4-0ST may have been No. 94. Adds that No. 28 is extant as restored to an 0-4-0 tender locomotive numbered 20 and operated by the Lakeside & Haverthwaite Railway: cites Tim Owen The great survivors, Cumbrian Railways Association. See also letter in Issue 21 page 27 from Guy Wilson who considers that the extra pipework on No. 94A may have been for firefighting and includes an extract from the 1 February 1915 Working Timetable which records locomotives so-fitted.. .:
Hopwood Furness Railway photos. Brian Lacey. 59 note out of sequence
See also feature on old Furness Railway 0-4-0s:Suggests that the 0-4-0ST may have been No. 94 (the "9" may have fallen off when the buffer beam was modified with some extra form of coupling).
Hackworth versus Stephenson – the author's reply. Norman Hill. (completed on inside rear cover)
Response to several letters inspired by original article in Issue 16 page 4 et seq: notably Harry Jack (Strettonisms); Peter Treloar (failings in location of Russian places, notably Pavlovsk), R.A. Fox, and dare we repeat it Kevin (George the pillager): at the end of it all he does admit that Stretton was a "charlatan". Wisely, our letter writer leaves the blastpipe controversy in silence. He also referred to the Pouteau photographs of NER items in Issue 19: to page 56 which notes a similar picture in Hill's Teesside railways which showed that dynamometer car tests were conducted on the Stainmore route between T class No. 2125 fitted with piston valves and slide valve locomotive No. 130 of the T1 class. See also page 62 lower for view of Tynemouth station, and very recent colour views on rear cover which show that for once all is not lost.

Turton, Keith. Admiralty coal traffic during the First World War: the 'Jellicoe Trains'. Part 2. 21-45.
Part 1: Issue 19 page 2. The involvement of Henry Gethin Lewis in the hire of wagons for the Admiralty is mentioned on pp. 33-6 and is the subject of an extensive letter from Keith Turton in RA 26 page 68. On 12 July 1915 the LNWR issued a new working timetable which detailed the increase of traffic coming off the GWR at Warrington. (see also letter from Keith Fenwick in Issue 22 page 66 who states that 1916 working timetable was very similar). The Jellicoe trains were scheduled to stop for examination at Carnforth, Tebay and Penrith, and were required to shunt clear for passenger trains to overtake. Trains were banked from Oxenholme (and later from Milnthorpe) to Grayrigg, and from Tebay to Shap Summit. The schedules allowed from 7¾ to 10¾ hours from Warrington to Carlisle. From October 1915 about half of the traffic was diverted either via the Settle & Carlisle route or onto the NER at Normanton and thence over the East Coast Main Line. Two major railways, the Midland and the North Eastern, are noteworthy for their lack of any extant information on their involvement in carrying Admiralty coal traffic: the North Eastern was clearly a major player, and the GWR handed over Admiralty coal to the Midland at Gloucester. In Scotland coal was shipped at Leith and Burntisland as well as from Grangemouth. William Mathwin & Son operated as Agent for the Royal Navy in the supply of coal, and as Agent it was in charge of the overall transport arrangements from colliery to Scottish or East Coast port. See also "Follow up" articles in Issue 23 by Edward Talbot (page 41) and by John Hodge and Richard Weedley beginning page 55. and letter from Keith Turton in Issue 30 page 41 and illustrations.
Illustrations:.
Bill Bailey 4-6-0 climbing to Shap banked in rear. 21.
Shap station with southbound stopping service at platform. 23
Shap cutting. 24
Forth Bridge aerial view. 25 this aerial photograph dated "c1930" led to an extensive correspondence in Issue 21page 27 wherein the most probable date was mid 1920 (see Alan Cobb); the class of the main vessel (a Bellerophon battleship) in the picture was agreed by Cobb as well as by Peter Griffin and M.R. Grocock, and the actual vessel as HMS Temeraire
Cefn Coed station and viaduct (Brecon & Merthyr Railway. 26 upper
Three Cocks Junction. 26 lower
Doldowlod station. 27
Grangemouth Docks, c1928. 30-1
Brodsworth Main Colliery with coal factor James Edge wagon 32 upper
Peckett 0-4-0ST Cambrian owned by Cambrian Wagon Works with new wagons for Wm Morris Ltd 32 lower
Kestell Bros empty wagons involved in Quintishill disaster of 22 May 1915 (returning Jellicoe empties) 33
Hall, Lewis & Co. 7 plank end/side door 12-ton wagon supplied Gloucester RCW in May 1910 34 upper
Hall, Lewis & Co.advertisement of 1924 34 lower
Coegnant Colliery near Nantyffylon with wagons from North's Navigation, HGL and  Hall, Lewis & Co 35
Kestell Bros 7 plank end/side door 12-ton wagon supplied Gloucester RCW in November 1914. 37
Aberdare class 2-6-0 No. 2615. 39
28XX 2-8-0 No. 2859. 40 upper
GCR 2-8-0 No. 93. 40 lower
LNWR B class 0-8-0 with coal empties near Carlisle Upperby: 41 upper: Huw Edwards (Issue 21 page 28) suggests north of Watford Junction. John Alsop (letter Issue 22 page 68) agrees Watford
LNWR D class 0-8-0 No. 2551 at Willesden. 41 lower Huw Edwards (Issue 21 page 28) states post May 1925 (LMS number not applied until October 1927)
CR 862 class 0-6-0 No. 665 near Motherwell with northbound mineral train 42 upper
Former NBR S class 0-6-0 No. 491 near Portobello shortly after the Grouping. 42 lower
NER T2 class 0-8-0 No. 1247 in photographic grey. 43 upper
Grangemouth NBR shed. 43 lower

Greaves, Jim. Excursion traffic: the Southern Railway of the 1930s from the camera of S.A.W. Harvey. 46-58.
This part consists of ten photographs (tabulated below), plus a collection of handbills and similar material which is listed separately following the table. Some of the excursion trains photographed still consisted of six-wheelers. Part 2 see Issue 19 page 33. Part 4 see Issue 21 page 43 .

Restall's trips (handbill for 30 June 1938), includes trips for Navy Week (Portsmouth & Chatham) in first week of August. 48-9
National Sunday League (Jume 1939 extract from brochure): Margate & Ramsgate. 51
SR (Central Section)/LMS imetable and map for Sunny South Express, summer, 1929 52
GWR/SR Through express Birkenhead to Ramsgate/Brighton etc., Winter timetable 1937/8. 53
National Sunday League Sunday Trips to the sea, June 1939. 56-7

Alsop, John. Pouteau listings Part 20. The North London, North Staffordshire, Plymouth Devonport &. South Western Junction, Rhondda &. Swansea Bay, Rhymney, Somerset &. Dorset Joint and Taff Vale Railways. 60-71
See also Issue 45 page 49 et seq

Parkhouse, Neil. Wish you were here: railway postcards of the L&SWR in Devon. 72-80 + rear cover upper

Rear cover illustrations (colour): Halwill in 1905 and Tynemouth station in 2007 (Norman Hill)

2016-09-16