 |
BackTrack Volume 20 2006 Great Northern Railway D3 4-4-0 No.2000 at Grantham in June 1948 as repainted in LNER apple green livery, with company coat-ot-arms on the tender, tor hauling officers' specials. (J. M. Jarvis/Colour-Rail NE36) |
| Home page | January | February | March | April | May | June | |
| Previous volume | July | August | September | October | November | December | Next Volume |
Eat, drink and be wary. Michael Blakemore. 3
Sponsorship and the delights of drinking whilst travelling (which
the nanny state is threatening).
On the Midland South of Manchester. Alan Tyson (phot).
4-6.
Colour photo-feature: 45705 Seahorse with Buxton express waiting
to depart from within Manchester Central Station on 29 June 1965; Class 4
2-6-0 43047 festers in Platform 9 on 10 May 1966; 8F 48324 drags freight
up 1 in 90 towards Chinley North Junction on 21 January 1967; DMU at Buxton
on shuttle for Millers Dale; 8F 48673 heading towards Manchester with coal
train at Buxworth on 30 April 1966; 48189 on mineral empties at Chinley on
24 March 1962.
Groome, Brian with Anthony R.P. Vent. Guard Groome and
the 'Wall of Death'. 7-11.
Memories of life as a guard on Southern Region electric multiple units
and on freight trains during the 1950s. Working days could be very long,
especially as his home was at Polegate in East Sussex. The Wall of Death
was the Sutton to Wimbledon line and presumably related to the curve
at Sutton. One of his most bizarre episodes was the use of his wooden paddle
to clear the third rail from snow to keep the multiple unit running on the
climb to Crystal Palace. Southern England was still remarkably rustic: loading
boxes of mushrooms at Amberley into a steam-hauled freight, for instance.
Earlier memories were in Volume 18 page 626 et
seq.
Williams, Sitwell. A fleet review [Naval names
applied to LMS 5XP Jubilee class]. 12-17.
Names of naval battles; admirals, ships. especially battleships,
battlecruisers, aircraft carriers (Glorious, Furious and
Courageous), gun cruisers, destroyers (Express and
Fearless), one submarine (Seahorse), Vindictive (a training
ship), Defiance (a torpedo school ship) and Nelson's Victory.
The author cannot explain the connection between the LMS and the Royal Navy
(but many of the names may have been recycled from those used by the LNWR).
Only 5706 Express carried a badge. Bibliography.
Snow Hill revisited. 18-20
Colour photo-feature: No. 6002 King William IV with 07.20 Pwllheli
to Paddington on glorious 12 August 1961 (Michael Mensing); 6861 Crynant
Grange approaching with transfer freight in November 1957 (T.J. Edgington);
6016 King Edward V on up Cambrian Coast Express on 2 December 1961 (MM);
GWR railcar W14W in carmine & cream livery in station in 1955 (TJE);
GWR parcels car No. 17 (in very odd livery or light) on 12 October 1956 (TJE);
class 116 DMU on Great Malvern working in 1957 (TJE) and Coronation class
46237 City of Bristol with up train from Birkenhead (which 46237 presumably
had joined at Wolverhampton) on 28 April 1955 (train in carmine & cream),
steam emerging from top-feed. (TJE)
Mann, John D. Services not suspended. 21-3.
The remains of the Stour Valley line which used to link Marks Tey
with Cambridge and still offers One DMU service to Sudbury plus the activities
of the East Anglian Railway Museum.
Hill, Keith. A journey by design. Part one.
24-31.
Railway station architecture: text plus some wonderful luminous colour
photographs by the author: Needham Market, Stowmarket,
Downham Market and Bury St
Edmunds. The survey is broken down by style and archtect then
by individual stations (where illustrated these are shown in bold): Philip
Hardwick's Euston, including the Doric Arch (29 September 1961);
and Great Hall (Christmas 1960), and its lavatorial replacement (1980).
Text includes their demolition and the involvement of luminaries, such as
Betjemman, against the corrupt Minister of Transport. James Pigott Pritchett's
Huddersfield and John Dobson's Newcastle remain, but the an attempt was made
in the 1970s to demolish this and replace it with some sort of bus sheltert.
Thomas Prosser's York is described as being without equal as a large
through station. Smaller classical revival stations include Canterbury West
probably by Samuel Beazley and at Newark Castle and Lincoln St. Marks on
the MR. Augustus Pugin was not directly involved in station building, but
his Gothic revival style is evident in Tudoresque Carlisle Citadel, the work
of William Tite and aat Perth (same architect); Windsor & Eton Riverside
and on the MR at Thurgarton. Frederick Barnes fused the Jacobean and
Tudor styles on the Ipswich and Bury St Edmunds and some of the glory
of these is reflected in the author's colour illustrations. Another East
Anglian massterpiece is at Downham Market. Jacobean styling, or should
it be style, is evident at Worksop and at Brockleby on the
MSLR. Battle station was the work of William Tress, who also designed
the station at Rye. David Mocatta's station at Brighton is described
but not illustrated. Likewise Francis Thompson's Italianate work is described
but not illustrated, but the Italianate work of Thomas Penson at Gobowen
and the anonymous? Italianatte work at Cupar is recorded as being
the most important stion in Scotland in terms of completeness and architectural
distinction.
Lucky dips [troughing]. 32-4.
Colour photo-feature of activity on water troughs: class 5 44873 hauling
former Southern Railway (Region) corridor stock (not as stated in
caption) picking up water from Castlethorpe troughs in August 1958 (T.B.
Owen): Michael Bland and George
A. Davidson (on page 126) both note the nature of the rolling stock,
the former even noted that it was a regular Birmingham to Hastings working;
class 5 44882 on up freight passing over Moore troughs (without troughing)
in August 1966 (water softening plant and storage tank clearly visible) (Paul
Riley); Princess Royal 46211 Queen Maud on Whitmore troughs with up
Manxman in 1959 (M.G. Paine); Caprotti BR class 5 No. 73140 on Ruislip
troughs in August 1962 with tender overflowing; 46207 Princess Arthur
of Connaught (red) on up Merseyside Express picking up water from
Castlethorpe troughs in August 1958 (T.B. Owen); 6959 Peatling Hall
with up fast freight picking up on Goring troughs on 27 July 1963 (R.C. Riley)
and 45686 St Vincent crossing Castlethorpe troughs with water cascading
from tender of up express in August 1958 (T.B. Owen)
Great Northern [locomotives]. 35-7.
Colour photo-feature: LNER C2 (GNR C1) small Atlantic No. 3252 (in
LNER lined black) at Hitchin in 1937; C1 No. 3274 departing Platform 15 on
outer suburban working (lavatory articulated twins) in November 1939 (still
in clean apple green); J6 No. 64253 heading breakdown crane past Wood Green
on 13 September 1958 (support vehicle GNR clerestory bogie vehicle painted
black? final remains of LNER dark blue?) (R.C. Riley); J52 No. 68824 with
fully lined 68846 in background at Hornsey mpd (R.C. Riley); J50/2 No. 68922
(badly burned smokebox) outside Ardsley shed in 1962 (Historical Model Railway
Society); GNR J22 class 0-6-0 No. 64239 at Grantham in 1959 (Derek Penney)
and C12 No. 67352 shunting a Southern Region van onto or from a DMU at Grantham
on 25 June 1958 (R.C. Riley).
Vernon, Tony. The Yorkshire Engine Company: the Sturrock
and Sacré years. 38-43.
Company was formed in 1865. W.G. Eden, a former diplomat was the first
Chairman, although he was replaced in that role by Archibald Sturrock in
1867 who performed that role until 1870, but he remained a Director until
May 1871 when he resigned to leave himself time for congenial pursuits".
Alfred Sacré and Charles Sacré (Locomotive Superintendent of
the MSLR) were also involved with the firm. Alfred Sacré left in 1870
to join Avonside. It should be noted that the Great Northern Railway
was a customer for the firm's locomotives. Alfred Sacré was responsible
for obtaining Russian orders for the Company. These included the Tambov-Koslov
and strategically significant Poti-Tiflis railways. Edward Sacré ran
the firm between 1871 and 1877. Fairlie locomotives were built beteen 1874
and 1877 including for the Mexican Railway. Major losses were made on supplying
Perkins engine to the Admiralty. Tramway engines were developed but failed
to sell well: two to Sheffield Corporation and two for Barcelona.In May 1880
the firm went into voluntary liquidation. See also letter
from Edward Barnes (p. 190) on errors in works numbers of locomotives
supplied to Spain..
Gregson, Keith. "One of the handsomest stations in existence"
[Monkwearmouth]. 44-5.
Opened in 1848 now home of a small transport museum
Rutherford, Michael. Railways around Whitby (Railway
Reflections No.117). 46-57.
An historical survey of railways which serve/d Whitby including the
Whitby & Pickering Railway with which George Stephenson was associated
and which in its genesis Rutherford calls an anchronism. The ferocious gradients
on the lines aproaching the port led to two specific locomotive designs:
the Whitby bogies (No. 1809 is illustrated in the Whitby shed yard c1890
and the W class 4-6-0Ts known as the Whitby Willies (No. 695 is
illustrated in workshop official and as a 4-6-2T on a freight at Sleights
c1920).
Signalling Spotlight: Great Western type 7 signal boxes.
J.S. Beckey (phot.) and Richard D. Foster. 58.
Stourbridge Junction Middle (May 1986); Droitwich Spa (8 January 1994)
and Malvern Wells (2 May 1993): see also letter (p. 190)
from Russell Maiden concerning box at Droitwich Spa.
Crosse, J. Barry insight. 59-62.
Examination of some of the still extant locomotive maintenance records
from Barry Works in the 1950s. See letters from Terry
McCarthy and Ian Simpson on page 254: former observes
that Barry Railway did not construct its own locomotives (all were supplied
by outside manufacturers); latter makes observations about piecework. See
also letter from Anthony Warrener on p. 190 concerning
other locomotive works near Cardiff, notably those of the Rhymney Railway
at Caerphilly and the Taff Vale Railway works in Cardiff..
Readers' Forum. 62
In the mountain greenery. John Macnab.
See 19 page 645 middle: the articulated
twin (TSO E13162/3) formed part of the original tourist sets of
1933
Chessington and Elliot Junction. Alistair
Nisbet.
See 19 page 557:
Wimbledoon Chase was on Sutton line and station at platform
level was unlike Chessington line stations; also in response to
letter from John Macnab (19 page 574)
concerning platform at Elliot Junction for Carmyllie Light Railway and
location of quarries at Redford.
Railway golfing posters. Arthur Chadwick.
See feature in 19 page 634 golf
course at Cruden Bay is very highly regarded and forms part of rounds of
many American visitors, also special first class fares for golfers (no business
permitted) provided by North Eastern Railway.
Tosh at King's Cross. Editor.
Editorial slip:
GWR '45XX' class. Roger Taylor
Location of lower picture on page 676 (Vol.
19): Fowey not Loswithiel
Loughrea. Stephen G. Abbott.
See feature on page 689 of V. 19 use of
electric storage heaters to save the little Deutz locomotive from excessive
effort, also the substantial number of passengers and quantity of freight
on the train in 1967.
LNER Study Group. J.B. Sykes.
Addresses of authors (snailmail)
LNER racehorse names. John C. Baker.
See original feature page 333 and notable
correspondence from Geoff Hughes on page 695 of
Vol. 19: the names Lemberg and St. Simon..:
The 'Bournemouth Belle'. Peter J. Townsend.
See feature in 19 p. 740:
The 'Bournemouth Belle'. Geoff Skelsey.
See feature in 19 p. 740:
The 'Bournemouth Belle'. Lewis F. Cobb.
See feature in 19 p. 740:: Christchurch
Priory not Abbey and some of Castleman's Corkscrew is still extant: Lymington
Junction to Northam Junction.
Remains of the day at Chinley.Alan Tyson. rear cover.
8F 48324 climbs towards Chinley North Junction on 21 January
1967.
Wasted on the young. Alistair Wasey. 67.
Guest editorial written by a twenty-year-old trainee chemical engineer
who argues strongly that Backtrack should remain on its excellently maintained
tracks and should not wander off in the ill-conceived directions which have
been followed by some of its contemporaries.
The Southern's Q engines. 68-9.
Colour photo-feature (all by Roy Hobbs, except one by R.C. Riley):
Q class 30543 with snowplough attached at Redhill shed in February 1964;
30547 at Southwater shunting loaded coal wagon of a freight; Q1 class: 33003
on Hither Green shed on 6 June 1959 (R.C. Riley); 33006 at Hook in DEcember
1965 on paermanent way train (in connection with Bournemouth electyrification);
33015 and another Q1 class 0-6-0 with an engineers' train at Guildford on
4 October 1964.
Brooksbank, B.W.L. Railway damage and disruption in World
War II: Merseyside. Part 1. 70-6.
This Part is restricted to a detailed description of the railways
which served the docks and industries of Liverpool and Birkenhead at the
outbreak of WW2 together with an analysis of their limitations, especially
the lack of connectivity between tthe lines which had been built in competition
with each other. The lines had been constructed by the LNWR, L&YR and
CLC north of the Mersey. The Liverpool Overhead Railway was restricted to
passenger traffic, but the Mersy Docks & Harbour Board operated railways
into most of the Liverpool Docks. In Birkenhead the LNWR and the GWR were
the main operators, but the LNER was also present. The Mersey Railway, like
the Overhead, was a passenger railway. This part also discusses the severe
winters of 1940, 1941 and 1942 which caused severe disruptions to railway
services. Train services, both passenger and freight, are also described
in general terms. See also letter from David Catton (page
190) who questions stated location (Seaforth) of maintenance depot for
Southport/Ormskirk electric multiple units (rather than Hall Road and Meols
Cop)
A small Scottish ragtime band. 77.
Colour photo-feature: K2 Ragtimers with side window cabs and names:
61764 Loch Arkaig at Glasgow Eastfield mpd in June 1960 (Gordon Green:
Colour Rail SC1293); 61791 Loch Laggan assisting ailing K4 61995
Cameron of Locheil out of Glenfinnan station in March 1956 on Glasgow
to Mallaig train (J.M. Jarvis Colour Rail SC737); 61783 Loch Sheil
[sic] at Craigellachie on local freight in April 1956 (J.B. McCann Colour
Rail SC916)
South Wales Class 37s. Tom Heavyside (phot.). 78-9.
6918 passing 6922 at Radyr on 25 May 1973 (both on loaded coal trains);
6922 on up coal train passing Crumlin on 21 May 1973; 37 225 passing Ebbw
Junction, Newport with coal train for Cardiff on 26 March 1976; 6976 passing
Celynen North Colliery with empties for Aberbeeg on 21 May 1973; 37
224 arriving at Tondu with loaded coal train on 25 March 1976.
Wells, Jeffrey. Concrete progress: the railways and
reinforced concrete. 80-5.
Mainly excavated from the Railway Gazette (does not cite recent
contribution by Nigel Digby in
Railway Archive (2005 (11)
77 et seq which notes pioneering work performed in North
Norfolk by William Marriott). The illuustrations trace most of the story,
but textual references include a bridge in mass concrete designed by Henry
Fowler near Gloucester Road in 1867 (this had a brief life); structures on
the West Highland's Mallaig Extension by Robert McAlpine, notably Glenfinnan
Viaduct. The Hennebique system was applied in works for docks at Bristol
and Swansea by the GWR and by the GCR at Immingham.
Hill, Keith. A journey by design. Part Two. 86-93.
The quality of the excellent illustrations is drained by the shocking
pink used as a background to the text (which also makes reading difficult).
Text mentions the cottage orné style adopted at Machynlleth
and between Bedford and Bletchley (to reflect the proximity of the Duke of
Bedford's Woburn Estate). The majestic Gothic style is evident at Bristol
Temple Meads and at Paddington. A digression notes how Brunel sketched out
his initial station diesigns and how these were translated into plans on
steel engravings. Sir Matthew Digby Wyatt was responsible for most of the
extant work at Temple Meads and for the decorative work at Paddington. The
trancepts and the adjacent oriel windows on the Eastbourne Terrace side receive
special attention as does the fine hotel; the work of P.C. Hardwick. Sir
George Gilbert Scott's hotel and offices togetther with William Barlow's
superb roof at St Pancras are examined at considerable length and this includes
Sir John Betjeman and Nikolaus Pevsner's endeavours to ensure Grade I listing.
Edward Wilson's Gothic frontage to Liverpool Street is also commended. Lesser
Gothic structures were at Middlesbrough, Suinderland and at Knighton. John
Wilson and W.N. Ashbee's free Renaissance style produced the lavish and colourful
Norwich Thorpe (which is reduced to corner shop catering after the city's
early curfew: the extravagant exterior demands a more loved interior); Bolton
Trinity Street and Wemyss Bay exemplify the worst and best in early twentieth
century stations. James Miller and Donald Mathieson were responsible for
Wemyss Bay and for Glasgow Central.Stirling was also improved by Miller.
The magnificent Waterloo was praised by Pevsner and the Victory Arch adds
a poignant quality worthy of its lately acquired and brief International
status. Praise is heaped upon Exeter Central; Doncaster's new building is
noted. Brickbats are hurled against Euston and New Street, but building
conservation in recent years receives commendation..
Merritt, Keith. By train to Ascot Races. 94-5.
Illustration of Ascot station on 7 June 1956 (photo: J.S. Gilks) sets
the pattern for a very brief account of the peculiar needs of racegoers to
Ascot; notably a ready availability of return trains once the races are over;
a great demand for first class accommodation and the special fascilities
provided as part of electrification in 1938.
The pride of Horwich. 96-7.
Colour photo-feature: Hughes/Fowler class 5 2-6-0: 42827 on fitted
freight at Acocks Green heading towards Leamington Spa on 31 October 1958
(Michael Mensing); 42789 on shed at Farnley Junction on 1 June 1962 (Gavin
Morrison); 42863 hauls empty stock out of Bradford Exchange in May 1963 (D.J.
Mitchell Colour Rail BRM 2247); 42732 at Lancaster Green Ayre shed in September
1962 (Geoff Rixon); 42928 arriving Hellifield with slow Morecambe to Leeds
passenger on 14 October 1961 (GM).
Along the Pennine ways again. 98-103.
Colour photo-feature: previous feature under
this title Vol. 19 page 610: 45565 Victoria leaving Horsfall Tunnel on
Leeds to Blackpool excursion in May 1966 (Roy Hobs); 44767 (with outside
Stephenson link motion and single chimney) at Halifax with express for Liverpool
on 28 August 1961 (Gavin Morrison); Birmingham Railway Carriage & Wagon
DMU designed for Calder Valley on Huddersfield to Marsden local on 4 April
1983 (GM); 70013 Oliver Cromwell crossing Nott Wood viaduct at Lydgate on
1 in 65 climb to Copy Pit on 21 July 1968 (Derek Penney); 45647 Sturdee on
Copy Pit line with Leeds to Blackpool excursion in May 1966; D45 125 heading
downhill through Marsden in April 1987 with Trans-Pennine express formed
from Mark II rolling stock some in Provincial Railways livery with Trans-Pennine
branding (Brian Magilton); 92205 on freight heading towards Standedge from
Stalybridge on 1 May 1965 (David A. Hill); WD 90352 passing Rochdale with
mineral empties in 1965 (BM); 70032 (formerly Tennyson) in its decline near
Micklehurst on express freight probably not long before closure of the line
(Derek Penney); 45593 Kolhapur climbing out of Huddersfield with Leeds to
Llandudno train on 8 July 1967 (GM); 47 475 (in Regional Railways livery)
leaving Dewsbury on Liverpool to Leeds express on 18 February 1990; WD 90339
entering eastern portal on Nelson tunnel at Standedge on freight on 25 July
19665 (Bruce Oliver); Caprotti class 5 73131 heading towards Mossley on Llandudno
to Leeds train in July 1966 (BM) and 44727 passing Trans-Pennine Class 124
DMU near Mirfield in July 1965 (David A. Hill).
Stirling, David. Station masters, guards and grouse
moors: staffing the Highland Railway. 104-9.
The mighty LNWR had 17.42 employees per track mile as compared with
5.22 on the Highland: nevertheless, receipts per employee were actually higher
on the Highland (the illustrations manage to gather together a large number
of this "small staff"). The telephone was not used for long distance
communication until WW2 and reliance was placed upon the telegraph. Terminology
tended to differ from other railways: station masters were sometimes known
as "agents" and pointsman, rather than signalman, was used for staff who
operated the somewhat rarely used points and signals. Only the larger stations
had porters or clerks and in many locations the station master was the sole
employee of the Company. Similarly the locomotive and permanent way departments
had to manage with quite small complements. Some employees were taken or,
or promoted, for the summer season when the lines were busier. Sometimes
work was found for employees who had been permanently injured whilst working
for the Company.
Rutherford, Michael. Railways and iron and steel
developments around Teesside (Railway Reflections No.118). 110-16.
The primary thrust of these Reflections is the development
of coal movement from the Durham coalfield to the North Sea for carriage
by collier or for use in the iron and steel industry which was able to exploit
iron ore deposits in the Cleveland Hills. Railways associated in this activity
included the Stockton & Darlington Railway (although Rutherford directs
the reader to more extensive sources of information, notably
Tomlinson and also Maurice Kirby), the
Clarence Railway, the Stockton & Hartlepool Railway (not authorised by
Parliament until after its opening); the Hartlepool Dock & Railway Co.
where the docks suffered from failure of the gates and infilling by sand.
This failure led to the creation of the Hartlepool West Harbour & Dock
Co. and the creation of West Hartlepool. As George Hudson feared that a
competitor to his mainline interests might take over some of these local
lines became part of the York, Newcastle & Berwick Railway from 9 July
1847. This part also describes the beginnings of Port Clarence and of
Middlesbrough
Nisbet, Alistair F. Punch's Railway and the Winkle Railway.
117-21.
West London Railway provided/provides a route between the WCML and
the Great Western mainline with the Southern lines at Clapham Junction via
Kensington Olympia across the Thames (see Backtrack
A Northern excursion. Geoffrey Skelsey (phot.).
122-3.
Colour photo-feature: Alston with DMU about to leave on 18.35 for
Haltwhistle on 3 May 1976; Battersby with two Metro-Cammell DMUs reversing
and "crossing" on trains for Middlesbrough and Whitby on 5 July 1977; Hayfield
with two two-car DMUs (one still in green livery) on 2 September 1967; Rowntree's
Halt, York with DMU on 16.37 unadvertised service to Doncaster on 8 September
1977; South Shields with Metro-Cammell DMU on 16.00 to Newcastle on 24 April
1981.
Caledonian coaching stock miscellany. 124-5.
Photo-feature with captions by Jim Macintosh of the Caledonian Railway
Association: four-wheel third No. 3054 being hauled by CR 0-4-4T No. 172
(fitted with cow-catchers - partial view) on Leadhills & Wanlockhead
Light Railway; third class saloon No. 17 built in 1886 with station master
at Dundee West alongside
Readers' Forum. 126
Lucky dips. Michael Bland.
See colour photo-feature on page 32: regular Birmingham
to Hastings train with Maunsell corridor
stock
Lucky dips. George A. Davidson.
See colour photo-feature on page 32: Birmingham
to Hastings train formed of Maunsell corridor stock
cites Gould
Railway golfing posters and Elliot Junction. W.
Tollan.
See feature (19 p. 634) on golfing
posters: notes that the GSWR built
a
coastal railway line to serve the great golf course at Turnberry: this
was a beautiful railway which gave romantic views across to the Isle of Arran
and down the Firth to Ailsa Craig. Noting the reference to the Carmyllie
Railway and Elliot Junction (19 page 455 et
seq) it is noted that fine marble quarried at the Carmyllie Quarries
was used in Cologne (Koln) Cathedral: see also further letter (on stone for
Cathedral and platform at Elliot) from John Macnab (p.
254)..
The 'Bournemouth Belle'. Charles Long.
See feature in 19 p. 740:: Note the rolling
stock used for the Pullman service, much of it timber-bodied and on fire
risk of rubber floor tiles and the far greater risk from canvas in roofs
and gangways
The 'Bournemouth Belle.. Nick Wellings
See feature in 19 p. 740:: name of 21C19
French Line C.G.T. (la Compagnie Générale
Transatlantique).
F.W. Hawksworth. Robert Barker
See feature in 19 page
660: this includes an anecdote about Hawksworth's limited
driving skill as exhibited during the General Strike.
Tracking through West London. J.S. Gilks. rear
cover
Class 2 2-6-2T No. 41292 passing Earls Court Exhibition Hall on 16.45
Clapham Junction to Kensington Olympia train on 3 August 1960.
The last BR steam locomotive 9F 2-10-0 No.92220 Evening
Star. front cover.
stands at Bath Green Park shed in September 1962 whilst working on
the Somerset & Dorset line. C. R. Gordon Stuart/Colour-Rail SD413)
I read it in the Papers. Michael Blakemore. 131.
Editorial based on historical extracts (100 years ago, etc) reproduced
in Yorkshire Evening Press: newspaper based, like North Eastern Railway,
in York: thus contains items of railway interest: Items noted included 4CC
compound Atlantics, Travelling Post Offices, and a yob firing a pisto; from
a train and fined 7/6 at Knaresborough Police Court in 1905.
Via Whitchurch. Eric Saunders (phot.). 132-3.
Colour-photo-feature: 47 079 G.J. Churchward (corporate blue
livery) passes Nantwich with excursion on 3 September 1980; Sulzer 25 219
near Market Drayton Junction on one the smartly-timed Crewe to Cardiff semi-fasts
on 15 April 1981; 40 035 with a stone train (bogie hoppers) near Nantwich
on 3 September 1980; interesting DMU calls at Whitchurch on 2 July 1976 (much
of former outpost of Cambrian Railways still visible); 47 089 Cyclops
with short freight on 23 August 1980.
Smith, Michael J. "To this company's advantage...".
134-41.
Transfer of London Transport (ex-Metropolitan Railway) steam locomotives
to LNER from 1937: Illus.: Metropolitan Railway G class 0-6-4T no 94 Lord
Aberconway in photographic grey in 1915; Metropolitan H class 4-4-4T
No 103 when new in 1920 (with maker's plate: Kerr Stuarts London);
No 103 waiting to leave Verney Junction in 1935; LNER M2 0-6-4T 6157
Brill (Met G 97) at Chesham on 27 May 1939 (H.C. Casserley); Metropolitan
Railway corrugated iron shed at Neasden on 11 July 1936 with E class 0-4-4T
No. 80 visible and ghostly images of otheres (HCC); E class L44 and
L47 inside and outside their posh new 1930s style LPTB shed on 14 July 1939
(HCC); LNER Class L2 2-6-4T 6163 at Stratford after withdrawal from service
on 4 August 1945 (HCC); H2 6416 pauses at Edwinstowe on 8 May 1946 (HCC);
M2 No 9077 Charles Jones at Stratford on 4 June 1947 (HCC), and L2
9070 at Neasden. on 23 June 1948 (HCC). See letters in June Issue (p. 381)
from Robert Barker (origin of name Brill, more info
about Charles Jones and use of abbreviation Met by LPTB),
Albin J. Reed (lined black livery applied by LNER)
and Richard Hardy (retention by former Metropolitan
Railway footplatemenn of distinctive overalls and caps) .
Grayer, Jeffery. Gone to the dogs! 142-7.
T9 class nicknamed Greyhounds: preservation of one locomotive (and
how this locomotice came to be selected) and final days of working mainly
in North Cornwall. Illus: 30709 at Exmouth Junction shed in 1956 (colour:
Colour-Rail); 716 passing Havant with ex-SECR Royal Train on 19 May 1937
(Royal Navy Review?); 30709 pulls out of Okehampton with train for Plymouth
on 4 May 1959 (colour: T.J. Edgington); preserved 120 on turntable at Eastbourne
on Sussex Coast Limited Rail Tour on 24 June 1962 (colour: David Idle);
oil burning 713 (electric lighting also clearly visible) at Fratton with
train for Portsmouth & Southsea on 30 June 1948 ; 30313 waits at Wadebridge
on 15 August 1960 (Alan Tyson); preserved 120 on a scheduled service at
Berrylands on 30 June 1962 (colour: J.S. Gilks); 30709 waits at Padstow on
15 August 1960 (Alan Tyson) and 30717 also waits at Padstow on 5 May 1959
(TJE) (and not one bicycle visible)
Alexander, David. Arturo Caprotti and rotary camshaft
valve gear. 148-54
Short biography of Caprotti which shows his close relationship with
automotive industry; application of valve gear extended to marine applications
as well as to locomotives; British applications; other rotary cam systems:
Lentz and Reidinger and their application. On page 149 it is
incorrectly asserted that Caprotti valve gear was fitted to a "few of the
Prince of Wales 4-6-0s": David Hunt refutes this on
page 573.Illus.: Claughton 5948 Baltic rebuilt with larger boiler
and Caprotti valve gear in 1928: see letter from D. Lorriman
(p. 318) which states that 5946 Duke of Connaught and not as stated;
Arturo Caprotti (portrait); LNER B3/2 6166 as fitted with Caprotti gear in
1929; LNER D49/3 318 Cambridgeshire as fitted with Lentz oscillating
cam valve gear leaving Darlington on express with GWR through coaches; LMS
Hughes 2-6-0 13124 fitted with Lentz rotary cam poppet valve gear; LNER D49/3
328 The Puckeridge as fitted with Lentz rotary cam valve gear at Newcastle
Central; first LNER P2 2001 Cock o' the North with Lentz rotary cam
poppet valves at Doncaster in May 1934: remainder show locomotives fitted
with Caprotti valve gear: Class 5s 44752 on Willesden mpd; page
152 (lower) 44755 with double chimney and roller bearings passes "Wernside"
in 1948 — See Editorial grovel: Lost in Pennines:
Penyghent not Whernside; 44687 with modified Caprotti valve gear, roller
bearings and double chimneys and very high running plate at Derby in 1952;
Standard class 5, 73127 with British Caprotti valve gear on turntable at
Patricroft mpd (Alan Tyson); 71000 Duke of Gloucester at Llandudno
Junction on 14 June 1962 (Alan Tyson). See also lengthy letter from
J.T. van Riemsdijk on page 318 Walschaerts valve gear
provides a greater range of cut-off settings than the Caprotti system which
does not give greater exhaust dimesnions. Rotary cam valve gears suffered
from compression at low speeds and made locomotives fitted with it weak on
severe gradients. Kenneth Cantlie had stated that 71000 could operate at
3% cut-off, although this was of questionable practical value (Cantlie worked
for he British Caprotti Company). Writer responds to the steam consumption
data for 71000 noting that comparable figures were attained on French
locomotives. Cites Phillipson's Locomotive
design, data and formulae. The advantages of poppet valves included
the separation of the steam and exhaust passages and the power required to
operate the valves was less. The greatest improvement was when poppet valves
were actuated by Walschaerts gear. Further extensive letters on page 381
from Philip Atkins who mentions that Hugh Phillips
had shown him documentation which indicated that British Railways showed
tentative interest in fitting King, County, Merchant Navy and (new)
9F locomotives with Caprotti valve gear; Franklin poppet valves fitted
to Pennsylvania 4-4-4-4s; applications of Caprotti gear in France and for
Great Indian Peninsular Railway and Central Argentine Railway and decrease
boiler efficiency of Pennsylvania 4-4-4-4s and No. 71000 and letter from
Richard Hardy on LNER B3 class which were "fast,
economical and comfortable".Also highly informative letter
on page 702 from W.T. Scott on two GSR 400 class 4-6-0s fitted with Caprotti
valve gear in 1930. .
Beattock. 155-7.
Colour-photo-feature: Class 5 45490 hauling and Fairburn class 4 42147
banking train of limestone for Colville's steel works on 3 July 1954 (road
traffic on A74 is also of interest especially coach with perspex roof panels)
(Michael Mensing); Jubilee 45738 Samson with alleged 00.10 sleeper
from Euston (more likely a relief to it) with volcanic exhaust from both
ends of train in July 1963 (M. Smith); southbound freight hauled by Class
5 45047 approaching Summit in August 1962 (M. Smith); Northbound 46165 The
Ranger (12th London Regiment) passing summit unbanked in July 1963 (M.
Smith); 46201 Princess Elizabeth passing Harthope with 11.00 Euston
to Aberdeen in August 1962 (M. Smith); Class Five 44719 on 07.12 Lockerbie
to Glasgow on 16 August 1963 (David Idle); Class 5 44788 with a heavy express
and no banker near Harthope in July 1963 (returning Glasgow Fair traffic?)
(M. Smith).
Wham, Alasdair. Thomas Wheatley — father of the
Wigtownshire Railway. 158-9.
Period following Wheatley's departure from the NBR when he provided
motive power for the Wigtownshire Railway. See also letter
from Chris Rouse (page 318) on manslaughter case against Wheatley for
collision involving fatality at Wath in 1845..
Ten wheels over the Mendips. 160-5.
Colour-photo-feature: 9F class on former Somerset & Dorset Joint:
92245 on Midford Viaduct with Bradford to Bournemouth train on 25 August
1962 (Roy Hobbs); 92001 on a stopping train at Stalbridge in June 1961 (J.W.
Millbank); 92233 with Pines Express headboard at Bath mpd in September
1962 (C.R. Gordon Stuart); 92001 assisted by Class 4 75009 at Wellow with
Pines Express on 25 August 1962 (Roy Hobbs); 75023 pilots 92233 with
Pines Express in Lyncombe Vale in September 1962 (C.R. Gordon Stuart);
92245 leaving Bath on four-coach stopping train on 5 June 1962 (Hugh Ballantyne);
92220 Evening Star (in glorious condistion) passing through
Templecombe Lower platform with Whitaker tablet exchanger extended in August
1963 (P.A. Fry); 92220 Evening Star at Masbury Summit with four coach
stopping train on 3 September 1963 (David Idle); 92001 at Midsomer Norton
with Nottingham to Bournemough train in June 1962 (P.A. Fry); 92245 waits
for the road at Templecombe with express in thundery August of 1962 (J.G.
Dewing); 92224 on three coach train leaving Bath Green Park on 14 September
1963 (Hugh Ballantyne).
Vickers, R.L. The London & Birmingham Railway: a
short history and gazetteer. 165-70.
Whatsoever the merits of this particular piece it is extraordinary
that it does not cite M.C. Reed's The London
& North Western Railway (1996), nor
Harry Jack's Locomotives of the LNWR
Southern Division: London & Birmingham Railway, London & North Western
Railway and Wolverton Locomotive Works. 2001 (both of which achieved
some of the best reviews ever achieved in Backtrack). On page 169
there is the extraordinary statement concerning Tring station: "In 1927 the
station was still two miles from the town" (when KPJ last visited the station
in about 2000 neither the station nor the town it serves had changed their
relative positions), Map, Illustrations from London & North Western Society
Collection: Doric Arch on 26 July 1888; 'Traffic Room' one of the LNWR main
offices at Euston on 6 November 1897 (note superb fireplace, table, chairs
and paintings on walls); Euston platforms 12 and 13 c1905 with Wyman newspaper
boy, carriage watering apparatus and vast numbers of staff not doing very
much; platform 6 at Euston in Edwardian times (touching up worthy of
Stalinist regime); Willesden station exterior with road approach and
c1900 platform view with Webb-type trains waiting departure; entrance to
Wolverton Works c1925/6; Tring cutting under construction in 1836 (Bourne
print); Bletchley Station c1910 entrance; Wolverton Viaduct under construction
(Bourne print); Birmingham Curzon Street locomotive depot with Jones 2-2-0
(rear driving wheel) Northern Division No. 18; Rugby station with Whale Precursor
heading train for Euston.
Corby Steelworks. Dick Riley (phot.). John Scholes
(notes). 171
Colour-photo-feature: Stewart's & Lloyd's 0-6-0STs on 30 May 1959:
Margot No 8 Peckett (1918); No 14 Hawthorn, Leslie painted yellow
loading molten slag; No 7 Andrew Barclay 1268/1912 (both this and Margot
painted black)
Binks, Michael B. Railway civil engineering life 50
years ago. 172-8.
Management struction within British Railways Regions: District Engineers;
effect of long welded rails on track maintenance and its management; bridge
engineers; permanent way engineers; continuous welded rails; effect of hammer
blow and hunting oscillations from steam locomotives and damage from unsprung
motors on electric multiple units; electrification engineers (notes diversion
around Harecastle Tunnel between Kidsgrove and Congleton; new works engineer;
heating, lighting & ventilation engineer; architect and quantity surveyor,
indoor assistant, District Engineer's organization; track maintenance and
renewals; blanketing; ballast cleaning; permanent way planning, concrete
sleeps, elastic fastenings and flat-bottom rail, district depots and workshops.
See also letter from Tony Huckin (p. 318) who worked
as a permanent way engineer on the Western Region during the same
period.
Brooksbank, B.W.L. Railway disruption in World War II:
Merseyside. Part Two. 179-84,
Battle of the Atlantic: German raids in 1940: damage to LMS, LNER,
and Mersey Railway on both banks of the Mersey; severe flooding from damage
to Leeds & Liverpool Canal at Canada Dock; disruption of electric service
to Southport and to Ormskirk; severe damage on approach to Liverpool Exchange;
disruptions caused by unexploded bombs.
Book Reviews. 185
Rails in Metro-Land. Clive Foxell. Author.
MJS *****
"It is thoroughly recommended". Nevertheless points out a few errors
notably about Northwood Hills station, and captions looking in wrong direction,
etc.
Crewe Works narrow gauge system. Edward Talbot and Clive Taylor.
LNWR Society. TJE *****
"Highly recommended". Reviewer notes other 18in works railways at
Horwich, Beyer Peacock and at Wolverton (last was worked by
manpower).
Great Central signalman. Iain Mc[Mac?]Kenzie and P.J. Wortley.
Silver Link. JS ****
Work at Rugby
The Coniston Railway. Michael Andrews and Geoff Holme. Cumbrian
Railways Assn. MB ****
"Another commendable publication"
Cole, Beverley. Tom Purvis 1888-1959. 186-7
Two wonderful pages which combine Purvis' magic images with lucid,
informative text which includes a precise biography of the artist and his
teachers (which included Degas and Sickert). Can Ms Cole please produce further
contributions, starting with Norman Wilkinson, perhaps. Illus. (all colour):
Be Early the Holiday Handbook (black bird with red worm within its
grasp); East Coast by L.N.E.R. (faceless sirens in bathing costumes
with old boy rowing (note unusual LNER "logo"); East Coast joys
(children, sandcastles, terrier and utterly improbable weather) and "The
Coronation" (crossing Royal Border Bridge with headlamps blazing as train
crosses golden Tweed.
Paye, Peter. LNER N7 Class workings in the late 1920s.
188-9.
Black & white photo-feature with extensive captions and notes:
2635 at Stratford shed on 7 September 1929; 2648 at Stratford shed on 28
July 1928; 2606 on an up train near Chadwell Heath on 25 May 1929; 2631 on
a down train near Chadwell Heath on 25 May 1929 and 967 takes empty stock
out of the siding at Woodford on 17 July 1926.
Readers' Forum. 190
"From our own correspondent." Andrew Ward.
See page Volume 19 page 725: corrections
and additions to information about Kronprinz Wilhelm
"From our own correspondent." David W. Green
See page Volume 19 page 725: commuted behind
or rode footplate of City of Truro bewteen Eastleigh and Winchester
Chesil.
The 'Flying Scotsman' — 1938 train and celebrations.
Peter J. Rodgers.
See feature in Volume 19 page
718: pressure-ventilated buffet lounge car from one of
the sets is extant and is at Kirby Stephen East, also notes that it would
now be possible to re-equip the preserved Stirling Single with an extant
Stirling tender.
The 'Flying Scotsman' — 1938 train and celebrations.
B.J. Harding.
See feature in Volume 19 page
718: date of photograph of No. 4498 must have been 1939
and E.G. Marsden was Information Agent
East is East. John Watling.
Complains about dismissive mention of Lord Claud Hamilton in
caption on page 732 of Volume 19: Hamilton as
Director and Chairman of the Great Eastern Railway and locomotives named
after him: both assisted in decreasing the isolation of North East Norfolk
and bringing London nearer to the Continent..
Wartime crisis on the Furness Railway. Tom
Wray.
See feature beginning p. 681 in Volume 19:
quantitities of haematite ore to produce rails (from Engineer, 1885
2 January and 1878 31 May).
Great Western Type 7 signal boxes. Russell
Maiden.
See page 58: further information
on signal box at Droitwich Spa.
Yorkshire Engine Company. Edward Barnes.
See page 38: Locomotives supplied
to San Juan de Los Abedasas mines: works numbers and subsequent Norte and
RENFE numbers.
Barry Works. Anthony Warrener.
See feature on page 59: concerns other locomotive
works near Cardiff, notably those of the Rhymney Railway at Caerphilly and
the Taff Vale Railway works in Cardiff, also spectacle of newly overhauled
locomotives from Caerphilly passing through Heath district of
Cardiff...
Railway disruption in World War II: Merseyside. David
Catton.
See feature on page 70: questions stated location
(Seaforth) of maintenance depot for Southport/Ormskirk electric multiple
units (rather than Hall Road and Meols Cop) and suggests possible confusion
with fascilities for Liverpool Overhead Railway.
Over the top at Beattock. Paul Strong. rear cover.
Jubilee 45715 Invincible passes summit in September 1959.
Summer on the Vale of Rheidol line 2-6-2T No. 9 Prince
of Wales. (T. J. Edgington). front cover.
No. 9 takes water at Aberffrwd while working a train from Aberystwyth
to Devil's Bridge on 29th July 1968, during the final week of main line steam
following which the VoR trio became BR's only steam locomotives.
History of entertainment. Martin Adams. 195.
Guest Editorial which considers that content is excessively dominated
by the "last ninety years" and makes a plea for more material about earlier
history: Makes a plea for better referencing; makes a happy comparison with
Oakwood Press. Notes the lack of refereeing. KPJ sometimes considers that
the Editor fails to seek assistance from friendly experts before Issues are
put to bed: there are possibly too many avoidable errors (although the subsequent
correspondence is enjoyable). The Class 126 (see Mensing feature)
were supplied to both the Edinburgh and Glasgow and premier Ayrshire
services. Summers failed to search Cox thoroughly:
Cox did note the possibility of a Franco-Crosti standard class 5 in his extensive
study of the standard classes.
The colours of the Vale of Rheidol. John Edgington
(phot.). 196-8.
Colour photo-feature: No. 8 in Aberffrwd loop on 17 July 1955; train
in faded carmine & cream livery at Devil's Bridge on same day; No. 9
Prince of Wales (lined Brunswick green) on Park Avenue level crossing,
Aberystwyth on 27 June 1966; No. 8 Llywelyn (corporate rail blue)
crossing timber bridge over Afon Rheidol near Llanbadarn; Prince of
Wales in modified corporate blue livery on 13 June 1977 at Devil's Bridge
and passing Aberystwyth mpd, and Prince of Wales in glorious yellow
livery (stated to be as per original livery) at Aberffrwd in 1982.
Digby, Nigel. Yarmouth Beach: a portrait of a seaside
terminus. 199-204.
Midland & Great Northern Joint Railway station: originally home
to Great Yarmouth & Stalham Light Railway which reached Ormesby in August
1877. Line laer renamed the Yarmouth & North Norfolk Light Railway and
engineered (in all meanings of that verb) by Wilkinson & Jarvis. In 1883
became part of a cross-country route to the Midlands and in 1903 the Norfolk
& Suffolk Joint Railway provided access to Lowestoft by a majestic bridge
across Breydon Water. The fascilities had to be squashed into a narrow site
and had to be improved to accommodate the Lowestoft traffic. Both passenger
and freight services are described. There was an engine shed (must have been
popular in residential area), goods shed and a fish shelter. It would have
been helpful if the author had attempted to relate what now remains: a coach
and car park.
Zanker, Mike. John Ellis: unsung railway pioneer.
205-7.
Eventually Chairman of the Midland Railway, this feature concentrates
on his early career including involvement in the Leicester & Swannington
Railway, and his Quaker religion.
Thrower, David. Southern gone West: the Sidmouth and
Budleigh Salterton branches. 208-17.
The branch line from Sidmouth Junction (now Feniton) to Sidmouth
originated as the independent Sidmouth Railway which opened on 6 July 1874.
Eventually the LSWR costructed a line from Tipton St Johns to Budleigh Salterton
and on to Exmouth: this opened on 1 June 1903. The lines closed in 1967.
These lines used to support frequent train services, daily through carriages
to Waterloo and through trains with restaurant cars on summer Saturdays.
If the writer had read the feature in the
Rly Mag, `1903, 13,
29-30 which celebrated the opening of the line he would have been able
to observe that traffic to the East Devon Golf Links was considered to be
important. There is correspondence on page 382: from
author correction of position of level crossing at Sidmouth Junction;
from Stephen P. Derek concerning the remarkable Exmouth
to Cleethorpes service (via SDJR) and in particular its composition and the
Littleham to Waterloo through service for Sandy Bay Holiday Camp, and from
David Treharne on the demolition of the viaduct at
Exmouth..
Brooksbank, B.W.L. Railway disruption in World War II:
Merseyside. Part Three. 218-23.
Mainly the very extensive destruction which affected the City Centre,
the docks and shipping during early May 1941. The Germans clearly regarded
this as part of the Battle of the Atlantic. Obviously the railways and railwaymen
did not escape.
Shed Visits. 224-8
Colour photo-feature: the distasteful word "bunking" is introduced
into the hallowed halls of Back Track:1000 County of Middlesex
and D6929 at Swindon mpd on 21 June 1964 (David Idle); 70010 Owen
Glendower viewed from coaling tower at Patricroft; 46166 London Riflre
Brigade at Carlisle Kingmoor (J.R. Carter & previous); 0-4-2T No. 1444
(sort of lined green) with breakdown train behind on Westbury shed on 20
September 1964 (David Idle); SR R1 class 0-4-4T No. 1703, N class No. 1865
and C class 0-6-0 (both R1 and N in dark SR green) alongside Ashford coaling
stage c1937; red 46245 City of London and green 46233 Duchess of
Sutherland and parts of two Jubilees (not coppable) at Liverpool Edge
Hill on Sunday afternoon in 1961 (J.R. Carter); J27 No. 65894 adjacent coaling
tower at York on 1 February 1964 (David Sutcliffe); ex-works 8F 48375 at
Patricroft on 12 May 1965 (J.R. Carter); inside Merthyr shed on 13 September
1962 with 57XX 0-6-0PTs (9747 nearest) and 56XX (David Sutcliffe); preserved
7029 Clun Castle at Chester mpd on 4 March 1967 (DI).:
Return to Galloway. Michael Mensing (phot.).
229-31.
Colour photo-feature: 44957 on Kirkcudbright branch trains on 18 and
19 July 1963 (both in golden evening light); Horwich 2-6-0 No. 42919 on up
freight near Dalbeattie on 13 July 1963; 80023 on Kirkcubright branch
on 18 July 1963; Class 126 DMU at Glenwhilly on Stranraer train on 10 August
1973; Class 27 No. 5352 at Stranraer Harbour on empty stock (but what was
blue tractor doing?) and Class 126 with Nelson end leading leaving Stranraer
Harbour on 07.43 for Glasgow on 10 August 1973. Captions infer that Class
126 units were transferred from Edinburgh to Glasgow Inter-City, but were
built for Ayrshire services (see page 381 letters from John
Macnab and Stephen G. Abbott.see also
James Ness, GM BR Scotland, about
to board such a unit.
Hennessey, R.A.S. Juice Jacks, EMUs and Bo-Bos: a century
of electric classification. 232-9
An area where Whyte is not quite right. Bad citation to Institute
[sic] of Locomotive Engineers for paper by Wechman [sic]: see
J. Instn. Loco. Engrs Paper 391
for correct citation. The illustrations almost say it all: drawing of Central
London Railway Bo-Bo known as 'camel backs' (which were notorious for vibration
and early demise); diagram of Pennsylvania Railroad DD-1 class, designed
A.W. Gibbs for working trains through East River tunnels into New York; drawing
of Prussian State Railways B+B+B 15kV for hauling heavy coal trains in Silesia
classed as EG; NER No. 13 (2-Co-2) intended for Newcastle to York expresses
by Raven and condemned to storage by the LNER (it must have been a majestic
beast); American interurban electric locomotive with trolley pole built Baldwin
Westinghouse in 1904 for Cincinnati, Georgetown & Portsmouth Railroad;
NER Bo-Bo No. 8 with dynamometer car on Newport to Shildon line in October
1921 (caption notes De Normanville windscreen); Swiss Federal Railways rod-driven
1-B-B-1 No. 12313
Rutherford, Michael. Railways and iron & steel
developments around Teesside. Part Two (Railway Reflections No.119).
236-47.
Extraction of ironstone (iron ore) from the Cleveland Hills; the Leeds
Northern Railway opened between Thirsk and Leeds on 3 July 1851; developments
at Leeds Central station; attempts to lure the LNWR into Teesside; the Cleveland
Railway; railway to Rosedale; incline at Ingleby; Ingleby Junction changed
name to Battersby Junction; severity of winters on North Yorkshire Moors;
locomotive repairs at West Rosedale to limit taking locomotives up and down
incline; tables of ironstone and pig iron production statistics by district
from 1855 to 1885; blast furnaces at work in Cleveland in 1860 including
at Middlesbrough and at Normanby. Involvement of Henry Bessemer in steel
manufacture. See also letter from Bill Gathercole on page
446 describing extant remains of Ingleby Incline and observations made
by local farmer who claimed that his mother had travelled as passenger on
incline..
Signs of the times. 248-9.
Colour photo-feature: sign forbidding locomotives from sidings at
Colne (in May 1965) (David Jenkinson); bridge weight restriction notice at
Delamere by order of Cheshire Lines Committee (20 July 1968: J.S. Gilks);
North Eastern Railway trespass notice near Weaverthorpe painted in North
Eastern Region tangerine on 12 January 1985 (J.S. Gilks); SECR (full title
including Managing Committee) warning of trespass and LSWR notice
alongside "beware of trains" at level crossing near Brockham Village between
Dorking and Reigate in 1974 (Melvin S. Lovell); "passengers are earnestly
requested to cross the line by the bridge" at Streeton & Silsden in May
1965 (Midland Railway politeness)(Davvid Jenkinson); LMS Railway Co. notice
at Llandovery (private road and/or footpath) in September 1978 (J.S. Gilks);
LMS bullseye station nameboard at Chapel-en-le-Frith Central on 11 February
1967 (Alan Tyson): final item see also letter from David
A. Young (p. 446) which notes that reference in caption to Chapel-en-le-Frith
"North" should have been "South"..
Crosse, John. The secrets of File HO 70901. 250-3.
Southern Region locomotive allocations in the 1950s: how motive power
shortages (or specific needs, such as turns demanding a considerable amount
of tender-first running) prompted motive power changes. Sometimes failures
in performance could be traced to locomotives being supplied with inappropriate
coal for the duty concerned: thus the T9 used for the demanding Lymington
Pier to Waterloo holiday express should have been coaled with the best quality
coal at Eastleigh. Poor water quality coupled with low pressure (shades of
West Runton) created problems for boiler maintenance at Redhill. Footplate
crews at Basingstoke had a very low opinion of N15X class and pressed for
change to N15. References to Ian Allan Locoshed Book and to correspondence
in File to enthusiast societies, such as the Westminster Bank Railway Society.
The tender-first running involved a Salisbury-based 700 class 0-6-0. The
acquisition for a suitable replacement for the G6 0-6-0T at Salisbury involved
a Z-class 0-8-0T (an E4 class 0-6-2T was unsuccessful).
Readers' Forum. 254
Making a mountain out of another mountain. Editor.
See illus on page 152: Penyghent not Whernside
behind yet another black 5 photograph.
Railways around Whitby. John Smart.
See
A journey by design Keith Fenwick.
Station buildings on Highland Railway: that at Dunkeld dates from
opening in 1856 (architect was Andrew Heiton of Perth). Original station
building at Nairn: Elizabethan? and later Scottish Baronial. James Squair
architect for Nairn and Pitlochry.
Along the Pennine ways again. Kevin P. Jones
Micklehurst Loop: notably how must have been kept clear of freight
for passage of evening Liverpool to Newcastle express during late 1940s/early
1950s
Barry insight. Terry McCarthy.
See feature in Issue 1 (p. 59): Barry Railway did
not "build its own locomotives": stock was supplied by outside manufacturers,
notably Sharp Stewart. In Sout Wales only the Taff Vale Railway built its
own locomotives: about eighty in its cramped Cardiff works:
see Lowe.
Barry insight. Ian Simpson.
See feature in Issue 1 (p. 59):Prices for
piecework not the cost: writer involved in piece work at Wolverton in 1960s
building wiring harnesses probably for Mark I carriages.
Thomas Wheatley. William Tollan.
Sailing from Garlieston to Isle of Man are made by Balmoral
and not by paddle steamer Waverley which still ventures across to
Ailsa Craig from Ayr and Girvan.
Arturo Caprotti. L.A. Summers.
Noted that original feature failed to mention Collett's sole adventure
into poppet valves on 2935 Caynham Court; also questions reference
to Standard Class 5 to be constructed with Franco-Crosti pre-heater.
Unfortunately, letter writer cites incorrect Cox book: see page 117 of
Cox's British Railways standard steam
locomotives (1966) where proposed modification to Standard Class
5 is mentioned
Ashford. M.H.C. Baker.
See 19 page 711 et seq:
Rev. Hedley Sparkes should have been credited with colour
photographs
Elliot Junction and Carmyllie Quarries. John Macnab.
See letter from W. Tollan on page 126: Considers
that stone from Carmyllie Quarries could have been transported via Arbroath
harbour to Cologne for constructing Köln Cathedral. Aslo remains of
platform at Elliot.
Heading for Reading. Bruce Oliver. rear cover
N class No. 31411 at Little London near summit between Gomshall and
Chilworth with Redhill to Reading train on 28 July 1963.
LBSCR A1X 'Terrier' 0-6-0T No.DS377 at Norwood Junction shed
on 5th August 1956. R.C. Riley. Front cover.
Painted in Stroudley's 'yellow' livery for use at Brighton Works pilot.
It was being prepared for hauling a special to mark the centenary of the
Caterham branch. .
Still waters. Michael Blakemore. 259.
Editorial: Manchester, Bolton & Bury Canal which later became
the Manchester, Bolton & Bury Canal Navigation and Railway Company in
1831, although its route was not used to construct a railway between Salford
and Bolton. Also comment on how many canals became desolate by the 1960s
although some have been revived, and on the magnifiscent nature of some canal
civil engineering work.
Pilot duties. 260-3.
Colour-photo feature: DS236 Brighton Works (ex LBSCR No 35)
Terrier 0-6-0T in Stroudley yellow livery at Brighton Works with malachite
green West Country tender behind; DS236 USA 0-6-0T shunter (malachite green)
at Lancing Carriage Works on 21 August 1963 (Roy Hobbs); York station pilot
NER J72 No 67836 in special NER-type livery on 7 September 1960 (J.S. Gilks);
class 3F 0-6-0T Jinty No 47326 as station pilot at Carlisle removing
van from rear of DMU which had probably arrived from Newcastle on 10 August
1964 (Bruce Oliver); J69 No 68619 (GER blue livery) at Liverpool St. adding
former GER restaurant car to Newmarket Race Special on 2 October 1959 (R.C.
Riley); 57xx No 4616 brings Bulleid (green) stock into Waterloo on 24 June
1962 (David Idle); English Electric Type 1 (Class 20) No D8037 on empty stock
at Euston in 1961, also named class 40 and bow-windowed control office with
geraniums (Cliff Woodhead); C Class 0-6-0 No DS 239 (ex-31592) at Ashford
Works on 5 Jnuary 1965 (David Idle); immaculate ex NBR 0-6-0T J83 No. 68470
(with red background to smokebox numberplate) acting as the station pilot
at Edinburgh Waverley below Carlton Hill (S.M. Watkins); Newcastle station
pilot diesel shunter class 03 D2163 (faded blue) in March 1963 attaching
van to rear of train which had ended with a Gresley vehicle looking as if
still in teak livery and Tyneside electric behind (C.A. Davies)
Oakden, Steven. The Croft Pit Wagonway [Waggonway]:
a short history of the life and times of a West Cumbrian industrial
railway. 264-8.
In spite of author noting that the spelling waggonway was used throughout
the article, the title only uses one 'g'. Croft Pit was connected to Whitehaven
Harbour by a rope-worked incline and was an early user of locomotives including
one constructed under Taylor Swainson's supervision in 1812 (Lowe lists Iron
Horse under Whitehaven Collieries), but this weas unsuccessful. Chaldron
wagons were used and the ships in the harbour were loaded via hurries (the
local name for staithes). Brake was the local terminology for an incline.
Illus. either by Peter W. Robinson or from his collection: Hudswell Clarke
WN 1812/1948 0-4-0ST Carr at Whitehaven harbour on 23 April 1966;
Andrew Barclay WN 1660/1920 0-4-0ST nicknamed Teddy Boy on 25 April
1966; Robert Stephenson & Hawthorn WN 7606/1949 0-6-0ST Monaville
taking loaded wagons down from Ladysmith washer; set of empties approaches
top of Howgill Brake (harbour visible far below on 2 September 1967; Robert
Stephenson & Hawthorn WN 7049 0-4-0ST 'No 69' shunting at the foot of
the Brake; Andrew Barclay 0-4-0STs WN 1847/1927 Lingmell and WN 1331/1913
Broomshiels in c1933 shortly after Priestman Whitehaven Collieries
Ltd was formed; the coke ovens at Ladysmith with wagons being loaded including
one lettered Priestman Whitehaven and another (GWR five-plank — an odd
choice for coke); south side of Whitehaven harbour with hurries (staithes),
sailing vessels, horse-drawn road wagons and general aura of squalour; Hudswell
Clarke 0-6-0ST WN 1778/1944 Charles with Giesl ejector at Haig Colliery
on 2 September 1967 (John Packham); Hudswell Clarke 0-6-0ST WN 1881/1948
Solway No. 1 with ' Charles on 2 September 1967 (John Packham);
steep curve at the bottom of Howgill Brake.
Mullay, A.J. The railway canals. 269-71.
The nationalization of the former railway-owned canals in 1948, and
the delay in the formation of the Docks & Inland Waterways Executive.
Illus: Legging a barge through the Butterley Tunnel on the Cromford Canal;
barge passing lifting bridge at Drawbridge Road, Shirley on Stratford upon
Avon Canal c1923.
'Kings' of the Woverhampton road. Michael Mensing (phot.).
272-3.
Colour-photo feature: No 6029 King Edward VIII halted at Lapworth
due to Sunday engineering work whilst working 16.30 Wolverhampton to Paddington
on 8 October 1961; No 6001 King Edward VII near West Bromwich on 11.45
Birkenhead to Paddington on 20 September 1958; No 6012 King Edward VI
passing Moor Street, Birmingham on 09.10 ex-Paddington on 2 December 1961
(leading Mk I vehicle in chocolate & cream livery); No 6005 King George
II passing Moor Street with 08.05 ex-Birkenhead for Paddington (same
day as previous); and No 6009 King Charles II at Wolverhampton Low
Level backing onto 11.45 ex-Birkenhead on 12 September 1959.
Summers, L.A. One thing leads to another. 274-9.
Two of the photographs used as the basis for this feature came from
the Culham Collage archives housed in the Oxfordshire Record Office.
One on page 279 Blyth leads to an absurd piece of nonsense
about the "holiday resort" of Blyth in Northumberland: Blyth worked
on the Southwold Railway and was a 3 foot gauge 2-4-0T built by Sharp Stewart.
Editorial grovel in bottom right hand corner of page
382. The other photograph is of GER T19 2-4-0 No. 1038: this was taken
by Alfred Floyd who was born in 1886 and was a Culham College student from
1905 to 1907. This leads to Summers exploring the similarities between Holden's
work and that of Dean. Obviously there are similarities as Holden was ex-Swindon:
there is a slip coach letter grovel (p. 382) from the author
which notes that Holden was probably responsible for the "Dean" designs
at Swindon before his progress to Startford! The similarities are most marked
in the 2-4-0 designs, but may also be evident in the late 4-2-2 designs (Achilles
on GWR and P43 type on the GER: the latter designed for the crack Cromer
expresses). A table compares the leading dimensions of the GWR 3232 2-4-0
and Achilles 4-2-2 designs with the GER T19 2-4-0s; the Humpty Dumpty type
(which must have had an official name); the 4-4-0 rebuild of the T19 and
the P43 class. Illus.: Achilles 3040 Empress of India departing Paddington
in 1908 (Ken Nunn); 2201 No. 2215 with domeless boiler; P43 No. 14 at Ipswich
(Ken Nunn); Humpty Dumpty No. 743 at Parkeston Quay in Novmeber 1911; 3232
2-4-0 No. 3240 and rebuilt T19 as 4-4-0 No. 741 (Ken Nunn).
Letter from Lyn D. Brooks (page 443) (with considerable
knowledge of things Great Eastern) which demonstrates that Thomas William
Worsdell was the genius behind GER 2-4-0 development and that the T19 type
was very similar to the G14 class. For those who do not prefer to write rather
than read, Lynn D. Brooks had said it all before in
Br. Rly J., 1985, (6), 219..and
implied that it was all due to Stroudley's C class. Letter
from M.D. Hardy (page 443) which amends much of what was written about
Holden and oil-burning on the Great Eastern. Letter from
Christopher A. Lee (p. 509) which suggests that "Dean designed several
other Great Eastern classes"...
Hennessey, R.A.S. Orion, Darroch and the
'Alfreds'. 280-6.
Some of the information has been incorporated into the
biography of Darroch. Orion
was a one-sixth scale (9½in (9¾in?) gauge) model of a Webb-type
4-cylinder compound with a Precursor type of boiler. The model was built
by Darroch whilst he was at Crewe before WW1 and ran on a line in his garden
at Crewe. The locomotive was an exhibit at the Liverpool & Manchester
Railway Centenary Celebration in St George's Hall in Liverpool from 13-20
September 1930 (Rly Mag., 1931,
68, 91-4). Before his death Darroch presented the locomotive to
the Stephenson Locomotive Society which arranged for it to be housed at Penrhyn
Castle under the National Trust and a partial restoration was accomplished
by Iowerth Jones. Eventually lottery funding was obtained to fully restore
the model (by John Ellis). This first ran on the railway at Downs School
at Colwall, but is now at thee NRM, Shildon. See also
Br. Rly J., 1988 (23) 158 and
1989 (25) 259 for further illustrations
and explanation in later publication which also includes an illustration
of the Harry Powell model mentioned in Hennessey's text. The article also
gives a brief account of the four-cylinder compound system as developed by
Webb. See also later article on Darroch's neighbour:
Payton.
Maggs, Colin C. Station truck working on the GWR.
287.
The GWR operated about 600 station trucks to provide what was regarded
as an economic and fast means of conveying small freight consignments to
and from rural stations. In many cases next-day delivery could be achieved.
The article is illustrated by the form used in assocaition with working 282A
which ran from Hockley (Birmingham) to stations on the Severn Valley Railway
to Shrewsbury via Ironbridge.
North British. Derek Penney (phot.). 288-90.
Colour-photo feature: NBR class C (LNER J36) No. 65258 at Eastfield
mpd in 1959; Class M (LNER C15) No 67474 at Arrochar & Tarbet on
push & pull in 1959 (note this was one of the few push & pull services
to offer first class accomodation with toilet); class F (LNER class J88)
0-6-0T 68349 at Eastfield in 1959; unidentified NBR class S (LNER class
J37) climbing to Burntisland with train of tank wagons and hoppers for bauxite;
class J (LNER D30) No 62440 Wandering Willie at Hawick shed;
class S (LNER J37) No. 64576 on Dundee shed. Letter from
A..J. Mullay (page 446) questions caption notes on withdrawal dates for
class J36 and J37..
At night. Steve Burdett (phot.). 291-3.
Colour-photo feature (atmospheric nocturnal scenes): Class 25 No 25
063 arrives at a wet Hereford with train from Cardiff on 20 February 1977;
Class 86 No. 86 255 arrives at Crewe with southbound express on New Year's
Day 1979 (snow on ground); Pwlheli to Machynlleth Cross Country type DMU
held at Tywyn in 1983; Peak class 45 No 45 028 arrives at Plymouth with a
night mail service on 4 December 1976; Crewe South Yard at night on 24 September
1977; class 40 No 40 067 waits to leave Aberdeen with Glasgow train on 8
October 1977. See also rear cover.
The Somerset & Dorset recalled. Hugh Ballantyne.
294-5.
Black & white photo feature: BR Standard class 4 4-6-0 No 75073
passes Wellow signal box with 16.37 Bath Green Park to Templecombe local
on 1 June 1963; West Country No. 34043 Combe Martin pilots BR class
5 No 73087 out of Bath Green Park] with Pines Express on 29 August 1959;
general view of Radstock yard and depot with BR class 4 2-6-0 No 76027 leaving
for Bath with 09.05 local ex-Templecombe; S&DJR 7F 2-8-0 No 53810 on
Wellow Viaduct with Exmouth to Cleethorpes "express" on 28 July 1962; class
2P pilots a Standard class 5 on northbound Pines Express passing Midford
on 10 March 1955 (Camerton branch still with track in situ in
foreground).
Rutherford, Michael. Railways and iron & steel
developments around Teesside. Part Two (Railway Reflections No.120).
296-305.
Map shows Stockton & Darlington Railway at its greatest extent
and pays some attention to the South Durham and Lancashire Union Railway
which climbed over the Pennines at Stainmore; includes new lines constructed
in Teesside by the North Eastern Railway notably the route south from Sunderland
to Hartlepool; the accidental discovery of salt which led to the growth of
the heavy chemicals industry, and the switch from wrought iron to steelmaking.
Locomotive depots in Teesside are tabulated; the work of Edward Fletcher
and William Bouch (Tom Pearce's excellent
book is cited). The Shildon electrification is briefly assessed as is
Raven's input to it: Rutherford claims that the locomotives formed the basis
for the Gresley design used on the Woodhead electrification. Illus: T2 (Q6)
0-8-0 No 63395 at Newport East with train of rolled sections on 13 March
1962 (colour: Colour-Rail); P2 (J26) 0-6-0 No 65761 at Middlesbrough with
shipping behind (Colour-Rail); William Bouch 4-4-0 No 161 Lowther
(based on Robert Stephenson & Co. design for Smyrna to Aidin Railway);
Thomas Bouch viaduct at Deepdale on South Durham & Lancashire Union Railway;
Mousegill Viaduct; WD 2-8-0 No. 90588 on train of hoppers passes Type 2 No
D5288 with brake tender near Billingham on 25 March 1966 (Colour-Rail);
Middlesbrough station entrance (colour: T.J. Edgington); clearing snow on
the line near Barras in 1947 and Stainmore summit on 17 February 1947 with
walls of snow after snow clearance from track; Standard class 3 No 77002
double-heads with class 4 No 43126 over Smardalegill Viaduct with 11.20 Blackpool
to Newcastle train in 1962; Class A8 No 69883 at Battersby Locomotives Battersby;
WD 2-8-0 No 90377 in yard of Skinningrove Iron Co at Carlin How on 2 May
1960 (J.A. Peden): old engine shed at Hartlepool closed in 1939 then used
for wagon repair on 2 September 1956 (T.J. Edgington); V3 No 67688 at
Middlesbrough with express for Newcastle on 27 April 1954 (H.C. Casserley);
remains of the Brusselton Incline; Newport yards (Shildon electrification);
A8 No 69866 at Middlesbrough with express headlamps on 27 May 1954 (H.C.
Casserley); Fiat char-a-banc used on early rail replacement bus service whilst
Kilton viaduct was being replaced by an embankment; Pacer 142 021 at Hartlepool
station on 19 June 1993 (the LNER did it so much better).
Emblin, Robert. Logan and Hemingway — the firm and families.
Part 1. — Origins and the Logans . 306-10.
This firm has been encountered before in Backtrack in articles
written by Robert Emblin on the MSLR's London Extension including Nottingham
Victoria station: Volume 8 p. 201 et seq and
Volume 17 page 95 et seq. Logan &
Hemingway were public works contractors and one of the descendents of Guy
Hemingway appears to have been a competent historian (as does the contributor).
The origins of the firm appear to have stemmed from a butty gang
(Coleman page 57 stated that these were
groups of navvies who joined together to negotiate with sub-contractors on
major projects) of stonemasons which was formed in 1838: this consisted of
Angus MacGregor, born in Callendar in 1809; John Logan born
in 1806 probably in Musselburgh, George and Peter Thomson, sons of William
Thomson, a builder, James Nowell, a mason, and James (born 1795) and
John Hemingway (born 1802), probably in Dewsbury.
In 1846 John Hemingway, Benjamin Nowell (son of James) and Charles Pearson
formed a partnership to build the masonry work on the Menai Bridge. Later
the partnership worked on tunnels and docks in South Wales. Rennie, Logan
and Thomson were involved in a wide range of civil engineering works for
both docks and railways. Part 2 see page 371
Brooksbank, B.W.L. Railway disruption in World War II
— Merseyside. Part Four. 311-15.
The German bombing attacks which ended in the first week of May 1941
nearly succeeded in completely destroying the port of Liverpool and had caused
immense damage to the docks, shipping, railways and roads. 1900 were killed
and 1450 were seriously injured. 70,000 people were made homeless. There
were breaks in the major services: gas, electricity, water and
telecommunications. But by the end of May 60% of the port had returned to
normal. Closure of the Liverpool Overhead Railway was considered as damage
to it was causing problems to the Mersy Docks & Harbour Board's raiways
which ran underneath. Later in the War the Liverpool Docks fulfilled major
roles in the import of foodstuffs (43% was handled there) and in acting as
the port of entry for troops and supplies for the United States Army and
Air Force. Troop trains were handled at Riverside, Canada Dock and at Marsh
Lane for Gladstone Dock. OVERLORD, the preparation for the invasion of Europe
brought further pressure on the port and its railway communications and efforts
had to be made to divert traffic away from Crewe. Inland storage fascilities
reduced the risk of further damage from bombing.
Gilks, John Spencer (phot.) and Foster, Richard D.
Signalling spotlight: Saxby & Farmer signal boxes on the Brighton line.
316.
Southwater and Holmwood.
Book reviews. 317.
The Highland Railway. David Ross. Tempus.
Criticism by Peter Treloar for lack of map but "otherwise excellent
book.
The illustrated railway children. E. Nisbet. Silver Link. MB *****
Special Centanary Edition. Illustrated with "well-chosen selection
of period photographs". Biography of author who had led a Bohemian
lifestyle.
Railwaywomen. Helea Wojtczak. Hastings Press. HA
****
"Highly readable". Criticism of photographic reproduction. Review
acts as an excellent introduction to to this largely neglected area of women
working on the railways.
LMS Journal Nos. 12 & 13. Bob Essery. Wild Swan. MJS
****
"Excellent additions to the series". See also
LMS Journal No. 12 and
No. 13.
Readers' forum. 318
Arturo Caprotti. J.T. van Riemsdijk
Comment on feature by David Alexander on page 148 et
seq. Walschaerts valve gear provides a greater rangeof
settings than the Caprotti system which does not give greater exhaust dimesnions.
Rotary cam valve gears suffered from compression at low speeds and made
locomotives fitted with it weak on severe gradients. Kenneth Cantlie had
stated that 71000 could operate at 3% cut-off, although this was of questionable
practical value (Cantlie worked for he British Caprotti Company). Writer
responds to the steam consumption data for 71000 noting that comparable figures
were attained on French locomotives. Cites Phillipson's locomotive design,
data and formulae. The advantages of poppet valves included the separation
of the steam and exhaust passages and the power required to operate the valves
was less. The greatest improvement was when poppet valves were actuated by
Walschaerts gear.
Arturo Caprotti. D. Lorriman.
Feature by David Alexander on page 148 et
seq: not 5948 Baltic but 5946 Duke
of Connaught.
Railway Civil Engineering 50 years ago. Tony
Huckin.
Response to feature by Michael Binks (p. 172 et
seq): reminiscences of Chief Civil Engineer's permanent
way department at Paddington in mid-1960s and of South Wales District Office
at Newport. Design and installation of points and crossovers.
Compound expansion. David Lorriman.
Written in response to letter by Adrian
Tester (page 637 Volume 19) which in turn had been a response to
Lorriman (page 572 Volume 19) for information.
Cites E.C. Poultney's British express locomotive development and notes
that most British compound locomotives had fixed cut-off linkages bewteen
the high pressure and low pressure systems. Notes how Whale improved the
performance of the Webb Alfred the Great class by modififying locomotives
with independent control of the cut-off for the high and low pressure
cylinders.
Thomas Wheatley. Chris Rouse.
See feature on page 155. Notes how
Wheatley was involved in a collision between a light engine driven by him
at excessive speed and a Mail train near Barnsley. When on bail for manslaughter
he fled to France.
Twilight at Manchester Victoria. Steve Burdett. rear
cover.
Class 25 No 25 259 waits to leave Manchester Victoria with parcels
train on 12 November 1984.
60154 Bon Accord (A1) at York station in 1964 (Dereck Penney). Front cover
Giving the People what they want (whether they want it or not!). Michael
Blakemore.
Editorial plug for A.J. Mullay's Railways for the People: the
Nationalisation of Britain's railways in 1948 (Pendragon Publishing).
Editorial notes that the Transport Users' Consultative Committee was usually
loaded with those with vested interests in the bus industry. Are we to be
surprised at Ribena buses (First Group) running both the buses and the trains
(and the ever present replacement trains) in many places?
Over the Tors to Princetown. Dick Riley (phot.).
324-6.
Colour photo-feature featuring visit made on 5 July 1955: 4410 at
Yelverton (incidentally what would HSE have to say about position of turntable);
same one coach train at Dousland; Ingra Tor halt with cattle awaiting next
train; two coach train at Dousland (bound for Yelverton); Burrator and Sheepstor
Halt with mixed train heading away onto Dartmoor; 4410 with single coach
dwarfed by tors. Most of these were also published in
Volume 1 page 69. Our photographer appeared to reach
Princetown, but without colour film?: see
Locomotives Illustrated,(33)
page 12 (bottom).
Black, Graham. ROD 2-8-0s in Australia. 327-9.
Purchased from the War Department (ROD) following WW1 by John Brown,
Manager of J. & A. Brown who owned collieries and railways in New South
Wales, including the Richmond Vale Railway and its extensions to the collieries:
Richmond Main and Pelaw Main. The company eventually acquired thirteen
locomotives: ten were shipped as ballast (to avoid tax) on the SS
Mimmi (owned by the Company), but the first three were shipped on
the SS Boorana and were landed at Sydney on 23 February 1926. These
were WD 2123, 2119 and 2070 and were acquired from the dump at Stratton,
north west of Swindon. An invoice for three copper fireboxes and steel tube
plates from the North British Locomotive Co. in Glasgow is reproduced. But
many of the company's records have been lost either through flooding aor
through their deliberate destruction by John Brown before his death on 3
March 1930. The company was restructured as JABAS. Illus. No. 23 at Stockington
Colliery in September 1965 and at Pelaw Main Colliery in January 1961, and
a ROD locomotive being loaded at Liverpool via a floating crane (from an
advertisement).
Hill, Keith (deceased). The brilliance of Brunel.
330-9.
Written to celebrate the two-hundredth anniversary of Isambard Kingdom
Brunel's birth. Keith Hill had an attractive writing style and this is
illuminated by the following flowing extract: "His masterpiece is still in
use today, busier than it has ever been before, carrying trains of weights,
and at speeds and trequencies, which Brunel could never have envisaged. It
follows the River Avon as far as Bath, slices between the Cotswolds and the
Marlborough Downs via Swindon, and then gallops along the levels of the Vale
of the White Horse. Beyond Didcot it hugs the Thames as it negotiates the
Chilterns via the Goring Gap to Reading, before following the line of least
resistance to London." He will be greatly missed as a contributor. The feature
concentrated on the mainline between Bristol and London, Paddington station
and the Royal Albert Bridge including a characteristically crisp Hill colour
photograph of it taken from an HST (the up Cornish Riviera) in September
2002). Most of the material is well known, but there is an interesting side
issue on gthe strike through of the sunrise through Box Tunnel, and whether
it could occur on Brunel's birthday. Quotes, but did not cite Phil Atkins,
who claimed that such an event could not occur, but reproduces
photograph (by Chris Austin page 333 which had appeared in
New Civil Engineer, 1984 April and comment about "strike through" of
the sunrise through photographed on 9 April 1981 (Brunel's birthday). Other
illus. (all colour unless stated otherwise): 47 583 County of
Hertfordshire heading 12.15 Paddington to Oxford (all in Network SouthEast
livery on 28 April 1990 (Gavin Morrison); 7019 Fowey Castle leaving
Box Tunnel on down carmine & cream express in 1956 (P.M. Alexander);
Paddington station in 1930s at 15.38 looking towards The Lawn with 61XX on
stopping train awaiting departure (C.R.L. Coles b&w); Wharncliffe Viaduct
in 1950 (C.R.L. Coles b&w); Castle 5054 Earl of Ducie on Oxford
University Railway Society special on 16 May 1964 (David Idle); Royal Albert
Bridge with 2-8-0T on up freight with Saltash Corporation Ferry (steam chain)
in front in April 1951 (W.J.V. Anderson b&w); 50 033 Glorious
in Network SouthEast livery crossing Moorswater Viaduct on special to Newquay
on 23 November 1991; (Gavin Morrison); Bristol Temple Meads original terminus
on 17 October 1965 (T.J. Edgington b&w); 6800 Arlington Grange
leaving Royal Albert Bridge on up milk train in April 1951 (W.J.V. Anderson
b&w); Castle 5090 Neath Abbey near Corsham (Derek Penney); floodlit
Royal Albert Bridge in August 1959 (P.W. Gray). See also correspondence in
Issue 8 p. 509 from A.R. Nicholls concerning Dionysius
Lardner; Ron Harper on the network of former quarry
tunnels, used for storing ammunition (cites N.J. Camley's Secret underground
cities); Malcolm Parsons on the same subject; and
Keith Farr who noted that Beeching did not suggest
the closure of the mainline through Cornwall (KPJ: that was Serpell)..
Wells, Jeffrey. Accrington — aspects of a Lancashire
town's railway history. 340-6.
The Manchester, Bury & Rossendale Railway had opened on 28 September
1846 and had become a component of the East Lancashire Railway on 21 July
1845. The severe Baxenden bank was a feature of the line. Article features
extensive quotations from Harrison and Sale's Guide to East Lancashire
Railway Manchester 1840: this does not appear to be in Ottley,
but a copy is held at Burnley Library. Other sources used by author are
Marshall's Lancashire &
Yorkshire Railway and Rush's
East Lancashire Railway (1969). Plans show how the passenger station
grew from an inconvenient single platform in 1850 to a multiple Y-shape platform
layout in 1882. The line to Bury closed on 5 December 1961. Illus.: Accrington
Platform 5 in 1914 (prior to Stamp decay); Aspinall 4-4-0 on special train
for E.J. Riley conveying billiard tables (publicity photograph 14 May 1914);
Stanier 2-6-4T No. 42619 on parcels train (caption states passenger,
but see headcode (Essery LMS Journal,
Number 3 p.12 for key) for Manchester and parcels stacked on Platform
2); Accrington Viaduct (from station footbridge) and Accrington North signal
box on 16 April 1973; locomotive depot with what caption claims to be two
Aspinall 0-6-0s (but nearer one is surely a Barton Wright 0-6-0); Accrington
Charter Street mpd with "interesting" DMU inside and two Royal Scot class
outsie: 46100 Royal Scot and 46142 The York and Lancaster Regiment
on 4 May 1962 (Wembley Cup Final specials). See also correspondents in
Issue 8 (p. 509): A.J. Bowers refers to the accidents
which took place due to runaways on Baxenden bank on 15 December 1891 and
one in July 1913 (with illustration); also agrees that one of the "two" Aspinall
0-6-0s is a Barton Wright 0-6-0; from Bob Gibson who
suggests corrections to map: Great Harwood Junction, not Daisyfield East
Junction; and from D.H. Dyson a correction to the date
stated for Royal Scot photograph: should have been 6 May (he was the
photographer).
Sinclair, Neil T. The General Strike in the Highlands.
347-51.
There had been no strikes on the Highland Railway until 1911.
Nevertheless, the response to the General Strike of 1926 was univeral amongst
the wages grades. The response of the Government to the General Strike of
1926 was to appoint District Commissioners to make local decisions. General
MacFarlane, based in Inverness, concentrated on road transport, but volunteers
and a handful of staff who worked did enable a few trains to run, but the
strikers were well behaved. There is the remarkable story (KPJ suspects not
published for first time) of Kenneth and Ethel Fraser's epic journey from
Inverness to Paris via London and Dover. Clerks who went on strike suffered
severely (many left to serve on the Benguella Railway) as is shown in the
unpublished memoirs of Alfred H. Forbes. Sources are cited. Illus (b&w):
HR 4-4-0 No. 128 Loch Luichart with locomotives crews at Aviemore
in about 1919; Skye bogie 4-4-0 No. 14283 on mixed train near Achterneed
in 1920s; 4-4-0 No. 14409 Ben Alisky leaving Kyle of Lochalsh
with 17.45 (time looks apposite that way) special for Inverness on 7 May
1926 (during stike); 14384 Loch Laggan approaching Stanley Junction
with local for Blair Atholl; 0-4-4T No. 15054 at Dornoch with six-wheelers
from GSWR, LNWR and MR plus LMS bogie vehicle in early 1930s; 14679 Clan
Cameron on very short southbound local train leaving Inverness in 1930s;
Dalwhinnie station in HR days.
The LNER's A1 Pacifics. 352-4.
Colour photo-feature: 60141 Abbotsford leaving Peascliffe Tunnel
on climb through Grantham on up express (Derek Penney); 60121 H.A. Ivatt
departing King's Cross with 15.55 to Leeds Central on 18 August 1962 (Geoff
Rixon); 60157 Great Eastern passing Retford under caution on up express
(DP); 60140 Balmoral on down express passing Grantham in 1962 (note
horsebox between locomotive and front coach) (DP); 60125 Scottish Union
approaching Grantham on up express; 60138 Boswell in York shed on
12 October 1963 (Gavin Morrison); 60124 outside York shed in 1964 (DP).
The Brunel University Collection. 355-7.
The Collection includes photographs taken by Charles Mowat between
1924 and 1969 [reproduced are Colinton station and tunnel entrance taken
on 22 June 1934, and one of Mouldsworth, former Cheshire Lines Committee
in June 1961 (the enamel BR standard "gentlemen" sign is the only hint that
it was not at least thirty years earlier]. Charles Clinker was both a
photographer and collector of photographs (many of which are in other
collections, notably those held by the NRM). Clinker C112.2 shows a broad
gauge express on sleepered track at Exminster in May 1891. The Locomotive
Collection consists of about 2000 photographs taken by an unknown phographer
who appears in some of the photographs (but his anonymity remains unthreatened
as these are not reproduced herein!): examples: Weston Clevedon & Portishead
Railway tramway type of vehicle No. 1 on 3 September 1938 and former LBSCR
4-4-0 No. 2057 on shed at New Cross on 14 June 1936. Chris Wookey was a student
at Brunel University and died tragically young: his collection was donated
to the Library as a memorial: the disused signal box at Tapton was taken
b him from a moving train on 10 February 1979.
Lost on the Callander & Oban line. Tom Heavyside (phot.).
358-9.
Colour photo-feature: class 27 27 010 shunting at Oban Station with
Giles Gilbert Scott's wonderful St Columba's Catholic Cathedral dominating
Oban Bay on 17 May 1978; 37 411 Institution of Railway Signal Engineers
near Tyndrum Lower on 29 July 1987; 37 411 stopping at Tyndrom Lower on same
day as previous; 27 030 shunts at timber loading sidings at Crianlarich;
37 012 Loch Rannoch in Oban station with 13.00 to Glasgow on 3 August
1985 Editor directs readers wanting steam in the same locations to
Volume 18 in sections beginning page 96 and
540.;
Rutherford, Michael. A Brief Survey of the Irish 4-4-0.
Part 1: Genesis — or how the Irish designed a "Crewe" 4-4-0 and exported
it back to England. Two (Railway Reflections No.121). 360-9.
Centres on Alexander
McDonnell and how a series of standard locomotives were evolved for the
major Irish railway (the Great Southern & Western Railway at its Inchicore
Works, including the dominant 101 class of 0-6-0 (designed at Beyer Peacock),
and eventually the Kerry bogies (4-4-0) which evolved from McDonnell's light
2-4-0 design. An 0-4-4BT (a sort of Fairlie) and an 0-6-4T are also considered.
McDonnell was an inspired head hunter: the brilliant engineer John Aspinall
was recruited from Webb to be Works Manager at Inchicore and later Ivatt
was attracted across the water in the same manner. Thus it is shown how the
Kerry bogie concept was to re-emerge on the LYR and GNR. Some play is made
on Aspinall's Catholicism (and on the Worsdell Quaker connections), but Ivatt's
High Church sanctity is not mentioned. This article does cover the cause
celebre of McDonnell's eventual fairly rapid departure from the North
Eastern Railway (following his appointment as Locomotive Superintendent at
Gateshead in succession to Fletcher). Rutherford uses this as a pretext to
demolish the embroidered descriptions presented by
Nock and by
Tuplin in contrast with the brevity in
its coverage by the magisterial Tomlinson
and by Irving. Those seeking more about
McDonnell's Irish career should examine
Chacksfield's book on the Coey
brothers and for the debacle on the NER
Parts 3C (pp. 56-8) and
5 (page 145) of the RCTS Locomotives
of the LNER. .
Bennett, Alan. History: Southern-style. 370-2.
Six brochure covers (illustrated in colour) accompanied by quotations
from the purple prose intended to attract Americans to Britain. The first
four were issued by the "Southern Railway of England" and the last two by
the "Great Western & Southern Railways of England". This material presumably
precedes the establishment of the New York office under the title of "British
Railways" in the 1930s. The brochures are: Where England began (c1925)
with cover illustration of the Roman Pharos at Dover BC54; Where English
history was born: the garden counties of Kent and Sussex (1930); Where
the Saxon kings held sway: the beautiful & historic counties of Dorset
& Hampshire (1930) (cover is rubber-stamped "The Union Travel Company,
Tours - Travel, Dayton Ohio"); Saxon England (1932). This and the
remaining two feature an attractive style which KPJ associates with the dust
jackets of Batsford books from the same period. The two joint publications
(with the GWR) promoted King Arthur's England and England —
and why which features the immortal lines: "England is as much 'home'
to every true-born American as the United States itself". Creepy, crawly
stuff.
Emblin, Robert. Logan and Hemingway — the firm
and families. Part 2. — The Hemingways. 371-7.
Part 1 see page 306. James Hemingway II was born
in Tamworth and was apprenticed to Rennie, Logan & Thomson under Robert
Matthews. He married Mary MacGregor in November 1859. They had eight sons,
six of whom survived, including Charles Robert
Hemingway who was born in Cardiff in 1860. He was educated at the King's
School in Macclesfield until 1874 and then worked for Logan & Hemingway
on the Macclesfield, Bollington & Marple Railway which began the firm's
association with the MSLR. Charles' father died in September 1879. Charles
Hemingway worked under his uncle, William MacGregor, gaining experience on
the Welham branch of the Tilton & Market Harborough line. This line was
the subject of a serious legal dispute with the Midland Railway and Charles
worked closely with the company's solicitors in its London office. He married
Mary Elizabeth MacGregor with whom they had nine children. From 1882 Charles
Hemingway was in effect in control of the company's operations. In 1888 the
company won the contract to build the Chester & Connah's Quay Railway,
but to the annoyance of Edward Watkin the bridge across the Dee was not ready
in time to convey Gladstone to the Paris Exhibition, but Logan & Hemingway
came to the rescue with a temporary crossing. As noted in earlier articles
the firm did a considerable amount of work on the MSLR's London Extension,
including Nottingham Victoria station. Later work included the Wath Concentration
Yard. Hugh Logan joined the firm in 1906. The Sleaford to Cranwell Railway
was constructed for the Admiralty during WW1.. Charles Hemingway became a
widower in 1909, but married Jessie Kennedy from Kilmarnock in 1915. Logan
became ill whilst constructing the Frome Cut-off for the GWR and retired
in 1933. Due to the lack of work the firm was closed in 1935 and Charles
Hemingway retired to Aberlady. He died in 1947. James Angus Hemingway was
born in Cardiff in 1866 and was educated at Uppingham. After a time in Australia
where he married Sarah Amy Harding he returned to the UK in 1888 and joined
Logan & Hemingway. He was associated with the conversion of the Frodigham
Viaduct into an embankment and with extensions to the John Brown Steelworks
in Sheffield. He retired to Cromwell, north of Newark and died in 1942. There
are briefer biographies of Charles' brother Philip Crawshaw born in 1878
who was educated at Uppingham, worked for the firm, but appears to have been
injured severely during WW1 and retired to Aberlady in 1920. Charles Robert
Hemingway, Junior, was educated at Loretto School, studied at Oxford and
worked for the firm under Edward Dale, but left the firm shortly before its
demise. Guy Yeoman Hemingway (includes portrait of when about 25), son of
James Angus Hemingway, was educated at Repton and Oxford (Hertford College),
but joined Logan & Hemingway in 1927 and remained with it until its demise.
His subsequent work was varied. Following retirement he lived in his father's
house at Cromwell. He died on 16 April 1986. He was a lively model maker
and interested in the history of transport
Nicholls, Arthur R. The real world of the railwaymen:
a short anthology of poems by railwaymen. 378-9.
Based around F.W. Skerrett's Rhymes of the railway (Leeds:
1920: not in Ottley, nor in BLPC, but in University of Warwick (Perry Collick's
papers, Modern Studies Collection). Tommy's Opinion (rerproduced herein)
is extremely bitter, reflecting the National Railway Strike of 1919. Illus.:
LNWR employees standing on or alongside Precursor 4-4-0 No. 1104 Cedric:
picture does not match text..
Rolling stock focus: East Coast Postal. 380.
E70278E and E70297E at Stratford in March 1969. Built at York in 1929
and used on TPO service from Liverpool Stratford to Peterborough.
Readers' forum. 381-2.
To this company's advantage. Robert Barker.
See feature by Michael Smith (p. 134 et
seq): further information about Charles Jones, the
G and H class locomotives; the use of "Met" on Nos. 91 and 105 after the
takeover by the LPTB: possible explanation for name Brill allocated to No.
97; the unpopularity of the H class following transfer to Nottinghamshire;
and the claim that ex-Metropolitan engines never worked via Northolt Junction
and High Wycombe.
To this company's advantage. Albin J. Reed.
See feature by Michael Smith (p. 134 et
seq): states that ex-Metropolitan Railway were painted
in lined black by LNER: writer quotes Foxell's Memories of the Met &
GC Joint Line for picture of No. 6422 so-adorned: see also p.97
The Big Four in colour
(Jenkinson) where livery is quite obvious and matches blazers of boys
in photograph at Neasden in August 1938.
To this company's advantage. Richard Hardy.
See feature by Michael Smith (p. 134 et seq): memories
of how the ex-Metropolitan Railway footplatemen retained their distinctive
overalls and caps (as did the former M&GN men) under the LNER at Neasden,
Chesham and Aylesbury (at the last named depot there were also GWR
crews)
Caprotti valve gear. Philip Atkins.
See page 148 et seq: who mentions that Hugh
Phillips had shown him documentation which indicated that British Railways
showed tentative interest in fitting King, County, Merchant Navy and
(new) 9F locomotives with Caprotti valve gear; Franklin poppet valves
fitted to Pennsylvania 4-4-4-4s; applications of Caprotti gear in France
and for Great Indian Peninsular Railway and Central Argentine Railway and
decrease boiler efficiency of Pennsylvania 4-4-4-4s and No.
71000..
Caprotti valve gear. Richard Hardy.
See page 148 et seq: as applied to LNER
B3 class where they were fast, economical and comfortable
Return to Galloway. John Macnab.
See page 229: Swindon Inter-City
DMUs were built for the Glasgow St Enoch to Ayr and Stranraer
services
Return to Galloway. Stephen G. Abbott.
See page 229: Swindon Inter-City
DMUs were built for the Glasgow St Enoch to Ayr and Stranraer services: the
Edinburgh-Glasgow DMUs were difficult to redeploy as built as six-car
sets.
The Sidmouth and Budleigh Salterton branches. Stephen P.
Derek. 382.
See feature page 208 et seq: concerning
the Exmouth to Cleethorpes service (via SDJR) and in particular its rolling
stock composition and the Littleham to Waterloo through service for Sandy
Bay Holiday Camp.
The Sidmouth and Budleigh Salterton branches. Stephen
G. Abbott.
See feature page 208 et seq: concerning
the Exmouth to Cleethorpes service (via SDJR) and in particular its rolling
stock composition: argues (in Stretton-like manner) that this
did not feature Southern Region stock: Stephen P. Derek
throws the Working Notice against him on p. 573.
The Sidmouth and Budleigh Salterton branches. David
Thrower.
See feature page 208 et seq: correction
of position of level crossing at Sidmouth Junction;
The Sidmouth and Budleigh Salterton branches. David
Treharne.
See feature page 208 et seq: and guest editorial
from Martin Adams on page 195 on the difficulty of verifying
the dates for the demolition of the viaduct at Exmouth (KPJ regards this
letter as falling within the semiotics of railways: that is the way in which
railways and their remains are perceived)...
Yorkshire Engine Company and steam tenders. Tony
Vernon.
The Poultney steam tender (Patent
UK 262,360), constructed by the Yorkshire Engine Co. in 1927 and
fitted to Ravenglass & Eskdale Railway 2-8-2 River
Esk
One thing leads to another. L.A. Summers.
See page 274 et seq: having
read Peck's The Great Western at Swindon
Works author now informs the Backtrack readership that Holden
designed both the "Swindon" and the "Stratford" locomotives (we must hope
that Mr Summers reads Mr Rutherford in this Issue before bursting into print
again). Letter contains further dig at Joy's Diaries (Carlton incorrectly
transcribed as Charlton). Summers wonders if there is an Ahrons archive (with
typo Anrons to cause more fun). {KPJ: the extant bibliography of Ahrons is
extensive [as the Editorial Note at the beginning of the British steam
railway locomotive (KPJ "gave himself" his own copy of this wonderful
work for his seventieth) makes abundantly clear: unfortunately the Breckland
bibliographical wilderness inhibits easy inspection of all these riches].
It is also probable that much was lost in the bombing of the Locomotive
Publishing Company's premises during WW2.}
Blight on Blyth. Editor.
Editor was sunk in communications about Blyth
2-4-0T from Southwold Railway (page 279).
Quarrying in Northamptonshire. Brian Sullivan. rear
cover.
Nassington Ironstone Quarries: two Hunslet 0-6-0STs Ring Haw
(1940) and Jacks Green (1939) top and tail loaded train climbing
from quarry
All I want is a room somewhere. Michael Blakemore.
Editorial on railway hotels as prelude to five-star article (this
Issue is particularly rich in these).
On the 'Knotty'. Michael Mensing (phot.). 388-9.
Colour photo-feature; Calss 120 DMU in BR corporate blue & grey
livery on train for Crewe at Stoke-on-Trent station on 12 August 1978; 42323
chuffing away from Alton Towers on Churnet Valley line to Uttoxeter on 19
August 1961; Class 2 2-6-2T No. 41277 on push & pull Tutbury Jenny passing
site of Stretton & Clay Mills station on 4 June 1960; down Comet
hauled by 46108 Seaforth Highlander south of North Rode on 30
September 1959; WD 90369 crossing Trent & Mersey Canal near Kidsgrove
Central on 26 September 1960.
Skelsey, Geoffrey. Famous hotel-keepers for over a century:
British railway hotels under State ownership, 1948-84. 390-9.
The Hotels Executive, 1948-53; British Transport Hotel and Catering
Services, 1953-63; British Transport Hotels Ltd, 1963-84. Table 1 lists the
main data relating to hotels owned by the LMS, LNER, GWR and Southern in
terms of number of hoels owned, number of bedrooma, and overnight guests.
The Southern was least interested in this activity: the LMS built two major
new ones at Morecambe and at Queen's Hotel, Leeds to replace existing hotels
and planned more replacements. The GWR added two new rural hotels: the Welcome
and the Manor House and planned more hotel construction, including at Looe
at the end of its projected new branch line. The author is waspish about
some of the final transactions between the State and the private sector where
quick profits were made or financial incentives were demanded by the new
owners. In Ireland things were done differently. Includes some delightful
anecdotes about how the article came to be written. Excellent architectural
photographs (mainly in colour by the author): Adelphi, Liverpool (scene of
BBC documentary); Victoria Hotel, Bradford; art deco classic Midland Hotel
Morecambe, Midland Hotel Bradford, Perth Station Hotel (built under joint
ownership of CR, NBR and HR); Grand Hotel West Hartlepool (built North Eastern
Railway); North Stafford, Stoke-on-Trent; plus four black & white: Euston,
Queen's Hotel Leeds, Zetland Hotel, Saltburn-on-Sea (started by Stockton
& Darlington Railway, finished by NER) and Cruden Bay Hotel with tram
at entrance (GNoSR) plus illus.of some publicity materail.
Nisbet, Alistair. Oxford for the day. 400-3
In August 1963 Master Nisbet travelled from Paddington to Oxford,
bashed the shed, and returned on 10 August 1964 to take some photographs
in the rain.R.L. Clark (page 573) is critical both
in terms of emphais and in fact, noting that the Bletchley service was operating
at the time of these visits.
Lewis, Christopher. William Henry Barlow, 1812-1902:
an appreciation of a great Civil Engineer. 404-10.
Born 10 May 1812 in Woolwich. Concise biography which concentrates
on the London Extension of the Midland Railway, including the trainshed at
St. Pancras; and his work on the second Tay and Forth bridges. He died on
12 November 1902 and William and his wife Selina are buried in Charlton cemetry:
the grave is illustrated. High Combe, the Barlow residence which now serves
as a Catholic presbytery is also illustrated. There is a portrait by John
Collier which is property of the Institute of Civil Engineers, and the Barlow
charger (a silver dish) presented to him on his 90th birthday. Extensive
bibliography. Other illustrations: fine viw of Forth Bridge, contemporary
view of St Pancras train shed. Added comment on resuse
of Barlow rails from D.L. Lovely (page 637).
Portrait of a 'Lanky'. 411
Colour photo-feature (all Colour-Rail) of 2-4-2T No. 50850: at Newton
Heath mpd, Manchester and at Chapel Street Southport (latter on 14 October
1961).
Edmonds, Tim. Asking the impossible. 412-13.
Passenger travel between South Acton and Brentford.
Home on the 'Grange'. 414-15.
Colour photo-feature: 6854 Roundhall Grange approaching The
Lakes Halt on North Warwickshire line with 11.20 Newquay to Wolverhampton
Low Level on 25 August 1962 (evening light) (Michael Mensing); 6863 Dolhywel
Grange at Worcester Shrub Hill with train for Stourbridge on 1 August
1963 (train includes excellent view of Palethorpe's sausage van) (David Idle);
6853 Morehampton Grange ex-works at Swindon on 16 August 1964 (contra jour)
(Roy Hobbs); 6875 Hindford Grange (view down onto cab from above)
at Truro station on 18 May 1959 (Michael Mensing); 6879 Overton Grange
near Fenny Compton on down freight on 30 July 1963.
Somerset & Dorset days. 416-22.
Colour photo-feature: 3F 0-6-0T No. 47316 on local freight, 7F 2-8-0
No. 53810 shunting off a coal wagon at Midsomer Norton on 3 July 1961 (R.C.
Riley); Class 3F 0-6-0 No. 43248 passing Templecombe No. 2
Junction signal box with train from Highbridge formed of SR (green) stock
on 7 July 1959 (RCR): letter from Phil Jacques (page 509)
states train was 15.40 Bournemouth West to Bristol reversing into Templecombe
(train engine was 75072, steam from which is just visible); 53809 on Nottingham
to Bournemouth express passing Stalbridge on 25 August 1962 (T.J. Edgington);
Class 4 2-6-0 No. 76015 climbing towards Masbury Summit with Bournemouth
to Bristol passenger train on 3 September 1963 (David Idle); 43248 on passenger
train at Highbridge for Evercreech Junction on 1 August 1955 (note LSWR passenger
vehicle in formation); 9F 92220 Evening Star crossing River Stour at Sturminster
Newton on 1 September 1962 (RCR); 4F 0-6-0 No. 44560 at Masbury Halt on Bath
top Templecombe local passenger on 3 September 1963 (DI); Bath Green Park
with class 2 2-6-2T No. 41249 with local passenger for Bristol and 76027
with Bournemouth train on 22 August 1962; BR class4 No. 75007 arriving Radstock
North on Bornemouth to Bristol train on 5 September 1963 (DI); 2P No. 40569
piloting rebuilt West Country 34045 Ottery St. Mary in Midford Valley
on Bournemouth to Manchester express on 12 August 1961 (RCR); SDJR 2-8-0
No. 53807 at Wellow on up freight on 6 July 1959 (RCR); 2P No. 40700 assisting
BR class 5 No. 73051 on Bournemouth to Leeds Saturdays only express on 5
September 1959 (RCR); BR class 5 No. 73049 with one part of two-part northbound
Pines Express passing 2-8-0 53807 on its freight waiting in siding
at Wellow on 6 July 1959 (RCR); page 421 (middle):
our Mike shows that he supports England: panoramic view of St Leonard's Church
at Pitcombe (near Cole) which is flying the St George's cross on 6 November
1965 with class 2 2-6-2T on Highbridge to Templecombe train in background;
4F No. 44560 on Bath to Templecombe stopping train on 27 July 1963 (Hugh
Ballantyne); standard class 4 4-6-0 No. 75007 approaching Shepton Mallet
with Charlton Road Viaduct in background with Bath to Templecombe local on
5 September 1963 (DI) and two unrebuilt West Country Pacifics (34006
Bude and 34057 Biggin Hill) on Locomotive Club of Great Britain
special on 5 March 1966 (DI)..
The 1902 Royal Visit to Plymouth and Dartmouth.
423
Photo-feature: Atbara 4-4-0 No. 3374 Britannia aka Baden
Powell decorated for hauling Royal Train from Paddingto to Kingswear
on 7 March 1902 in 4hr 23min (228½ miles; Royal train at Plymouth North
Road on 10 March 1902, and the Royal Saloon in close-up (built by GWR in
1874 for Queen Victoria and rebuilt in 1897 (bogies appear to be similar
to those used on steam railcars).
Campbell, Robert D. Muck, brass and Glasgow's railways.
Part One. 424-8.
Fascinating story of how the police cleaned up the streets, dumped
the filth into middens and used the railways to cart it off to the coup.
The city of Glasgow grew rapidly from over 80,000 in 1801 to over 475,000
in 1871 and in 1801 the Police Act empowered the police to do something cleaning
the city up. Scavengers were employed from 1804, but they were also required
to assist in general policing. In 1859 pure water was brought to the City
from Loch Katrine. In 1862 the Police Board contracted a Drummond to organize
the transport of odure from seven dung hills out into the surrounding
agricultural areas using special railway wagons. 200 wagons were supplied
by Robert Faulds & Co., the Birmingham Wagon Co., P. & W. MacLellan
& Co and the North of England Railway Carriage Co. They were painted
in brown oxide and plated Glasgow Police Board. Depots were established at
Sighthill Goods on both the CR and NBR; at Bridgeton, Muirhouses/Gushetfaulds;
Camlachie (NBR); Cook Street (GSWR) and subsequently Pinkston Bank (CR) and
Craighall (NBR). By 1868 over 100,000 tons of noxious waste was being transported
away to places as far as Forfar. Special attention is paid to Fulwood Moss
Coups (between Houston and Bishopton) where the odure was laid to rest and
used to grow tatties and the Police Committee went down to enjoy picnics.
Wonderful article. Technology eventually overtook this operation with the
development of sewage works at Dalmarnock in 1894; Dalmuir in 1904 and Shieldhall
in 1910 when sludge boats transported the solids out to the Firth of Clyde
and incinerators disposed of dry waste, but there was suffiient material
for the Sewage Committee to be responsible for a small fleet of Barclay shunters
including a crane tank. Extension of the City boundaries in 1891 led to new
works at Kelvinhaugh and at Haghill. In addition to Fulwood Moss the City
was involvedd in land improvement at Gain on the Cleddans Estate owned by
the Whitelaw family and on the Gartshore Estate, both to the East of Glasgow.
The Ryding Farm was owned by the Corporation. Illus. CR 4-4-0 No. 721
Dunalastair halts at Bishopton station pre-WW2; NBR 0-4-0 No. 1020
(originally No. 268, Hawthorn, Leith, 1864) based at Kipps; NBR 0-6-0T No.
505 (Dübs, 1877: originally Glasgow, Bothwell & Hamilton Railway
No. 1); Glasgow Police Commissioners 8 ton wagon with dumb buffers No. 852
(Hurst Nelson 1895); R.Y. Pickering 4-plank 8 ton wagon: Sewage Disposal
Dalmarnock No. 30.
Mellor, Ian as told to H.N. Twells. Derby 1945-1963:
an apprentice's story - Part One. 429-33.
Describes apprentice training. The valving section involved heavy
manual wiork, especially on locomotives with inside cylinders. The work could
be dangerous and first aid skills could save lives. There was a fire in the
works during his time. He studied for ONC and was issued with Namco, a milk-based
dring issued to youths at that time. During National Service in the RAF the
author developed coach services from Wellesbourne, near Stratford-upon-Avon
to Birmingham and elsewhere in association with Hutfield Coaches of Warwick:
a business which British Railways and Midland Red Omnibus Co. attempted to
disrupt! Part 2 see page 564 et seq
Rutherford, Michael. A Brief Survey of the Irish 4-4-0.
Part 2: Mostly Great Northern (Railway Reflections No.122). 434-42.
Begins by showing how Aspinall and Ivatt expanded the Irish 4-4-0
into the 4-4-2 type. Then a thumbnail history of the Great Northern Railway
Ireland and its ancestry in the Ulster Railway, the Dublin & Belfast
Junction Railway, and the Irish North Western Railway. Locomotive Superintendents
are listed and the information has been
added in the appropriate section. . Illus.: U class ex-GNR No.
202 (UTA No. 67) Louth (blue) at Lisburn in June 1962 under spectacular stormy
sky (I Pryce colour); PP class No. 74 Rostrevor; S class No.
170 Errigal (blue) at Portadown on Londonderry train on 2 June 1947
(A.D. Hutchinson colour); P class No. 53 at Dundalk on 26 April 1951 (T.J.
Edgington); S class No. 171 Slieve Gullion leaving Poratdown in July
1963 (I. Pryce colour); U class No. 202 Louth (blue) near Belfast
in May 1959 (J.G. Dewing colour); P class No. 72 (black) at Clones on 27
April 1956 (TJE); PP class No. 107 (black) at Londonderry (GNR) in July 1932
(J.A. Coltas); Q class No. 122 at Adelaide on 25 June 1950 (TJE); UTA No.
62 (S2 No. 190) at Adelaide on 11 June 1964 (TJE); Q class No. 131 in CIE
ownership but still in GNR black at Mullingar in June 1964 (TJE colour);
PP class No. 129 at Londonderry (GNR) in July 1932 (J.A. Coltas); Q class
No. 122 with token catcher at Londonderry as previous; U class No. 196 with
LQG 0-6-0 Noi. 163 at Dundalk in May 1950 (JAC); U class No. 200 Lough
Melvin (blue but b&w photo) at Eniskillen on 28 April 1951 (TJE);
Dublin, Wicklow & Wexford Railway 4-4-0 No. 57 Rathnew with Belpaire
boiler, c1906. Part 3 pp. 552-63.
Readers' Forum. 443/446.
One thing leads to another. Lyn D. Brooks.
See page 274 et seq: In effect shows that
L.A. Summers' contribution was nonsense by showing that Thomas William Worsdell
was the genius behind GER 2-4-0 development and that the T19 type was very
similar to the G14 class.
One thing leads to another. M.D. Hardy.
See page 274 et seq: Holden
and oil burning on the GER: notably the contribution of Arthur Morton
Bell.
Return to Galloway. John Horne.
More on the relationship between the Inter-City DMUs of 1956 used
on Edinburgh to Glasgow services and the Class 126 used on Ayrshire
services.
North British. A.J. Mullay.
See feature page 288: questions caption notes on
withdrawal dates for class J36 and J37..
Signs of the times. David A. Young.
See caption to last picture in series beginning
page 248: notes that reference in caption to Chapel-en-le-Frith "North"
should have been "South"
Railways and iron and steel development around Teesside.
Bill Gathercole.
See Rutherford feature beginning page 236: Describes
extant remains of Ingleby Incline and observations made by old local farmer
who claimed that his mother had travelled as passenger on incline.
Pre-Grouping colours. 444-5.
Reproductions of postcards published by the Locomotive Publishing
Company: NSR G class 4-4-0 No. 86 in madder lake; MGNR 4-4-0 No. 53 in golden
ochre; GSWR 4-6-4T Baltic tank No. 545 in green with polished steel boiler
cladding; Highland Railway 4-6-0 No. 145 Murthly Castle in very dark olive
livery (all so far clearly based on official works photographs) ; LYR 4-6-0
on Newcastle to Liverpool express with Newcastle to Liverpool express formed
of NER stock in deep red livery (includes six-wheel bogie dining car with
massive underframe) on Walkden troughs; and GER Claude Hamilton 4-4-0 in
ultramarine livery descending Brentwood bank with luncheon car express non-stop
from North Walsham?
Book Reviews. 446
Steel wheels, the evolution of the railways and how they excited engineers,
architects, artists and writers. A.F. Garnett. Cannwood. RH.
***
"A stoically patient reader able to take a few breathers will find
a useful historical tour d'horizon". KPJ has also seen the book and
read it in an unusual location, was bursting to try the internet address,
but once home found that the website did not supply the missing data
Steam on Scottish metals. George Marsh and Michael Webb; ed.
Anthony P. Vent. Buggleskelly. TJE *
"Disappointing"
Digging in at Black Rock. David A. Hill. Rear
cover
Britannia No. 70038 Robin Hood on special for York approaching
Hartshead power stationon climb to Standedge on 2 July 1967 (rear view captures
chime whistle, rear of cylinders and lack of real nameplate to
perfection).
Nothing new under the sun. Jeffrey Wells. 451.
Guest editorial on the sombre topic of fatalities at level crossings,
spurred by the death of two schoolgirls at Elsenham on 3 December 2005 when
they ran into the path of a non-stopping train in an endeavour to catch a
departing train. The writer remembered the locking mechanism fitted to the
pedestrain gates at Clayton Bridge to inhibit people from crossing the line
when trains were due.
Post War 'Austerity'. 452-3.
Colour photo-feature: 90386 just out-shopped from Darlington Works
on 2 October 1964 in sparkling condition (David Idle); 90514 on ballast train
at St Neots on 31 May 1962 (Alan Tyson); 90641 passing Rochdale on freight
from Yorkshire in 1965 (Brian Magilton); 90041 taking Newburgh line at Hilton
Junction, Perth, with short freight for Thornton Junction on 21 August 1965;
90376 with train of mineral wagons passing Dringhouses yard, York (Derek
Penney). See also letter from Rory Wilson on page
637.
Morris, Joel V. as narrated to Edward A. Evans. A
signalman's tale. 454-62.
Mr Morris joined British Railways in 1969 and worked at Radyr Junction
for twenty years, partly as a shunter, but with the future prospects for
employment looking bleak he switched to being a signalman, initially at Black
Lion signal box, which provided access to Merthyr Vale colliery and a crossing
loop between Abercynon and Merthyr. He eventually moved on to the more demanding
job at Abercynon which acted as the junction for a restored passenger service
to Aberdare (this line was operated by a mini control panel). He then became
a Relief Signalman at Radyr Junction where he worked at Llandaff Loop, Radyr
Quarry and Porth. He was involved in the end of mechanical signalling and
single line token working in the area, replaced by Valleys Radyr signalling
centre. Evans note error in location of Merthyr Vale station on his map:
see letter p. 637
Alastair Warrington gives precise dates for closure and demolition, also
on page 637
Glasgow St. Enoch. 463.
Colour photo-feature:two highly polished Standard class 4 2-6-4Ts
(leading one No. 80127) head boat train for Princes Pier Greenock on 9 May
1959 in connection with Canadian Pacific sailing (T.J. Edgington) and 76001
leaving with empty stock on 30 March 1964 (David Idle).
William Tollan (p. 637) notes origin of this obscure
saint (mother of St Mungo, patron saint of Glasgow);
KPJ adds own observation.
Blakemore, Michael. Away for the Wakes. 464-73.
The textile industry used to close its mills for routine maintenance
providing their operatives the opportunity for holiday travel, either for
a week or a fortnight, typical destinations being Blackpool and the resorts
on the North Wales coast. Even before WW2 the destinations were becoming
more ambitious, and in 1935 included Devon, [Great] Yarmouth and Bournemouth.
By 1955 the destinations had grown to include Scotland, Newquay in Cornwall,
Hastings, Fleetwood for the Isle of Man and Bridlington. As late as 1965
destinations still included Newquay, Yarmouth (change at Norwich for West
Runton) and Portsmouth for the Isle of Wight. The extent of the extra trains
had declined still further in 1967 and there were far fewer routes available
for conveying them. Cliff Bancroft (Volume 21 p.
62) remembered childhood journey in 1958 from Colne via electrified Woodhead
route and the astonishing football B17s and Britannias at Norwich to the
glittering North Sea at Yarmouth.
Ludlam, A.J. The Spilsby and Firsby Railway.
474-9.
Authorised 5 July 1865, opened 1 May 1868, passenger service permanently
suspended on 10 September 1939 and closed completely on 30 November 1958.
The article is a gem and includes much unusual material, including the low
rate of remuneration for strawberry pickers.
A proliferation of 4Fs. 480-3.
Colour photo-feature: 43854 arriving Coalville with empty coal wagons
in September 1963 (Geoff Rixon); 44170 at Hall Royd Junction, Todmorden with
local freight heading towards Copy Pit on 14 June 1961 (Gavin Morrison);
44386 between North and Middle Harecastle Tunnels on 26 September 1960 (Michael
Mensing); 43893 waiting next banking duty at Manchester Victoria (Derek Penney);
44186 approaching Harrogate on parcels special (DP); 44238 at Wortley Junction
on trip freight on 5 June 1962 (note tar wagons at front of train) (GM);
44599 in Burton roundhouse on 16 July 1962 (GR); 44082 on last leg of Bristol
to Bradford express leaving Leeds City on 20 August 1960 (GM); 44559 (SDJR
locomotive) leaving Templecombe with down local on 12 July 1960 (R.C. Riley);
44405 at Crewe with yellow stripe on 19 September 1964 (David Idle).:
Amey Roadstone. Michael Mensing (phot.). 484-5.
Colour photo-feature: limestone traffic from Whatley Quarry via Somerset
Quarry Junction and Frome North Junction: 33 101 and 33 105 near Great Elm
Tunnel on 15 May 1983; 56 055 near site of Hetesbury station on18 September
1987; 47 030 near Frome on 6 March 1984; 56 048 near Frome on 30 May 1985;
56032 Sir de Morgannwg/County of South Glamorgan near Bedlam Tunnel
on 12 )ctober 1987: all on stone trains using various types of wagon.:
Hill, Keith. A brave new world? 486-95.
The British Transport Commission's 1955 Modernisation Plan; its incomplete
implementation, cut-backs in funding, and partial derailment by Beeching.
Notes speeches given by Sir Brian Roberson; improvement in passenger numbers
due to use of DMUs in West Riding; suburban electrification on Great Eastern
and involvement of Glasgow Passenger Trains Committee in seeking electrification;
Potters Bar widening; Bletchley flyover; Kent electrification; extension
of services worked by DMU; deferment of Great Northern electrification; diesel
locomotives and marshalling yards. See also letter from
Bill Gathercole (p. 702) on Paddington to Bristol journey on
Bristolian behind diesel hydraulic Benbow in 1959..
In the [locomotive] works. 496-7.
Colour photo-feature: 70048 under repair in Crewe Works during June
1964 (Brian Magilton); 31851 (N class 2-6-0) at Ashford Works on 25 February
1962 (David Idle); 6823 Oakley Grange in Swindon in November 1964
(Roy Hobbs); rebuilt West Country 34014 in Eastleigh Works on 9 March 1963
(David Idle)
Bodman, Martin. Coals to Newcastle? The 'Jellicoe
Specials'. 498-503.
The working of heavy coal trains from South Wales mainly to Grangemouth
to service the Fleet of coal-burning warships during WW1. The main route
was from Pontypool Road via Hereford, Shrewsbury, Chester, Warrington and
Carlisle. The Churchward 28XX 2-8-0s were used to Chester or Warrington and
the LNWR G1 or G2 0-8-0s were used from there to Carlisle and either CR or
NBR 0-6-0s from there to Grangemouth for shipment to the Orkneys. Brief mention
is made of other Naval coal traffic destinations which did indeed include
Newcastle as well as Southampton, Glasgow, Devonport and Holyhead. The destroyers
based at Harwich used Yorkshire coal, presumably to lay a smokescreen. Well
referenced. Illus. 4-cylinder compound 0-8-0 No. 1272 at Bayston Hill on
northbound coal train at time of Agadir Crisis; .4-cylinder compound 0-8-0
climbing to Shap with banker at rear on actual Jellicoe special: this photograph
inspired highly informative letter on p. 637 from Dennis
Lorriman on Webb compounds still in service at that time); GWR 2854 (28XX)
at Old Oak Common (note vacuum pump, capuchon on chimney, and huge lumps
of coal on tender; 28XX with trial train of 20 ton wagons at Severn Tunnel
Junction on 26 August 1924; LNWR G1 No.1121 at Carlisle Upperby during WW1;
Grange Dock ay Greangemouth. Letter from R.L. Marshall
(p. 702) observes that Jellicoe specials over NBR were routed via Peebles
route, presumably to avoid Falahill (KPJ); and another from
John Adams on Midland footplate crew's response to
working Super Ds. William Tollan on page 765 asks why
the coal was not taken north by colliers from South Wales:
further letter from Dennis Lorriman on page 189
(March 2007).
Treloar, Peter. 'A Motley Collection': locomotives of
the Alexandra Docks Railway. 504-7.
Photo-feature: 0-6-2ST No. 7 Pontypridd (page
504 upper: see also letter from Pater Davis on page
765); 0-6-0T No. 5 J.C. Parkinson; 0-6-0T No. 32 (sometime Will Scarlet,
Fletcher Jennings of 1873 for Severn & Wye Railway); 0-6-0ST No. 17 bought
new from Hawthorn Leslie in 1889; 0-6-0ST built by R. Stephenson for ADR,
but shown as Ashington Coal Co. No. 20; ADR No. 28 (former GWR 1661 class
0-6-0ST No. 1683) with two Barnum & Bailey American-style coaches for
Pontypridd service; steam railmotor (railcar) No. 2 constructed by Glasgow
Railway & Engineering Co. for Pontypridd to Caerphilly service in 1904/5;
Andrew Barclay 0-6-2ST as GWR No. 190; and No. 37, based on Mersey Railway
2-6-2T, built Hawthorn Leslie in 1920.
To Snowdon Summit. Alan Tyson (phot.). 508 .
Colour photo-feature: all taken on 3 June 1966: No. 8 Eryri
at Llanberis station; No. 6 Padarn descends to the crossing loop at
Clogwyn and No. 8 reaches Snowdon Summit (clear view of complicated pointwork
on rack system.
Readers' Forum. 509.
The brilliance of Brunel. A.R. Nicholls.
See feature by late Keith Hill in Issue 6 (pp. 330
et seq): writer considers that Dionysius Lardner has been
an excessively bad name and suggests reading his Railway economy (Ottley
440) and The steam engine (see Ottley 17 and 2956 and take your
pick).
The brilliance of Brunel. Ron Harper.
See feature by late Keith Hill in Issue 6 (pp. 330
et seq): network of former quarry tunnels,
used for storing ammunition (cites N.J. Camley's Secret underground
cities)
The brilliance of Brunel. Malcolm Parsons.
See feature by late Keith Hill in Issue 6 (pp. 330
et seq): former quarry tunnels, formerly used for storing
ammunition.
The brilliance of Brunel. Keith Farr.
See feature by late Keith Hill in Issue 6 (pp. 330
et seq): Beeching did not suggest the closure of the mainline
through Cornwall, nor Newquay nand Falmouth branches (KPJ: that was
Serpell)..
The railways of Accrington. A.J. Bowers.
See article beginning page 340: refers to the accidents
which took place due to runaways on Baxenden bank on 15 December 1891 and
one in July 1913 (with illustration); also agrees that one of the "two" Aspinall
0-6-0s is a Barton Wright 0-6-0
The railways of Accrington. Bob Gibson
See article beginning page 340: suggests corrections
to map: Great Harwood Junction, not Daisyfield East Junction
The railways of Accrington. D.H. Dyson
See article beginning page 340: correction to
the date stated for Royal Scots on Accrington shed photograph: should have
been 6 May (writer took the photograph).
One thing leads to another. Christopher A.
Lee.
See feature on page 274 and
letter from Lyn D. Brooks (on page 443) which this
letter writer has still to read! There is a literature on how Dean appeared
to lose the thread, but he still knew his Great Western from the Great
Eastern.
Somerset & Dorset days. Phil Jacques.
See page 416 lower: train was 15.40 Bournemouth West to Bristol reversing
into Templecombe (train engine was 75072, steam from which is just visible)
and not as caption states from Highbridge.
Book reviews. 510.
LMS Locomotive Profiles. No. 8 — the class 8F 2-8-0s.
David Hunt et al. Wild Swan. MJS *****
Excellently written review of what appears to be an excellent
book.
The Welsh Highland Railway — an historical
guide. Part 1. Caernarfon – Rhyd Ddu. John Keylock. WHR Heritage
Group. MJS *****
"an excellent product"
The South Wales main line. Part 4 — Bridgend (West) to Swansea.
John Hodge.. Wild Swan. MJS. ***
Concentrates on 1950s and 1960s: rather half hearted
review.
Living steam. Anthony Lambert. New Holland. DWM.
**
"elegant style masks a decided lack of
substance."
The Ratty album. Volume 2, the Ferreira years, 1960-1994. David Jenner
and Adrian Smith. Ravenglass & Eskdale Railway Co., SDW ****
Douglas Ferreira was General Manager of the Ravenglass & Eskdale
Railway: "a time when change really did mean improvement"; a "well illustrated
and pertinent production"
The Great Northern Railway (Ireland) in colour. Norman Johnston.
Colourpoint. DWM *****
"photographs hold a mass of detail": extended captions also
commended.
Messing about on the river. J.S. Gilks. Rear
cover
No. 1419 on Loswithiel to Fowey auto-train (push & pull) near
Golant Halt on 8 July 1960 with boats in foreground.
2-8-0 No. 4700 at Newton Abbot with Paignton to Plymouth
excursion. W. Potter. Front cover
4 July 1961: both locomotive and train were green: latter formed of
Southern Region stock.
That was the year that was: scandals, robberies, railways
in transition—no change. Michael Blakemore. 515.
Resignation of that last great railway politician: Sir Harold Macmillan
due to Profumo scandal; the hold-up and robbery of mail train, the Beatles
(a group of singers?) and the Kennedy assassination all form the overture
to Railway Age for July 1963 wherein the great Beeching train robbery began,
but Railway Age was showing a rose-tinted future for freight: canned soups
from King's Lynn (its OK that plant is about to close); beer from Burton
to St Pancras (soon to be champagne from Paris) and a farm removal by
train. Railway Age even mentioned the new Clacton multiple units with
their maroon livery and griddle cars (see John Spencer
Gilks colour picture on rear cover of Issue 2 in 2007). The Editorial
has a wonderful picture captioned the Minister of Silly Walks being given
the keys to a Ford Zodiac as he steps off Blue Pullman at
Paddington (the car looks antedeluvian yet the train still looks modern:
the photographer matched the blue of the car with that of the train to
perfection).
Between Reading and Redhill. David Idle (phot.). 516-18
Colour photo feature: N class 31831 at Guildford on 13.50 Reading
to Redhill on 25 January 1964; 7813 Freshford Manor departing Dorking
Town with 11.20 Redhill to Reading on 21 December 1962; N class 31861 at
Dorking Town with 12.05 from Reading to Redhill; 2-6-4T 80089 at Redhill
with 11.35 for Reading on 20 June 1964; U class 31639 departing Ash for Redhill
on 11 April 1964; Q class 0-6-0 (caption incorrectly states
C class) No. 30543 leaving Redhill with 17.04 for Reading on 1 September
1964 518 upper: see Editorial grovel on p. 702;
U class No. 31793 departing Wanborough for Reading on 25 January 1964; and
class 3 2-6-2T No. 82018 arrives Ash in mist on 25 January 1964.
Helm, John W.E. The bombing of Britain's railways —
a War diary round one 1914-1918. Part 1. 519-24.
WW1: first incident was bombardment of the Hartlepools by the German
Navy on 16 December 1914. This led to the deaths of 35 children and 30 women
and damage to the NER West Hartlepool station (illustrated) and wrecked a
railway van and deariled wagons (illustrated). Scarborough and Whitby were
also attacked. In one of the many extensive notes the author postulates that
the NER Board may have been aware that the bombardment was to take place
(the German raid was intended to draw the British Navy). This was followed
in 1915 by Zeppelin (airship) raids on the Norfolk coast (Yarmouth and King's
Lynn are mentioned, but the first bombs were dropped on Sheringham, but did
not explode (remains in local museum)). There were casualties but railways
were not damaged. On 14 April 1915 Wallsend station was damaged and an EMU
had a fortunate escape.on 16 April 1915 a German submarine raided Lowca in
Cumberland in an attempt to destroy a German-engineered explosives plant
and this led to slight damage on the LNWR. In September and October 1915
there were major Zeppelin raids on London leading to damage to the GER (at
Liverpool Street in the first raid at at Leman Street in the later one) and
NLR (over quite a wide area in the first raid). The accident at Quintishill
on 22 May with its destruction of Scots Guardsmen (see
letter from Nicholas Daunt on p. 702: 7th Royal Scots not Scots
Guards and notes memorial at Larbert) was a further catastrophe in this period.
Part 2 page 614; concludiing part with
references on p. 659 et
seq.See
also letter from A.J. Mullay (Volume 21 page 62) which notes that the
reference to the Regulation of Railways Act of 1871 should actually have
been to the Regulation of the Forces Act of the same year; reference to
requistion of railway ships, and to the Royal Scots and their greeting when
they marched into Carlisle, following the Quintishill disaster.
Going from St Erth to St Ives. John Spencer Gilks. (phot.). 525
Colour photo feature: one of KPJ's grandsons does not consider a single
unit railcar to be a train, and neither place in the title is illustrated:
nevertheless the scenery at Carrack Gladden and Carbis Bay withstands the
presence of a class 121 single unit.:
Stewart-David, David. Trip working. 526-31.
Trip working was typified by Class K freight as designated by a single
lamp on the near side of the buffer beam. Observations began in childhood
at Heysham, but these were disrupted by a family move to South London, but
were re-established through journeys to school near Clapham Junction and
reinforced by family holidays at Peterborough where the author's grandfather
was Yard Master at New England. Trip working was highly complicated by the
presence of the former MR, LNWR and GER lines and the cramped layout of
Peterborough North station. In 1960 the writer went up to Hull University
where there was still much railway activity and following his student days
he became a traffic apprentice in the Stoke Division. Here he encountered,
and accepted at the time, Beeching's dubious Pareto analysis whereby 20%
of the route mileage generated 80% of the revenue. In the Stoke Division
he was called upon to study trip working, but found many absurdities: the
trip timetable dated from 1936; many of the calling points had ceased to
exist; electrification had removed many of the water cranes and this involved
much extra mileage, although informal arrangements with the NCB reduced some
of this (but it was impossible to formalise!). The coal output was very variable
and carriage was not assisted by the of low capacity flat wagons: the North
Eastern Region's hoppers were far more efficient.In 1966 the writer was moved
to South Shields where he found that NCB trip working exploited electric,
diesel and steam motive power, and at Springwell a self-acting incline: the
Bowes incline had opened in 1826. At Boldon Colliery there were J27 0-6-0s,
Q6 0-8-0s and English Electric type 3 diesel locomotives. North of the Tyne
at Percy Main a similar pattern persisted. The working on staithes was observed
and teeming (the removal of frozen coal) was seen. Steam remained on the
NCB until 1971, but was rapidly eliminated by an influx of Clayton type 1
diesel locomotives, specifically designed for trip working.The Speedlink
operation failed due to its reliance upon trip working. But trip working
remains in ports and was observed in Charleroi, Belgium as recently as
1995.
Mullay, A.J. No fair way to close a railway: how St
Andrews was bunkered by British Railways. 532-3.
A major and historic university city which also happens to be a unique
sporting venue and pleasant holiday resort lost its connecting train service
to Leuchars Junction due to the ineptitude of its local politicians and the
cunning of railway management in spite of the construction of a new hotel
by the British Hotels Group: the Old Course Hotel. The new Tay Road Bridge
was one of the elements in the case for closure. See also
John Macnab's vitriolic comments (page 637).
Clarke, Jeremy. The Mid-Kent Railway. 534-9.
Incorporated on 23 July 1855. The railway eventually reached Addiscombe
Road, Croydon in 1864, Hayes in 1882 and Selsdon Road in 1885 (this last
closed in 1917, but reopened in 1935 when electrified to Sanderstead). This
section was once again proposed for closure in 1963, was closed in 1983,
and now forms a major component in Croydon's Tramlink. See
letter from Nigel Lemon (p. 702) who commuted to school
between West Wickham and Clock House from 1951 to 1959; adding notes on former
variety of EMUs in use, including 2 HALs with first class accommodation non-stop
to Catford Bridge, also Hayes was birthplace of Thomas Worsdell.
Late afternoon at Paddington. Andy Sparks (phot.). 540-1.
Black and white photographs taken in April 1979: 50 014, HST and 50
035 on arrivals; A stock on Hammersmith & City Line (called Metropolitan
Line in caption): see letter from Michael J. Smith (p.
637) which corrects this caption (C stock not A stock); refurbished
Class 117 DMU departing for Slough; front view of class 50, and 31 135 bringing
in empty stock.
And then there were nine — the GWR '47XX' 2-8-0s. 542-3.
Colour photo feature:4702 (lined black: remainder lined green) at
Old Oak Common (E.W. Powell); 4704 at St Philip's Marsh, Bristol in March
1963 (Douglas Tritton); 4705 ex-Works at Swindon and at Challow on 13 May
1961 (R.C. Riley) and 4704 at Oxley shed, Wolverhampton in 1962.
"I will lift up mine eyes unto the hills..." Alan Tyson
(phot.). 544-7.
Colour photo feature: 9F 92130 at Dent on northbound freight on 29
June 1964; 45618 New Hebrides taking water at Blea More on 31 March
1962; Class 4 2-6-0 No.43040 with ballast train on "wrong line" at Blea Moor
on 1 June 1966; Horwich 2-6-0 No. 42860 crosses Arten Viaduct with short
freight on 29 June 1964 (snow fences clearly visible with gaps); 8F 48318
with train of anhydrite passing Dent on 29 June 1964; 45608 Gibraltar passing
Garsdale station on northbound express freight on 4 July 1964 (Dandry Mire
Viaduct visible ahead; 92009 taking water at Blea Moor with Long Meg to Widnes
anhydrite freight on 28 April 1967; class 5 No. 44971 on norhtbound freight
near Kirkby Stephen on 1 July 1964.
Campbell, Robert D. Muck, brass and Glasgow's railways.
Part 2. 548-51.
There were 894 vehicles in service by 1900. In 1904 there was a programme
to replace dumb buffers with spring buffers and the Corporation's St. Rollox
workshops were enlarged in 1905/6. At this time there were 2500 customers
for the City's manure. The 656 acre Robroyston estate was purchased in 1902.
WW1 had mixed effects, but led to increased costs. In 1920 100 wagons were
leased from Hurst Nelson for five years. In 1924 the North Mylot estate was
acquired and the establishment of the Refuse Power Works in Helen St, Govan
was to lower the amount of material to be moved out of the City. This works
had a narrow gauge (2ft 6in) railway system operated by battery-powered
locomotives. In 1940 Kilgarth Farm was acquired, but following WW2 there
was a gradual shift to road transport. Illus.: R.Y. Pickering four plank
end/side door wagon lettered "Sewage Disposal, Western District, Dalmuir,
No. 134"; decorated tram for WW2 campaign to induce housewives to save scrap
food for pigs, Corporation Clydesdale (horse); Kilgarth coup in 1950s; an
overbridge at Brackenhirst on the NBR Monkland branch (disused) with modern
tractor hauling slurry tanker across; Ruchill Refuse Destruction Works; TSS
Dalmuir at Dalmuir (sludge boat).
Rutherford, Michael. A Brief Survey of the Irish 4-4-0.
Part 3: (Railway Reflections No.123). 552-63..
Part 2 was on page 434 et seq. Mainly developments
in Ulster (Northern Counties Committee) and on the GNR (I). Rutherford is
highly critical of Hamilton Ellis's
London Midland & Scottish Railway which relegates the NCC
to an 8 page appendix and offers his own extremely concise history of the
railroad in the North of Ireland: the Belfast & Ballymena Railway which
became the Belfast & Northern Counties Railway; the Londonderry &
Coleraine Railway (financed from London) to link Derry with Belfast and the
Carrickfergus & Larne Railway which was eventually to provide access
to a ferry service to Stranraer. Flax, linen and model villages are briefly
mentioned. Edward Leigh was Locomotive
Superintendent of the Belfast & Ballymena Railway between 1868 and 1875
(he had previously been with the Newry & Armagh Railway). Acquired
locomotives from Sharp Stewart and Beyer Peacock. Robert Findlay, son of
Sir George Findlay are both misspelt, without the "d": see
Marshall and
Reed There is a brief diversion into
locomotive design at Beyer Peacock mentioning
Lange and
Jaeger who worked for Beyer (a sort
of tortuous link between Ulster flax and Saxon textile machinery, perhaps
to disguise that there was little home grown locomotive development
in Ulster, although railways there were prepared to be moderately adventurous
in employing a limited number of two-cylinder compounds). Locomotive policy
was navigated by Bowman Malcolm
who appears to have been a stern disciplinarian especially in the matter
of the demon drink: he was locomotive superintendent for 46 years. The story
finally moves on to the Great Northern Railway of Ireland where the last
4-4-0 to be built for any railway, anywhere were constructed to the designs
of Harold McIntosh, son of
the famous McIntosh of the Caledonian Railway and sharing the wonderful
Caledonian blue livery. Before this the work of
Colonel Glover and his 4-4-0
compounds and earlier 4-4-0s is discussed.
George Howden was in charge of
locomotive, as well as civil engineering, during the period between the
retirement of Glover and his own promotion to General Manager in 1939. As
Civil Engineer he was repsonsible for reconstructing the viaduct across the
Boyne at Drogheda. Illus.: NCC U2 No. 78 Chichester Castle at Ballymena
adjacent turntable in July 1953 (colour: K. Cooper); Waterford & Limerick
4-4-0 No. 9 (Dubs 1886: official photograph); U2 No. 84 Lisanoure Castle
at Toome on Cookstown branch in May 1959 (colour: C.J. Gammell); V class
compound No. 83 Eagle still with round-top firebox passing Portadown North
signal cabin with an up express (which way was that) in July 1948 (glorious
colour: A.D. Hutchinson): remainder T.J. Edgington b&w: NCC A1 class
No. 69 Slieve Bane; UTA (NCC livery) A1 class No. 64 Trostan at
York Road on 21 April 1951; U2 No. 71 Glenarm Castle at Coleraine
on 27 June 1950; U2 No. 78 Chichester Castle at Magherafelt
on 27 June 1950 ; rebuilt Aspinall 4-4-0 (GSR Class D13) No. 88 at Glanmire
Road, Cork on 26 April 1956, and No. 95 at Inchicore on 2 July 1950; Coey
4-4-0 No. 301 (alias Victoria) at Amiens St., Dublin on 4 June 1961,
Coey 305 class No. 307 at Glanmire Road on 26 April 1956; No. 306 on shear
legs at Waterford on 7 July 1950; 309 class No. 312 at Inchicore Works with
CIE logo (flying snail) on 3 July 1950; 321 class No. 328 at Inchicore on
2 July 1950; 333 class (with outside framed bogies) No. 340 at Inchicore
as previous; compound with Belpaire boiler No. 87 Kestrel at Adelaide
shed on 25 June 1950; and VS No. 207 Boyne at Amiens Street on 11
June 1964..
Mellor, Ian as told to H.N. Twells. Derby 1945-1963:
an apprentice's story - Part 2. 564-8
Describes apprentice training following profitable experience of running
bus services during National Service (Part 1 p. 429 et
seq). Returned to work on smokeboxes, beginning with fixing chimneys
and advancing to the more intricate pipework. Valving was very heavy and
dirty work. He became a progress chaser and was involved the maintenance
of diesel engines for railcars and in the introduction of work on the Type
2 diesels. One anecdote describes the arrival of the first Sulzer engine
from Switzerland, and another concerns the collection of the first British-built
unit from Vickers in Barrow. In 1963 he left Derby to become a planning engineer
at Hawker Siddley Aircraft in Manchester..
Sailing by. John Edgington (phot.). 569.
Clyde and Loch Lomond railway steamers: PS Jeannie Deans (Fairfield
1935 for LNER) off Tighnabruaich in August 1964 (not so
states Mike Blair of Rothesay: actually leaving Rothesay); PS
Caledonia (Denny 1934 for LMS) off Rothesay in August 1969 and PS
Maid of the Loch (Inglis 1953 for Railway Executive, BR) at Balloch
Pier (Loch Lomond) in August 1965.
Stephenson, Robert. Mr Robert Stephnson's Address on
the railways, 14th January 1856 as transcribed by Glyn Lewis. 570-2.
Presidential Address to the Institution of Civil Engineers: unfortunately
the reader is not informed of the provenance of the original. The slant is
mainly statistical in that Victorian way which liked to place locomotives
in a line from London to Chatham and build pyramids to dwarf St Paul's Cathedral.
There were 50 miles of tunnel; eleven miles of viaduct in the vicinity of
London and 550 millions cubic yards of earthworks. There were 5000 engines
(the word locomotive was not used) and 150,000 vehicles. Railways consumed
two million tons of coal and 20,000 tons of iron for replacement rail, etc.
There were 111 million passengers and receipts of £20m. The importance
of the railways to the postal service and to the distribution of newspapers
(Stephenson boasted of the ability to be able to convey the weekly editions
of newspapers). The significance of the railways in changing land values,
on the fish trade on the distribution of coal to inland areas, and on employment
were stressed. The railways were reliable and unlike canals were not
affected by drought or frost. The development of the telegraph was mentioned.
There was some emnity with the Post Office and the high cost of legislation
and legal inconsistancies were also brought to the fore.
R.C. Riley, 1921-2006. 573.
The major contribution which Dick Riley made to the colour photography
of railway subjects is acknowledged (he started to use Kodachrome in 1954)
together with his very special contribution to Backtrack and to the
photographic collections at the National Railway Museum are mentioned. He
was a banker in the City of London: many of his best photographs were taken
near his place of work. He had been educated at Mercers School in the City
and started to take black & white photographs in 1937.
Readers' forum. 573.
Oxford for the day. R.L. Clark.
See feature by Nisbet on page 400. Critical both
in terms of emphais and in fact, noting that the Bletchley service was operating
at the time of these visits.
Sidmouth and Budleigh branches. Stephen P.
Derek.
Strongly refutes suggestion by Stephen G. Abbot
(p. 382) that the Exmouth to Cleethorpes service was not foremd from
Southern and Eastern Region rolling stock and cites Working Notices and Derek
Huntriss' Steam in Somerset, 1966
Famous hotel keepers for over a century. Patrick
Hecks.
This fortunate child used to be lunched by his father on his way back
to boarding school in the late 1940s at the Brasserie in the Queen's Hotel
in Leeds where sausages and mash were consumed in Art Deco style. His parents
used to dress in full evening dress for dinners at the Hotel. He also remembered
the watery mustard at the Great Northern Hotel in Peterborough: such condiment
was thereafter known as Peterborough mustard (KPJ once enjoyed dinner there
whilst in transit from Nottingham to Welwyn Garden City). The Editor thanked
other readers for their responses received (KPJ will add his accidental
involvement in the BBC docu-soap at the Adelphi Hotel in Liverpool to his
personal details).
Caprotti valve gear. David Hunt.
Corrects serious error on p. 149:
Prince of Wales class were not fitted with Caprotti valve gear. Adds that
Beames received test results from Ferrovie dello Stato (Italian State Railways)
and this led to the experimental fitting of small-boilered Claughton No.
5908 Alfred Fletcher with the gear. Nine further Claughtons were
subsequently modified with gear.
NER tiled maps. Eden Blyth.
Plea for information.
Book reviews. 574
Telling the passenger where to get off. Andrew
Dow. Capital. RH *****
Diagramatic maps as produced by Beck for London Underground and by
the Author's father, George Dow, for the LNER and for the Tilbury Section
of the LMS; also earlier efforts by L&YR and GCR.
New Zealand Railways' 4-6-0 locomotives. Sean
Millar. Author (Auckland). RH ****
Excellent value and wishes for similar excellence in comparable British
studies.
Chasing the Flying Snail*. Anthony Burgess. Colourpoint.
DWM ***
*CIE logo: beautifully produced but black & white
album
The golden age of railroading in America's heartland: the photographs
of Otto C. Perry. James L. Warsher. Garrigues House. RH
*****
Very well received: format is essay facing superb photograph (repeated
about eighty times?): "a book to be read quite as much as contemplated".
Hennessey certainly makes a very strong case for parting with fifty
quid!
In the Cliviger Gorge. Roy Hobbs. rear cover
Jubilee-hauled Leeds to Blackpool express climbing to Copy Pit in
May 1966. Beautiful panoramic photograph: Todmorden Joint Committee bus in
background, trees with fresh leaves, and blue haze from locomotive chimney
showing that it is being well-fired. In spite of the electricity pylons and
smoke from mill chimney the Pennines could be very beautiful.
Ex-LSWR 515 4-6-0 No. 30500 stands in front of the water
tank at Eastleigh depot on 18th May 1963. R.C. Riley.
An appropriately sombre and beautiful photograph: black locomotive;
grey water tank, and grey sky.
A seat in the cab of a big red 'un — the only place to
be! Michael Blakemore. 579.
Editorial: whilst at NRM the editor enjoyed the task of riding on
the footplate of 46229 Duchess of Hamilton: comment on the noise on the
footplate, the absurd position of the blower handle above the firedoor, the
lack of the upholstered seats of the Gresley Pacifics, and how he
likes defrocked duchesses: all in preparation for feature
beginning page 598.
Autumn in the Valleys. Sullivan, Brian (phot.) and John
Scholes (Industrial Railway Society). 580-1
Colour photo-feature with extended captions: Avonside (1914) 0-6-0ST
St John at Mountain Ash locomotive shed on 6 October 1971; Hunslet
Austerity 0-6-0ST (WN 3817/1954) Llewellyn with train of Jubilee skips
at Hafodyrynys Colliery near Pontypool on 7 October 1971;
Smith, Michael J. Charing Crossed wires. 582-8.
Fatal collision took place on the District Line betweeen Charing Cross
and Temple stations on 17 May 1938. The root cause of the accident was faulty
signal wiring which led to a signal at Charing Cross showing "off", and this
was exacerbated by poor verbal communication by the station staff at Temple.
The Ministry of Transport accident inquiry was performed by Lt. Col. E.
Woodhouse. See also letter on page 765 from M.B. Hanscomb
on misuse of term tripcock when the term trainstop should have been used;
also the means whereby tube train drivers could use their telephone to cut
off the power supply for the traction current.
Martin, Carolyn. The station master's daughter.
589-91.
Writer's Dad, Sid Dack, had been made redundant by the closure of
Aylsham North (former MGNR) in 1959, and after working as a relief which
sometimes involved cycling long distances obtained the position at Aylsham
South on the freight only line. The station master's house formed an idyllic
setting for the writer's childhood in spite of the ferocity of Norfolk winters.
At that time most of the agricultural harvest (grain and sugar beet) was
taken by train (rather than by articulated lorries on inadequate roads).
The children played on the platforms and station yard, but were always alert
to the roar of the approaching diesels. Although all of the structures have
been demolished copies of this Issue should be made available at the Aylsham
Station of the Bure Valley Railway to remind those of what railways used
to be. See letter from John C. Baker (p. 765) noting
influence of Ronan Point disaster on traffic from Lenwade..
Grayer, Jeffery. The 'Brighton' in the 1960s. 592-7.
The period of transition as defined by the Brighton to Plymouth through
service: the premier Southern cross-country service which included a buffet
car in its formation and through carriages from Portsmouth. For many years
the unrebuilt West Country Pacifics based at Brighton formed the motive power
(table thhose available between 1958-1963, but latterly the service was diverted
via Portsmouth and the Southern electric locomotives (20001) were used on
the Brighton to Portsmouth leg and a variety of motive power including Standard
Class 5, class 33 diesel electrics and diesel hydraulic Warships. Latterly
there were problems with employing electrically heated stock or maintaining
the boilers on the electric locomotives for steam-hauled stock and the winter
services suffered.. From 1967 the Okehampton route was closed and the Southern
service terminated at Exeter. Since 1982 there have been through services
from Portsmouth or Brighton west of Exeter provided that the tidal conditions
are suitable. The illustrations show some of the changes observable to the
author who lived at Chichester:
Coombs, L.F.E. The footplate. 598-603.
Author of Steam locomotive ergonomics which was published in Applied
Ergonomics in March 1973; also of book The Harrow railway disaster,
1952: twenty five years on. (David & Charles 1977: Ottley 11501).
Includes diagram of cab layout in Britannia Pacific. There is an extensive
extract from Michael Reynolds Engine-driving life (London, Crosby
Lockwood, 1881: Ottley 4042) which was clearly written in typical Victorian
florid style and probably over-romanticizes working conditions of an environment
which must have been extremely difficult especially at night..
Mortimer, G.R. (phot.). The Great Eastern St. Ives branch. 604-5.
Black & white photo-feature: photographs taken shortly before
final closure of this potentially useful line in October 1970: Craven two-car
DMU calling at Histon on 12.28 St Ives to Cambridge service on 19 September
1970 (Chivers jam factory in background); driver of Class 31 No. 5532 about
to pass token to signalman at Swavesey with freight from St Ives on 2 October
1970 (note high quality of track); St Ives station with DMU on 09.44 for
Cambridge on 2 October 1970; Long Stanton signalman turning wheel to open
level crossing gates; DMU unloading large contingent of school children arriving
on 16.04 from Cambridge: see also letter on St Andrews
closure
The Southern S15 4-6-0s. 606-7.
Colour photo-feature: No. 30510 (showing excellent detail of Urie
bogie tender) on Reading South shed on 19 July 1959 (R.C. Riley); No. 30841
(Maunsell modified type) on long fast freight for Southamptonbetween Woking
and Brookwood on 20 September 1963 (Bruce Oliver); No. 30823 leaves Seaton
Junction with a Salisbury to Exeter train of two coaches with 0-6-0PT in
bay platform with Seaton train on 13 July 1963 (RCR); No. 30833 with six-wheel
tender with Basingstoke to Waterloo service at Esher on 22 August 1964 (Geoff
Rixon); No. 308244 at speed on down freight approaching Templecombe in September
1962 (A.A. Jarvis/Colour-Rail BRS1416: superb photograph):
Out of Paddington. 608-11.
Colour photo-feature: Castle class No. 5057 Earl Waldegrave
departs on 12.13 special for Newbury Racecourse on 27 July 1963 (David
Idle); Modified Hall No. 6977 Grundiburgh Hall departing June 1962 (Geoff
Rixon); 61XX No. 6110 hauls transfer freight past Westbourne Park on 13 April
1964 (DI); No. 7003 Elmley Castle passes Westbourne Park on 9 March
1964 with 10.03 from Hereford; No. 7013 Bristol Castle departs for
Worcester in June 1962 (GR contrajour); No. 4089 Donnington Castle on
Cathedrals Express from Hereford passing Westbourne Terrace Bridge
on 9 March 1964 (DI); No. 6855 Saighton Grange passes Westbourne Park
with 16.15 for Banbury on 13 April 1964 (DI); highly polished No. 6021 King
Richard II heads west on Newbury race special? in June 1962 (GR); No.
6908 Downham Hall passing Subway Junction at head of 13.15 to Hereford
on 9 March 1964 (DI); D1685 (in two-tone green) arrives with 06.30 from
Birkenhead on 9 March 1964 (David Idle)
On the Ashby and Nuneaton Line. Tommy Tomalin (phot.).
Colour photo-feature: class 5 No. 45024 on freight near Snarestone
on 14 October 1961; 8F No. 48216 near Donisthorpe with coal train with breakdown
crane at front on 14 September 1963; Charnwood Forest Junction with 8F No.
48644 on 16 June 1962; Shackerstone Junction with signal box and 8F with
brake van on 14 October 1961; and Jubilee No. 45667 Jellicoe south
of Donisthorpe with excurstion train, possibly a footbal special on 14 September
1963.
Helm, John W.E. The bombing of Britain's railways —
a War diary round one 1914-1918. Part 2. 614-20.
Part 1 page 519. By naval bombardment (Lowestoft
April 1916); by submarine (Scarborough in September 1917); by airship
(widespread: Midlands, Hull, Edinburgh , also in April 1916); and by aircraft
(by Gotha and by Giant) mainly on London and the South East, especially Kent,
and by seaplane (Lowestoft and Kent). In September 1916 airship SL11 was
brought down near Cuffley by a Royal Flying Corps aircraft flown by Lt W.
Leefe Robinson using incendiary bullets. Super Zeppelins which flew higher
sometimes caused considerable damage as in Nottingham and in London, but
the greater height lowered bombing accuracy and caused airships to be lost
through severe flying conditions. It was considered that arcing from the
LBSCR electric trains assisted the German attackers. concludiing
part with references on p. 659 et seq.
Letter from Rabbi Walter Rothschild (page 765)
on other naval bombardments affecting railways during WW1, notably in Dalmatia
in 1915 and in Lebanon (by torpedo fired from a submarine).
Welch, Marten. Return to Cheadle Hulme. 621 -5.
Responsible for draughting the remodelling of the junction installed
at Cheadle Hulme in 1958. Also includes the sad Cheadle Hume accident of
28 May 1964 when a train carrying schoolchildren from Gnossal to York derailed
at the Junction due to excessive speed leading to the deaths of two children
and one organizer and severe injuries to four children. A picture and comment
is also included of a relatively reconstruction of the junction in
2000..
Rutherford, Michael. Sharp's of Manchester. Part One:
the growth of the Manchester school of locomotive design. (Railway Reflections
No.124). 626-35.
Begins by examining the development of the machine tool industry (mainly
in London), notably by Henry Maudslay and then through his influence on Joseph
Clement, Richard Roberts, Joseph Whitworth
and James Nasmyth. Rutherford notes that Roberts has been regarded by some
as the greatest of all the pioneer nineteenth century mechanical engineers
adding that "he was certainly the most inventive and took out innumerable
patents". Sharp's products were noteworthy for the robustness of their frames
which assisted in removing the boiler from being a structural element thus
permitting it to expand. In 1846 tests were conducted with a long-boiler
0-6-0 constructed for the MSLR on the LNWR between Longsight and Crewe: 101
wagons weighing 597 tons wwere hauled an average speed of 13.7 mile/h. Notes
that Thomas Moyneux, a draughtsman,: began apprenticeship with Sharp, Roberts
in 1831 at age of 16, but did not retire until 1901 and died three years
later at 91. Part 2 (with references) p. 690..Illus.:drawing
of first locomotive built in Manchester by Galloway, Bowman & Glasgow
named Manchester; drawing of probable third locomotive built in
Manchester, Richard Robert's Experiment; Shrewsbury and Chester Railway
2-2-2 No 14; Sharp WN 492/1848 2-2-2 as Great Southern and Western Railway
(of Ireland) No 19; drawing of factory complex of André Koechin in
Alsace c 1850; Sharp WN 643/1849 2-4-0 for East Lancashire Railway No 36
Milo; Sharp WN 461/1847 delivered as 2-2-2 to Midland Railway, but as
rebuilt to 2-4-0 No 42 Sharp WN 1762/1866 2-2-2WT for Furness Railway No.
37; drawing of Charles Beyer-designed 0-6-0 for MSLR Sphynx;
p. 630 lower: Alexandra Docks Railway 0-6-2ST No. 7
Pontypridd (line drawing): see also letter from
Peter Davis on page 765 concerning radial axle fitted to this locomotive;
Sharp Stewart WN 964/1856 0-4-0ST for Birkenhead Railway (No 39
Cricket) as GWR No 96; Furness Railway 0-4-0 No 27 (built by Sharp
to Bury, Curtiss and Kennedy design, but without bar frames); Cambrian Railways
0-4-0ST No. 38 Prometheus (Sharp WN 1433/1863); Brecon and Merthyr
Railway No 27 Hercules, long boilered 0-6-0ST WN 2166/1871; Cambrian
Railways 0-6-0T No 13 Talerddig (WN 2452/1875); ex Furness Railway 2-2-2WT
as Weston, Clevedon and Portishead Railway No 1 Weston (WN
1707/1866).
Foster, Richard D. (notes) and Paul Joyce (phot.). Westinghouse motorised
signals at Newton Abbot. (Signalling Focus or Spotlight). 636
Westinghouse developed a special signal motor which was designed to
operate directly on the pivot spindle of a semaphore arm. At Newton Abbot
these were used to operate signals halfway along the platforms where traditional
wiring would have been difficult: photographs taken in January 1987.
Readers' Forum. 637.
Brunel University photographic collection. Penny Lyndon.
Located on Runnymede Campus
A signalman's tale. Edward A. Evans
See article by author (page 454):
error on map showing "location" of Merthyr Vale
station
A signalman's tale. Alastair Warrington
See article by author (page 454):
exact date of closure of Black Lion Box was 21 June 1992 and demolition followed
between 21 and 28 June.
Post-war Austerity. Rory Wilson
See feature on page 454. Comment on the Swedish
WD 2-8-0s not withdrawn until 1973: these had formed part of a Strategic
Reserve in northern Sweden.
Late afternoon at Paddington. Michael J. Smith.
See photo-feature on pp 540-1: corrects
reference to A stock (mnemonic A for Amersham): should have been C stock
(mnemonic for Circle Line, also used on Hammersmith & City Line). This
image reminded letter writer of film sequence in one of Rob Foxon's Railways
Remembered shows in which Metropolitan electric locomotives are shown running
light to reverse at the country end of the station having brought Great Western
suburban trains from the City: cites his own Underground main line.
Backtrack, 2000, 14,
398.
Glasgow St. Enoch. William Tollan
Obscure hagiology of mother of St. Mungo (Kentigern), patron saint
of the City of Glasgow, who was conceived out of wedlock whilst living on
Trapain Law. See feature on page 463.
No fair way to close a railway. John Macnab.
See feature on page 532 on the closure of the St Andrews branch. Further
dismissive comment on the way in which the closure of the St Andrews branch
was railroaded (and on many other lines): further questions Barbara Castle's
reluctance to close railways "to holiday resorts or indeed
anywhere".
W.H. Barlow. D.L. Lovely.
See feature on W.H. Barlow (p. 404): GWR reused
its old Barlow rails to form bridge decking
'Jellicoe' specials. Dennis Lorriman.
See feature on page 498 et seq
which shows Webb compound climbing Shap during WW1: cites
Willie B. Yeadon: A Compendium of LNWR Locomotives Part 2, Goods Tender
Engines, Challenger, 1996; "an article" by J.W.P. Rowledge published
"somewhere" in 1996 (where please!!) and
Nock's Premier Line to
show that many Webb compounds were still in service in 1918. The same picture
was also included in the Yeadon compilation.
Book Reviews. 638
Railways in Ulster's Lakeland. Anthony Burgess. Colourpoint.
DWM ***
County Fermanagh in 1957; including Sligo, Leitrim & Northern
Counties Railway.
London's Scottish railways: LMS & LNER. A.J. Mullay. Tempus.
PT ****
This review stands comparison with those found in the more serious
newspapers, and it is tempting to fear that the review is "better" than the
book, but this would be abundantly unfair to the author. The magazine's policy
of not fully discosing the reviewer's name is especially unfortunate and
one must presume that PT is Peter Treloar. The reviewer's and author's views
are sometimes greatly at variance. The author favoured the Scottish Area
management structure adopted by the LNER in preference to the more centralised
policy followed by the LMS: the reviewer infers that the former failed to
withstand the demands placed upon in WW2 without showing how that this was
so.needed to be called into play. According to the reviewer the book contains
the first serious consideration in railway literature of the impact of the
General Strike of 1926. The next part demands a full exert:
I may be over-sensitive, but the accusation that the LMS "was cheeseparing to a major extent" in failing to provide all-new coaches for the introduction of the 'Coronation Scot' in 1937 rankled. This is to ignore the totally different policies adopted by the two companies. No doubt due to financial constraints, the LNER built its corridor coaches in penny packets, often for specific trains, whereas the LMS ordered theirs in bulk as part of an effort to implement a total upgrade. What more natural, therefore, than to refurbish to a consistent style recently built vehicles?
The LMS was cheeseparing to a remarkable extent, although in many
respects this was less apparent in Scotland than on the Central Division
where the infrastructure was allowed to become dangerously derelict. In an
effort to achieve economies it could be ruthless as in its scrap and build
policy for locomotives: yet a moire selective policy might have been more
effective. THe review ends by observing that this book is the result of a
much original research and a worthwhile attempt to set down the history of
the railways in Scotland during the Grouping period. It has a limited number
of photographic images, but regrettably there is no system map, nor index
for which one or two blank page
The making of a prodigy, Robert Stephenson: engineer
and scientist. Victoria Haworth. Robert Stephenson Trust. RH
****
Hennessey has written a wonderful review of what is clearly an important
contribution to the study of a quite exceptional man. As usual the reviewer
postulates deep philosophical concepts: "How was it that North East England
was such a crucible of practical creativity at the time?" and compares it
with musical Vienna at that time and also notes Newcastle's proximity to
Edinburgh
The life and labours of Thomas Brassey. Sir
Arthur Helps. Nonsuch. DG ***
Reprint of work originally published in 1894 (Ottley 2503. originally
1872): criticism mainly of way in which reprint prepared: reviewer suggests
addition of better maps and illustrations of Brassey's works.
When this was Pontypool Road. Paul Strong. rear
cover
Distant view of Pontypool Road engine shed on 23 April 1962 with part
of Panteg gasworks behind, and rows of standard mineral wagons in
foreground.
Electrification? Kevin P. Jones. 643.
Guest editorial on the influence of electronic information on writing
standards.
Blue 'Deltic' Days. Eric Saunders (phot.). 644-5.
Colour photo-feature: No. 55 007 Pinza departs York on down
Talisman on 3 August 1977; No. 55014 The Duke of Wellington's
Regiment pasing Pilmoor on 18 August 1978 (very smart locomotive and
train); No. 55 007 Pinza with white cab surround passing Escrick (on
abandoned section of ECML) on 18 April 1980; No. 55 002 The King's Own
Yorkshire Light Infantry having arrived York on 12 May 1980 with 14.05
ex-King's Cross; and No. 55 010 King's Own Scottish Borderer crossing
Goole swing bridge with 12.34 Hull to King's Cross on 27 December 1980: view
gives excellent detail of swing bridge and its control cabin due to low winter
light.
Nisbet, Alistair F. St. Pancras — the railway
cathedral. 646-51.
The station, its trainshed designed by W.H. Barlow with roof girders
from the Butterley Company, and the associated hotel are described and splendidly
illustrated. The eagle eye of Michael J. Smith (letter
Volume 21 p. 62) noted that Midland trains did not use the Hotel Curve
to reach the Widened Lines, and that Midland trains reached Moorgate before
arriving at St Pamcras; also Geoffrey Hughes
remembers notice on stairway up to St Pancras which stated that "THIS
IS NOT KING'S CROSS".
Binks, Michael B. Safety on and about the railway track. 652-8.
Safety from the standpoint of maintaining the permament way and associated
structures.
Helm, John W.E. The bombing of Britain's railways —
a War diary. Round one 1914-1918. Part 3. 659-63.
Articles begin on page 519 and
continued from page 614. Covers final period of War when
'Giant' aircraft dropped 1000kg bombs on London in February 1918 and caused
damage in St Pancras and Paddington areas. The final airship raids caused
damage to Ince Hall signal box near Wigan andPyewipe Junction in Lincolnshire.
In August 1918 the flagship airship L70 was shot down off the Norfolk coast.
Helm attempts to assess the damage inflicted and concludes that the
counter-measures, including shrapnel damage, were at least as significant
in military terms as the physical damage wrought through bombing. Very brief
mention is made of British bombing of German targets. This concluding part
includes a bibliography and lists the PRO records consulted. The Author notes
the shortage of photographic material including one file which has been lost
at the NRM. There is, however, a view of His Majesty's Train Norma which
includes the armour-plated N1 locomotive. Bob Essery
(letter Volume 21 page 62) deprecates use of term "mixed train" for what
was an "ordinary passenger train" (illus. p. 659),.
Between Gloucester and Hereford. 664-5.
Colour photo-feature: No. 6330 arriving Grange Court Junction with
Gloucester to Hereford train on 2 June 1962 (J.S. Gilks); No. 7314 arrives
Ross-on-Wye with 07.32 from Hereford whilst No. 6137 waits on 07.00 from
Gloucester in July 1962 (P.A. Fry); 2251 class No. 3201 departs Mitcheldean
Road with 12.30 Gloucester to Herford on 2 June 1962 (J.S. Gilks); No. 6991
Acton Burnell Hall crosses River Wye near Fawley with local passenger
train for Hereford in October 1964 (M. Smith); 2251 No. 2242 on long freight
at Longhope in November 1961 (R. Denison); 51XX No. 4161 departs Mitcheldean
Road on 16.00 Gloucester to Herford in October 1964 (M. Smith). Both of
locomotives shown in last two pictures show signs of stress: 2242 appears
to have suffered from overheated smokebox door and 4161 has primed exceedingly
badly.Passenger services withdrawn November 1964.:
Skelsey, Geoffrey. "Ten Miles of Magic": railway steamer services
on Windermere, 1845-2005. 666-71.
Steamer services were started by the Windermere Steam Yacht Company
in 1845 from Newby Bridge on the River Leven with a vessel known as Lady
of the Lake and was joined by Lord of the Isles in 1846. The
Windermere Iron Steamboat Company launched two paddle steamers Dragonfly
and Firefly in 1849. These two firms amalgamated in 1858 to form the Windermere
United Steam Yacht Company. The railway branch line to Windermere had opened
in 1847, but William Wordsworth and his allies ensured that the line did
not reach the lake shore at Bowness. In 1869 the Furness Railway opened a
line from Plumpton, near Ulverston, to Lakeside at the foot of the lake and
operated an intensive steamer sailings in association with its branch line..
Mensing, Michael (phot.). North of Newcastle. 672-5.
Colour photo-feature: V3 2-6-2T No, 67685 hauling empty stock of 09.00
from King's Cross out to Heaton on 2 June 1962; Deltic D9013 in two-tone
green livery and still without name on down Flying Scotsman on 2 June
1962; V2 No. 60922 crossing Royal Border Bridge with up express freight carrying
insulated containers on 21 May 1962 (wonderful atmospheric shot in low evening
light); Peak diesel electric D166 on down Heart of Midlothian on 30
May 1962 just north of Scottish Border (low evening light, note telegraph
pole and wires behind train); 674 top Gresley articulated
EMU at Manors on 21 May 1962; A3 No. 60071 Tranquil on southbound
freight near Border on 30 May 1962 (low evening light, North Sea behind train);
674 bottom J39/1 No. 64942 with flat wagons under catenary
passing Manors on 28 May 1962; No. 78048 with single coach St Boswells to
Berwick train crossing Royal Border Bridge on 1 June 1962 and Deltic D9014
on 10.50 ex-Edinburgh passing Tweedmouth on Sunday 20 May 1962.
See also extensive letter from Bill Beavis in February
2007 Issue page 125 concerning the scenes at Manors..
Thrower, David. Southern gone West: the Bude line. Part One. 676-85.
Railway reached Holsworthy on 20 January 1879 and Bude on 10 August
1898. Notes on Maddaford Moor Halt (opened on 27 July 1926) constructed from
pre-cast concrete components manfactured at Exmouth Junction, Halwill Junction
(including its extra platform for North Devon & Cornwall Junction Railway
trains and its abbatoir, Dunsland Crosss, Holsworthy The major intermediate
station), Whitstone & Bridgerule and Bude.
Lancashire hot-pot. 686-9.
Colour photo-feature: all by Brian Magilton, unless noted otherwise:
8F No. 48730 on local trip freighjt passing through East Lancashire platforms
at Preston on 1 August 1968; Horwich 2-6-0 No. 42925 on up freight at south
end of Preston on 5 September 1964; 8F 48362 with coal train for Wyre Dock
near Salwick on 28 July 1967 (Bruce Oliver); Britannia 70018 Flying
Dutchman crossing River Brock with parcels train on 13 April 1966; rebuilt
Patriot No. 45531 Sir Frederick Harrison passing Glazebury station
with Newcastle to Liverpool express in May 1959; Class 5 No. 45000 on down
parccels train passing Hest Bank on 3 August 1967 (camping coaches behind);
78041 banks down freight out of Preston on 12 March 1966; class 5 No. 45281
on down express (excursion?) passing Springs Branch Junction, Wigan on 5
August 1967; ex-Crosti 9F No. 92022 leaving Stott Lane sidings Eccles (Jim
Carter); 9F 92137 passing Wigan North Western station with Long Meg to Widnes
anyhydrite train on 18 March 1967. :
Rutherford, Michael. Sharp's of Manchester. Part Two.
(Railway Reflections No.125). 690-7.
Part 1 see page 626. Surveys Sharp's
output, both in broad statistical terms, and gives some consideration to
the locomotives manufactured: initially the classic 2-2-2 and its 2-4-0 and
0-4-2 derivatives; later more exotic products for use in Indias and Mauritius,
including J. Kershaw 4-6-0STs indended to work on Ghat inclines on Great
Indian Peninsular Railway (illustrated) and 0-8-0STs for Mauritius Railway
(also illustrated). Text also mentions association of Richard Roberts with
three other Manchester engineers: James Nasmyth; Joseph Whitworth and William
Fairbairn (last-named misspelled several times).
Letter from Rory Wilson (Volume 21 page 62) adds
to the limited information provided in this Part on locomotives supplied
to the Swedish & Norwegian Railway (which connected the Swedish iron
ore mines with Narvik) and locomotives which reached the Barry Railway which
had been intended for the Badische Statsbahn and the Pfalzbahn in Germany.
See also letter from Mike Peascod (Vol. 21 page
125 concerning "cancelled orders": writer considers that Sharp's supplied
some locomotives to Furness Railway from stock..
Vines, Peter; edited Anthony P. Vent. Lad labourer on the LNER.
698-701.
Left school aged fourteen in 1941 (WW2) and joined Signal and Telegraph
Department in Cambridge. Worked with linemen in Ely area making use of own
bicycle to reach out of way locations. Notes on return of tokens on Ely to
Newmarket single track section; maintenance of Leclanché cells; effect
of frost and low temperatures and high temperatures on telegraph lines. Specific
anecdotes about working at Sawbridgeworth; Italian prisoners-of-war (who
got better rations); food; British Restaurants; bomber crews using trains;
work at Brandon in Breckland; fire on road lorry carrying ammuntion for US
Airforce at Brandon level crossing; Soham disaster (including Frank Briidges
killed in signal box) and Royal Train. Illus. two of S160 2-8-0s: No. 1713
at March East Junction on 27 April 1943 and No. 1888 at March North Junction
on 24 July 1943 (F.A. Wycherley) and Audley End station on 10 August 1952;
Fordham station c1960; splitting distants at Ely North Junction on 3 April
1954; Sawbridgeworth station post electrification c1960 and Soham station
c1960.
Readers' Forum. 702
Reading to Redhill. Editor
See p. 518 upper: Q class not C
class 0-6-0.
The bombing of Britain's railways. Nicholas Daunt.
See first part of this series (p. 519 et
seq): troops killed at Quintishill disaster were 7th
Royal Scots (not Scots Guards); also memorial at Larbert.
The Mid-Kent line. Nigel Lemon
See page 534: writer commuted to
school from West Wickham to Clock House between 1951 and 1959; adds notes
on former variety of EMUs in use, including 2 HALs with first class accommodation
on non-stop to Catford Bridge, also Hayes was birthplace of Thomas
Worsdell.
'Jellicoe' Specials. R.L. Marshall.
See feature on page 498: observes that Jellicoe
specials over NBR were routed via Peebles route, presumably to avoid Falahill
(KPJ)
'Jellicoe' Specials. John Adams.
See feature on page 498: Midland footplate crew's
response to correct firing method for working Super Ds.
Bob Essery (21 page 62) corrects the way in
which the strings were pulled by which the small ejector was closed to save
steam on partially fitted freights..
Sailing by. Mike Blair.
See page 569: writer from doon the
water at Rothesay states that Jeannie Deans was off Rothesay not in
Kyles of Bute.
Caprotti in Ireland. W.T. Scott.
See feature beginning page 148: two GSR 400 class
4-6-0s fitted with Caprotti valve gear in 1930. Letter also notes that Watson
400 class were utter failure and J.R. Bazin's attempts to improve them including
fitting Caprotti gear to Nos. 401 and 406: also cites article by R.N. Clements
in J. Irish Rly Rec. Soc. (October 1968).. .
A brave new world? Bill Gathercole.
See feature page 486 paragraph on
p. 494: comments on Paddington to Bristol journey on Bristolian behind
diesel hydraulic Benbow in 1959 when Swindon Works staff appeared
to watch train pass with locomotive sounding its horn..
'Deltic' sunset. Eric Saunders. rear cover.
55 009 Alycidon departing York with 15.50 for King's Cross
on 1 February 1981: atmospheric smoke from exhaust and everything pink from
setting sun.
LMS 'Coronation' 4-6-2 No.46246 City of Manchester after arrival at Euston on 13th April 1962. (Geoff Rixon). front cover.
Seasonal thoughts from the Department of Administrative Affairs. Michael
Blakemore. 707.
Editorial: foerign travel as promoted in the 1900s and in the 1920s;
also future Backtrack anniversaries: 200th Issue; Volume 21
One Sunday in August. 708-9.
Colour photo-feature: pictorial record of the last British Railways
steam hauled special train from Liverpool via Manchester to Carlisle on 11
August 1968: participants paid 15 Guineas (£15.15): lined black black
5 No. 45110 at Manchester Victoria prepared for return leg to Liverpool;
Britannia No. 70013 Oliver Cromwell passing Bromley Cross north of Bolton
(still with lots of mill chimneys to be felled); and approaching Ribbelhead
(with Ford Anglias, etc doing their bit for global warming); two very black
(unlined) class 5s 44781 and 44871 (as shown on cabsides, but Kevin has a
nasty suspicious mind) approching Bolton from Blackburn (with a Dibner chimney
still in situ); and 45110 passing Patricroft in evening light (and soon it
would be Pacers).: :
Nisbet, Alistair F. The Christmas Eve derailment.710-15.
24 Decemeber 1874 at Shipton on Cherwell (between Oxford and Banbury)
in which 34 passengers died plus a further 69 severely injured. The cause
was a broken wheel on the leading coach added at Oxford which led to the
derailment of further vehicles. The article illuminates working methods in
the 1870s and examines both the official Board of Trade Inquiry conducted
by Colonel Yolland who criticised the railway for the tyre fastenings used
on the coach which derailed, the lack of an efficient braking system on the
train, and the lack of efficient communications between the footplate staff
(whistles and gongs) and the head guard. .
Hennessey, R.A.S. Tunnels, electrics and economics:
some unusual historical circuitry. 716-23.
Early electric traction systems considered on a global basis with
some remarkable illustrations (far removed from GNER and class 318s). Hennessey's
thesis is that tunnels, initially underwater in the USA, but subsequently
under mountains in both North America and in Europe, together with urban
transit systems, notably in London, drove railway electrification. He begins
with a personal anecdote of Combe Down tunnel where the suffocating smoke
poured in through open windows (KPJ: he should have sampled the old Woodhead
where smoke forced its way through every crevice, not to mention Glasgow
Central Low Level). Later he casually observes that ten crew members had
been asphyxiated over thirteen years of steam operation through the St Clair
Tunnel which links the USA with Canada. He ends by noting that the Channel
Tunnel combines a tunnel with electric traction and its questionable economics
(whatever they may be: presumably ask Ryanair for the true cost of "cheap"
flights). This is very readable and highly thought provoking. Illus.: No.
26501 (not as stated in caption (Kevin's copping eye still functions)) of
Tyne Quayside steeple cab Bo-Bo built for NER in 1905; also line drawing
of similar locomotive built for Paris Orleans Railway; two Great Northern
Railroad three-phase locomotives used in Cascade Tunnel and fitted with twin
trolley poles underneath huge gantry; two Balswin-Westinghose box-cab 1-Bo-Bo-1
11kV AC system on Boston & Maine Railroad outside Hoosac Tunnel; early
battery electric tube locomotive built by Hurst Nelson for the Great Northern
Piccadilly & Brompton Railway in 1905; Stockwell station on City &
South London Railway with electric locomotive (drawing); Co-Co No. 27000
at Sheffield Victoria on 12 October 1955 (with steam escaping from safety
valve?) (R.K. Blencowe); 4 SUB No. 4326 at Clapham Junction (on "West Runton"
type of nameboard); three-phase locomotive exiting Simplon Tunnel at Italian
end; and Swiss Ferderal Railways 1-B-B-1 leaving St. Gotthard tunnel.
See also letter in Volume 21 page 126 from Neil
Sinclair on Harton Coal Company's electrified line at Low Staiths where
a tunnel was the primary influence: German equipment was used in 1908.
Further letter from Brian Patton (Volume 21 page
189) who made reference to electrification of railways in France involving
tunnels: Chemins de Fer de l'Ouest from new terminus at Invalides to
Champ de Mars opened on 15 April 1900 used 550V DC third rail not only because
the terminus was temporarily roofed over, but because there was steep gradient
in tunnel south of Meudon Val-Fleury station; the next was the Paris-Orleans
extension from the Austerlitz terminus to the Quai d'Orsay station using
a mixture of third rail and overhead electification at 600V DC. Also observes
thee significance of the Paris Metro which was conceived as an underground
network. Finally cited the Midi electrification between Perpignnan and
Villefranche which used 12,000V AC at 16Hz.
Rutherford, Michael. Express eight coupled — some
notes on the Gresley 2-8-2 and Chapelon 4-8-0. (Railway Reflections No.126).
724-32.
"The most remarkable British express locomotive introduced in the
period was undoubtedly the London & North Eastern Railway 2-8-2 No. 2001
Cock o' the North and in France (and perhaps the world) André
Chapelon's 4-8- No. 4521 for the Paris-Orléans system..." In the case
of the British design, the author also considers Gresley's two P1 freight
2-8-2s which were based upon the A1 Pacific boiler and front end and No.
10000 (mainly from the point of view of styling, and of Chapelon's Kylchap
exhaust system which reduced back pressure in the cylinders. Sometime between
1941 and 1943 Kevin watched in awe as the streamlined Cock o' the North
pulled into Dundee Tay Bridge: it remains his most memorable experience of
any steam locomotive. Thus this abstract is bound to be biased, although
he is well aware that Norman McKillop, who drove the mighty beasts, had
reservations about them, but they matched the mighty Forth Bridge in a way
that most of the buses on steel wheels fail to do. Illus.: 'Hush-hush' No
10000 on King's Cross turntable; 'Hush-hush' No 10000 on Flying Scotsman
arriving King's Cross; Cock 'o the North showing CPR chime whistle
Cock o' the North about to depart King's Cross; low level view of
Cock o' the North showing rotary cam poppet valve gear and ACFI heater;
first Chapelon 4-8-0, rebuild of PO Pacific No 4521; second P2 No 2002 Earl
Marischal; weight diagrams of Chapelon 4521 4-8-0 et Cock o' the
North; Earl Marischal fitted with additional smoke deflectors;
Cock o' the North with indicator shelter for road tests in 1934; Belgian
Railways class 1 4-6-2; No. 2002 Earl Marschall with A4-type streamlined
front end; 240P.4-8-3 locomotives with greater style.
Sequel in Volume 21 page 44 et
seq.See also letters in Volume 21 page 125
from Paul Ross who suggests that the coloured
picture of Cock o' the North was based upon a painting by Murray Secretan;
L.A. Summers who suggests that the Gresley streamilining originated through
the shape of the Yarrow water-tube boiler; was extended in the Cock o'
the North and in this form not only influenced the "shape" of Belgian
locomotives, but also the Spanish MZA 1801 series on RENFE in Spain; and
Peter J. Rodgers on how the costs of development of the W1 Hush Hush locomotive
were covered at Darlington Works..
Riding the 'Royal Scot' [train]. 733-5
Colour photo-feature: 46247 City of Liverpool (red with BR
style lining) leaving Carlisle for Glasgow in 1958 (with blue-backed headboard)
(Gavin Wilson); 46221 Queen Elizabeth (green) alongside Carlisle Upperby
to change crew on up train c1956 (Gavin Wilson); 46227 Duchess of
Devonshire (blue with sloping smokebox) at Shap Wells (with tartan &
lion rampant headboard) in August 1951 (Pursey C. Short); 46223 Princess
Alice with red headboard at Glasgow Central awaiting departure in 1958
(Colour-Rail: the majority are); 46245 City of London (red headboard
and locomotive) departing Glasgow Central in 1958; 46232 Duchess of
Montrose (green) at Carlisle Citadel waiting to take over down train
in May 1958 (red headboard: red is too light in copy received) (M.D. England)
and type 40 D300 oil-stained green with blue headboard) passing Thrimby Grange
with down train on 5 April 1963 (much, too much, of rolling stock is still
LMS: Easter working?)(highly atmospheric photograph by David Idle).
Mensing, Michael (phot.). Through the Midlands by Great Western. 736-9.
Colour photo-feature:No. 2856 approaching Madeley Junction with northbound
freight whilst pannier tank waits at junction for Ironbridge power station
branch on 27 August 1962; No. 4998 Eyton Hall passing through same junction
with freight in opposite direction on same day; 7818 Granville Manor waiting
in Shrewsbury station on 5 August 1961; 57XX No. 3732 leaving Wellington
(Salop) for Shresbury on local passenger train on 4 July 1959; Blue Pullman
running as empty stock on Sunday 24 April 1966 between West Bromwich and
Wednesbury; 8F No. 48478 on freight passing Hollinswood on 27 August 1962
(now near centre of Telford); No. 6012 King Edward VI on down
Cambrian Coast Express passing through Soho and Winson Green station
on 25 November 1961; 8F No. 48415 at Priestfield on 26 September 1959; No.
73013 leaving Wellington with train for Chester on 4 July 1959; and No. 4701
(in sparkling green) on Talyllyn Railway Preservation Society special approaching
Shrewsbury on 24 September 1960 (view from above looking into cab).
Atkins, Philip. Box of puzzles [dawn at Box Tunnel].
740-1.
The myth? that Brunel engineered the Box Tunnel so that at dawn on
his birthday (9 April) the sun would shine through it is explored (reviewed)
at some length both in the literature and through attempts at actual
observations. There are also references to the formerly secret tunnels which
began as stone quarries, then became military strategic bunkers, maybe even
bunkum. See also letter from David Andrews in Volume
21 page 126 on possible effect of mirage-like refraction on shine
throughs.
Thrower, David. Southern gone West: the Bude line. Part
Two. 742-9.
Considers the final DMU service prior to closure on 3 October 1966,
and explores what remains of the line which remains extant between Exeter
and Okehampton for freight from Meldon Quarry and for a seasonal passenger
service to Okehampton. Illus.: N class No. 31840 on 08.30 Padstow to Waterloo
at Ashbury in July 1964 (colour: P.A. Fry); X6 4-4-0 No. 657 at Bude on 13
September 1923; T9 No. 30711 with 13.18 for Bude at Okehampton on 4 August
1958 (colour: Peter W. Gray) with goods shed (not engine shed as per caption)
see letter from Tim Edmonds (21 page 126);
T9 No. 724 with ballast hoppers and former push & pull (rail motor) vehicle
at Okehampton on 27 August 1945 (H.C. Casserley)....
Bennett, Alan. Off the beaten track. 750-3.
The Southern Railway's travel literature to exotic destinations:
Switzerland; Egypt and the Sudan; Majorca and Bavaria was marketed under
this article's title. There appear to have been about thirty folders (and
some of the covers are shown in colour (two-colour printings appears to have
been favoured for thed originals)). Some of the purple prose is aired, for
instance one can hardly imagine Easy-Jet claiming: "The peasants look as
purely Gothic as does their cathedral in Palma". Illus': title pages: No.
10 The Garden of Allah [Morocco]; No. 2 A trip up the Rhine and covers: Italian
Lakes (No. 17); Bavaria (No. 10); Rome and Naples (No. 26, work of Helen
McKie); Majorca (14 of 1935); Land of the Dons (No. 8 of 1933); and Egypt
and Sudan (No. 15 of 1928). There is also a map in typical Southern Railway
style which extends rather further than Oxted to Mosul, Kirkuk, Ur and Basra;
and an advertisement for Germany as a first class holiday destination in
1939.
Oliver, Bruce (phot.). The Class 33 'Cromptons'. 754-5.
Colour photo-feature:D6516 (green) passing Shawford Junction on 29
May 1966; 33 115 with 4-REP set on Portsmouth train leaving Micheldever on
7 September 1986; 33 207 on weedkilling train passing Grove Park on 16 August
1979; 33 034 leaves Portsmouth and Southsea with Bristol train on 10 August
1981; narrow bodied Hastings 33 202 leaving Grove tunnels with ballast train
on 7 March 1982.
Nicholls, Arthur R. The parcels office. 756-7.
The carriage of parcels by railway train was formerly a major component
in railway business and stations were designed to accommodate this business,
much of which was conveyed either on regular passenger, or special parcels
trains. The charges made are considered and the article is illustrated (in
colour) by railway parcel stamps: North Eastern Railway; Caledonian Railway
(both for newspapers); South Eastern Railway; Great Western Railway; Cockermouth,
Keswick & Penrith Railway; Furness Railway and London & North Western
Railway (three different, two feature Britannia). Further reading is suggested.
See also anecdotes concerning pigeons and dogs as
parecls: letter from John Macnab: Vol. 21 page
126.
Blakemore, Michael. The Easingwold Thunderbolt. 758-60.
Photo-feature with extended captions and notes: pictures from late
Dick Riley collection.:
Rolling Stock Focus: LNER non-passenger miscellany. Nick Campling (captions).
761
Colour photo-feature:gangwayed pigeon van No. E70469E at Ipswich;
extra-long covered carriage truck No. E1347E at Plymouth and BZ [six wheel
brake] No. E70680E at Penzance
Caledonian visitors to Perth. R.D. Stephen (phot.) and Jim MacIntosh (notes).
762-3.
Photo-feature which cites where some of Ranald Stephen's published
work may be found. All (except 2-6-0) locomotives were still in Caledfoniam
Railway blue: Cardean type 4-6-0 No. 905 in 1921 (embellishment on smokebox
door); 2-6-0 No. 36 in 1924 (still in CR freight livery); Dunalastair IV
No. 138 with bogie tender in 1923; 72 class 4-4-0 No. 74 and class 439 0-4-4T
No. 224 in 1922
Book reviews. 764
Colour-Rail catalogue No. 17. MB
Usual (deserved) excellent review.
The Loughton Railway 150 years on. Loughton & District
Historical Society. RC. ****
Excellent maps and early photographs, but more recent structures,
notably Loughton's LNER art deco station not illustrated.
Hospital railways and tramways. David Voice. Adam Gordon (publisher in Brora).
RH *****
Both military and civilian establishments are covered: most described
were in England or Scotland; many were associated with lunatic
asylums.
Brunel's kingdom: in the footsteps of Britain's greatest
engineer. John Christopher. Tempus. GBS ****
Shavian comment: "especially good value for money"
Readers' forum. 765.
The station master's daughter. John C. Baker
See excellent feature on p. 589: this letter notes
effect of Ronan Point disaster on residual freight traffic from Lenwade passing
through Aylsham.
Charing crossed wires. M.B. Hanscomb
See feature on page 582 concerning Charing Cross (LPTB)
accident of 1938: Criticises use of term "tripcock" where "trainstop"
should have been used and explains how telephone wires in tunnel could be
used to cut-off traction current.
The bombing of Britain's railways. Walter Rothschild
See feature by John Helm (notably page 614 et
seq): other naval bombardments affecting railways during WW1, notably
in Dalmatia in 1915 and in Lebanon (by torpedo fired from a
submarine).See also letter from Keith R. Chester
(21 page 125) which gives further information on naval bombardment in
the Adriatic during WW1 and its consequential effect upon the low capacity
narrow gauge railways into Bosnia-Hercegovina.
GWR 'County' 4-6-0s: a live debate. R.A.S. Hennessey
Future event at Kidderminster Railway Musuem: 21 April
2007.
Jellicoe Specials. William Tollan.
See feature on page 498: asks why coal was not
shipped from South Wales (KPJ: presumably risk of interception by German
submarines), and notes Admiral Jellicoe's silly antics.
See also letter from Keith R. Chester (21 page
125) and further letter from Dennis Lorriman
on page 189 (March
2007) .
Locos of the Alexandra Docks Railway. Peter Davis
Letter inspired by photograph on page 504 upper
and line drawing on page 630 lower: mainly concerns the
use of the Webb patented radial axle.
Index to Volume 20. 766
If this was Strictly Ballroom it would need your telephone votes,
but to conclude on a happier note: Peter Davis concludes his letter
with:
Away for Christmas. rear cover
In a world which seems to be determined to do away with Christmas
on the grounds of political correctness it is a great treat to have a festive
rear cover, even if it was an LNER excursion handbill for 1929 advertising
period excursions from the West Riding of Yorkshire to Lancashire, North
Wales and Douglas (Isle of Man)
By the way, Backtrack is streets ahead of all the other historical railway magazines (Peter Davis final letter).
2023-02-25