BackTrack Volume 21 (2007)
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Published by Pendragon, Easingwold, YO61 3YS
A pair of Western diesel-hydraulics, Nos. D1015 Western Challenger (in ochre livery) and D1006 Western Stalwart (maroon) at Bristol Bath Road depot in May 1964. M. Farr/Colour-Rail. front cover
Murder most foul. Michael J. Smith. 3.
Guest Editorial: the demise of the National Rail Timetable:
see also letter from Peter J. Rodgers (p. 253) on source
for more information about Bradshaw and German guide to European timetables
on CD-R.
Steam at the Peak. 4-5.
Colour photo-feature: Cromford & High Peak line: Kitson 0-4-0ST
No. 47000 outside its shed at Sheep Pasture in 1957 (K. Cooper); J94 No.
68013 at Cromford Wharf in September 1963 (D.J. Mitchell); NLR 0-6-0ST No.
58850 at Middleton Top on 25 September 1955 (T.J. Edgington); No. 47007 outside
its shed at Sheep Pasture presumably in September 1963 (D.J. Mitchell); and
J94 68006 near Hopton Incline (J.G. Dewing: most are Colour-Rail)
Hill, Keith. Pride and polish: the story of the
'Bristolian'. 6-14.
Introduced by the Great Western Railway on 9 September 1935: the
Bristolian achieved a Bristol to London time of 105 minutes: initially
the King class was used, but latterly selected Castle class locomotives performed
the task. On one memorable occasion a King class developed a hot box and
a Saint Clevedon Court was substituted at Reading and managed to regain
time. The train used standard rollling stock except for a buffet car which
was intended to be sufficient for the short transits.Hill compared the
Bristolian with high speed trains on the East Coast route. WW2 arrested
the development of more rapid transits between the two Cities, but prior
to the end of steam rejuvenated King and Castle locomotives led to hopes
that 100 minute timings might be restored and such times were achieved with
the Warship diesel hydraulics.The author cited a Times letter from
Lance Day of Welwyn Garden City (author of book on broad gauge and known
to KPJ) who considered that Castle class should have kept up the pace. The
First bus company offers little better in spite of trains which can in theory
run at 125 mile/h. Is it surprising that cement mixers operated by Flybe
compete for Norwich to Bristol traffic when One competes with First for sloth,
and the Circle Line links the two slovens? See also letter
from Robert Darlaston (page 189) who describes a very fast runs behind
replacement locomotive, notably that behind 7904 Fountains Hall on
15 September 1954 which took over the up train at Little Somerford, as compared
with today's replacement bus services provided by Last Group. Also corrects
the information about Castle class with double chimneys: No. 7018 was the
first (not 4090) and Nock recorded a time of 97 min. 8 sec. for the up run
on 9 August 1956 with this locomotive. Further corrected
by authority B.J. Harding on page 320..
Crosse, J. Consett iron ore train regulations.
15-17.
Iron ore between Tyne Dock and Consett was handled in dedicated 56
ton capacity bogie hopper wagons. Train weights were about 800 tons and had
to ascend 800 feet. The article is based around an instruction booklet issued
to staff responsible for working these trains. This was produced by L. Reeves,
Carriage & Wagon Engineer, Doncaster, F.H. Petty, Motive Power Superintendent
York and A.P. Hunter Divisional Operating Superintendent based at York. The
booklet was necessary as the hopper doors were power operated and care had
to be taken to ensure that the correct hoses (vacuum for brake and air for
hopper operation) were connected. Initially the service was operated by five
dedicated O1 class 2-8-0s and five Q7 0-8-0s, but these were displaced by
ten 9F 2-10-0s which were fitted with Westinghouse air compressors from new.
These were displaced by Class 24 diesel-eletrics and eventually the whole
operation was suspended in favour of something like potato crisp production.
Illus.: O1 No. 63874 with air compressors at Gorton Works in 1952; ore gantry
at Tyne Dock; Q7 63460 (but pumps if fitted not visible: see Figures 48 and
49 in RCTS Locomotives of the LNER
Part 6C for locomotives with pumps in different positions,
and Fig. 51 shows right-hand view as pumps were placed on both sides of firebox);
9F 92062 with twin pumps at Tyne Dock in 1956; and in service alongside gantry
and portrait of hopper car. More superb colour and black & white photographs
of 9Fs on this working Steam
Wld, 2007 (235) 13..
The beautiful South: historic photographs from the Colour-Rail collection
of locomotives of the Southern Railway before nationalisation. 18-19.
Colour photo-feature: F1 class No. 1043 freshly repainted at Ashford
Works in September 1937 (J.P. Mullett); Schools No. 905 Tonbridge at Eastleigh
in 1948 Tonbridge was grubby malachite green (remainder Maunsell green) but
shows green smoke deflector plates (S.C. Townroe); Urie King Arthur No. 742
Camelot at Oxford with cross-country train of mixed GWR and SR stock in April
1939 (interesting as number still on tender, and not clear what colour smoke
deflectors were); Terrier 0-6-0T No. 2644 at Havant with Hayling Island train
in August 1937 (C.S. Perrier) and black E3 class 0-6-0T No. 2167 on freight,
diesel-electric shuner No. 2 and Southern suburban electric at Norwood Junction
in 1939 (C.S. Perrier).:
Summers, L.A. At the end of the day. 20-7.
The modernisation of motive power on the Western Region was a painful
transition which included the excessively extensive introduction of diesel
hydraulic locomotives; the excessive use of diesel multiple units intended
for inner suburban journeys on outer suburban routes; and arguably the premature
run-down and withdrawal of steam. He is especially critical of the diesel
Pullman trains which failed to achieve timings attained by steam on the Bristol
run, and provided a rough ride at a premium price. He is critical of certain
managers, notably Grand for his deliberately deviant policy and of Raymond.
He also takes a sensible view of where the Great Western should now be: namely
an electrified mainline, and considers that the diesel hydraulic adventure
contributed to this absurd lack: the busiest "mainline" in Europe powered
by paraffin. See also letter from Greg Heathcliffe (p.
189) who identifies errors in fact and errors in interpretation in the
Author's description of the Western Region's diesel hydraulics, especially
the Western series. Agrees that electrification necessary for main
route, but questions viability on tidal section to Plymouth...
Bennett, J.D. Railways on stage. 28-9.
The portrayal of railways in the theatre, including some early attempts
to develop special theatres for the presentation of such works. The article
ends with an extensive list of such plays, some of which are only available
as manuscripts at the British Library. Many were melodramas. Some were converted
into novels and others into films, notably Brief Encounter which began
as the Noel Coward play Still Life. See also letter
from Matthew Searle (p. 253) who argues that original setting for Still
Life must have been "up north" due to reference to coal mines (but KPJ
suggests Somerseet or Kent coalfields).
Watching 'Westerns' in colour. 30-1
Colour photo-feature (Colour-Rail): D1003 Western Pioneer in
extremely dark green ex-Swindon in May 1962 (T.B. Owen); D1028 Western
Hussar (maroon) pilots Class 47 D1772 (two-tone green) at Reading in
April 1967 (R. Denison); D1015 Western Champion (golden ochre) at
foot of Hatton Bank with down express formed of assorted maroon and chocolate
& cream stock in 1962 (P.J. Hughes) and blue D1006 Western Stalwart
at Reading with up express in corporate blue livery in April 1967 (R.
Denison).
Lost in Leicestershire. Tommy Tomalin (phot.). 32-4.
.
Aptly named colour photo-feature: Leicester Begrave Road on 21 July
1962 with B1 class No. 61175 and 61361 wait with trains for Skegness and
Mablethorpe; 61227 crossing Midland main line near Melton Mowbray with Skegness
to Leicester train on 4 August 1962; 61227 shunting at Melton Mowbray station
on 4 August 1962; viaduct west of John O'Gaunt with 43158 about to cross
it and more than a hint of rain on 21 July 1962; 4F 44279 with 12.58 Hunstanton
to Leicesterwith 13.50 from Maplethorpe in background near Melton Mowbray
on 4 August 1962 (this picture initially puzzled KPJ: the 4F is travelling
west on a route which is still extant; the train from Maplethorpe is travelling
south, and part of the former MR line to Nottingham is also visible?); 61175
entering Humberstone with 08.55 to Skegness on 21 July 1962; and very smart
61361 "heads west" (must be east) from Thurnby & Scraptoft "on its way
to Skegness" on 21 July: was it morning or evening sunshine: its a super
picture anyway?:
Fenwick, Keith and Tatlow, Peter. HR/LMS and GNS/LNER
Joint passenger through train workings between Inverness and Aberdeen.
35-41.
Attempts to provide an adequate service between Aberdeen and Inverness
were hindered by the complex rivalry between the Highland and Great North
of Scotland companies which was engendered by the GNSR wishing to use its
routes (notably that via Craigellachie) to Elgin rather than the more direct
Highland Railway via Mulben from Elgin to Keith (this is the only route to
have survived). Until 1939 some trains conveyed sleeping cars from King's
Cross to Elgin and some trains left or arrived at Aberdeen with portions
to/from Elgin via three different routes, including the Coast Route via Buckie.
In 1906 there was a proposal that the two rivals should merge, but this failed
to materialise although through locomotive workings began between the two
centres. Refreshment cars were provided on some trains in the Inter-War period,
briefly following WW2, and in the period prior to the introduction of DMUs.
The authors ask the what-if question concerning the 1906 amalgamation and
its effect upon the Grouping. See also letter from Peter
Braine on p. 190: who noted that the Mulben route was not fully exploited
until 1954; the Cairnie "exchange" platform which lacked public access and
was only mentioned as a footnote to GNSR timetables, mileages being measured
from Keith Town; and the contortions of up/down once the coast loop was
completed.
A narrow gauge Class 5. Derek Penney (phot.), notes by Michael Rutherford.
42-3
Colour photo-feature: narrow gauge (3ft) County Donegal Railway No.
4 Meenglas: Nasmyth Wilson 2-6-4T of 1907: photographs taken in May
1959 of locomotive at work on freight with its crew Jim and Frank McMenamin
at Donegal station; at Castlefin (whilst crossing a railcar: electric station
lighting should be noted) and at Donegal which shows excellent detail of
guard's vehicle in passenger livery
Rutherford, Michael. More eight-coupled: a miscellany.
(Railway Reflections No.127). 44-51.
Previous part (No. 126) appeared in last Volume
Issue 12 pp. 724-32: this part concerns further eight-coupled designs
which were mainly intended for hauling express passenger trains and includes
4-8-0; 4-8-2 and 4-8-4 types constructed for use in South Africa, New Zealand,
India, both North and South America, and for several European countries.
The USRA (United States Railroad Administration) introduced 858 Mikados in
1918/1919 as well as a major political storm: the man in charge, William
Gibbs MacAdoo was married to President Woodrow Wilson's youngest daughter!
The Hudswell Clarke 3ft guage 4-8-0s built for the Burtonport Extension Railway
(Londoderry & Lough Swilly Railway) are stated to have been designed
by James Connor (cites Carling's 4-8-0
tender locomotives). Porta's metre gauge compound 4-8-0 is briefly
mentioned. Two unfulfilled designs for the British mainland are briefly
considered: the Beames 4-8-0 (mentioned by Cox) and the Maunsell 4-8-0 intended
for hauling Kent coal. F. Wolley-Dod was introduced to
Backtrack by Keith Horne (16 p. 215) and Rutherford
considers his contribution to locomotive standardization in India: he presided
over a conference of Indian locomotive superintendents held in Calcutta in
December 1901 and this led to the Engineering Standrads Committee with standard
0-6-0s and 4-4-0s emerging in 1903, and later a line of standard 2-8-2s.
During WW2 Baldwin and Canadian 2-8-2s were supplied to India and these formed
the inspiration for the WG class 2-8-2 designed at NBL (one was exhibited
on the South Bank in 1951 as part of the Festival of Britain: this is
illustrated) and was a key design to be turned ot from the new Indian locomotive
manufacturing works at Chitteranjan. Eventually 2450 WGs entered service
to form the largest locomotive class in the British Commonwealth.. .
Wells, Jeffrey. Railways and the British Empire Exhibition
1924-1925. 52-8.
Based mainly on reports which appeared in the contemporary Railway
Gazette augmented by photographs taken by H.C. Casserley. Reproduces
an excellent Railway Gazette map of the exhibition which bounded to
the north by the Matropolitan Railway and to the south by the LNER. The
Metropolitan Railway had a major exhibit with electroc locomotive No. 15
on display. Historical locomotives included Locomotion No. 1, LNWR
2-2-2 Columbine and FR 0-4-0 Old Coppernob. The Reid-Macleod
steam turbine locomotive was a major exhibit. Notes the origins of the Never
Stop Railway (designed by William
Yorath Lewis) and of the British Empire Stadium. The railway exhibits
are considered in detail, and probably in greater detail than any other
retrospective source. Transport arrangements for the FA Cup Final played
on 26 April 1924 are considered at length. An epilogue notes that the railway
exhibits during the 1925 exhibition featured changes: Flying Scotsman
was fitted with a six-wheel tender for that year, and there were some
additional railway exhibits: an LNER K3 class 2-6-0 and SR N class No. 866
(illustrated by HCC). Presumably Pendennis Castle was a substitution
for Caerphilly Castle. All of Casserley's photographs are of the 1925
exhibition. See also letter from N. Ridge (p. 126)
concerning Metropolitan Railway's involvement, both at Wembley Park (entirely
owned and operated), and its exhibit of Metropolitan-Vickers electric locomotive
which subsequently ran as Wembley 1925. Even in his less controversial
mode Jeffrey Wells is capable of drawing extensive correspondence (April
Issue pp. 253/4): splendid addenda from Robert Barker,
corriegenda from D. Chambers, and on subsequent letter
from N. Ridge (above) from verb sap on London's
railways Martin J. Smith.
Book Reviews. 59.
The life of Isambard Kingdom Brunel by Isambard Brunel. Nonsuch.
DG *****
Reprint of book by the great Brunel's son originally publshed in
1870.
From steam to Stratford. Author. DWM ***
Breakdown work: eventually breakdown foreman at Stratford, East
London
The Leek & Manifold Valley Light Railway.
Robert Gratton. RCL Publications GBS *****
Excellent informative review (it would be written by George Bernard
Shaw?) which notes the involvement of
Everard Calthrop, the closure
of the line in 1932 and the donation of the route to Staffordshire County
Council as a footpath which was formally opened by Lord Stamp.
Led to a response from Keith Chester (p. 189) doubted
whether Calthrop was as innovative as claimed by reviewer..
Calling at these stations. 60-1.
Colour photo-feature: Levisham, summer 1964 (David Sutcliffe); Llanfair
PG on 6 May 1975 (Philip J. Kelley); Glan Llyn Halt in 1965 following closure
(David Sutcliffe); Ludgershall on 8 July 1956 (sign still proclaimed "change
for Tidworth") (R.C. Riley); :
Readers' Forum. 62
Away for the Wakes. Cliff Bancroft
See feature in Volume 20 (p. 464 et seq)From
Colne to Great Yarmouth (Yarmouth Vauxhall) in 1958 via electrified Woodhead
route and the magic of Britannias and B17 class at Norwich.
Sharp's of Manchester. Rory Wilson.
See Rutherford feature in Volume 20 p 690
et seq: 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. Also notes that
Nässjö-Oskarshamm Järnväg was always standard
gauge and was initially worked by second-hand Fairlies.
The bombing of Britain's railways. A.J. Mullay.
See feature by John Helm which began on page
519 of Volume 20: 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.
The bombing of Britain's railways. Bob Essery.
See article by John Helm (p. 659) deprecates
use of term "mixed train" for what was an "ordinary passenger train"; also
takes umbrage with letter from John Adams (page
702) in description of way in which small ejector was closed to save
steam on partially fitted freights..
St. Pancras. Michael J. Smith.
See feature on page 646 of Volume
20: Hotel Curve did not grant MR access to widened
lines
St. Pancras. Geoffrey Hughes.
See feature on page 646 of Volume
20: In 1944 there was a notice stating THIS IS NOT KING'S
CROSS on stairway up to St. Pancras.
Winter in Newton Dale. David Sutcliffe. rear cover.
View from out of DMU window as it climbs through Newton Dale north
of Levisham in February 1964 with snow on the trees and on the track.
GWR Castle' 4-6-0 No.7008 Swansea Castle charges up
Hatton bank with the 9.20am SO Bournemouth West-Wolverhampton. (Derek
Penney). Front cover
See also colour photo-feature beginning page
96
Caught in the web, lost in the fog, buried in the snow. Michael Blakemore.
67
KPJ received this Issue on the day that the National Poetry Prize
is to be announced. Methinks that Michael is bidding for this prize with
Editorial titles as rich as this. Some demand something more prosaic than
poetry: its really all about the Pendragon
official website (see top
of this page or press here); and fog and snow (in far off 1947); and
about Bury FC, and Derek Gillibrand who shares the same old school tie as
Micheal.
Tyson, Alan (phot.). Along the Hope Valley Line. 68-70
Colour photo-feature: Chinley station with class 5 No. 45150 leaving
on stopping train for Sheffield formed of corridor stock on 25 March 1966;
Grindleford station with western portal of Totley Tunnel on 25 March 1966;
45705 Seahorse at Hathersage with train for Sheffield on 10 July 1965;
8F 48727passing Edale signal box with westbound coal train on 26 July 1965;
8F 48465 climbing towards Chinley North Junction on 21 January 1967; 9F 92078
[passing Hathersage with wetbound freight on 10 July 1965; and 8F 48552 obscures
all in clouds of exhaust on climb away from Chinley station on 4 February
1967.;
Magill, Joe. "Day Return to Warrenpoint". 71-8.
Days out from Belfast at the seaside: several destinations, including
Bangor Newcastle, Ardglass, Portrush and Whitehead, are mentioned briefly,
but the main slant is on a boyhood trip to Warrenport in July 1956. Also
observations made from the platform at Dundalk of the Dublin to Belfast
Enterprise services, and even of the Boat Train from Derry which had until
the 1920s connected with sailings from Greenore. Ends with joy of front coach
travel behind blue compound No. 83 Eagle..
Ballantyne, Hugh (phot.). A view form Walnut Tree Viaduct. 79
Colour photo-feature: photographs taken on 12 May 1965 show 56XX No.
6614 propelling daily dolomite train from Steetley & Co.'s sidings; same
locomotive shunting its wagons near Walnut Tree West signal box; and on 13
May view from Viaduct down onto Taff Vale line with 56XX banking coal train
to Nantgarw.:
Reohorn, John. Machynlleth locomotive shed –1898.
80-6.
Based mainly of the unfortunate report into the locomotive affairs
prepared by Vincent Raven which led to William Aston, Locomotive Superintendent
of the Cambrian Railways, being dismissed, not through engineering inability,
but rather through a lack of financial control. The Report RAIL 92/141 describes
the locomotives allocated to Machynlleth and their workings.
See also letter from Peter Rance (page 320) on headlamp
codes, or lack of, on Cambrian Railways. See also
subsequent article in Volume 22 page 598 et seq...
Elgar, Graeme. Cherwell Valley signalling. 87-91.
Replacement of a a mixture of semaphore and traditional colour light
signalling on the railway between Leamington Spa and Aynho Junction, south
of Banbury to increase the capacity for both passenger and freight
trains.
Snow white. 92-3
Colour photo-feature: pictures (mainly Colour-Rail) taken in snow
(and other than last rather drained of colour): 8F 48327 onn freight in Peak
District of Derbyshire in February 1968 (D. Huntriss); apple green J72 No.
68723 as station pilot at Newcastle Central on 30 December 1961 (David Idle
non Colour-Rail); A2 60527 Sun Chariot passing Germiston Junction
on Glasgow to Dundee express in January 1963 (wonderful exhaust and photographer
should have had a lineside permit courtesy FLJ); Britannia 70028 Royal
Star (in original pre-Didcot condition) on up Red Dragon near
Hullavington in 1956.
Sparks, Andy. 1970s Lincoln. 94-5.
State of the City's railway services and facilities at that time when
both Central and St Mark's stations were still functioning (the former has
since closed). Notes the problem of level crossings, but fails to note the
paradigm Pelham Bridge (constructed to ease road congestion and on which
natural rubber bridge bearings were installed for the first time in
Britain).
Penney, Derek (phot.). An Englishman's 'Castles'.
96-8.
Colour photo-feature: No. 4074 Caldicot Castle ascending Hatton
Bank with Margate to Wolverhampton holiday express; No. 7004 Eastnor Castle
(double-chimney and four-row superheater) passing Lapworth with up express
in 1961: 4080 Powderham Castle passing Tilehurst station on up express
on 1 September 1962; No. 5009 Shrewsbury Castle climbing Hatton Bank
with football excursion in March 1962; No. 4095 Highclere Castle
approaching Tilehurst with Wolverhampton to Ramsgate train formed of Southern
Region green stock on 1 September 1962; No. 4079 Pendennis Castle
near Twyford on Ian Allan Rail Tour on 9 August 1965; and No. 5043 Earl
of Mount Edgcumbe near Stokesay in 1962, North & West Route.
See also letter from Peter Davis (page 320) on state
of Castle class locomotives illustrated at time of being photographed: only
Highclere Castle was in anythiong like original condition and Davis notes
the detail changes wrought on this and the other locomotives.
Rutherford, Michael. David Jones of the Highland Railway
and the writers: the forerunners of the 'Big Goods' 4-6-0. (Railway Reflections
No.128). 99-108.
The readable duo of Ellis and
Nock is subjected to hawk-eyed examination
by Rutherford, and the more thorough Brian
Reed's pithy monographs (notably No.
15 on the "Crewe" type and No. 17
on the Jones 4-6-0 and its cousins built for the New South Wales Government
Railways by Beyer Peacock in 1884 under the direction of
William Thow). are considered in their
stead to give a more realistic portrayal of David
Jones and his 4-6-0s. Illus.: No. 103 (yellow) at Slochd with two preserved
CR carriages on 30 August 1965 (David Idle); Inverness & Aberdeen Junction
Railway 2-4-0 No. 11 Stafford (Seafield class). See
also letters from Neil Sinclair (main importantance for stating Jones's
not very happy relationship with HR and a link between the HR and the NSWGR
via Sir John Fowler, consulatant to both railways) and from
Martin Johnson in April Issue page 253 (on Australian
connection, Allan valve gear, and the nature of railway authorship prior
to Maestro Rutherford). .
Chadwick, Arthur. Special trains to Durham Elvet.109-13.
Especially those run in association with the Miners' Gala day in July.
Includes timetables for trains run from Sunderland on 26 July 1947 when goods
and mineral traffic was suspended. The City had to cope with 250,000 visitors
and there were huge pedestrian jams on the approach to the racecourse where
the Gala was celebrated. Elvet station was also used for other events which
the main station could not cope with: in July 1930 No. 10000 was exhibited
at Elvet (photograph shows locomotive being visited with a remarkable collection
of 1930s people including boller hatted gentleman, presumably in charge)
and on 15 June 1939 V2 No. 4831 was named Durham School. Bertram Mills
Circus arrived in the City via Elvet station. Elvet station did not open
until 1893, but closed to regular passenger traffic in 1931; special traffic
lasted until 1953. Map. Illus by D.J. CVhadwick of activity in early 1950s.
Diesel and electric prototypes and demonstrators (captions by Michael
Rutherford).114-17.
Colour-Rail photo-feature: GT3 (gas turbin mechanical in Vulcan Foundry
yard in September 1963 (A. Wild); DP2 approaching Northchurch Tunnel with
up Manxman in July 1962 (J.P. Mullett); 10000 and 10001 (still in
black??) on down Royal Scot near Salterwath (Shap) in August 1958
(I. Davidson); D0280 Falcon approaching Hadley Wood with up Sheffield
Pullman in 1961; D0260 Lion outside Doncaster Works in October
1963 (D. Kerrison); D2999 four-coupled built by Beyer Peacock in 1958 outside
Stratford shed in 1966 (T. Sharp); D0280 Falcon at Swindon Works in
fresh standard dark green in April 1966 (J.B. Hall); Hawker Siddeley No.
HS4000 Kestrel at Crewe in 1968 (with original bogies) (M. Burnett); Hudswell
Clarke six-wheeled shunter No. 1119 in Canning Street North Yard, Birkenhead
in August 1967 (J.B. McCann); 25 kV electric locomotive No. E2001 (black)
at Didsbury in May 1960.
Mullay, A.J. The bleak midwinter: 60 years on. 118-21.
The period 23 January until early March 1947 was a period of exceptionally
cold and sunless weather when large areas of Britainn were covered in deep
snow. This greatly disrupted services with the exception of the Southern
electric. Disruption was especially severe in the West of England. The text
also mentions trouble in the East Riding of Yorkshire and in the Midlands.
The snow and ice disrupted the transport of coal and this led to power cuts
(dimly remembered by KPJ) and to mention of the oil-firing programme. The
illus. purport to show snow on the Settle & Carlisle line and at Barrass,
but the 0-6-0 stuck in the drifts at Ais Gill looks like a Highland Jumbo:
were the drifts elsewhere. Former CR 439 class 0-4-4T No. 15192 is shown
at Ilkley station in light snow for those parts (but this was not an attempt
to introduce Scottish engines to combat winter conditions) and WD Austerity
2-8-0 (LNER O7) No. 3152 fitted for oil burning.
Crosse, J. Passenger train motive power over the Mendips. 122-4.
Lack of suitable motive power in the 1950s led to the use of 4F 0-6-0s
on a large scale, the very reluctant use of the 7F 2-8-0s and the West Country
Pacifics. Appeals to the LMR for more Class 5s fell on deaf ears, until latterly
a few Standard Class 5s were employed. The shortage is illustrated by showing
how trains were worked on Saturdays 8 July and 5 August 1950 where 4F anf
7F class locomotives were substituted for Class 5s. The freight locomotives
were supposed to be limited to 45 mile/h, but this appears to have been
disregarded. Illus.: 2P 4-4-0 No. 40527 and 3F 0-6-0 43248 on Templecombe
shed on 15 May 1954 (J. Sutton); 7F No. 53809 at Templecombe with 07.32
Nottingham to Bournemouth on 25 August 1962; 3F 0-6-0 No. 43356 at Highbridge
on passenger train in October 1956; 4F 0-6-0s Nos. 44422 and 44558 and Caprotti
class 5 44748 on Bath shed; 2P 40569 pilot to West Country climbing through
Masbury; 4F 44559 approaching Radstock on local train from Bath. .
Readers' Forum. 125-6.
North of Newcastle. Bill Beavis.
See Volume 20 page 674
(top) for colour views taken at Newcastle Manors of Gresley
EMU which is clear enough to show the heat generated by arcing caused by
gapping (and of the bucket seats inside), and 674
bottom of the catenary for the Quayside Branch worked by electric locomotives
(train in picture was probably off Riverside branch).
Sharp's of Manchester. Mike Peascod.
Writer refers to November Issue (p. 690 et
seq) noting that Furness Railway never cancelled orders
for locomotives, but may have received some locomotives from Sharp's
stocks.
The bombing of Britain's railways. Keith R. Chester.
Largely a response to letters by Walter
Rothschild (page 765 of Volume 20) concerning naval bombardment in the
Adriatic during WW1 and its consequential effect upon the low capacity narrow
gauge railways into Bosnia-Hercegovina; and from
William Tollan (same Volume and page) on reason
for Jellicoe specials due to lack of suitable colliers (most being used on
short sea routes to supply France and Italy) and risk of submarine attack
on long sea journey: Chester was helped by serendipity of reading David
Stevenson's 1914-1918 at same time.
Express eight-coupled. Paul Ross.
See Eutherford Reflections in last Volume Issue
12 pp. 724-32:suggests that the coloured picture of Cock o' the
North was based upon a painting by Murray Secretan; also notes a similar
Secretan painting of LMS streamlined Coronation Pacific in blue,
presumably Barrie's Modern locomotives
of the L.M.S..
Express eight-coupled. L.A. Summers.
See Eutherford Reflections in last Volume Issue
12 pp. 724-32: suggests that the Gresley streamilining originated through
the shape of the Yarrow water-tube boiler on the W1; 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.
Express eight-coupled. Peter J. Rodgers.
See Eutherford Reflections in last Volume Issue
12 pp. 724-32 discusses how the costs of development of the W1 Hush Hush
locomotive were covered at Darlington Works..:
Southern gone west. Tim Edmonds. 126.
See Volume 20 page 742:
scene of T9 at Okehampton (page 743 upper): goods shed, not engine
shed as per caption.
Tunnels, electrics and economics. Neil Sinclair.
See feature by R.A.S. Hennessey in Volume 20
page 716 Harton Coal Company's electrified line at Low Staiths where
a tunnel was the primary influence: German equipment was used in
1908.
Railways and the British Empire Exhibition. N. Ridge
See page 52: concerning Metropolitan Railway's
involvement, both at Wembley Park (entirely owned and operated), and its
exhibit of Metropolitan-Vickers electric locomotive which subsequently ran
as Wembley 1925. See letter from Martin J. Smith
p. 254 alias 256 giving correct name of Wembley 1924. Red
white and blue railway tickets were issued..
Box of puzzles. David Andrews.
See article by Philip Atkins on Box Tunnel
in Vol. 20 page 740: possible effect of mirage-like refraction on shine
throughs.
The parcels office. John Macnab.
See Volume 20 page 156:
some shaggy dog stories of parcels: fresh coffins for the undertaker; pigeons
released at the incorrect station, and a dog being chased as a "lost
parcel".
Book reviews. 126.
The Taff Vale Railway. Volumes 2 & 3. John Hutton, Silver
Link. MJS ****
Volume 2 covers Rhondda Fawr, Rhondda Fach, Roath and Aberdare branches
as well as motive power.
Brunel - a pocket biography. L.T.C. Rolt. Sutton. DWM
**
emaciated edition produced originally for American market!
Seeing red on the Clacton line. John Spencer Gilks. rear
cover
Class 309 in maroon livery passing Thorington on 12 October 1963 in
late afternoon sunshine: note searchlight signal at red for traffic in other
direction and manual level crossing gates. See also
Editorial comment on page 515 (September 2006).
LSWR '0298' Class 2-4-0WT No.30585 shunts the Wenford Bridge
branch goods at Boscarne Junction on 5th May 1959. T.J. Edgington. Front
cover
See also same locomotive; same day; same working:
page 160 upper.
History in the making. Michael Blakemore. 131.
What kind of railway history do we want? Opening to
three-part series by A.J. Mullay (begins p. 164). The Editor sketched
early preservation with the involvement of the Science Musuem; then was diverted
to the current display at the NRM of the Flying Scotsman locomotive
and the lack of adequate text to accompany the exhibit. One hopes that between
Mullay and the Editor that adequate coverage of the history of railway
preservation will be provided..
The East Coast Route to Aberdeen. Michael Mensing (phot).132-3.
Colour photo-feature: A4 No. 60009 Union of South Africa on down St
Mungo descendin from Drumlithie towards Stonehaven on 11 July 1964; Cravens
two-car DMU arriving Aberdeen on 12.30 ex-Fraserburgh on 17 July 1964 (battery
electric unit in siding; NBL diesel electrc D6147 (note haze from exhaust
and tablet catcher) leaving Aberdeen for Forres on 12 July 1964; V2 No. 60822
on up freight above Boddin Point with North Sea glistening on 15 July 1964;
and V2 No. 60970 on late-running 09.25 Crewe to Aberdeen on 11 July 1964
(evening light captures valve gear and beneath the boiler):
Grayer, Jeffery. The times they are a-changin'.
134-8.
Notwork Rail has announced the cesssation of the printed version of
the national railway timetable: this feature is largely restricted to the
"regional" timetables produced by the Western Region in the period 1962-74.
Supplemented by letter from Alan de Bruton on page 320
which shows how timetable production was handled by British Railways prior
to 1962. Stephen G. Abbott (page 320) notes that when
the Western Region's intended annual timetable had to replace prematurely
in January 1965 it was possible to obtain a free replacement by returning
the cover off the old one..
Stewart, David. Station pilots. 139-41.
Passenger stations used to be provided with pilot locomotives to perform
a variety of shunting duties: notably vans attached to passenger trains to
convey parcels, horse boxes, mail, fish and newspapers, and shunt through
coaches, sleeping cars, refreshment cars, etc from one platform to another.
In some locations, notably London Liverpool Street, the locomotives were
kept spotless and enjoyed special liveries (Great Eastern blue at Liverpool
Street). The LNER had encouraged this practice at all its major stations.
At some locations the pilot also acted as a banker to assist trains away
from the platform: this practice was followed at Durham and at Peterborough.
The writer notes that at some key locations a pilot engine was kept ready
to assist or replace a failing locomotive. This latter category tended to
be a mixed traffic or express locomotive, wheras the pilot engines were often
0-6-0Ts, although other light passenger engines might also be employed. The
illustration show some of the variety: C12 No. 67380 at Peterborough North
in August 1957; J69 E8619 in polished apple green removing rubbish from Great
Eastern Hotel, Liverpool Street, on 24 August 1948 (Eric Bruton); Ivatt class
2 No. 46437 on banker road at foot of Miles Platting bank on 30 October 1960;
H16 acting as carriage pilot at Waterloo; J72 No. 8680 in apple green at
Newcastle Central in May 1947. The author ends by noting that tthe activity
has practically ceased not only in bus-railway Britain, but also in adjacent
Europe, although continues further East and on "preserved railways".
See also letter from Stephen G. Abbott (page 320) who
notes that pilot locomotives are still used at Dublin Connolly.
See also letter from Don Rowland (page 383) which tells
of E8619 doing a "Thunderbird" with two quint-arts (10 coaches) between Seven
Sisters and Enfield Town in 1949: he also relates the introduction of the
Red Notice system for informing passengers of delays. Another
letter by Joe Cassells (page 383) notes the rapid exit of pilot engines
from Queen's Quay and their prolonged existence at York Road in
Belfast..
White, Michael J. Underground link: the story of the
Whitechapel & Bow Railway. 142-7.
Jointly developed by the London, Tilbury & Southend Railway to
provide another entry in London as its terrmini were owned by the Great Eastern
Railway and by the Metropolitan District Railway to provide an eastern balance
to its services from the west of London. The railway was autorised on 6 April
1897, and opened on 2 June 1902. Not all stations were completed in time,
but there was a celebratory special run from Earl's Court on 31 May 1902,
followed by a banquet in the Abercorn Rooms of the GER. Originally the LTSR
had hoped to build a new City terminus, but the Metropolitan Railway objected
to this. The intermediate stations were: Stepney Green (illustrated, did
not open until 23 June), Mile End and Bow Road (not opened until 11 June).
The LTSR fitted several 4-4-2Ts with shorter chimneys and condensing gear.
District electric trains reached East Ham on 20 August 1905. The story of
the through Ealing to Southend service which ran between 1910 annd 1939
was told by the same author in Issue 14 (page
398). Prior to this regular service, an assembly of battleships off Southend
prompted the running of a special formed of LTSR stock from Ealing Broadway
to Southend and back using electric locomotives west of East Ham. In the
early days non-stopping trains were run over sections and ten car trains
were run. The LTSR owned a proportion of the multiple unit stock and for
a time applied its own green livery to the cars. From 12 September 1932 the
District service was extended to Upminster. The LPTB introduced trains between
Hammersmith & East Ham via King's Cross (this has become the Hammersmith
& City Line) and an experimental Uxbridge to Barking service was launched
in 1939, but this ended in 1941.The rollin stock formerly used on through
trains to Southend had an interesting War (WW2): Following a brief period
on the Melbourne Military Railway they were employed on the Shropshire &
Montgomery Railway conveying workers to Nesscliffe works..
Taking the 'Thames-Clyde' [Express]. 148-9.
Colour photo-feature: 46142 Queen's Westminster Rifleman with
headboard on Holbeck shed waiting for up-working on 23 September 1960 (Gavin
Morrison all except last) (see KPJ for observations on this train on his
wedding eve); A3 60082 Neil Gow with headboard taking water at Carlisle
on down train on 20 August 1960; Jubilee 45658 Keyes on up train passing
Engine Shed Junction on 17 September 1963; 46117 Welsh Guardsman on
up train near Ais Gill Summit on 13 May 1961, and 45658 Keyes on up
train near Kirkby Stephen on 30 June 1964. (Alan Tyson)
Nicholls, Arthur. R. Drummond's dinosaurs. 150-7.
Four-cylinder 4-6-0 designs for the LSWR introduced between 1905 and
1912: classes: F13, E14, G14, P14 and T14. Major dimensions tabulated.
Letter from Philip Atkins (page 320) notes that Drummond
was envisaging another four-cylinder 4-6-0 design, as well as an eight-coupled
freight engine at the time of his death and that Peter Drummond started work
on a four-cylinder 4-6-0 for the GSWR on the eve of WW1. .
On Shed at Old Oak. 158-9.
Colour photo-feature: first is interior; remainder outside: Nos. 6848
Toddington Grange; 8F 48412 and 5037 Monmouth Castle on 8 March
1964 (David Idle); Modified Hall 6990 Witherslack Hall (green) on
19 October 1963 (Geoff Rixon all remainder); 7010 Avondale Castle
with double chimney and very dirty in October 1963; 8420 (overall black contrasts
with copper-capped chimney) alongside coaling stage in October 1963;
6910 Gossington Hall (green and clean) in May 1963.;:
South by South West. 160-3.
Colour photo-feature: 0295 2-4-0T No 30585 takes water
in Pencarrow Woods on 5 May 1959 (T.J. Edgington) (see
also front cover); L11 No. 408 presumably ex-Works at Eastleigh in April
1938 (dark green livery, number on tender; M7 No. 254 (olive green) with
two very dark green ex-LSWR non-corridor coaches (with lavatories in one)
(note number on rear of bunker at Bournemouth Central in March 1938 (H.M.
Lane); H16 4-6-2T No. 516 (in same green as L11), ex-Works at Eastleigh in
April 1938 (note lined green cylinder covers); T9 No. 706 (Maunsell green)
at Bournemouth Central in 1936 (J. Kinnison/Colour-Rail); O2 W21
Sandown (BR lined black) near Smallbrook Junction with Ryde to Coews
train on 1 August 1964 (David Idle); K10 4-4-0 No. 138 (still with capuchon
on chimney in Maunsell green) at Bournemouth Central in 1936 (J.
Kinnison/Colour-Rail); 0415 4-4-2T No. 30584 (BR lined black) shunting at
Axminster on 11 July 1959 (R.C. Riley); ex BR 30096 (B4 0-4-0T) as Corrall
Queen at Dibbles Wharf, Southampton in August 1968 (A.C. Sterndale).
Further (mainly later) installment page
494...
Mullay, A.J. Railways for posterity: how the early years
of transport preservation triggered a national heritage movement. Part One.
164-9.
Mullay largely ignores certain elements in the development of railway
preservation prior to railway nationalization, but these are
lightly sketched in the Editorial which introduces these articles.
Nevertheless, Mullay does record the major initial contribution made by the
"serious-minded" North Eastern Railway which celebrated in a grand way the
fiftieth anniversary of the opening of the Stockton & Darlington Railway.
This was followed by the LNER in its even grander celebration of its Centenary
when the Duke and Duchess of York were present, followed by the opening of
the Railway Musuem in York in 1927. The author then turns towards the ponderings
and posturings of the megalithic British Transport Commission. It is noted
that Sir Cyril Hurcombe was aware of the need to conserve the former Companies
records. This part explores the involvement of L.T.C. Rolt in railway
preservation at a national level; it also includes proposals for museums
in a variety of locations, including Nine Elms, and discusses locomotive
preservation at length which appeared to lack an overall coherence, through
a variety of pressures, but dominated by the economics of space.
Author commented further on railway preservation
in letter in Vol. 22 page 253.. Part 2 in Number 6 page
346
Methven, Charles M. The tragedy at Partick. 170-2.
Accident on 10 September 1891 near Partick in Glasgow. Five permanent
way men working on a viaduct were run down by a passenger train running from
College to Balloch: The Inquiry into the fatal accident was conducted by
Major F.A. Marindin, R.E. The victims were John Jeffers, James Leonard, William
Campbell, Samuel Lynas and Malcolm McDonald. William Alexander McDonald of
Balloch was the unfortnate driver, although the failure of the platelayers
to ensure an adequate look-out and the failure of the North British Railway
to provide refuges on the viaduct were the primary causes of the accident.
Illus.: ex-Edinburgh & Glasgow Railway 0-4-2 No. 327 (locomotive involved);
Driver McDonald in about 1925. C15 enters Partick station with train for
Queen Street on 5 June 1948 and Glasgow electric trains in vicinity of
accident...
Hay, Peter. Preston Park Station: a brief history. 173-5.
Opened in early November 1869 and originally known as "Preston Station"
served the Tivoli Tea Gardens tto the north of Brighton on the LBSCR. "Ten
years later" station was enlarged and renamed Preston Park, but this preceded
the opening the park with that name. The enlargement was due to the opening
of the Cliftonville Spur providing direct access to the Brighton to Portsmouth
line frfom the London direction. Betweeen 1900, and perhaps earlier, until
1916 coaches were slipped at Preston Park to save time for passengers travelling
to Worthing and beyond. Motor trains (push & pull) ran morning short
workings to Brighton. Electrification and colour light signalling came in
1933: Illus.Victorian view of enlarged station; up express hauled by H1 Atlantic
No. 40 c1920; L1 No. 31789 (but still in malachite green) on Birkenhead to
Hastings through carriages in 1952; D class 4-4-0 No. 31737 (lined BR black
with GWR/Western Region TC for Birkenhead in 1954; LMS-type class 4 No. 42093
with long train of ex-GWR stock presumably in carmine & cream for
Birkenhead..
Somerset sightings. Steve Burdett (phot.). 176-7
Colour photo-feature: Yeovil Pen Mill on 30 March 1985 when route
between Taunton and Exeter was closed for re-signalling: HST on 08.27 Penzance
to Paddington crossing Class 50 hauled (50 037 Illustrious) on 10.27
Paddington to Paignton with DMU in siding waiting to operate 12.49 service
to Weymouth; 50 004 St Vincent on Waterloo to Exeter train leaving
Yeovil Junction on 14 June 1985; 45 071 passing Bridgwater with Newcastle
to Plymouth train on 10 March 1980; class 116 DMU calling at Frome on Weymouth
to Bristol service on 25 October 1973; and 50 035 Ark Royal at Clink
Road Junction at end of Frome cut-off on 21 July 1979 with up express.
Robinson, Tony. Chester to Whitchurch: a forgotten LNWR
byway. 178-81.
Opended on 1 October 1872: intended to maximize LNWR mileage on South
Wales to Birkenhead coal traffic. Passenger traffic lasted until 16 September
1957 and the last freight ran in January 1963. The physical characteristics
of the route are described. Note is made of plans to connect Holt (on the
Dee) and Farndon with either a railway towards Chester or a tramway to Broxton.
.There were stations at Tattenhall, Malpas and Broxton. Malpas is illustrated
by a view from a train on 27 August 1954,: Tattenhall is not illustrated.
Remaining illus. are of Broxton: 18 inch goods (Cauliflower) 0-6-0
No. 1717 on Drivers Cheese special for Bradford c1910; brass band formed
of school children outside the station in the 1920s; the prize-winning station
gardens; Stanier 2-6-4T No. 42594 on 13.56 for Chester on 18 May 1957; and
8F No. 48630 on demolition train on 16 July 1965. Letter
by Stephen G. Abbott (page 320) notes that line used in 1961 to test
experimental gas turbin loocomotive: GT3..
Atkins, Philip. Perthshire 'Des Res'. 182-4 .
Names of locomotives (mainly Scottish) associated with grand residences
in Perthshire: Highland Railway No. 73 Snaigow named after Snaigow House.
residence of W.H. Cox, last Chairman of HR; No. 74 Durn was mansion owned
by A.E. Pullar of Perth and HR director. Caledonian Railway 4-4-0 No. 721
Dunalastair was named after country seat of A.C. Bunten, Deputy Chairman.
4-6-0 Cardean was named after after another Deputy Chairman: Edward
Cox whose country residence was at Meigle. The CR locomotives are illustrated
by the locomotives in all their glory, but the houses are illustrated as
ruins. Writer unable to establish a link between the two Cox's.
Breadalbane is a name which graced CR 4-4-0 No. 779; three HR, and
several LNWR locomotives including a member of the Claughton class. GCR 4-6-0
No. 4 Gleanallmond was named after the Chairman's Perthshire estate (locomotive
and direction sign to are illustrated). William Whitelaw whose name was carried
by two locomotives had one of his residences, Huntingtower applied
to a HR 4-4-0 (No. 62) in the days when he was a director of that railway.
The illustrations end with the extant grandure of Blair Castle and gthe extinct
HR 4-6-0 No. 144 Blair Castle. Other topographical features in this
vast area were celebrated in Bens, Glens and Lochs, and disastrously on
Rivers.
Crossing the Line. John Spencer Gilks (phot.). 185.
Colour photo-feature: level crossings at Hartlebury on 28 July 1963
with single diesel railcar on a Shrewsbury to Worcester service; Whixley
(where notice instructed road user to ring bell to summon crossing keeper;
and Billinghurst with lifting barriers on 3 March 1995.:
Nisbet, Alistair, F. Absentee from the Airshow. 186 -8.
Visit to the Farnborough Airshow at the Royal Aircraft Establishment:
descibes visit made whilst a junior Civil Servant on 7 September 1964. Also
mentions RAE 0-4-0ST Invincible. Illustrations of trains
photographed at Farnborough station on that day: 34087 145 Squadron
on up 11.30 from Bourenmouth, Q1 0-6-0 No. 33004 hauling 4-SUB down to Eastleigh
Works; U 2-6-0 No. 31620 on down ballast empties; 73119 Elaine on
up slow restarting from station with down Warship D829 Magpie heading
for Exeter; 35005 Canadian Pacific races rowards Weymouth on 13.30
from Waterloo. Wonder if any aircarft were caught on his camera..
Readers' Forum. 189.
Pride and polish. Robert Darlaston.
See feature pages 6-14 on the Bristolian writer
notes a very fast run behind a replacement locomotive: 7904 Fountains
Hall on 15 September 1954 took over up train at Little Somerford. Also
corrects the information about Castle class with double chimneys: No. 7018
was the first (not 4090) and Nock recorded a time of 97 min. 8 sec. for the
up run on 9 August 1956 with this locomotive. Letter from
B.J. Hardiung (page 320) states that Keith Hill's orginal information
(page 6 et seq) was correct: 4090 was first Castle to be fitted with four-row
superheater and double chimney...
At the end of the day. Greg Heathcliffe
See feature beginning page 20: identifies errors
in fact (the Warship type contained three distinct type) and errors in
interpretation in the Author's description of the Western Region's diesel
hydraulics, especially the Western series. Agrees that electrification
necessary for main route, but questions viability on tidal section to
Plymouth...
Tunnels, electrics and economics. Brian Patton.
See R.A.S. Hennessey's feature in December
2006 Issue (page 716 et seq): adds 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.
Leek & Manifold Railway. Keith Chester.
See Shavian review of book by Robert Gratton on page
59: writer questions (1) Calthrop's innovative qualities,
but not his energy, and (2) doubts the need for narrow gauge railways in
Britain.
Jellicoe Specials. Dennis Lorriman
See letter from William Tollan on page
765 of previous Volume (and links therefrom): cites David
Lloyd George's WW1 memoirs to note that Britain suffered from a shortage
of shipping at the start of WW1, and the hazardous nature of shipments up
the West Coast of Britain. Royal Soverign class of battleships did not revert
to coal burning.
Workings between Inverness and Aberdeen. Peter
Braine. 190.
See feature beginning page 5 (Issue
1): Mulben route not fully exploited until 1954; the Cairnie
"exchange" platform; mileages measured from Keith Town; and the contortions
of up/down once the coast loop completed.
Book reviews. 190.
Dow's dictionary of railway quotations. Andrew Dow. Johns Hopkins
UP. GBS *****
Shavian comments: 3700 entries from 1500 speakers/writers: "authorative,
original and readable volume" still to be seen by KPJ who is waiting for
a copy to drift down from Spitzbergen.
Scottish Region: a history, 1948-1973.Aleander J. Mullay. Tempus. DS ****
This book fills a gap in the literature:
KPJ's views are epressed
elesewhere.
Banking on the coal traffic. Jim Carter. rear cover.
Class 5 73053 and 8F 48770 banking coal train from of Speakman's Siding
at Leigh at Jackson's Siding on cold early spring morning in 1964.: highly
atmospheric shot with dark smoke and steam all over the place, but not obscuring
locomotives (there was no scenery to obscure).
A3 60054 Prince of Wales (with German-type smoke
deflectors) approaching St Neots on up train. Alan Tyson. Front cover
On 31 May 1962: same train departing St Neots and other
passsing on same day see
Measure for measure. Michael Blakemore. 195.
Metrication: but unlike periodicals from the Duck Pond in Didcot
Backtrack is A4 metric
Saunders, Eric (phot.). Way out West [diesel locomotives in Cornwall].
196-7.
Colour photo-feature: 45 017 departing Penzance on 18.08 for Sheffield
on 25 July 1977; D1056 Western Sultan arriving Par with 08.00 Bristol
to Penzance on 19 August 1976; 47 076 City of Truro approaching Hayle
on 09.47 to Paddington on 17 August 1976; 25 225 passes Par with train of
clay hoods; class 50 at head of up Cornish Riviera passing Lostwithiel
on 28 July 1977.
Binks, Michael R. Permanent way — an art and a
science. 198-205.
Very brief examination of its history followed by a closer look at
each of the components:rails and their lengths, weights, bullhead and its
replacement by flat-bottom and their respective chairs and baseplates and
their elastic clips; rail joints 9notably via fishplates), insulated joints,
concrete sleepers and the need for elastomeric pads to provide electrical
insulation; continuous welded rail; accommodating thermal expanion; timber
versus concrete versus steel sleepers; ballast and the track foundation;
waste slag versus stone for ballast. See also letter
from Editor on page 320 concerning error relating to loose-heal switches
where loose-leaf was used instead, and to placing 46252 at Abingdon rather
than Abington. Letter from Keith Chester (page 383) asks
why did bullhead rail survive so long in Britain..
Nisbet, Alistair. I remember Merton Park. 206
-12.
A mixture of personal observations made whilst dodging healthy boyhood
sports and the history of a railway which wandered along the banks of the
River Wandle from Croydon to Wimbledon and is now a tram route. The original
railway opened on 20 October 1855, became part of the LBSCR and was mainly
single track. In 1868 a loop line from Tooting to Merton Park opened and
this formed a loop which would have enabled City to Wimbledon services to
perate without running round at Wimbledon, but railway politics inhibited
this and the Southern Railway closed the line to passenger services when
the original route was electrified from 3 March 1929. Sadly a picture of
the unusual former LBSCR overhead EMUs converted to third rail operation
is not included (see Alan A. Jackson). The article concentrates on activity
at Merton Park, including the residual freight to Merton Abbey, and the level
crossing where the road traffic was sufficiently large in 1927 for the Southern
Railway considering a link from the Wimbledon to Sutton line then under
construction to bypass the route into Wimbledon, but this was judged to be
too expensive. For a time the line was worked by two-car EMUs which had been
made surplus by de-electrification of the Tyneside suburban lines. The line
survived closure proposals made in 1951, and in 1971. The route is now part
of the Croydon Tramlink. AA table lists unusual events during the period
1955-1961 See also letter from P.M. Jones (page 383)
which gives the current state of the smartly restored Station House.
Patterson, Allan. Esholt Junction. 213-15.
Writer worked in this former Midland Railway signal box near Guisley
in 1975-76
Bennett, Alan. The Wye Valley: on and off the train. 216-20.
The beauties of Tintern Abbey and Symonds Yat as expounded by the
Great Western Railway, rather than by Wordsworth. The writer concentrates
upon the environment as portrayed in GWR publicity literature: seekers after
the railways which connected Ross-onWye via Monmouth to Chepstow will have
to look elsewhere. Beautifully presented covers and extracts from publicity
material such as Rambles in the Wye Valley by Hugh E. Page and a handbill
for a circular tour from Gloucester (for 5/0) and from Newport via several
routes and prices. Also coloured Great Western postcard views of Chepstow
and Tintern Abbey..
Ballantyne, Hugh and Tyson, Alan (phots.). East Coast
linesides. 221-3.
Colour photo-feature: A3 60111 Enterprise (double chimney,
no smoke deflectors) passing High Dyke signal box with up express on 16 September
1961 (HB); A3 60047 Donovan(double chimney, no smoke deflectors) at
Great Ponton with up express on 22 May 1961 (HB); 60061 Pretty Polly
(double chimney, wing-type deflectors) passing High Dyke signal box with
up express on 16 September 1961 (HB): remainder Alan Tyson (see
also front cover): A2/3 Edward Thompson on up local service
approaching St Neots on 31 May 1962; A3 60054 Prince of Wales (with
German-type smoke deflectors) awaits departure from St Neots on up
train; 70039 Sir Christopher Wren passing St Neots with up express
on 31 May 1962; A1 60119 Patrick Stirling on up express as previous;
92014 on short up coal train as previous.
A Taste of the Highlands. 224-6.
Colour photo-feature: Carrbridge with three class 5 4-6-0s: 44977
on double-headed southbound express which included carmine and cream
rolling stock and another class 5 on southbound freight in early 1950s (Gavin
Wilson); Pickersgill Class 72 4-4-0 No. 54493 departing Inverness with local
passenger train for Tain in April 1959 (W.P. de Beer); class 3 2-6-2T No.
40150, with boiler bereft of paint (stated to be by wind erosion) on station
pilot duty at Inverness in 1959 (W.P. de Beer); class 5 No. 44722 at Kyle
of Lochalsh with afternoonn train for Inverness in September 1957 (Skye behind
separated by unbridged Kyle, not loch as per caption) (I. Davidson);
CR 4-4-0 No. 54495 shunting former GSWR?
(see Editorial letter on page 320: CR) Pullman and
former HR Travelling Post Office at Helmsdale in June 1960 (R. Denison);
4-4-0 No. 54473 and CR Class 439 0-4-4TNo. 55178 at Forres shed in June 1957
(T.B. Owen); class 5s 44699 and 44704 (latter in ex-Works condition) head
southbound express at Carrbridge (leading coach in faded carmine &
cream).:
Mid-Wales Interlude. 227
Colour photo-feature (Colour-Rail): all of Ivatt class 2 2-6-0s: 46501
at Talyllyn Junction with 13.20 Brecon to Moat Lane in October 1962; 46507
near Pantydwr with southbound train in September 1962 and same train at Tylwch
Halt (first M. Smith; latter J.G. Dewing):
Hennessey, R.A.S. Railways, letters and London: railway
lettering and control freakery: a mildly revisionist line. 228-34.
This is an extremely interesting investigation into railway lettering
as expressed in signage, on locomotives (as in nameplates and numbering)
and rolling stock (ownership, function and identification), and even on chalk
notices. It has also flourished, and continues to flourish, in printed
documentation: handbills, notices, rule books, etc.; and this in turn influenced
signage, or vice versa. A very early (1836) railway handbill advertising
services on the London & Greenwich Railway showed that adventurous use
was made of typefaces to promote railway services. The emphatic use of Swindon
Egyptian, with its heavy serifs, dated back almost to the origin of the Great
Western Railway, and was used widely on locomotives and rolling stock but
not elsewhere. In 1923 the GWR adopted the Cheltenham typeface for its posters
and leaflets, and also used a modification, Winchester, in its posters. The
GWR publicity agent, W.H. Fraser, made adventurous use of typefaces in the
Company's publications. Grotesques (grots) were widely used in notices, both
printed and in station signage. The huge influence of Frank Pick on the
Underground Group and London Transport and his involvement with Edward Johnston,
a leading figure in calligraphy and lettering, led to Johnston Sans: this
dominated London's transport signage and continues to do so after a revision
in the 1980s. The famous bull's eye also designed by Johnston is one of the
world's best-known corporate images (KPJ: as a London-born child he could
not understand why provincial transport services were so poorly indicated:
even today bus signage in the village city of Norwich is weak and misleading,
and is not much better in Edinburgh). There is an excellent piece in this
text where it is shown how Eric Gill was greatly influenced by the names
painted on LBSCR locomotives and how this eventually led to the iconic Gill
Sans typeface which through the LNER's Advertising Manager, Cecil Dandridge,
brought the Company a stylish corporate identity. Hennessey considers that
its corporate application by British Railways led to boredom. Eventually,
Jock Kinneir's alphabet and its application with a far greater use of lower
case has characterized both the public image of railways and railways. The
inactivity of the LMS and the more adventurous Southern Railway are but briefly
mentioned, but space is given to the global influenec of Pick and Johnston,
and the author (whilst pointing an indicator in one worthy direction) notes
that railway printing is a subject which deserves greater
exploration. Quentin Phillips (letter page 320) indicates
that alphabet shown on page 233 is not the Rail Alphabet, but Jock Kinneir's
Motorway or Transport Alphabet; also notes that Helvitica was sometimes used
in Scotland, and that current signage is a total shambles.
See also Editorial correction (page 320) concerning
text missing from page 234.
Elton, Michael S. The Lambourn Valley Railway.
235-41.
This is not the first account of this struggling railway to appear
in this journal: an earlier account in Volume 7 page
209 et seq by Josephine Carter was somewhat lacking in precision..
Attempts to reach Lambourn had begun during the period that the Didcot, Newbury
& Southampton Railway was being conceived and an Act was obtained in
1875 for a 3ft gauge tramway to Lamborn, but this lapsed after only a small
amount of work had been completed.. An Act for the Lambourn Railway wass
obtained on 2 August 1883, but progress was extrtemely slow and it was only
through the application of the Light Railways Act of 1896 that Lambourn was
eventually reached.For long periods the works were left in an incomplete
state. Before the railway was acquired by the GWR the line was worked by
three locomotives obtained from Chapman and Furneaux: Aelfred, Eahlswith
and Eadweade. These are not illustrated for which reference to
Roberts, C. Lambourne Valley
Railway. Rly Mag., 1902, 11. 47-50, or possibly
two other works on the railway
should be made:. Chapman & Furneaux: Ealhswith is illustrated
in the Rly Mag. The present article does note the application of a
specially designed diesel railcar (GWR No. 18) to work the branch: it was
capable of hauling horseboxes or a trailer. The line did not close until
4 January 1960, although the section to Welford Park remained open until
1973 to serve an American Air Force base. This last is
mentioned in a letter from John Pearse on page 383 where a proposal to
reopen the line to Welford Park for US traffic from Avonmouth was smothered
in favour of a spur off the M4 into the airbase..
Rutherford, Michael. Some reflections on the narrow
gauge. Part 1.. (Railway Reflections No.129). 242-9.
This is not an overall history of narrow gauge railways, not even
those of mainland Britain, but rather a survey of how perceptions (both the
author's own personal) and the railway enthusiast press have changed during
the period since WW2. The influnce of the vision of the narrow gauge line
leaving Hoveton & Wroxham for somewhere seen within the past twenty four
hours by the precis writer may influnce this report (it should be noted that
the return journey over this line has been made only once in the past five
years). Like KPJ Michael Rutherford was introduced to "narrow gauge" through
the railway literature: Trains Illustrated, Railway World and Railway
Magazine. Indeed he acknowledges the great influence which C.J. Allen
and his writings had upon him, and he appears to regard his books as being
better than those by Nock. His first physical enconters were dangerous play
with a wagon at a local claypit near Coventry (ASBO granted rerospectively)
and an encounter with the Marine Lake Miniature Railway at Rhyl. Inter
alia Rutherford records changes in the enthusiast literature, noting
that he (like KPJ) failed to recognise how good Railway World became
for a time under Ian Allan management, once it had taken over the mantle
of Trains Illustrated material when Modern Railways emerged
(the lack of this material is a weakness in Steamindex). Also contemplates
the model railway literature and makes the somewhat dubious statement that
the model Madder Valley Railway created by John Aherne and the Talyllyn
Railway Preservation Society began at about the same time in a quest for
Paradise restored. Some of the illustrations are especially rich: former
Corris Railway 0-4-0ST as Talyllyn Railway No. 4 Edward Thomas at
Towyn Wharf in September 1958 (Colour-Rail); Snowdon Mountain Railway No.
8 Eryri (Swiss Locomotive & Machine, Winterthur, 1923) (W. Oliver
colour); Festiniog Simplex locomotive acquired in 1926 rebuilt with leading
truck in 1957 shunting at Boston Lodge in March 1967 (J.R. Besley colour);
2-4-0T No. 3 Rheidol on Vale of Rheidol Railway (locomotive ex-Plynlimon
& Hafan Tramway) in July 1922; Vale of Rheidol locomotive No. 1213 (formerly
No. 2 Prince of Wales) and a Swindon replacement No. 8 (Swindon Works
photo: caption notes that Walschaerts valve gear and cylinders based on Swindon
steam railcars/railmotors); Fairlie 0-4-4-0T Earl of Merioneth at Portmadoc
in May 1969 (J.R. Besley colour); Romney Hythe & Dymchurch Railway 4-6-2
No. 1 Green Goddess leaving Hythe on 1 May 1949 (T.J. Edgington);
Isle of Man Railway No. 12 Hutchinson at Port Erin in July 1956; RHDR
No. 8 Hurricane and No. 1 Green Goddess at Maddison's Camp
on 6 May 1949 (T.J. Edgington); Leek & Manifold Valley Light Railway
2--6-4T No. 2 J.B. Earle at Hulme End; Welshpool & Llanfair No.
822 The Earl at Welshpool on 2 July 1949 (T.J. Edgington); and same
locomotive passing between shops in Church Street on 22 September 1956 (T.J.
Edgington colour); Balwin 4-6-0T Hummy on Ashover Light Railway at
Ashover in 1931; Lynton & Barnstaple No. 762 Lyn and 760
Exe double-head train near Bratton Fleming in July 1925; UTA Beyer
Peacock two-cylinder compound No. 41 at Amoy with Ballcastle to Ballmoney
train on 26 June 1950 (T.J. Edgington); Corris Railway station at Machynlleth
on 27 July 1969 and Lynton station on 10 July 1964 (both T.J.
Edgington).; .
Joy, David. Settle-Carlisle revisited. 250-2.
Colour photo-feature with superb captions: Horton-in-Ribblesdale on
4 April 1965 with lingering snow and B1 61319 on down freight (Alan Tyson);
Selside signal box sign preserved in village (W.R. Mitchell); Salt Lake Cottages
near Ribblehead in February 1976 (David Jenkinson); Ribblehead Viaduct (R.L.
Greenhalgh); ventilation shaft for Blea Moor Tuunel (Alan Tyson); Dent Head
Viaduct (David Jenkinson); Garsdale water troughs on 21 September 1965 (Alan
Tyson).:
Readers' forum. 253
Railways on stage. Matthew Searle.
See feature on page 28 et seq: : argues that
original setting for Noel Coward's Still Life must have been "up north"
due to reference to coal mines (but KPJ suggests Somerseet or Kent
coalfields).
Murder most foul. Peter J. Rodgers.
See page 3 to mark end of printed
railway timetables in Britain: also notes on when
Bradshaw started and cites
Centenary of Bradshaw by Charles E. Lee (Ottley 7943).
David Jones and the Highland Railway. Neil
Sinclair.
See page 99 et seq: gives a link between
the HR and the NSWGR via Sir John Fowler, consulatant to both railways, notes
Jones's not very happy relationship with HR Board following his injury and
articles by J.F. Lefeaux in Model Railway News for January 1959 for
note on link between P6 and Jones Goods.
David Jones and the Highland Railway. Martin
Johnson.
See page 99 et seq: Australian connection
(cites Leon Oberg's Locomotives of Australia (1975)), Allan valve
gear, and the nature of railway authorship prior to Maestro Rutherford: argues
that Ellis, Nock and even Reed had to avoid upsetting their sources (KPJ:
Nock was especially obsequious). .
Railways and the British Empire Exhibition. Robert
Barker.
See page 52: the LNER provided motive
power (J62 No. 885; Y6 tram locomotives Nos. 0125 and 0129 from Wisbech between
December 1924 and May 1925, and Tyne Dock Y7 No. 986 after closure of the
Exhibition) to move exhibits to and from sidings in the Exhibition area.
Further information on exhibits by British locomotive manufacturers: emphasis
was placed on firms which had switched from armaments production: Beardmore
Prince of Wales; Armstrong Whitworth three-cylinder oil-burner for Buenos
Aires Great Southern Railway; Metropolitan Vickers electric locomotive for
South Africa, also some petrol locomotives. Excursions brought rolling stock
still in L&YR livery and one from Boots in Nottingham hauled by a
B12.
Railways and the British Empire Exhibition. D.
Chambers.
See page 52: the survival of exhibition
structures remained until relatively recently: the Wembley History Society
has attempted to preserve some.
Railways and the British Empire Exhibition. Martin J. Smith.
254.
See letter on page 126 from N.
Ridge and original feature page 52:
Metropolitan Railway exibits at exhibition and name of No. 15 was
Wembley 1924 (named 1927/8 following consideration of B.E.E.
1924)
Book Reviews. 254 (incorrectly numbered "256")
John Betjeman and the railways: a Centenary celebration 1906-2006.
Chris Green. RH *****
Sponsored by Transport for London on behalf of Parkinson's Disease
Society: yes it is the Chris Green
World's railways of the nineteenth century — a pictorial history
in Victorian engravings. Jim Harter. John Hopkins University Press.
DW *****
"I have no hesitation in recommending it as a worthy addition to any
collection": unlikely to be found in "centre of creative writing"
A few lines from Chesterfield. Cliff Woodhead. rear cover.
9F 92190 heads down mineral empties at Horn's Bridge on Midland main
line over GCR Chesterfield loop and under remains of Lancashire Derbyshire
& East Coast Railway viaduct (only Chesterfield's crooked spire appears
to be missing).
Isle of Man Railway 2-4-0Ts Nos.11 Hutchinson and 12 Maitland
double-head train. Derek Penney. front cover
Combined morning train from Douglas to Peel and Ramsey at Union Mills
during the summer of 1963; the train would divide at St. John's.
Auditory recollections. Jeffrey Wells. 261.
Guest Editorial: sounds of steam locomotives: whistling noise from
inside cylinders of Fowler 7F 0-8-0 No. 49666; frightening sound of A2 No.
60517 Ocean Swell when its safety valves lifted in York station; noisy
wheels, buffers and couplings, slamming of doors, and [KPJ] "This is
York"
On the threshold of the Dales. Michael Mensing (phot.). 262-4.
Colour photo-feature: Class 25/2 25 286 and 25 289 with empty Tilcon
stone hopper wagons at Skipton station as they prepare to leave for Rylstone
branch on 2 October 1975; 31 170 with loaded wagons leaving tunnel near Skipton
with train from Swinden Quarry on 8 July 1977; three class 114 and one class
101 DMU form 13.01 Ilkley to Leeds service on 24 April 1976 (weekend after
Easter); 31 268 on stone train in summer of 1976; class 105 DMU on single
track section of Colne remnant with train from Preston restaring from Chaffer's
Siding on 9 July 1977; 40 148 on train of liquid oxygen tankers passing Gisburn
signal box; class 105 DMU leaving Brierfield with 15.45 Colne to Preston
on 7 July 1977; 25 070 aproaching Settle Junction with ballast train on 5
July 1977.
Emblin, Robert. Logan and Hemingway: works methods,
equipment and administration. 265-70.
The activities of this major civil engineering contractor have featured
in several previous articles on the firm's involvement in the construction
of the Great Central London Extension (a three part series descibing the
Annersley to East Leake section began in Backtrack,
1998, 12, 424;
617 and 1999, 13,
186, and in the relationship between the contractor and the railway company
in Backtrack, 2003, 17, 95.. The
sub-title gives a precise description of the content. Activities covered
include the construction of bridges, culverts and viaducts, cuttings (where
drainage was highly important), embankments (where the method of tipping,
whether to the side or in front had an effect upon settlement) and where
the use of tip waggons required skill and could lead to the loss of limbs
and the preparation required to lay the permanent way prior to ballasting.
The firm used steam navvies, mainly of the Tower type on the contracts associated
with the Great Central and these required to be dismantled to move between
sites (the later Jubilee navvies were self-propelled). The monitoring of
work done and the preparation of payment also received attention. Logan &
Hemingway used a substantial number of locomotive steam cranes (mainly supplied
by Joseph Booth) and standardaized on Manning Wardle 0-6-0STs: about fifty
were acquired new, but a few secondhand locomotives were also purchased.
The locomotives were well maintained and kept in sheds. Each locomotive had
a crew of four: driver, fireman, cleaner and roperunner. The livery was identical
to that of the MSLR: a rich green. Ilus.: Tower steam navvy working at site
of Nottingham Victoria; Sherwood Rise Tunnel; Bulwell Viaduct; Newstead Abbey
Drive signal box (built of stone); Annesley Road Bridge; East Leake cutting.
See also long and informative letter from Jim Featherstone
on page 447 on the involvement of railways in civil engineering operations,
especially on side versus end tipping and addition information on steam
navvies..
Wells, Jeffrey. Mirfield. 271-80.
Mirfield is situated on the Manchester & Leeds Railway and was
reached in 1840. In 1865/66 the Lancashire & Yorkshire Railway constructed
a new station to meet the needs of the connecting services to Huddersfield
and to Bradford via Cleckheaton. This station justified an overall roof and
bay platforms to serve its various connections, an engine shed. Traffic on
this section was so great that an innovative form of speed signalling was
introduced by the LMS. Illus.: 45593 Kolhapur on parcels train on
19 September 1966 (colour: Gavin Morrison); Hughes 0-8-0 decorated with assorted
people including small girl on running plate (had anybody been CRV checked?);
2P 4-4-0 40552 on 9.05 Manchester to Normanton service on 21 Ap[ril 1954;
Battyeford station; map; B1 61123 on Wakefield to Blackpool train in July
1966 (colour David A. Hill); Class 124 Trans-Pennine DMU on 3 May 1980
(colour: Gavin Morrison); WD 90708 with freight 0n 10 June 1960 (Gavin Morrison);
station on 4 June 1967 (still with overall roof); speed signalling; 45234
annd 92165 on Stanlow to Hunslet oil train on 16 June 1967 (Gavin Morrison);
47 536 on Trans-Pennine express on 3 July 1982 (colour: Gavin Morrison);
Fowler/Stanier 2-6-4T 42412 on three coach train on 21 April 1954 (H.C.
Casserley); speed signalling and goods shed on 4 June 1964; Mirfield No.
1 signal box; 40 124 with Newcastle to Blackpool train on 2 July 1982 (Gavin
Morrison).Dennis Lorrimer (letter page 447) accuses
author of shoddy thinking by attributing this material to Huddersfield rather
than its superb worsted; also Red Doles rather than "Red Holes", information
on Barclay 0-4-0ST with boxed-in motion used at Huddersfield Gas Works, and
"bunking" the engine shed..
Skelsey, Geoffrey. Manx August: a last visit to the
Isle of Man Railway [in August 1964]. 281-9.
The heyday for railways on the Isle of Man was the first half of the
twentieth century. The last new lcomotive was acquired in 1926, and the last
hauled coaches in 1923. In August 1939 there were 28 departures from Douglas:
14 southwards and 14 westward. The traffic day was long: the first train
left Ramsey at 06.45 and the last arrival there was not until 22.24. There
were about 700,000 annual passenger journeys. From the 1950s visitor numbers
declined: 540,000 in 1956 to 440,000 in 1963 and this caused a decline in
railway traffic and the eventual closure of most of the system. The article
is illustrated with colour pictures by Derek Penney and by the Author, and
with a few black & white illus. by the latter. All locomotives and the
pair of former County Donegal Railway railcars are in red livery. Illus.
(in colour unless noted otherwise): G.H. Wood leaving Douglas withj
17.25 to Port Erin on 20 August 1964 (GS); 5 Mona on clifftop at Gob
y Deigan with train for Ramsey in May 1963 (DP); b&w: Kirk Michael short
working on 2 September 1960 (GS); 5 Mona at Peel with 12.10 for St.
John's (GS); pair of former County Donegal railcars at St John's in May 1963
(DP); 8 Fenella at Peel station in 1963 (DP); 13 Kissock and
1 Sutherland at Douglas in May 1963 (DP); tramcar No. 20 of Manx Electric
Railway at Dhoon in August 1964 (GS); 14 Thornhill entering St John's
in July 1977 (DP); 6 Peverill with train for Ramsey leaving St John's
with Peel train in rear in 1959; 12 Hutchinson crossing Glen Mooar
Viaduct with Ramsey train (DP); black & white saloon F31 (fitted with
throw-over tramcar type seating) (GS);; b&w Douglas station on 5 August
1965; 16 Mannin near Santon with Port Erin train in July 1957 (DP);
b&w: two railcars at Kirk Michael on 27 August 1964 (GS).
The LNER L1 tanks. 290-1.
Colour photo-feature: 67762 running light engine between Marylebone
and Neasden through West Hampsread in 1955 (Bruce Chapman); 67704 crosses
swing bridge at Oulton Broad with two carmine & cream corridor coaches
in May 1958 (E. Alger); 67795 with two quad arts passing under semaphore
signal gantry at Hornsey (with gasholders behind which caption states were
at New Barnet! see Editori's confession: he blames
Colour-Rail); 67754 at Staithes station on 3 May 1958 (the final day
of service) with 16.34 Scarboroough to Middlebrough (I. Davidson); 67785
near Brookman's Park with 12.55 Hitchin to King's Cross in February 1959
(T.B. Owen); 67745 at Amersham with Marlebone to Aylesbury train in August
1958 (Ray Oakley). See also letter from Adrian Vicary
on p. 60 of Vol. 27.
Great Central glimpses. Tommy Tomalin (phot.). 292-4
Colour photo-feature: Aylesbury Town station with 2-6-2T No. 41284
on local to Princes Risborough on 16 October 1960; Claydon L&NE Junction
with freight leaving Oxford to Bletchley line to join Great Central; 45267
taking water at Brackley with 17.15 Nottingham Victoria to Marylebone on
3 August 1966; 73010 leaving Aylesbury with 16.34 Marylebone to Nottingham
on 25 April 1964; 48010 passing Ashendon Junction with coal train; 45190
with 16.38 Marylebone to Nottingham near Brackley on 10 May 1966; Finmere
station on 2 March 1963; and 45267 at Brackley on 17.15 Nottingham Victoria
to Marylebone on 3 August 1966. Robert Emblin (page 509)
argues that the ten stop Nottingham to Marylebone services demanded high
speeds between the stops, and notes that a Nottingham to Rugby service lasted
until May 1969..
Ludlam, A.J. The Horncastle & Woodhall Junction
Railway. 295-301.
The Horncastle Canal opened in 1802. Sir Henry Dymoke, a former chairman
of the canal company, was eager to promote a railway, and an Act for a line
was eventually obtained on 10 July 1854 to link Horncastle with the GNR line
from Boston to Lincoln. Construction was commendably rapid and the 7 mile
28 chain single track railway opened on 17 August 1855. The Horncastle &
Kirkstead Junction Railway remained financially successful and independent
until the 1923 Grouping. The canal closed in 1889. The local MP, Sir Archibald
Weigall was eager to promote Woodhall Spa, and this encouraged the provision
of through coaches ona morning train to King's Cross and a return working
in the afternoon, attached on the 15.00 express for Cromer, or on the 16.00
train for Skegness and East Lincolnshire. Users of this service included
Queen Alexandra and her daughter Princess Helena Victoria. The Spa prospered
between 1880 and 1914. The C12 class 4-4-2Ts were associated with the line,
but latterly GCR types: J11, N5 and A5 were employed. The rolling stock tended
to consist of an articulated vehicle converetd from GNR steam railcars
(railmotors) (illustrated). Closure of passenger services was announced in
July 1952, but Richard Chatterton, Clerk to Horncastle District Council fought
the closure, but passenger services ended on 11 September 1954 and freight
ceased on 5 April 1971. Illus.: A5 69804 at Woodhall Junction on 10 July
1954; Horncastle station plan 1906; Woodhall Spa station in 1954; Woodhall
Junction station in 1970; J11 4286 at Horncastle; J11 4284 at Horncastle
on 10 June 1947 (W.A. Camwell); Horncastle station exterior on 10 July 1954;
Woodhall Spa station exterior in 1907; N5 69275 at Horncasstle on 14 March
1952; consignemnt of Albion & Deering farm binders on GNR flat wagons
at Horncastle. See also letter from Robert Emblin (page
509) who corrects "Bonovallum" to Bonavallum which has no known modern
equivalent, but was seized upon by William Stukeley to give Horncastle some
gravitas...
Reohorn, John. Twilight of the Dogs: development and
use of the Great Western mixed traffic 4-4-0s. 302-10.
The title introduces yet another soubriquet for the Dukedog, Earl
or more correctly 90XX or 32XX class which emerged from Swindon in 1936 and
consisted of Duke boilers married to Bulldog double-frames. K.J. Cooke is
honoured with this major innovation. A table lists the locomotives which
were melded in this way. The article also outlines the development of the
two types of GWR 5ft 8in 4-4-0s which featured double-frames: the Duke class
and the Camel/Bird/Bulldog class on which Churchward developed his boiler
from domeless Belpaire through to coned B4 standard. The use of both the
Duke class and the 90XX on the Cambrian lines is also considered. Colour
illus: 9018 leading 2251 No. 2268 leaving Barmouth with express for Pwllheli
in August 1958 (P.H. Wells); 9017 at Welshpool in 1956 (P.B. Whitehouse);
9018 as pilot to 6330 leaving Barmouth in 1958 (P.H. Wells). Black &
white: Duke 3272 Amyas in original condition; Duke 3286 Meteor
with Belpaire boiler near Southcote Junction with train for Basingstoke on
8 July 1932; Bulldog 3340 Marazion (domeless parallel Belpaire boiler)
calls at Brent with 16.10 Newton Abbot to Plymouth on 23 July 1910 (Ken Nunn);
3409 Queensland with superheated D3 boiler; 3265 Tre, Pol and Pen
as rebuilt with Bulldog frames and prototype; Duke 3271 Eddystone
at Welshpool on 6 April 1926 (viewed from above boiler has a remarkably French
look) (Ken Nunn); 9002 passing Buttington Junction withh down express on
29 February 1952; 9003 with down express near Aberdovey on 15 August 1953
(Eric S. Russell).
Rutherford, Michael. Some reflections on the narrow
gauge. Part 2. (Railway Reflections No.130). 311-18.
Considers the concept of gauge and illustrates how early railways
were constructed to a vaiety of gauges. The notion of narrow gauge emerged
with that of the Brunel broad gauge, but following the Gauge Act of 1846
the term "standard gauge" became established everywhere beyond Didcot. Narrow
gauges per se emerged at Coalbrookdale (3ft) in 1803 and at Penydarren (4ft
2in) in 1804. A table lists gauges in use in Britain within the 1801 to 1841
period. Other factors included the development of light locomotives (2-2-0T)
and railcars by William Bridges Adams and legisaltion; notably the Railways
Construction Facilities Act of 1864; the Regulation of Railways Act of 1868
(under which the Southwold Railway was constructed) and the Tramways Act
of 1870. The demands of the slate industry led to the 2ft gauge Penrhyn Railway
of 1801 and the 3ft 6in Nantlle Railway incorporated on 20 May 1825. Large
locomotives can operate on small gauges as is illustrated by the powerful
10¼ gauge Garratt which climbs into the Norfolk mountains between Wells
& Walsingham. Huge locomotives were built in Britain for the metre and
3ft 6in gauges for export. Illuus.: Oliver & Co. 0-4-0ST Dowie
(108/1893), metre gauge, at Crich Quarry owned by Clay Cross Co. in August
1943 (colour: J.M. Jarvis); Tralee & Dingle 2-6-0T No. 3T on Agrina branch
of Cavan & Leitrim Railway in 1959 (colour: B. Hilton); horse on 3ft
6in Nantlle Railway alongside 4F No. 44445 (T.J. Edgington); 3ft gauge Ravenglass
& Eskdale Railway Nab Gill at Eskdale Green c1900; 15in gauge
R&ER 0-8-2 River Irt at Dalegarth; Corris Railway No. 4 crossing
River Dovey with freight train; scarlet County Donegal Railway 4-6-4T No.
11 Erne at Strabane in May 1957 (colour: J.G. Dewing); dark geen
Londonderry & Lough Swilly Railway 4-8-4T No. 5 at Pennyburn (Derry)
in May 1950 (colour: W.H.G. Boot); Kitson 0-4-2WT (T235/1888) Blarney
of Cork & Muskerry Light Railway; Hunslet 2-6-2T (901/1906)
Russell on Welsh Highland Railway at Beddgelert; E759 Yeo (Manning
Wardle 2-6-2T WN 1361/1897) of Lynton & Barnstaple section of Southern
Railway; Vale of Rheidol 2-6-2T as British Railways with corporate logo
Owain Glydwr inside locomotive shed at Aberystwyth; 2ft 6in Bowaters
Ltd 0-4-2ST Melior (Kerr Stuart 4219/1924); Ashover Light Railway Baldwin
4-6-0T (colour: name not visible) on train of ballast c1950; Corris
Railway 0-4-2ST at Machynlleth on passenger train in 1924; Festiniog
Railway 0-4-0ST Welsh Pony at Blaenau Ffestiniog on 3 June 1932 (H.C.
Casserley); Fairlie 0-4-4-0T Merddin Emrys at Minfordd on 31 August
1926 (H.C. Casserley). Next part see page 358..
See also letter from W.T. Scott (page 509) which amplifies
the information on the Swilly 4-8-4T which notes that they were moved from
the Burtonport Extension to the Buncrana line in 1914 to work the heavy naval
traffic during WW1 which included taking girls from Londonderry down the
lines to entertain sailors. Also notes the pride which Hudswell Clarke had
in these large locomotives which weighed nearly 60 tons. Also notes
that the CDJR 4-6-4T at Strabane weighed 45 tons and could haul 445 tons
on the level and 175 tons over Barnesmore Bank (the mixed gauge turntable
visible was for turning wagons, not locomotives)
Going to see the Ships. 319
Colour photo-feature: two coloured handbills from the David V. Beeken
Collection. The upper illustrration is a Southern Railway promotion of Navy
Week 1933 with events at Portsmouth, Chatham and Plymouth, and LNER overnight
excursion from Selby and York to Glasgow for the launch of the Queen Mary
(advertised as Cunarder 534) on 26 September 1934. The excursion included
a dining car serving breakfast (including porridge), lunch and dinner, and
was routed outward over the Forth Bridge. The highly informative handbill
gave details of special SMT buses from Glasgow to a grandstand at Inchinnon
where costly seats could be reserved.
Readers' Forum. 320
A taste of the Highlands (and other hair shirts).
Editor.
See colour-photo feature on page 226
where reference is made to "former GSWR" Pullman car at
Helmsdale (it should have been "former CR") and further mea culpa in
article on permanent way on page 198 where "loose-heal
switches" were called "loose-leaf switches" (leaves on the Editorial line?)
and 46252 was at Abingdon rather than Abington; also notes part of text in
article by R.A.S. Hennessey on page 228 is missing from
page 234.
Railways, letters and London. Quentin Phillips,
See article by R.A.S. Hennessey on page 228
(and response herein): the illustration (page 233) does
not show Jock Kinneir's Rail Alphabet, but his Motorway (or Transport) Alphabet.
In Scotland Helvita was sometimes used instead: letter writer highly critical
of current signage.
The Times they are a' changin' Alan de
Burton.
See article on page 134 by Jeffery
Gayer on Western Region public timetables: during WW2
all railway timetables, with the exception of the GWR had been printed by
Henry Blacklock in Bradshaw format. The GWR timetable was printed by Wyman
& Sons. Following Nationalisation the Western Region followed the Brdshaw
format, but the Scottish Region used Thomas Murray, a Glasgow printer. In
1950 the London Midland Region adopted a larger page size and switched to
McCorquodale, and the North Eastern Region followed the format, but used
Tinlings as printer. In 1955 the remaining Regions and Bradshaw adopted the
larger format. For a time the Southern Region adopted an offprint of the
ABC Rail Guide for its timetables.
Timetables, pilots and Chester-Whitchurch. Stephen
G. Abbott.
See article by Jeffery Gayer on Western Region public
timetables on page 134: when the Western Region's intended
annual timetable had to replace prematurely in January 1965 it was possible
to obtain a free replacement by returning the cover off the old one.
Alkso refers to article on page 139 on pilot
locomotives: it is noted that small locomotives are still being used
at Dublin Connolly. Finally, it is noted that the Chester
to Whitchurch line (article page 178) was used for trrials of GT3.
Drummond's dynosaurs. Philip Atkins.
See article by Arthur R. Nicholls on page 150 et
seq: notes that Drummond was envisaging another four-cylinder 4-6-0
design, as well as an eight-coupled freight engine at the time of his death
and that Peter Drummond started work on a four-cylinder 4-6-0 for the GSWR
on the eve of WW1. .
An Englishman's 'Castles'. Peter Davis.
See colour photo-feature on page 96: writer noted
state of Castle class locomotives illustrated at time of being photographed:
only Highclere Castle was in anythiong like original condition and Davis
notes the detail changes wrought on this and the other
locomotives.
Pride and polish. B.J. Harding.
See letter from Robert Darlaston on page 189:
states that Keith Hill's orginal information (page 6 et seq)
was correct: 4090 was first Castle to be fitted with four-row superheater
and double chimney.page. And yet again from Robert Darlaston
on page 383 where the claims of 7018 are reiterated yet
again.
Machynlleth loco shed in 1898. Peter Rance.
Headlamp usage on Cambrian Railways: see feature by
John Reohorn on page 80: Cambrian Railways' locomotives did use at least
one headlamp, but there is a question as to what type of codes were
used.
Gloucestershire requiem [last train at Tetbury on 5 Apriil 1964]. J.S. Gilks.
rear cover.
Gloucestershire Railway Society with push & pull (auto coaches)
on Sunday following railbus service withdrawal. View down ramp towards
stastion.
Number 6 (June 2007)
Issue No. 194
On the climb out of Sheffield LMS 'Patriot' 4-6-0 No.45519 Lady Godiva passes Dore & Totley South Junction with a Sheffield- Gloucester train in May 1959. Derek Penney. front cover
A threat to research. Alistair F. Nisbet. 325.
The threat to the British Library's Newspaper
Collection at Colindale: reproduced separately. See
also expensive suggestion from Terry McCarthy page 512. This latter led
to further correspondence in the October Issue from Peter
Tatlow, Anthony James, John Helm and Ray Vickers.
Home Counties North. David Idle (phot.). 326-8.
Colour photo-feature of the West Coast Main Line in Hertfordshire
and Bedfordshire during 1963 when elctrification was taking place: Class
5 44862 on down freight passing Watford Junction on 22 June; 8F 48492 on
up freight passing under overhead gantries at Cheddington on 29 July; 8F
48171 on down freight at Linslade Tunnel on 26 August; D5075 on up 06.59
commuter train from Northampton at Linslade Tunnel on 26 August; 75038 on
up parcels train at Watford Junction on 22 June; 8F 48665 on up freight passing
Tring onn 29 July; 73038 on 07.49 ex-Northampton on Bushey troughs on 23
November.
Miles, Keith. Willesden freight. 329-34.
Activity at Willesden Marshalling Yard mainly as perceived by the
author in 1950 when he served in the London (Western) District Control Room
and was acting as an Improver at Willesden mpd. Includes observations on
shunting locomotive activity in the Yard as observed by the Author and through
a report in the Willesden Chronicle of 21 January 1938, and from More tales
of old railwaymen by Tom Quinn 2002. D.S. Barrie's Euston to Crewe companion
(1947) is also mentioned. Train workings to and from the Yard are
tabulated. (Editorial correction page 447: wrong
sort of Crew not Crewe). See also letter from Bob Hines
on pages 509/512 which includes memories from schooldays spent in the
Willesden area which date back to 1930s and WW2 period: these took place
at the point where the North Circular Road intersected the railway
complex: memories included the Coronation Scot, the mail pick-up by the Night
Mail and the sounds of shunting at night including expletives over the loud
hailer system and the wheeze of LNWR 0-8-0s.
A touch of the Bahamas in Bury. Ray Farrell (phot.). 335,
Jubilee 5596 Bahamas was bought by the Stockport (Bahamas)
Locomotive Society in August 1967 and was overhauled by the Hunslet Engine
Co. in Leeds in March 1968 and painted in LMS red. These black & white
photographs show the locomotive in steam at Bury on Sunday 16 June 1968,
in transit under its own steam between Bury and Dinting passing Bury Bolton
Street station on 15 November 1968 (two pictures).
Thrower, David. Southern gone West: the Callington branch.
Part One. 336-44.
The line originated as the narrow gauge (3ft 6in) East Cornwall Mineral
Railway which linked the mining area of Kelly Bray near Callington to Calstock
where an inclined plane provided access to the Quay on the Tamar. This opened
on 8 May 1872. In part this mineral line incorparated part of the incomplete
Tamar, Kit Hill & Callington Railway which emerged in the 1860s. As part
of the LSWR westward advance the Plymouth Devonport & South West Junction
Railway was authorised to extend the LSWR frfom Lidford (Lydford) where it
had to be content to use the GWR Launceston branch for access to Plymouth
on a new line via Tavistock and Beer (Bere) Alston to Devonport and thencce
onto the GWR at Plymouth. This was authorised in 1883 and opened in June
1890. The East Cornwall Mineral Railway had hoped to make contact with the
PDSWJR/LSWR at Bere Alston or Tavistock: originally a narrow gauge extension
was envisaged, but the Bere Alston & Callington Light Railway Order led
to a standard gauge line opened on 2 March 1908. The Viaduct across the Tamar
at Calstock was an interesting structure and its construction from concrete
blocks is described in Archive Issue No. 2 pp 35-54. This part
describes the line between Calstock and Callington which wass sharply graded
with stopping places at Luckett (originally Stoke Climsland), Seven Stones
Halt (opened 1910 to serve the Phoenix Pleasure Ground, but closed by 1917,
Latchley, Chilsworthy and Gunnislake. There had been a steam-powered wagon
hoist at Calstock to raise and lower wagons to and from the Quay, but this
ceased to function after 1934 (H.C. Casserley photo. taken 14 June 1926).
The original narrow gauge line operated to outside cylinder 0-4-0STs supplied
by Neilson in 1877. These had 3ft coupled wheels and a 5ft wheelbase. No.
2 ws converted into an 0-4-2ST and regauged. It was fitted with vacuum brakes
and served as station pilot at Callington. The main motive was provided three
Hawthorn Leslie locomotives: the three PDSWJR locomotives: 0-6-0T 30756 A.S.
Harris and two powerful, and heavy, 0-6-2Ts 30757 Earl of Mount
Edgcumbe and 30758 Lord St Levan. Part 2 begins
on page 408. .
Class 47s Stratford style. G.R. Mortimer (phot.). 345.
Colour photo-feature: to celebrate HM The Queen's Silver Jubilee in
1977 Stratford Works applied large Union Flags to the side of the blue-painted
type 47s and painted the roofs silver. Letter from Dennis
Byron page 512 notes that the headboard with flags (top) used Woolworth's
plastic shopping bags.:
Mullay, A.J. Railways for posterity. Part Two. The canal
factor and early railway 'pioneers'. 346-50.
Part 1 started on page 164: influence
of Tom Rolt and his beautifully written
Landscape with canals and Narrow boat. The Inland Waterways
Association and its evolution under Rolt and Robert Aickman, and its battles
with Sir Cyril Hurcomb of the BTC. Subsequently, Tom Rolt turned his
gifts towards the failing Talyllyn Railway and this led to the formation
of the Talyllyn Railway Preservation Society where Rolt's engineering training
at Kerr Stuart would find a rich outlet. Having laboured through the delightful
backwaters of canal preservation Mullay finds a little space to introduce
the railway preservation mania, a piece written by Kevin McNaught in the
Railway Magazine for April 1951 which he clearly regards as seminal,
the National Federation of Preservation Groups formed in 1959, and to keep
us firmly on the rails (but wildly out of chronological sequence, the "saving"
of the Ravenglass & Eskdale Railway (which is highly unusual in carrying
genuine passengers). Mentioned almost in passing are the preservation of
the Cutty Sark in 1922; the preservation of Stroudley's
Gladstone by the Stephenson Locomotive Society in May 1927, and the
formation of organizations to save the Festiniog, Bluebell and Middleton
Railways. See also letter on page 447 from D.J. Mitchell,
Managing Director of the Talyllyn Railway Company (of 1865) who rebukes
Mullay for implying that this venerable railway is operated by "a new company".
Part 3 page 599. .
The D40 4-4-0s of the Great North of Scotland Railway. 351-3.
Colour photo-feature (all by J.B. McCann, except where noted otherwise):
No. 62266 at Elgin in May 1956; 62271 at Craigellachie in April 1956; 62275
Sir David Stewart on 14.55 Craigellachie to Boat of Garten in November
1953; 62262 near Grantown on freight in August 1954 (E.J. Russell); 62262
at Craigellachie with freight (P.B. Whitehouse); 62274 Benachie at
Craigellachie in April 1954; and preserved No. 49 Gordon Highlander
at Leith Central on 19 April 1965 (David Idle).
South of Sheffield. Derek Penney (phot). 354-5.
Colour photo-feature: all photographed in May 1959 with one exception
of trains climbing the 1 in 100 gradient to Bradway Tunnel in the glorious
sunshine of the May in that year: the exception Patriot 45519 Lady
Godiva on shed at Millhouses wiith the red-backed nameplate of Jubilee
45621 Northern Rhodesia seen behind. The others: Class 5 No. 44851
on express for Bristol and West of England (carmine & cream rolling stock);
Jubilee 45660 Rooke on express formed mainly of LMS stock for Bristol;
rebuilt Scot 46133 The Green Howards on express for St Pancras. .
In a brown study on the Brighton. 356-7
Colour feature of Locomotive Publishing Co. postcards showing LBSCR
locomotives in ochre (golden yellow, first two) and remainder in umber: Stroudley
0-4-2 No. 175 Hayling, Robert Billinton E5 0-6-2T No. 584
Lordington; Marsh Atlantic No. 41 at Victoria having arrived at night
with glamorous Southern Belle Pullman; H2 Atlantic No. 422
departing Victoria under the 6,700 (AC not DC as per caption:
Editor confesses on page 447) overhead wires with
Southern Belle, E5X 0-6-2T No. 570 and H1 Atlantic No. 39 La
France as painted and decorated for hauling the French President M.
Poincaré in June 1913.
Rutherford, Michael. Some reflections on the narrow
gauge. Part 3. (Railway Reflections No.131). 358-66.
Previous part began on page 311:
Begins with some Continental pioneers, notably Gustav Joseph de Ridder who
constructed a metre gauge line from Antwerp to Ghent which reached Saint-Nicholas
on 3 November 1844. He also designed the locomotives: outside-frame 2-2-2STs.
One was exhibited at the Great Exhibition and Payes de Waes (built
by Postula at the Renaud Works in Brussels in 1842 is preserved in the Belgian
national railway musuem. Another pioneer narrow gauge (1106mm) line connected
Lambach with Gmunden and was engineered by Franz Anton Ritter von Gerstner,
but was horse-worked until 1854-6 when
Johann Zeh designed locomotives
were introduced. The Duke of Bridgewater was eager to improve his wetlands
known as Chat Moss and engaged William Roscoe and later Robert Stannard to
build drainage channels using simple narrow gauge railways to assist with
thi task: thus there were railways of a sort on Chat Moss long before George
Stephenson set his sites on constructing a railway across it..
Isaac Watt Boulton rebuilt a four-coupled
tank engine from standard gauge to two foot gauge for the Cross, Gidlow &
Swanling Colliery in Wigan. In June 1862 an 0-4-0WT constructed by
Hawthorn's of Leith was tried
on the 2ft 8in gauge line at Levenseat Ironworks. This was named Mountaineer
and was built to a patent design of S.D. Davidson. Next Rutherford examined
the work to equip the Festiniog Railway with motive power and the involvement
of Charles Easton Spooner, but
much of this had been covered earlier by Wilson in
Backtrack (1998, 12, 298). Early
attempts at articulation were associated with the Semmering Trials
in an attempt to find motive power capable of hauling realistic loads up
long gradients of 1 in 40. there were two eight-coupled and two bogie locomotives
The Wiener Neustadt manufactured by Günther and he Seraing
(Cokerill) which anticipated the Fairlie design. Notes the involvement of
Charles Menzies Holland, as a
consultatnt, in the Fairlie design. The Péchod-Bourdon 60cm gauge
locomotives. were used on military railways during WW1. Richard Hartmann's
involvement is also noted. Lastly, the Kitson-Meyer design is examined. This
was developed at Kitson's with the assistance of Samuel Joseph Lucas for
the South American (Chilea, Peru and Bolivia) sodium nitrate industry based
upon guano. Two Britsih engineers were involved: John Thomas North (1842-1896)
who became the eventual owner of the Nitrate Railways and Robert Stirling
who was CME of the Anglo-Chilean Nitrate & Railway Co. and was
responsible for instigating the Kitson-Meyer project..
See also letter from John Stretton on page 509
who notes that the modern Welsh Highland Railway does not make use of the
trackbed of the Nantlle Railway, but that of the former LNWR/LMS Caernafon
to Afonwen line as far as Dinas..
1,500V DC. Brian Magilton (phot.). 367
Colour photo-feature: all on former Woodhead route, but at the Manchester
Piccadilly end: EM1 No. 26000 arriving from Sheffield in August 1969; No.
R27000 Electra at Guide Bridge in May 1967 and EMU arriving at Guide
Bridge also in May 1967: all in Brunswick green (but EMU in very dark
shade).
Grayer, Jeffery. Packets [English Channel crossing] and peas [P class
0-6-0Ts]. 368-9.
Use of P class shunting locomotives on quayside at Shoreham (Kingston
Wharf): S.C. Townroe col. illus. of 31556 alongside Melissa M on Kingston
Wharf in June 1957..
King, John. Rails in the air. 370-6.
LMS involvement in Railway Air Services Ltd in the establishment of
flights between London (Croydon Airport) and Glasgow (Renfrew Airport) and
to Belfast and the Isle of Man (the last with the involvement of the Isle
of Man Steam Packet Co. Also notes the attempted involvement of the Scottish
Motor Traction Co. and Western SMT with its go-getting General Manager John
Sword. Glorious pictures of De Havilland bi-planes, including Dragons and
Rapides. Competition for the Royal Mail traffic.
Gilks, David. Redmile for Belvoir. [GN & LNWR Joint
Railway]. 377-82.
Railway ran from near Market Harborough via Melton Mowbray towards
Nottingham in East Leicestershire, a thinly populated area noted for hunting,
cheese making, and ironstone mining. Access (for the LNWR) was provided to
both Nottingham and Leicester via GNR lines. The train services disappeared
like a Cheshire cat's grin: see letter from Stephen G.
Abbott on page 509 who relates how the John O' Gaunt to Leicester workmen's
train was once formed of goods brake van, and how the final East Norton and
Hallaton to Melton Mowbray on 18 May 1957 ran on to Tilton and was hauled
by 4F 44064 and special tickets were issued. The Leicester to Skegness and
Mablethorpe trains called ast Humberstone, Thurnby & Scraptoft and Melton
Mowbray North. Following the closure of Belgrave Road, they ran from Leicester
Central in 1963 and 1964, thence from Leicester London Road using a new spur
at Netherfield Junction. Illus.: GNR E2 class 2-4-0 No. 701 at Leicester
Belgrave Road; Hallaton station with LNWR train approaching c1900;
LNER B17 4-6-0 No. 2832 Belvoir Castle at Leicester
Belgrave Road (see also letter from Horace Gamble on
page 573 who states that date was 1936 (either March or 3 May) and that
visit was associated with Post Office exhibition train: Redmile station in
1949; J6 No. 64212 waits at Melton Mowbray on 19.04 to Leicester Belgrave
Road on 24 May 1949; 8F 48360 on trainload of iron ore from Waltham-on-the-Wold
at Scalford station on 4 Apriil 1959 (J.S. Gilks, also illus. with B1 class
4-6-0s); B1 61390 passing remains of Lowesby station with Mablethorpe to
Leicester train on 27 August 1960; B1 61231 passing remains of Long Clawson
& Hose station with train for Skegness on 27 August 1960; Thurnby &
Scraptoft station in 1952; B1 61141 at Melton Mowbray with train for Skegness
on 18 July 1959; John O' Gaunt station in 1953; Leicester Belgrave Road exterior
on 7 November 1964 (T.J. Edginton); .
Readers' Forum. 383
Station pilots. Don Rowland.
See feature on page 139: tells of E8619 (station
pilot at Liverpool Street) doing a "Thunderbird" with two quint-arts (10
coaches) between Seven Sisters and Enfield Town in 1949: he also relates
the introduction of the Red Notice system for informing passengers of delays
and disruptions .
Station pilots. Joe Cassells.
See feature on page 139: tells of the species and
its gradual extinction in Belfast initially at Queen's Quay where he closure
of the main line and dieselisation of the Bangor branch in 1953 obviated
the need for pilots. Great Victoria Street, northern home of the GNR (I)
did employ shunting locomotives (0-6-4Ts) of the RT class to work opver the
Belfast Central Railway to Donegall Quay, but at York Road, home of the NCC,
pilot duties included testing the hydraulic buffers. A variety of locomotives
were used including the SLNCR 0-6-4Ts ordered in 1948, the two 3F 0-6-0Ts
(Jinties) converted to the broader gauge, and latterly a WT 2-6-4T (the last
steam duty in Ireland), and finally a single unit DMU power car. Includes
notes on some of the modern fascilities at York Road: track circuiting in
1912 and elelectric signalling in 1927.
Merton Park. P.M. Jones
See feature by Alistair Nisbet on page 206: writer
reports the current state of the smartly restored Station House.
The Lambourn Valley Railway. John Pearse.
See article on page 235 where the US airbase at
Welford Park is mentioned: writer notes a proposal to reopen the line to
Welford Park for US traffic from Avonmouth, but this was smothered in favour
of a spur off the M4 into the airbase..
Permanent way. Keith Chester.
See feature on Permanent way on page 198: why did
bullhead rail survive so long in Britain..
Double-chimney 'Castles'. Robert Darlaston
See earlier correspondence from same writer on page
189, from B.J. Harding (page 320) and the
original article on page 6. The RCTS Locomotives of the
GWR also receives some criticism. It would all seem to indicate that
by 1956 the Western Region had a modern locomotive in the shape of No. 7018:
high superheat/double chimney, but still with a copper cap.
Book reviews. 384
Paddington Station: its history and
architecture. Steven Brindle. English Heritage. MB ***
A very worthy production but, badly let down by the absurdly small
size of the typeface which made it not just difficult to read but actually
quite straining on the eyes.
Lost Railways of North & East Yorkshire. Gordon Suggitt.
Countryside Books. MB ***
Thirteen chapters examine defined areas from 'Around Skipton' in the
west to Holderness and the Hull & Barnsley in the east. Included are
oddities such as the Nidd Valley, Easingwold and Catterick Military Railways
or the never-used viaduct at Tadcaster. Not all the routes 'lost' are meandering
byways: the once important Leeds Northern main line from Harrogate to Ripon
and Northallerton, until the 1960s was traversed by Pullman and
Newcastle-Liverpool expresses. A handy guide for explorers of old
railways.
Visionary Pragmatist: Sir Vincent Raven. Andrew
Everett. Tempus. RH ***
Review reproduced on Raven
page
The Transcaucasian Railway and the Royal Engineers. Roger
Hennessey. Trackside Publications. NF ***
Recounts the part played by the Royal Engineers in repairing and operating
the Trancaucasian Railway (running between the Black Sea and the Caspian
Sea, around modern Tiblisi) between 1918 and 1920. It also covers the
construction of the line and its associated narrow and standard gauge feeder
lines between 1866 and 1883. The text is informative but unfortunately the
proof-reading leaves a little to be desired, the occasional sentence lacking
a verb. The book is well provided with good quality photographs, many from
Russian sources, but a significant number from Bournemouth Railway Club's
Kelland Collection. During the Russian Revolution and Civil War Lt Col. L.B.
Billinton, formerly Locomotive Engineer of the LBSCR, was sent to report
on the Russian rail system, being captured by the Bolsheviks in the
process.
Steaming in three centuries - the story of the 101
Class locomotives of the Great Southern and Western Railway. Irwin
Price and Leslie McAllister. Irish Railway Record Society (London Area).
DWM *****
Beautifully produced and very comprehensive book developed from an
earlier, 1966, publication then produced to celebrate the mere centenary
of the 101 Class. Through the story of the development of one particular
locomotive type the links between the railways of Ireland and mainland Britain
are cleverly drawn, from the 1860s right up to the present day. The book
is lavishly illustrated in both colour and black and white.
Essex outlander. Brian Sullivan. rear cover
Central Line Epping to Ongar shuttle at Blake Hall
Number 7 (July 2007)
Issue No. 195
BR Class 3 2-6-0 No. 77015 crosses the Glenbuck Loch causeway
with a Lanark-Muirkirk local in March 1961 on a Caledonian branch which closed
in 1964. (Derek Cross/Colour Rail BR SC89). front cover
Another view of Glenbuck Loch in feature beginning
p. 122 in Volume 22
What the papers say. Michael Blakemore. 389.
Editorial: KPJ has an old 45rpm record where the station announcer
in her best mid-1950s regal style proclaims "This is York": it sometimes
sticks. the York Post extracts, extracts of 1906. may be interesting,
may be interesting.....
40 years on. Klaus Marx (phot.). 390-1
Colour photo-feature to mark the fortieth anniversary of the demise
of steam traction on the South West Section of the Southern Region on 8 July
1967: rebuilt West Country 34037 backing onto 18.20 Waterloo to Southampton
Docks boat train; train departing Waterloo as viewed from high rise block
of flats known as Canterbury House (at that time London had few high-rise
office blocks); rebuilt Merchant Navy 35028 arriving with Channel Islands
boat train passing Clapham Common; empty stock from this train being brought
out to Clapham Yard hauled by 41319; and on 1 April 1967 80154 on short train
of vans on Waterloo to Basingstoke working (note brake van at front of
train).
Hill, Keith. A daring experiment Warship classes of diesel-hydraulic
locomotives on Western Region].392-401.
States that H.H. Phillips, a "dyed in the wool Great Western man"
Assistant General Manager of the Western Region under Grand was the driving
force behind the diesel hydraulic venture which he considered would lead
to lower running and maintenance costs. The initial five locomotives were
constructed by the failing North British Locomotive Co. and had the A-1-A-A-1-A
wheel arrangement: these were known as the D600 class. Two of the locomotives
had MAN engines, the other three had engines manufactured by NBL. Voith
transmission systems were fitted. The more successful D800 class lacked the
complex bogie arrangement and were B-B. They were based on the Krauss-Maffei
V200 design and were fitted with two Maybach engines and Maybach-Mekydro
transmission systems. Hill considers that they performed well. Latterly they
were employed on Exeter to Waterloo services. Most were withdrawn from service
by 1972.
Flann, John L. The early railways: their promotion, creation, cost
and benefit. 402-6.
The characteristics of those who promoted railways are briefly examined,
and this is followed by the formation of a provisional committee, the appointment
or officers and directors, and the preparation of a prospectus based on a
preliminary survey, and estimates of traffic. Seeking Parliamentary approval
required a fuller survey. Plans had to conform to a scale of 3inches per
mile and every owner, leaseholder or occupier of the land along the intendedf
route had to be listed. The Bill had to be introduced to the House of Commons,
normally by a Member with an interest in the line, the Bil then went before
a Select Committee, and this (if successful) would then go forward to first
and second readings in the House where opponents had the opportunity to reject
or amend the Bill. It the was then sent to the House of Lords where further
costly changes could be made. Parliamentary counsel cost £300 per day
or more. Solicitors, engineers and printers also charged for services which
might not lead to a successful passage for a Bill. Royal Assent came in July
or August. Once Parliamentary had been granted then a full survey would be
conducted and the land had to be acquired and this could involve expensive
arbitration before a jury. Statistics of the costs per mile of several railways
are given both in terms of Parliamentary costs (over £5000 for the London
& Birmingham) and for land purchase (over £6000 per mile for both
the London & Birmingham and Great Western).
Rugby Cement. R.C. Riley (phot.) and John Scholes (extented captiion). 407.
Colour photo-feature: two photogrphs taken on 16 May 1966: Manning
Wardle 0-6-0ST (WN 2047/1926).
Thrower, David. Southern gone West: the Callington branch.
Part Two. 408-14.
Continued from page 336 et seq.: passenger
train services were very limited: at the end of the Plymouth Devonport &
South West Junction Railway period there were only four services in each
direction per day. During WW2 the line was used heavily by evacuees from
Plymouth bombing and some trains had to be double-headed, but in 1947 there
were still only four trains in each direction, and some of these ran as mixed
trains. The line beyond Gunnislake to Callington closed on 5 November 1966
when the route between Bere Alston and Okehampton also closed (leaving the
"strategic" city of Plymouth with a tidal railway service). Closure of the
residual service to Gunnislake has remained on the agenda ever since, although
the runt now enjoys the best service possible on a residual basic railway.
Motive power is discussed: it began with the three PDSWJR locomotives: 0-6-0T
30756 A.S. Harris, which latterly did not work on the line, and the
two powerful 0-6-2Ts 30757 Earl of Mount Edgcumbe and 30758 Lord
St Levan (both illustrated in b&w photographs by T.J. Edgington (former
at Eastleigh on 17 May 1953) and latter inn Plymouth Friary shed on 21 May
1952). The O2 class dominated traffic for a long time (although the T1 0-4-4Ts
were also used). Ivatt Class 2 2-6-2Ts formed the final steam motive power.
The author considers that the Class 101 was the most suitable form of DMU,
the Class 141 Pacers were a disaster. Gate stock (former LSWR steam railcars)
were used on the trains for many years. See also letter
from Brian Janes on page 701 which considers the use of former Royal
vehicles of 1844 and 1851 on the line (and the eventual demise of these
vehicles).
Vectis Summers. 415-17.
Colour photo-feature:all Isle of Wght trains hauled by O2 class 0-4-4-Ts:
35 Freshwater on Ryde to Ventnor just past Smallbrook Junction in July 1963
(D.M.C. Hepburne-Scott); 20 Shanklin taking water at Newport on 5 August
1964 (Alan Tyson); 28 Ashey derailed at Shanklin with fire engine
replenishing water to locomotive in August 1962 (A.E. Bennett); Nos. 28
Ashey and 24 Calbourne at platform ends facing tunnel entrance
at Ventnor on 5 August 1964 (Alan Tyson); No. 28 Ashey passing No.
14 Fishbourne at Brading in June 1965 (A.J. Reeve); No. 30 Shorwell taking
water at Ventnor in May 1957 (S.C. Townroe); and No. 28 Ashey on Ryde
Pier on 19.25 to Ventnor on 30 July 1964 (David Idle): all Colour Rail except
Tyson and Idle transparencies)..
Another serving of Lancashire Hotpot[ch]. 418-21.
Colour photo-feature (end of steam type): 8F 48502 light engine passing
Eccles Junction signal box on 22 June 1965 (Alan Tyson); Class 5 45315 picking
up water on Brock troughs near Garstang on northbound freight on 7 May 1966
(Alan Tyson); 8F 48730 on trip freight leaving Preston by East Lancashire
route on 1 August 1968 (Brian Magilton); Jubilee 45698 Mars at Manchester
Victoria on railtour to Whitby on 6 March 1966 (Alan Tyson); 70054 leaving
Preston with Euston to Carlisle express on 12 March 1966 (Brian Magilton);
class 5 No. 45246 departing Bolton Trinity Street over diamond
crossings on Creative Tourist Agnecies Conference (CTAC) special train for
Scotland in June 1965 (Brian Magilton) see also letter
from John Macnab (page 573) on CTAC workings; 8F No. 48476 and Standard
class 5 73069 approach Oldham Werneth on 1 in 44 gradient with End of Steam
railtour on 4 August 1968 (Brian Magilton); class 5 No. 44902 on down parcels
at Preston on 4 August 1967 (Bruce Oliver); class 5 No. 45001 heading south
down WCML with 17.45 Windermere to Blackpool expresson 4 August 1967 (Bruce
Oliver); Stanier 2-6-4T No. 42465 arriving Chassen Road with train for Wigan
Central on 24 October 1964 (Alan Tyson) and class 5 No. 44860 on relief express
for Newcastle passing Droylsden Station Junction with Pennines in blue background
in May 1966 (Brian Magilton).
Walker, Chris. The one that got away: the Midland &
South Western Junction Railway. 422-7.
Includes how the Midland Railway backed railway failed to become a
part of the LMS at the 1923 Grouping. The railway began as the Swindon
Marlborough & Andover Railway for which a Bill was obtained in 1873 and
the line opened in 1883. The Swindon & Cheltenham Railway was authorised
in1881 and reached Cirencester, but progress north was hindered by lack of
finance: Andoversford was eventually reached in 1891. There were problems
with operating over the GWR into Cheltenham, but eventually agreement was
reached and the GWR doubled the shared stretch. In 1899 created an alliance
and finance for improvements to be introduced. Sam Fay became the General
Manager and Secretary with the encouragement of the LSWR. Early LMS maps
showed the line to be a part of its Group, but the GWR fought for it to be
included within its structure (togther with the Neath & Brecon Railway
which had also worked closely with the Midland Railway: in this case the
LMS was left with an incomplete route into Swansea from Hereford. Illus:
MSWJR No. 7 (NBL 4-4-0) at Charlton Kings on 17 September 1923;
MR No. 1126A at Cheltenham in 1895 (see also letter
Brian Lacey on page 573); MR 0-6-0 No. 1439 in "original
condition" passing MSWJR carriages at Cheltenham in about 1905 (see
letter from Bob Essery who lists the various modifications
to lamp holders and opther deviations); NBL 4-4-0 No. 8 leaving Marlborough
station heading south on 17 April 1914 (Ken Nunn); unidentified Beyer Peacock
0-6-0 on South Express in down platform at Cheltenham probably during WW1;
unidentified 4-4-0 at Cheltenham station; No. 7 with long train at Andover
(Ken Nunn); MR 0-6-0 No. 3678 on 17.30 Cheltenham to Andover Town train formed
of LSWR stock in 1917 (A.B. MacLeod); 45509 Derbyshire Yeomanry prepares
to leave down Cheltenham Lansdown platform whilst aunsell 2-6-0 No. 31620
arrives from Andover Town on 4 August 1957. . See also
letter on page 573: from Mike Barnsley on the train services and additional
halts provided by the GWR.
The BR Standard 2-6-0s. 428-9.
Colour photo-feature: 78020 leaving Hucknall on 17.11 all stations
Nottingham Midland to Worksop in August 1963 (M. Smith); 76035 clanking through
West Hampstead Midland in May 1963 (J.G. Dewing); 77001 on pick-up goods
passing Wortley Junction on 15 September 1963 (Gavin Morrison); 76007 at
Winchfield with 13.01 Salisbury to Waterloo on 25 July 1964 (David Idle),
and 78045 leaving Banff for Tillynaught in 1962 (Colour-Rail).
Wray, Tom. Liverpool Exchange. 430-6.
The Bolton, Wigan and Liverpool Railway and the Liverpool, Ormskirk
& Preston Railway both came into being in 1845/6. The former was extended
to meet the Manchester & Leeds Railway (and became part of the Lancashire
& Yorkshire Railway), whilst the latter became part of the East Lancashire
Railway. A temporary terminus for these railways was opened on 1 August 1849
at Love Lane, Great Harwood Street, Borough Gaol or Old Hall Street: four
names one station. An extension Tithebarn Street opened in 1850 and this
also provided a terminus for the Liverpool, Crosby & Southport Railway.
But this was only a stage as a new station known as Exchange was opened in
stages in 1886/8. The new works incorporated an hotel which featured electric
lighting and central heating. Electrification of the services to Southport,
Ormskirk, and much later to Kirkby are mentioned. There is brief mention
of bombing during WW2; the Beeching proposals which remained largely
unimplemented and the replacement of Exchange by Moorfields on a new cross-City
route on 29 April 1977, See also letter on page 573 from
J.C. Hughes who adds further information about the division of Borough
Gaol and Tithebarn Street stations, the influence of john Pearson (alderman
of Liverpool and director of L&YR), and further extensions planned in
1914..
Rutherford, Michael. Some reflections on the narrow
gauge. Part 4. (Railway Reflections No.132). 437-46.
Previous part began on page 358: locomotive design
for the narrow gauge notably by the Sentinel
Waggon (incorrect Wagon in article) Works. This includes accounts of
the performance of Sentinel-Cammell railcars in the Peruvian Andes via Brian
Fawcett's Railways of the Andes and of the use of oil-fired locomotives
on the Egyptian Delta Light Railways and on the 2ft 6in Barsi Light Railway
in India: this latter.forms an introduction to a consideration of
Everard Calthrop's ideas which
were manifested in the Barsi Light Railway in India. . Calthrop's locomotives
were supplied by Kitson's and the rolling stock by Leeds Forge. Brief mention
is made of the Leek & Manifold Railway which exploited Calthrop's ideas
and 2-6-4Ts supplied by Kitson. Articulated locomotives, notably of the the
Beyer-Garratt type are then considered. This includes a biography of
Herbert William Garratt and the nurturing
of his ideas by Beyer Peacock and the involvement of
Samuel Jackson and
A.E. Kyffin. There is an interesting
point that Dearberg's J. Instn Loco
Engrs paper No. 43 on Garratt locomotives was originally requested
from Garratt by G.F. Burtt. Finally, the work of
Livio Dante Porta is considered and
its expression in extremely powerful 2-10-2 locomotives for the 750 mm Rio
Turbio Railway in Southern Patagonia in Argentina. This part includes the
references cited in the previous parts..
Signalling Spotlight: Great Western signal boxes of the 1920s and 1930s.
I.S. Beckey (phot.) and Richard D. Foster (notes). 446.
Colour photo-feature: Exminster constructed 1924 and later extended
(Type 28) (photographed 28 May 1984); Tiverton Junction opened 1932 (Type
11) (photographed 3 July 1983) and Penzance constructed 1938 (Type 12 design)
(photographed 4 May 1991).:
Readers' Forum. 447.
The ABC of Gasworks – and electric power and Willesden.
Editor
Corriegenda: on page 290 L1 was not passing gasworks
at New Barnet as stated in Colour Rail catalogue, but gasworks at Hornsey
or Wood Green; LBSCR electrification was AC not DC (page
357); and wrong sort of Crewe in Table 2 in feature on Willesden
(p. 329 et seq)
Logan and Hemingway. Jim Featherstone
Long and informative letter in response to article
by Robert Emblin on page 265 et seq which in part questions some of the
statements made therein (notably on the issue of side versus end tipping
in civil engineering works) and ampflifies the information on cicil engineering
works at the time of the Great Central Extension, including innovations wrought
during the construction of the Severn Tunnel and the Manchester Ship Canal,
notably by D. Connery acting for T.A. Walker, Contractor. Also includes
information on Ruston Dunbat steam navvies.
Mirfield. Dennis Lorriman
See article by Jeffrey Wells (p. 271) who was guilt
of attributing shoddy to Huddersfield noted for its superb worsted. Also
Red Doles rather than "Red Holes" for the link between the uncompleted Midland
new line and the LNWR. The Andrew Barclay 0-4-0ST with moxed-in motion used
to move coal trucks into Huddersfield Corporation Gas Works and "bunking"
Mirfield shed for which writer is condemned to an eternal diet of Steam
World.
Railways for posterity. D.J. Mitchell
The Talyllyn Railway still operates today as the original 1865 company,
and not as implied by Mullay in article beginning page 346
by "a new company".
Book reviews. 448
Robert Stephenson: railway engineer. John
Addyman and Victoria Haworth. North Eastern Railway Association. MR
*****
"really essential reading and reference for any student of railway
history"
Locomotives of the LMS: the Jubilee 4-6-0's.
Ray Townsin. RCTS. MB *****
"highly recommended", although the greengrocer's apostrophe is rightly
condemned"
Railways around Saltney — a pictorial record. John Dixon
and Geoff Pickard. second Author. AJR ****
very well received: "forgotten corner of the Great
Western"
Rails across the Border. Alexander J. Mullay. Tempus.
DS. *****
Too well received: see KPJ's
strictures on Mullay page
Lost railways of Staffordshire. Countryside Books. TJE
*
condemned for its errors
Tarrying at Taunton. Paul Strong. rear cover
43XX No. 7326 waits in bay platform: caption notes that had been No.
9304 until 1958.
Number 8 (August 2007)
Issue No. 196
GWR '57XX' 0-6-0PT No.4666 takes water at Exmouth station
on 7th March 1965. (David Idle). front cover
See Editorial grovel on page 639 (caption hereat
stated "1966")
Taking the 'Waverley'. 454-5.
Colour photo-feature: class 5 45334 assisting rebuilt Scot No. 46113
Cameronian on down train leaving Leeds City on 20 August 1960 (Gavin
Morrison); A3 No. 60086 Gainsborough on down Thames-Clyde Express
at Leeds City on 14 March 1961 (Gavin Morrison); 60093 Coronach
entering Carlisle with up Waverley in September 1959 (Malcolm Thompson);
60072 Sunstar with down train near Hellifield on 29 June 1961 (Gavin
Morrison); 70053 Moray Firth at Hellifield with up train in March
1962.
Helm, John W.E. The bombing of Britain's railways: a
War diary. round two: 1939-1945. 456-63.
Begins with a definition of "strategic bombing", and the initial
limitations placed upon it by both Britain and Germany, and the structure
of air forces in Britain and the other combatant countries (the independence
of the Royal Air Force contrasted with that of other countries where air
forces formed part of the army or navy, or both). WW2 is classified into
several periods: the Phoney War ended on 10 May 1940 with Germany overrunning
the Low Countries; this was followed by the Battle of Britain and the Blitz
on London; with the bombing of Coventry in November 1940 and the extension
of bombing to Merseyside and Clydeside. On 22 June 1941 Germany invaded Russia
and bombing over Britain was restricted to sporadic attacks. From 13 June
1944 Germany launched its flying bombs and form 8 September 1944 launched
rocket attacks: most of these missiles landed in London and South East England.
The ordnance ranged from heavy landmines to small anti-personnel devices.
There were also incendary devices. Using Railway Executive Committee statistics
the effect of the boming is analysed in terms of year, company (GWR, LMS,
LNER, SR and LPTB) and in terms of damage and delays, casualties on railway
property (deaths and injuries) and in terms of destruction and damage to
locomotives and rolling stock. In broad terms 1940 was trhe worst year and
the Southern Railway suffered the most casualties. The author then considers
in greater detail the period until the end of August 1940. It is then claimed
that some of the worst incidents (notably London Bridge in 1941 and Bank,
Balham, Sloane Square and Bounds Green on the LPTB) have tended to be forgottten.
Illus.: Portsmouth Harbour station (bombed 12 August 1940);
Newton Abbot bombed 20 August 1940 with 0-6-0PT No. 2785 and
4-6-0 No. 6801 Aylburton Grange damaged or destroyed in case of
former: see letter from Richard West on page 782;
Sunderland station bombed 6 September 1940; Whitby engine shed bombed 16
September 1940.. Part 2 see page 534..
Further letter from Author on page 379 in Volume
22.
Allen, Albert as related to Paul Joyce. Where there's muck. 464-8.
Allen started work as a fireman at Old Oak Common, but getting to
work from East London, lured him from the GWR to being a locomotive fireman
on the Gas Light & Coke Company's very extensive internal railway system
at its Beckton works where coal was brought in the Company's colliers, unloaded
and taken on an elevated railway to the retort houses. The railway was worked
intensively. There was a separate system to transport chemical by-products
from the process and whereas apple green was used for most locomotives those
used for chemical by-products were painted a rich red. Working conditions
were severe and several fatal accidents are described. Clothing became odourous.
Colour illus. by R.C. Riley
Just the two of us [Jubilee class rebuilt with larger 2A boilers]. 469
Colour photo-feature: 45736 Phoenix at Crewe North?, and at
Gleneagles with 09.25 Crewe to Perth on 1 July 1964 (Rodney Lissenden) and
45735 Comet at Willesden mpd in January 1962 (Geoff Rixon)
Summers, L.A. The steam railmotor: transport for the
masses. 470-6.
The dubious sub-title is justified by a Sir James Inglis statement
made at the International Railway Congress (IRCA?) in Berne in 1910
wherein he claimed that the railmotor [steam railcar] was leading to the
democratisation of travel by the elimination of "second" class (the GWR cars
lacked a first class section). He then mis-quotes? The Guardian
to claim that in 2006 50% of rail passengers fall into socio-economic groups
C2 and DE and that the remainder were either aged or youthful: this may be
the case on Last Great Western, but is improbable elsewhere. Having given
a very concise history of railcars, he turns to those developed by Dugald
Drummond for the joint LSWR and LBSCR Southsea branch to combat tramway
competition. Faced with the threat of a parallel tramway in the Stroud Valley,
Churchward arranged to borrow a Drummond railcar and developed his own far
more robust design to operate between Stonehouse and Chalford. Between October
1903 and 1908 99 coach bodies and 112 engine units were constructed. Kerr
Stuart supplied some of the engines and Gloucester Carriage & Wagon some
of the bodies. Summers appears to be eager to assert that the railcar programme
was a failure (thus removing Churchward from his pedestal??) as the vehicles
were converted to driving cars for push & pull (autocar) trains, but
some of the railcars remained in service until 1935 and the GWR briefly
considered acquiring Sentinel railcars during the 1920s. The masses standing
on the platform at Dawlish waiting for No. 38 (page 471 upper) show part
of the problem (still evident on the Bittern Line nearly a century later:
the inflexibility of short trains versus peak demands) as does the account
of the difficulty in firing these units as quoted from RCTS Locomotives
of the Great Western Railway Part 11. The article is partly based on
material which had been assembled by the late Ralph. Tutton and includes
specifications for the engine units supplied from outside builders. Illus.:
No. 7 at St Agnes in early days of Chacewater to Newquay branch; No. 50 at
Ebley Crossing Halte post 1906; No. 38 entering down
platform (up platform according to T.J. Edginton: letter
page 639) at Dawlish; power bogie at Swindon Works; interior of car No.
87; two railmotor engine units at Swindon; Car No. 24 at Shepherds between
Perranporth and Newquay c1910; Car No. 85 with trailer near Pangbourne c1912;
474 lower: boiler being lowered into Car No. 73:
see also letter from Peter Rance (page 639) who states
that photograph came from Gloucester Carriage & Wagon Co. records and
shows car uner construction thereat; Car No. 93 at Yatton for Clevedon branch
in 1929 (H.C. Casserley); Car Nop. 93 as converted into auto trailer No.
212; plan of railmotor of final series.;.
Nisbet, Alistair F. Day trip to the West Midlands.
477-9.
On 8 August 1964, a dreich day with crumbling snapshots of steam:
73048 at Northampton Castle with stopping train for Rugby; 92000 at New Street
with express for Leeds; 44714 arriving New Street alongside DMU;
p. 478 (middle) 4F 44123 shunting at Smethwick (shot from
train): T.J. Edgington (p. 639) corrects monumental
error as location:was Monument Lane; 7827 Lydham Manor coupling
onto Cambrian Coast Express at Wolverhampton Low Level; 45067 on "express"
at Wolverhampton High Level; 6995 Benthall Hall arriving Low Level
and 44763 at New Street with Bull Ring being redeveloped above. See also
letter from T.J. Edgington (page 639).
The Class 50s in the South . Paul Joyce.480-1
Colour photo-feature: 50 029 Renown in Network Soth East livery
passing Fleet on Exeter service on 12 October 1990; 50 007 Sir Edward
Elgar in "Great Western style green" at open day at Reading mpd on 1
June 1985; 50 009 Conqueror (blue large BR logo) passing Midgham in
June 1985; 50 037 Illustrious (original NSE livery with boat end stripes)
at Newbury in February 1989; 50 012 Centurian (BR blue large logo)
departing from Waterloo on 8 June 1986.
Parade of the panniers. 482-5.
Colour photo-feature (all black unless stated otherwise): 57XX No.
8786 leaving Aberbeeg with 17.00 for Ebbw Vale on 23 April 1962 (Michael
Mensing); 8750 variant of 57XX class No. 9639 on down coal train restarting
from Madeley Junction on 27 August 1962; (Michael Mensing); 94XX No.
3406 passing Ystrad Mynach on up freight in October 1963 (P.A. Fry); 1361
class No. 1368 on Weymouth Quay with stern of former GWR Channel Island steamer
St. Julien in July 1959 (T.B. Owen); 15XX No. 1508 entering Paddington with
empty stock in 1965 (T.J. Edgington); No. 1368 at Wadebridge on 8 September
1962; 16XX No. 1628 on short freight at Trevor in August 1966 (A.B. Jeffery);
64XX No. 6434 propelling 18.41 autocar Dudley to Old Hill leaving Darby End
Halt on 14 May 1964 (Michael Mensing); L90 (former 7771 in LTE maroon) at
Croxley tip on 12 November 1969; and No. 6408 in fully lined green livery
with gas cordon behind.
Ferguson, Niall. The Dundee & Arbroath Joint line
in LMS days. 486-9.
The Dundee & Arbroath Railway opened in 1836 with a 5ft 6in gauge,
but this became standard from 1 July 1847. At Broughty Ferry the railway
was linked by train ferry to Ferryport-on-Craig (now Tayport) where it connected
with the Edinburgh & Northern Railway to Burntisland. The ownership of
the Dundee & Arbroath Railway was partly dependent upon the completion
of the Tay Bridge, and this came into existence following the collapse of
the first Tay Bridge when the railway came into the joint ownership of the
Caledonian Railway and North British Railway. This extended from Dundee East
to St Vigeans Junction where the NBR route to Kinnaber Junction started and
included the Carmyllie branch. In some respects the Joint Line was better
than other railways in that trains operated by both railways were open to
passengers with valid tickets (this may come as a surprise to some customers
of Balkan Rail) and that the Caledonian Railway was responsible for breakdowns.
The Carmyllie line was closed to passenger traffic between 1917 and 1919
during WW1. During the 1930s means were sought to reduce operational costs
and to increase traffic. Sunday trains were introduced between Blairgowrie
and Carnoustie, and long section working was introduced between Liff and
Newtyle and the author considers that the Ministry of Transport was unaware
of the way in which these LMS trains operated. Much of the Joint Line
still exists although Dundee East is now closed. Illus. include Dundee East
with CR 0-4-4T in LMS livery with CR carriages and LNER non-corridor stock
alongside being cleaned presumably pre-WW2, several pictures of Dundee East
taken in 1961; Broughty Ferry station, Blairgowrie station with 15132 (ex-CR
0-4-4R) on local train for Dundee (niether on Joint Railway!); and Elliot
Junction site of infamous accident (see also
Backtrack, 2005, 19, 455 for article
by Nisbet and Br Rly J., 1992,
5, (44), 178 for article by Niall Ferguson).
Smith, Michael J. The Metropolitan Rothschild Saloon. 490-3.
In 1892 the Metropolitan Railway reached Wendover, near to Halton
House, home of Alfred de Rothschild, then one of the world's richest men.
In 1895 the Railway ordered two six-wheel saloons from Brown Marshall and
these were ornately furnished. These were used together sandwiched between
two first class coaches to operate specials for the Rothschild family, but
were also used to convey the Company's Directors on the opening of the Uxbridge
branch on 30 July 1904. In 1905 the saloons were taken out of service
and rebuilt as a bogie vehicle. Pullman cars were introduced onto the Met
in 1910, and from thence the Rothschild saloon sometimes substituted for
one of the Pullman cars. The saloon was used at the opening of the Watford
branch, and of the Stanmore branch. For the latter event (on 9 December 1932)
the saloon was sandwiched between MW multiple unit carriages. Following the
formation of the LPTB Frank Pick, the Chief Executive organized a grand
tour of the new empire in the saloon on 11 August 1933 from Wembley to places
which included Brill and Chesham. On 2 (text) or 23 (caption to illus.) July
1935 another trip was made to Brill as a prelude to its removal from the
empire. On the latter (dreich) day the train was hauled by H class 4-4-4T
No. 110 (near Chorley Wood). The saloon survived WW2 at Neasden, but was
scrapped in 1946.
More South Western. 494-6.
Colour photo-feature of LSWR locomotives (previous
part page 160): 0298 2-4-0T No, 30587 at Wadebridge on 8 September 1962
(David Idle); preserved T9 No. 120 in LSWR livery at Eastbourne on a Locomotive
Club of Great Britain railtour (Sussex Coast Limited) on 24 June 1962 (David
Idle); O2 No. 24 Calbourne at Ventnor on 5 August 1964 (Alan Tyson);
M7 30055 at Rotherfield on 24 June 1962 (David Idle); 700 class No. 30694
at Nine Elms shed in September 1959 (T.J. Edgington); B4 0-4-0T No. 30089
on Guildford shed on 24 June 1962 (David Idle) and G16 4-8-0T No. 30495 at
Feltham shed in October 1959 (W. Potter).
Rutherford, Michael. Thomas Worsdell, August von Borries
and two-cylinder compounds. Part 1. (Railway Reflections No.133).
497-504.
There is an extensive prelude which addresses expansive working in
general and compounding as applied to stationary engines as well as to
locomtives. Some patents are mentioned, but no attempt is made to include
every minor innovation. A great many names are introduced including William
Thow's P(6) 4-6-0 compounds for the New South Wales Government Railways,
Webb's compounds and Samuel Vauclain's stacked compounds. There are brief
biographical details of T.W. Worsdell (known to his family as Billy) and
his locomotives for the GER and NER, and his search for improved starting
mechanisms for two-cylinder compounds: this included patented designs.
Part 2 see page 561..
Crosse, J. Motive power problems on the Southern Region. 505-8.
File HO 30901: movement of motive power within the Southern Region
within the period 1954-6
Readers' Forum. 509/512
Great Central glimpses. Robert Emblin
See colour photo-feature page 292:
claims that the 3hr 10min Nottingham to Marylebone schedule
with ten stops demanded fast running between stops and was comparable with
the line in its prime (2hr 32min with a single stop in 1903 and 2hr 37min
by the Master Cutler in 1947. Also notes that a residual Nottingham
to Rugby service lasted until May 1969.
The Horncastle & Woodhall Junction Railway. Robert
Emblin
See article on page 295: corrects "Bonovallum"
to Bonavallum which has no known modern equivalent, but was seized upon by
William Stukeley to give Horncastle some gravitas
Reflections on the narrow gauge. W.T. Scott
See colour pictures within feature beginning page
311: both relate to powerful locomotives working in Donegal: amplifies
the information on the Swilly 4-8-4T which notes that they were moved from
the Burtonport Extension to the Buncrana line in 1914 to work the heavy naval
traffic during WW1 which included taking girls from Londonderry down the
line to entertain sailors. Also notes the pride which Hudswell Clarke had
in these large locomotives which weighed nearly 60 tons. Also notes
that the CDJR 4-6-4T at Strabane weighed 45 tons and could haul 445 tons
on the level and 175 tons over Barnesmore Bank (the mixed gauge turntable
visible was for turning wagons, not locomotives)
Nantlle Railway. John Stretton
See Michael Rutherford feature beginning page 358 for
illlus on page 359: notes that the moderd Welsh Highland Railway does
not make use of the trackbed of the Nantlle Railway, but that of the former
LNWR/LMS Caernafon to Afonwen line as far as Dinas.
GN & LNW Joint Line workmen's and holiday trains. Stephen
G. Abbott
See feature on page 377 relates
how the workmen's services were reduced to a goods brake on one day, and
that they blazed out with a special on 18 May 1957. The holiday trains switched
stations in Leicester: from Belgrave Road to Central to London Road.
Willesden freight. Bob Hines.
See feature by Keith Miles on page 329: this evoked
pre-1939 and WW2 memories of walking to school; noises from the yards on
summer nights: these took place at the point where the North Circular Road
intersected the railway complex: memories included the Coronation
Scot, the mail pick-up by the Night Mail and the sounds of shunting
at night including expletives over the loud hailer system and the wheeze
of LNWR 0-8-0s.
A threat to research? Terry McCarthy.
Response to important guest editotial from Alistair
Nisbet (page 325): writer suggests that access to the
Newspaper Collection at Colindale (or anywhere else) should be paid for:
if he lived in the bibliographical desert of Norfolk his view might be very
different where the cost of travel to physical information sources is already
an overwhelming limiting factor. It is be hoped that with a PM from the home
of free libraries we may expect better than a charge of £2.50 per volume
placed on loans from outwith the bookless Norfolk.
Class 47s – Stratord style. Dennis Byron.
See page 345 (top): notes that the headboard with
flags (top) used Woolworth's plastic shopping bags.:
Rolling stock focus: pre-grouping survivors. Nick Campling (captions).
510-11
Colour photo-feature (mainly Colour-Rail): ex Midland Railway clerestory
invalid saloon M993M at Wolverton in 1957 in carmine & cream livery (caption
notes that sometimes used in military specials where they acted as travelling
officers' mess); page 510 middle: ex-Great Eastern Railway clerestory
semi-corridor lavatory brake composite at York c1951 (livery is claimed to
be ersatz teak, but is almost plum coloured and there are BR first and
non-smoking labels on the windows and the adjacent vehicle is a Gresley coach
still in faded teak; two ex-Great Eastern Railway former
dining cars converted to cafeteria cars at Stratford in mid-1950s: SC670E
and SC672E painted in BR maroon: latter adjacent to part of smart carmine
& cream vehicle: see also letter from Peter Davis (page
639) who scolds Nick Campling for failing to record that the two pictures
were of adjacent cars which had been converted to run on the GNSR section
of the Scottish Region; ex-GCR matchboard corridor brake
composite still in teak livery adjacent to Stanier coach in carmine &
cream in February 1955 (see letter on page 639 from
Stephen Bastow who identifies location as Rugby (WCML) near former Great
Central overbridge) (see also letter on page 639 from
Robert Barker who notes that ex-GCR kitchen car ended up as static staff
facility at Neasden posibly in its original livery); and ex-GCR Barnum third
class saloon at Barnetby labelled mobile office painted in very faded blue
in 1960s (Alan Turner). Anthony Miller (letter page 782)
adds further information on both of the GCR vehicles illustrated which notes
that the matchboard-sided vehicle was constructed for the cross-country services
between Newcastle/Manchester and Bournemouth (and was either LNER 5103 or
5722). The Barnum was originally GCR No. 666 and is still extant, as part
of the NRM Collection, but currently (2007) at Ruddington..
Book review(s). 512
Smoke amidst the drumlins: the Cavan and Leitrim in the 1950s.
Anthony Burgess. Colourpoint. DWM ***
Everything seems to be either "stylish" or "excellent": presume that
Michael lost a couple of "stars" somewhere.
Secret service at Olympia [Kensington (Olympia) to Clapham Junction service].
J.S. Gilks. rear cover
Class 2 2-6-2T No. 41292 on train of faded SECR? non-corridor stock
in BR pink on 3 August 1960. Service run for Post Office Savings Bank workers,
but not advertised.
Number 9 (September 2007)
Issue No. 197
Southern Railway Z Class 0-8-0T No.30957 banks a train up the 1 in 37 from Exeter St. David's to Exeter Central on 23rd June 1962, passing a Pacific awaiting its next duty. (R.C Riley). front cover
Rail, steam and environment. R.A.S.
Hennessey. 517.
Guest Editorial: "Railway history provides a huge reservoir for 'green
revisionism'". The effect of global warming on how railways may come to be
perceived in the future. See also more extended approach to
green energy in article on page 592 et
seq..
The Southern's big tanks. 518-19.
Colour photo-feature: W 2-6-4T and Z 0-8-0T classes: 30956 banking
passenger train leaving Exeter St David's in August 1962 (T.J. Edgington);
31914 on banking duties at Exeter St David's on 2 July 1963 (R.C. Riley);
30950 shunting at Exmouth Junction on 5 July 1961 (RCR); 31914 at Stewarts
Lane on 10 May 1959 (RCR); 31914 with diesel shunter D2042 on trip freight
at Surbiton on 9 April 1964 (David Idle)
Rance, Peter. The GWR at the 1924 Wembley Exhibition. 520-4.
Based on an official report (15pp foolscap) written by J.W. Hearn
for the Office of the Superintendent of the Line in November 1924. Much of
the account relates to the response to the Great Western stand including
its major exhibit No. 4073 Caerphilly Castle and the response to this
stsnd in terms of take up of postcards and publicity material. The report
makes much of promoting the GWR route to Liverpool. There are interesting
observations on how the main exhibit was kept clean and how it was prepared
by the LNER for its return journey...
Posted at Cheltenham. Paul Strong (phot.). 525
Colour photo-feature of 47 746-hauled Warrington to Plymouth Travelling
Post Office (TPO) captured at Cheltenham on 20 January 2000 (before it took
weeks to receive items of snail mail).:
Clarke, Jeremy. The London & Croydon Railway and
the Croydon Canal. 526-31.
The Croydon Canal opened on 22 October 1809 from a basin in the northern
part of Croydon to a junction with the Grand Surrey Canal at Deptford. But
prior to this the Surrey Iron Railway had opened on 26 July 1803: this was
never a very successful venture although part of its route is now a part
of the Croydon Tramlink. Nevertheless, the canal suffered sufficient competition
for it to submit to an offer of £40,250 for conversion into the London
& Croydon Railway incorporated on 5 June 1835. The cost of conversion
was underestimated and difficulties were experienced with cuttings near Upper
Norwood. Part of the line was converted to atmospheric traction from 19 January
1846; this was initially successful, but problems with the flap valve led
to abandonment by May 1847, but not before a flyover had been constructed
near Norwood which claims to be the first. The line remains one of the busiest
in Britain and the few remains of the original structures are recorded. Illus.:
page 527 engine house at Croydon; page 528
upper: the flyover from engraving published in Illustrated London
News (caption is subject to comment from Arthur R.
Nicholls on page 782); page 528 lower: remains of atmospheric tubes unearthed
in 1932/3 .
Crosse, J. GWR Goods Instruction Notices: a tale of
everyday life in 1920s Britain. 532-3.
Based on Great Western Railway issued by the Chief Goods Manager's
office circular No. 1534 which was intended to keep all freight and parcels
handling points on the Railway informed of changes in procedures and faults
encountered in traffic. Examples for 1927 are used to illustrate the nature
of the circulars: these included improvements in telephonic communication
and cranes and weighbridges, and specific opportunities (an Annual Motor
Show at Kelvin Hall in Glasgow), and mis-direction of traffic where destinations
on the LMS caused problems near Mancheter and in South
Wales. Part 2 in May Issue 2008 p.
277..
Helm, John W.E. The bombing of Britain's railways: a
war diary. Round Two: 1939-1945. Part two. 534-43.
Introductory part page 456 et seq: this
part begins with the London Blitz which began in September 1940. The Author
considers that the switch from bombing RAF airfields to bombing London was
a great tactical error on the part of the Germans. London Transport suffered
severe casualties at Trafalgar Square, Bounds Green, Praed Street and (worst)
at Balham. This was followed by the Provincial Blitz from November 1940 which
began with Coventry and was followed by Liverpool, Birmingham and Bristol
(regularly targeted) and one-off raids on Manchester and Sheffield. In response
Britain extended its bombing to civilian targets in Germany. In early 1941
German bombing was extended to Portsmouth, Cardiff, Swansea and
Glasgow/Clydebank. In Apriil/May 1941 targets included Plymouth, Belfast
as well as Merseyside, Birmingham and London. The death of Lord Stamp at
his home in Beckenham is also noted. See also letters on page 701
from Neil Woodland who notes that attack on Banbury on
3 October 1940 was significant in being one of only two raids on town
itself and only one in which fatalities occurred and the damage was closely
examined by Solly Zuckerman, who was able to predict the extent of casualties
and damage arising from RAF raids on Germany. Illus.: Heinkel HE 111 bomber;
West Ham station bombed 7 September 1940; T14 No. 458 damaged
beyond repair at Nine Elms during September 1940: see
also letter from Richard West page 782; partially repaired St. John's
Wood Tunnel; Fratton locomotive depot following raid on 10/11 January 1941;
Manchester Victoria station smouldering after raid of 23 December 1940;
Blackfriars station after raid of 11 January 1941, Blackfriars Junction after
raid of 19 April 1941 which destroyed Southwark Street Bridge and
4-6-0 No. 4911 Bowden Hall as destroyed at Keyham during
raids on Plymouth on 29/30 April 1941 (text p. 542: also
mentions destruction of Dunalstair IV No. 14356 at Greenock on 5 May
1941..;. William Tollan notes that the role of the
Royal Navy in detering Hitler from invading Britain is understated by
many commentators. Part 3 page 613-..
Maggs, Colin. By rail and sea from Bath to Chepstow in 1872. 544-5.
Day trip by a party of thirteen involved an expenditure of just under
half-a-crown: the party left on the 06.45 Bath to Bristol; thence by South
Wales Union Railway to New Passage for steam ferry to Portskewett where the
party encountered problems at junction with through carriages for Chepstow
where they hired a wagonette which took them to Tintern Abbey and back to
Beaufort Arms Hotel where they extended the hire of the vehicle for their
return to the ferry and thence by train to Bath reached safely at
21.15.
Out of King's Cross. 546-50.
Colour photo-feature: A3 60063 Isinglass on down White
Rose on 8 June 1963 (David Idle); 60025 Falcon having arrived
on 07.18 ex-Grantham on 8 June 1963 (David Idle); 60017 Silver Fox
on down 09.05 to Tyne Commission Quay near top of Holloway bank on 15 June
1963 (David Idle); A3 60066 Merry Hampton (with double chimney but
without smoke deflector plates) arrives on 13 May 1961 (Roy Cole); V2 60862
(with double chimney) arrived at Platform 5 with 07.05 ex Peterborough on
25 May 1963 (David Idle); A3 60088 Book Law backing out on 18 August
1962 (Geoff Rixon); A1 60138 Boswell passing Finsbury Park with a
troop special for Leyburn on 2 June 1962 (David Idle); A4 60025 Falcon
on down 09.05 to Tyne Commission Quay departing on 25 May 1963 (David Idle);
A3 60061 Pretty Polly on 10.10 for Leeds and Bradford on 15 June 1963
(David Idle); A4 No. 4466 Herring Gull in glorious garter blue having
arrived at Platform in 1939 (C.S. Perrier); A3 60112 St Simon towing
K3 61912 (former stationary boiler) on 15 June 1963; and A4 60021 Wild
Swan on 18.17 stopping trainfor Peterborough on 11 June 1963 (last two
David Idle).:
Biddle, Gordon. Sancton Wood, railway architect. Part
1. 551-6.
Born in Hackney, East London in April 1815; educated privately in
Devon and then in Birmingham in school run by Sir Rowland Hill. Articled
to Sir Robert Smirke. Set up his own architectural practice in about 1837.
Architect to the Eastern Counties Railway: work included Shoreditch/Bishopsgate
terminus (cites article by Alan Wright in Br.
Rly J. Gt Eastern Rly special ed., p. 77): where work was possibly
shared with Braithwaite. Considers that only the ECR stations at Stratford,
Ilford and Brentwood had "any sort of style". On the Northern & Eastern
Railway Biddle considers the architecture of Roydon, Harlow (now Harlow Mill),
Lea Bridge, Audley End, Cambridge and Ely. Special attention is paid to Cambridge
which is highly regarded. Other stations discussed include Whittlesea, Great
Chesterford, Chettisham and Gedney, Concludes pape
696..
Bennett, Alan. Weston and Wells: a corporate experience. 557-60.
Based on the purple prose in the GWR serial publication Holiday
Haunts (1937 edition) and in Western Hills and Moorlands (1937
edition) and Somerset Ways (1934 edition) by the pseudonymous Maxwell
Fraser which shows how the Great Western Railway balanced publicity for the
"modern resort" of Weston-super-Mare with its huge outdoor swimming pool,
with the spiritual quality of Wells and Glastonbury and the tatty appeal
of the show caves at Cheddar and Wookey.
Rutherford, Michael. Thomas Worsdell, August von Borries
and two-cylinder compounds. Part 2. (Railway Reflections No. 134).
561-7.
See page 497 et seq for Part 1. A substantial part
of this article is given over to the use of the type in the North of Ireland:
on the Belfast & County Down Railway the Locomotive Superintendent, R.G.
Miller, was ordered to visit Crewe and Gateshead to discuss compounding with
Webb and T.W. Worsdell, but neither advocated compounding, Nevertheless,
the Board instructed Miller to order four two-cylinder Worsdell von Borries
2-4-2Ts from Beyer Peacock. On the Belfast & Northern Counties Railway
Bowman Malcolm appeared to be more willing to adopt the Worsdell von Borries
system and spoke about his experiences in the discussion on a paper by
Edouard Sauvage (Proc. Instn Mech
Engrs. 1900, 59, 375-433). The performance of "these robust,
straightforward engines" (Rutherford's assessment) was recorded by
Nock in Rly Mag., 1937,
80, 340-09 and 81, 119-27.Also includes the Ivatt experiments
with two two-cylinder compounds whilst he was Locomotive Superintendent of
the GSWR at Inchicore: a class 101 0-6-0 with the Worsdell von Borries system
and a Class 60 4-4-0 with his own change valve. Ivatt commented on his Irish
experience in the discussion of the
Sauvage paper where he stated that they were no better and no worse than
they were before!. Rutherford reminds the reader that Wilson Worsdell continued
to build two-cylinder compounds until the Raven Ramsey Kendall report condemned
the system. The article is highly critcal of the NRM for proposing to place
4-2-2T No. 66 Aerolite in a vulnerable public place (Saul Plaza?).
See also letter from Norman Johnston on page 701 who
notes that the Beyer Peacosk 2-4-0s supplied to the BCDR were not typical
Beyer Peacock products, but were Sharp Stewart designs (a major competitor):
Johnston also noted some muddle in text between BNCR and BCDR.
On the 'Little North Western' line. 568-9.
Colour photo-feature: all by Gavin Morrison except last: 20 075 and
20 023 with freight train of steel strip at Kettlebridge with Ingleborough
behind on 11 March 1989; class 4 No. 75015 departs Lancaster Green Ayre towards
Scale Hall with two LMS corridor coaches on 9 October 1965; D7592 passes
through Clapham Junction with up passenger train on 12 March 1966; electric
train formed of former LNWR rolling stock departing Lancaster Green Ayre
for Castle on 9 October 1965; class 5 No. 44934 crossing viaduct over River
Wenning at Clapham with a Leeds to Morecambe local in January 1966 (D.J.
Mitchell).
Atkins, Philip. An odd bunch: twenty locomotives which
bucked the trend. 570-1
Late supply of locomotives without superheaters: four Beyer
Peacock 4-6-4Ts for Belfast & County Down Railway in 1920; five Kitson
4-6-4Ts for the Furness Railway (which used the GCR 2-8-0 boiler shell) also
in 1920; eight Pickersgill 191 class 4-6-0s constructed NBL for the Callander
& Oban line and generally considered to be unsuccessful; six 4-cylinder
4-6-0s constructed by Armstrong Whitworth for GSWR (Ireland) to unsatisfactory
E.A. Watson design; one 4-4-0 and two 0-6-0s constructed by GSWR at Kilmarnock;
also Derby-built 4-4-2Ts for LTSR services. Illus. BCDR No. 25 4-6-4T dwarfs
its three-wheel carriages as it leaves Belfast Queen's Quay in 1939; former
FR 4-6-4T No. 11101 at Carnforth in 1926; ex-Oban 4-6-0 No. 14621 at Oban
on 4 May 1937 (with Folly behind).
Readers' Forum. 573.
The one that got away. Brian Lacey.
See photograph page 422 lower of MR No. 1126A
: this 0-6-0T was ex-Severn & Wye Railway Forester which was absorbed
into the MR in 1895. Severn & Wye locomotives were supplied by Vulcan
and may have been the basis for the MR A class. 1126A was allocated to Gloucester
between 1902 and 1905.
The one that got away. Bob Essery.
See illus. of No. 1439 on page 423 upper allegedly
in "original condition": modifications included larger cylinders, coal
rails, lamp holders and toolboxes.
The one that got away. Mike Barnsley.
See article page 422 on the MSWJR and how it failed
to be absorbed into LMS: train services provided by GWR including an
attempt to attract traffioc with a diesel railcar, the construction of halts,
etc and some consideration of what the LMS might have done with the
line.
Liverpool Exchange. J.C. Hughes.
See feature of page 430 et seq
which adds further information about the division of Borough Gaol
and Tithebarn Street stations where the ELR was allocated the west side at
the latter), the influence of john Pearson (alderman of Liverpool and director
of L&YR), and further extensions planned in 1914
Another serving of Lancashire hotpot. John Macnab.
See specific photograph on page 420 of CTAC working
in 1965: writer remembered the rolling stock which formed
a similar special on 22 July 1961 which had arrived at Glasgow Queen Street
from Leicester.
Redmile for Belvoir. Horace Gamble.
See illus page 378 states that date
was 1936 (either March or 3 May) hen B17 2832 Belvoir Castle visited
Leicester Belgrave Road and that visit was associated with Post Office exhibition
train; ;..
Do this, do that!. 574-5.
Colour photo-feature of signs and notices: GWR enamel advertisement
for "new" Fishgaurd route still in situ at Tralee on 5 June 1961 (Roy Cole);
finger board for Brynmawr and Abergavenny still in situ at Merthyr in summer
of 1960 (Kevin P. Jones); instruction to cyclists on how to negotiate wicket
gates associated with level crossing at Whixley (J.S. Gilks); "THE USE OF
THIS WATER CLOSET CAN BE HAD ON PAYMEMT OF ONE PENNY AT THE BOOKING OFFICE"
(enamel sign at Wearhead as in situ on 3 June 1960 at station closed to pasngers
in 1953) (J.S. Gilks); Engine Arrangements board at Springs Branch, Wigan
on 29 May 1965 (LMS numbers still used) (Brian Magilton); LBSCR trespass
notice at New Cross Gate on Deptford Wharf branch on 2 August 1958 (R.C.
Riley) and notice at Waterford on 6 June 1961 placed by International Catholic
Girls' Society.
Book reviews. 576
The Ballycastle Railway. E.M. Patterson with addditional materail
by Norman Johnston. Colourpoint. SDW. *****
Very well received: "pioneering volume of railway history broughtt
back to life"
Iron roads to Burns country. Michael Pearson. Wayzgoose, AT
***
"very fine introduction to the G&SWR"
Lost railways of Leicestershire and Rutland. Geoffrey Kingscott.
Countryside Books, DTG, ****
"useful asset for the keen railway rambler"
Lost railways of Berkshire. Rupert Matthews. Countryside Books,
MSE, ****
Well received, but unlike many of the other works in the series many
of the lines mentioned still retain franchised train services. Nevertheless,
there are remains of byways like the Lambourn Valley and Wantage Tramway
to seek out.
Interlude on Evercreech crossing. Paul Strong. rear cover.
Class 4 4-6-0 No. 75072 on 31 March 1962.
A2/2 No. 60501 Cock o' the North on Grantham shed
in 1959. Derek Penney. front cover.
See also feature page 610 et seq
The transport book of the year. Tim
Edmonds. 581.
Guest Editorial on behalf of Railway & Canal Historical Society
for entrants to "Transport Book of the Year" and "Railway Book of the Year".
The quantity of publications on railway subjects has grown greatly since
the 1950s, but many are essentialy picture books, and there is a danger that
thoroughly researched text-based books may become marginalised. In 2004 the
RCHS initiated a book award scheme in an attempt to reverse this trend and
encourage "the writing of well-researched, interesting and readable books
on railway and canal history". The prizes were instigated by David St John
Thomas and it is stated that the publishers of winning entrants should gain
considerable publicity. Selection is based on the reviews published in the
Society's Journal.
Third rail on the Wirral. Tom Heavyside. (phot.) 582-3.
Colour photo-feature: 503 class multiple units (with one exception:
the preserved Class 502 unit as shown at Bidston in LMS maroon livery on
6 April 1986); remainder: Bidston station on 27 August 1979; Birkenhead Central
on 14 August 1983; Rock Ferry also on 14 August 1983, and West Kirby on 27
August 1979.
Grainger, Ken. The Great Central Railway War Memorial.
584-90.
On 9 August 1922 Lord Faringdon, Walter Burgh Gair and Earl Haig
unveiled the War Memorial to the 1304 Great Central Railway employees who
fell (died) durng WW1. The Memorial was situated at Sheffield Victoria Station
and was in addition to the memorial locomotive No. 1165 Valour. Valour
was used to haul employees and guests on a special train from Manchester
London Road, and Earl Haig was conveyed north from Marylebone behind No.
1166 Earl Haig. All employees who had served in the forces during
WW1 and all widows and orphans of company employees were offered free travel
and specials were run from Manchester, Londonm and Cleethorpes.
The engineer for the War Memorial was Harry Blundell and Lord Stuart of Wortley
was the Director responsible. Collcutt & Hemp were the architects selected
and G. Longden & Sons of Sheffield executed the project in poor quality
"French marble" which diod not withstand the pollution. The LNER had to
replacethe plaques with kupron bronze and when the station booking hall was
renovated in 1938 the Memorial formed a feature of the station entrance.
Sadly Beeching, Marples, etc had no respect for memorials and when the GCR
closed the Memorial was relocated under the Wicker Arch where it was vandalized.
Fortunately, a local Aslef member, Sid Rimmington saved the plaques and these
have been placed alongside the last remains of Sheffield Victoria Station
and were rededicated on Armistice Day 2003 by the Very Rev. Peter Bradley,
Dean of Sheffield. Ilus.: No. 1166 Earl Haig in works grey; at Leicester
on Armistice Day 1920 having arrived on 08.20 ex-Manchester; unveiling of
original Memorial on 19 August 1922 (Earl Haig inspecting guard of honour;
Memorial as located in new booking hall in 1938; rededication within Wicker
Arch on 10 November 1971; GBFr 66 715 as named Valour and current
Memorial See also letter from Geoffrey Wheeler (Volume
22 page 61) who notes that view of War Memorial on page 586 upper was
taken from his home's sitting room in the Royal Victoria Station Hotel where
his father, John F. Wheeler, was the Manager. See
also further details of travel arrangements for staff travel to unveiling
of Memorial in next Volume pages 698-700..
Travelling light in Kent [EKR and KESR]. 591.
Colour photo feature: East Kent Railway 0-6-0ST No. 2 (Hudswell Clarke
1908) painted in dark blue at Shepherd's Well in April 1939; 0-6-0 No. 6
(ex-SER O class) in blue undercoat also at Shepherd's Well in April 1939
(R.G. Jarvis); K&ESR Terrier No. 3 in dark green at Rolvenden in September
1947 (J. Jarvis).
Hennessey, R.A.S. The green enigma: one perspective
on railway history. 592-8.
Green electricity, that is hydro-electricity, has made a notable
contribution to the character of railways in Switzerland. Prior to
electrification Swiss railways had depended upon imported coal and supplies
were difficult during WW1. This led to a rapid implementation of electric
traction and by 1947 95% of Swiss railways had been electrified. Factors
such as cleanliness were a secondary advantage, although the Author does
cite his earlier article on the relationship between tunnels and electric
traction. Coal fired generation of electricity was far less efficient, although
Charles Merz sought to improve this. M. Duffy's Electric railways,
1880-1990. (2003) is considered to be a definitive work.
Methods of generating electricity are considered. In UK 22% is from nuclear.
Spends rather long on direct wind-power. In Scotland 11% of electricity is
hydro. Long examination of steam locomotive pollution. Consideres wood and
biomass fuel for steam locomotives, which if renewable is "green". Finally
considers regenerative braking, noting that the Woodhead electrification
was one of the first in Britain. Notes that Pendolinos exploit this method
and that other parts of the notwork are cosidering this technique. Illus.:
four-wheeled electric locomotives at the Kinlochleven plant of the British
Aluminium Company; East Hill Lift at Hastings; Oxford Ragwort, Henry Thoreau,
Swiss Federal Railways shunting locomotive No. 8521 Elektrodamfer based on
a steam 0-6-0T, but with steam generatedby immersion heaters (KPJ: trains
on Manchester to Sheffield 1500DC system were heated in this way); Austrian
1-E-1 locomotive with high tension chamber housed in boiler-like casing;
anthracite burning Reading Railroad Atlantic No. 344 (which
also featured Joy's valve gear on third inside cylinder:
see also letter from Sydney Diggles in Vol. 22
p. 125 which corrects the details about this locomotive stated in caption,
notably its grrate area; F.H. Trevithick's Egyptian State Railways modified
0-6-0 with feed-water heating device resembling an elephant's trunk and GNR
(USA) train climbing zig zag on deforested slopes of Cascade Mountains.
See also letter from Kevin P. Jones (page 782) which
notes the longevity (which lowers the capital "energy cost") of rail-based
motive power citing the A60 stock on the Metropolitan Line and Glasgow trams.
See also Hennessey's Editorial on page 517...
Mullay, A.J. Railways for posterity. Part 3. The pioneering
lines. 599-607.
Part 2 page 346. Perhaps the author draws too
close a parallel between railway and canal preservation, partly through the
involvement of Tom Rolt in both, although there was friction between Rolt
and "Robert" (Richard: corrected by Mullay in
letter in Vol. 22 page 253) Aickman during the establishment of the Inland
Waterways Association. Rolt was a major driving force in the restoration
of the Talyllyn Railway and this is described in Railway adventure.
The Festiniog Railway was a far more difficult task: J.I.C. Boyd's Narrow
gauge rails to Portmadoc was pessimistic about any future for the railway.
The company remained in existence and there were two unsuccesful attempts
at preservation by the "1949 Group" and by the "Bath Group", but success
was achieved only with the involvement of Alan Pegler. This led to friction
between railway volunteers and a more professional corporate attitude. In
1959 the Bluebell Railway was preserved between Horsted Keynes and Sheffield
Park on the basis of being granted a five year lease by the Southern Region.
Closure of the line had been thwarted by Miss Bessemer who claimed that closure
was illegal and British Railways was forced to operate a "grudge service",
until routine legislation permitted closure. Mullay argues that the Transport
Users' Consultative Committees were infiltrated by road transport interests
and that railway managements was apathetic. Locomotive preservation again
involved Pegler, notably with No. 4472 Flying Scotsman (60103) which
he purchased in 196x Some consideration is given to the Welshpool & Llanfair
Railway where the local council in Welshpool was extremely hostile. Nevertheless,
the line acquired a 25 year lease in 1960. Failures noted are the Euston
Arch, No. 2509 Silver Link (but Mullay always tends to overplay the
A4 class), a member of Gresley's K3 class and the LMS diesel electric No.
10000. He is cool towards the A1 Tornado project. See
also letter from Kevin P. Jones (page 782) which points up the great
difference between canal and railway "preservation": the former attempts
to extend a network, the latter is as far removed from this desirable objective
as scenic railways in a fairground.
Touring the 'Halls'. 608-9.
Colour photo-feature:No. 4993 Dalton Hall (in lined black)
at Oxford (R.C. Riley); all remainder in green livery (if visible): sparling
No. 6910 Gossington Hall (with Hawksworth straight-sided tender at
Banbury station on 26 June 1963 (Cliff Woodhead); No. 6966 Witchingham
Hall at Neath shed on 23 March 1963 (Celyn Leigh-Jones); No. 5909 Newton
Hall passing Tysley with express from Pembroke Dock to Wolverhampton
on 29 August 1959 (Michael Mensing); No. 6953 Leighton Hall near
Basingstoke (Southern Region) with Manchester to Bournemouth express on 25
July 1964 (David Idle) and No. 6910 Gossington Hall on York to Bournemouth
service at Basingstoke alongside rebuilt West Country No. 34095
Brentor on 11 June 1963 (Cliff Woodhead).
Mr Thompson's Pacifics. 610-12.
Colour photo-feature: A2/2 No. 60501 Cock o' the North on down
express near Askham Tunnel in 1959 (Derek Penney)See also
front cover; A2/3 No. 60517 Ocean Swell in appled green lettered
BRITISH RAILWAYS on York shed in 1949 (E. Sanderson); A2/3 No. 60517 Ocean
Swell at Grantham on up express in June 1958; A2/3 No. 60500 Edward
Thomson at St Neots on up stopping train on 31 May 1962 (Alan Tyson);
A2/3 60513 Dante on Grantham shed (Derek Penney); A2/1 60509
Waverley at Montrose on up express in 1960 (I. Murray); A2/3 60522
Straight Deal on up express at Retford in 1962 (Derek Penney); A1/1
No. 60113 Great Northern on Doncaster shed in 1962 (B.
Metcalfe).
Helm, John W.E. The bombing of Britain's railways: a
War Diary round two: 1939-1945. Part 3. 613-19.
Part 2 began on page 534. Germany's attack on Russia
and the Japanese attacvk on Pearl Harbour which brought the USA into WW2
eased the pressure on United Kingdom targets from the middle of 1941. Following
a British raid on Lübeck on 28/29 May 1942 directed by Bomber Harris
(who had become Commnder-in-Chief of RAF Bomber Command in February 1942),
Germany retaliated with what came to be known as the Baedeker raids on Bath,
Exeter, Norwich and York: these were announced by Baron von Stumm. The York
raid had led to the destruction of A4 No. 4469 Sir Ralph Wedgwood
and B16 No. 925. The GWR lost No. 1729 a superannuated pannier tank at Castle
Cary on 3 September. Bomber Harris organized the ferocious British 1000 bomber
raid on Köln on 30/31 May 1942 where the deliberate aim was to destroy
civilian morale. 1943 was a generally quiet year, but was characterized by
hit and run raids on Ashford (Kent) on 24 March, Aberdeen on 21 April and
Brighton on 25 May when there was considerable damage to the railway lines.
Panic by civilian shelterers at Bethnal Green Underground station on 3 March
led to a disaster in which 170 people were killed: this included 64 children,
most of whom were crushed to death. The end of conventional bombing was marked
by attacks on London mainly with incendaries: this operation known as Steinbok
was directed by General Major Dietrich Peltz. Illus.: St Pancras (10/11 May
1941); Bath station (26/7 April 1942); Middlesbrough Station with damaged
V1 locomotive No. 416 (3 August 1942); Castle Cary with damaged
No. 1729 on 3 September 1942; London Road Viaduct, Brighton on 25 May
1943; Paddington station on 22 May 1944; Focke-Wulf Fw 190 aircraft used
for hit and run attacks. See also letters on page 701 from
Norman Johnston on the devastation wrought on the NCC in
the Belfast raid of 15/16 April 1941 and how the LMS reacted by supplying
rolling stock from Derby (some of which is now preserved at Butterley).
Concluding part begins page 678.
A visit to Ireland in 1961. Roy Cole (phot.) and David Mosley
(notes). 620-1.
Colour photo-feature based on photographs taken during a railtour
organized by the RCTS, Stephenson Locomotive Society and Irish Railway Record
Society: VS class 4-4-0 UTA No. 59 Erne (former GNR(I)) No. 210 still
in blue livery on 10 June at Adelaide; 101 class 0-6-0 No. 184 (in rich dark
green livery, but with bl;ack tender) at Enfield (near Dublin) on 9 June;
Harty 0-6-2T No. 673 on Amiens Street shed on 4 June; CIE No. 461 inside-cylinder
2-6-0 at Dunvargan and at Waterford; and UTA No. 91 The Bush at Dundalk
on 9 June (note observes that original intended name was Sorley
Boy).
Rutherford, Michael. Good and faithful servant: thoughts
on the development of the British 0-6-0. Part 1. (Railway Reflections
No.135). 622-9.
Begins with the William Chapman and John Biddle Steram Elephant
constructed by Hawks & Co. of Gateshead in 1815. The Hackworth Royal
George is then examined. Myths surrounding The Duke of the Kilmarnock
& Troon Railway are mentioned. Two significant locomotives were supplied
to the Leicester & Swannington Railway: these were six-coupled versions
of the Stephenson Patentee type: Atlas (Robert Stephenson WN 58/1834)
and the identical Tayleur Vulcan constructed from drawings supplied
by Robert Stephenson. These became Midland Railway Nos. 280 and 149 The
long-boilered type dominated Midland Railway stock until 1850. Brief mention
is made of the Bury type (but this did not conform to the six-coupled pattern).
The Caledonian Railway was unusual in using an outside-cylinder variant of
the long boiler type (most had inside cylinders). Sphynx: and 0-6-0
supplied by Sharp Brothers to the Sheffield, Ashton-under-Lyne & Manchester
Railway was tested between Manchester and Crewe and hauled 597 tons at an
average speed of 13.7 mile/h. In 1848 Kitson supplied an inside-cylinder,
inside-frame six-coupled (5ft 6in) locomotive to the Leeds & Thirsk Railway,
and similar locomotives were supplied to the Midland Railway. Kirtley developed
the 240 class with 5ft 2in coupled wheels, and outide sandwich frames (later
modified with double plate frames: 806 of this type were constructed. The
McConnell Express Goods developed on the LNWR Southern Division at Wolverton
influenced the Ramsbottom DX goods which was draughted by Webb, initially
under William Williams: the first two of this huge class were Nos. 355
Hardman and 357 Terrier. Illus.: J21 No. 65103 at Humshaugh
with single Gresley BSK in carmine & cream livery in 1953 (colour:
Colour-Rail); Steam Elephant (reprinted from Engineer 1931/C.F. Dendy
Marshall (Early British locomotives); O1 No. 31065 at Tenterden Town
in 1954 (colour: Colour-Rail); Royal George; ex-L&YR 0-6-0 No.
52121 at Luddendenfoot in September 1963 (colour: D.J. Mitchell); Stockton
& Darlington Railway No. 25 Derwent at Centenary celebrations
(also view of footplate); former MR 3F No. 43593 at Coaley Junction (south
of Gloucester) (colour: J.L. Champion); Dalkeith Coal Engine supplied R.
& W. Hawthorn in 1846 to North British Railway (coloured Works drawing);
J17 No. 65588 at Hopton-on-Sea hauling Gresley stock in carmine & cream
livery in July 1957 (colour: E. Alger); C class No. 31588 on Hawkhurst branch
train at Paddock Wood in 1959 (colour: Derek Cross); Gooch broad gauge 0-6-0
Ethon at Westbourne Park; Sphynx; Blyth & Tyne Railway No. 16 as NER
No. 1316; outside cylinder CR 631 class No. 653; MR No. 724 (Neilson official?);
McConell Express Goods No. 371; and DX class No. 578.
Letter from Denis Grimshaw in Holywood, Co. Down
on page 61 of Volume 22 notes that the Ulster Transport Authority
test-steamed former GNRI 0-6-0 No. 48 (BP 7250/1948) on 6 July 1967 and that
this locomotive just missed being the last British 0-6-0 in steam...
Beheld at Bolton. Brian Magilton (phot.). 630.
Colour photo-feature (June 1965): class 5 4-6-0 No. 45101 with express
headlamps hauling non-corridor stock (note electro-pneumatic signals) and
8F No. 48532 on freight
Methven, Charles. The Bridgend incident. 631-4.
This is a muddled article as one of the main characters appears to
change his name from Alexander to William following a head-on collision on
25 January 1879: this took place between Avenuehead and Garngaber (near Lenzie)
on the Monkland & Kirkintilloch Railway section NBR. The train coming
from Garngaber was a "Baird's train" hauled by a locomotive owned by William
Baird of Gartsherrie and was probably a large Dübs 0-6-0 built in 1874
WN 756. The NBR train running towards Garngaber was crewed by driver Donald
McLeod and fireman Alexander McDonald (or William MacDonald): the latter
was seriously injured, but returned to railway work (as retold from Ahrons).
The accident inquiry was conducted by Major General C.S. Hutchinson and was
caused by the signalman (David Harkness) at Garngaber, altough the primitive
signalling provided by the NBR did not assist. A similar acident occurred
on 15 March 1887 and Major F.A. Marindin was damning in his condemnation
of the NBR for not implementing Hutchinson's recommendations. Driver William
MacDonald was noted for his performance on the Balloch to Glasgow Queen Street
commuter expresses which were run in fierce competition with the Caledonian
Railway. These were originally worked by 2-4-0 No. 38, but was later displaced
by a Drummond 4-4-0 No. 696. Later expresses were worked by NBR 4-4-2Ts and
LNER V1/V3 2-6-2Ts. The line is now a truncated single track remnant which
fails to reach Loch Lomond. See also Editorial letter
which notes that most of the illustrations were courtesy East Dumbartonshire
Libraries (Kirkintilloch)...
Coates, Noel. The happy wanderers: a look at ex-LYR engines working
beyond the Central Division of the LMS. 635-8.
This feature is certain to lead to a mass of correspondence (if similar
wanderings recounted in British Railway Journal are indicative: I
told you so, KPJ): brief text accompanied by illustrations with extensive
captions: 2-4-2T No. 6762 at Grange-over-Sands in the 1930s (locomotive as
L&YR No. 1041 had been sold to Wirral Railway in June 1921 retained its
"Wirral Railway number" under LMS); 2-4-2T No. 10779 on Bangor shed on 6
July 1935; 2-4-2T No. 10897 at Ashbourne on 8 July 1949 (locomotive
had been withdrawn from service, but was being used on tests for
firegrates): see also letter from Alistair Wright on
page 782 who identifies one of the vehicles being hauled as being one
of the MTUs, a motor generator used to generate electricity which was dissipated
through resistors ; 0-6-0ST No. 11342 at Bletchley in summer of 1938
(several LYR 0-6-0STs allocated there at that time); Barton Wright 0-6-0
No. 12053 at Stoke mpd in April 1935; Aspinall 0-6-0 No. 12086
(with Belpaire firebox) on Oxford shed in late 1930s: see
letter from Allan James in Volume 22 page 61 who
states that photograph was taken by R.H.G. Simpson in May 1947 and that he
had taken other photographs of LYR 0-6-0s at this location on 3 May 1949
and in 1945; No. 12091 at Moor Row in July 1939; Nos. 12103 and 12233 crossing
at Talyllyn Junction wiith rains on Brecon to Hereford line on 13 August
1943; No. 12428 hauling GWR stock near Bayston Hill near Shrewsbury (probably
pre-1935, and J.E. Kite picture); No. 12114 at Saltley shed,
Birmingham on 9 October 1932 see letter from
Bob Essery in Volume 22 page 61 who notes that the LYR injectors had
a poor reputation on the MR; and No. 12373 with number on tender at Derby
Works in July 1926.
Readers' forum. 639.
Gremlinium. Editor.
Wrong date on fron cover of Issue No. 8: 1965 not
1966.
GWR steam railmotors. Peter
Rance.
See photograph on page 474
(lower): this came from Gloucester Carriage & Wagon
Company records and show Car No. 73 under construction thereat in
1906.
GWR steam railmotors. T.J. Edgington.
See photograph on page 471 upper:
Dawlish up platform (not as stated)
Threat to research. Peter Tatlow.
See Guest Editorial on page 325
on threat to British Library's Newspaper Library at Colindale and response
to it in letter from Terry McCarthy on page 512:Tatlow
queries the ability of researchers to be able to afford fees in addition
to their existing overheads.
Threat to research. Anthony James.
See Guest Editorial on page 325
on threat to British Library's Newspaper Library at Colindale and response
to it in letter from Terry McCarthy on page 512 Writer
notes that much material is duplicated on microfilm and suggests that this
ensures greater safety (KPJ: he fails to note that film degrades and that
it is highly vulnerable to accidental loss).:
Threat to research. John W.E. Helm.
See Guest Editorial on page 325
on threat to British Library's Newspaper Library at Colindale and response
to it in letter from Terry McCarthy on page 512:This
regular contributor to Backtrack notes the high incidental costs involved
in research: travel, overnight accommodation, reproduction fees, etc and
the relatively low rate of remuneration.
Threat to research. Ray Vickers.
See Guest Editorial on page 325
on threat to British Library's Newspaper Library at Colindale and response
to it in letter from Terry McCarthy on page 512:Writer
suggests advertising (KPJ: can one really expect the Virgin National
Archive?)
Day trip to the West Midlands. T.J. Edgington.
See page 478 middle for monumental error: location
was Monument Lane not "somewhere near Smethwick"
Rolling stock focus. Stephen Bastow.
See page 511: location was Rugby (WCML) near former
Great Central overbridge
Rolling stock focus. Peter Davis.
See pages 510/511 scolds Nick Campling for
failing to record that the two pictures were of adjacent ex-GER restaurant
carss which had been converted to cafeteria cars to run on the GNSR section
of the Scottish Region
Rolling stock focus. Robert Barker.
See page 511: ex-GCR kitchen car ended up as
static staff facility at Neasden posibly in its original livery
Book reviews. 640.
Visions afar: the journal of R.W. Carr, 1905-2005: the life and times
of a Yorkshire railwayman. compiled by J.D. Bramley and A.R. Gamble.
Home Farm Publications. MB. *****
Diarist was born in York, and was brought up in Market Weighton, Thirsk
and Sherburn-in-Elmet. His father was a railwayman and Carr joined the NER
as a clerk at Micklefield in 1922. He became a relief station master and
eventually settled as stationmaster at Staintondale.
Wartime on the railways. David Wragg. Sutton.
GBS. ***
Mainly WW2, mainly Britain: reviewer criticises lack of
depth.
Dalton-in-Furness: mediaeval capital to mining community. Rock
Battye. Cumbrian Railways Association.. GBS ****
"The railway has lost its London expresses, its postal and sleeper
trains, its mineral traffic, and all that remains is plain line, multiple
units and history".
Inside Eastleigh Works. Bruce Oliver. rear cover.
S15 No. 30834 under repair on 7 March 1964, with adjacent standard
class 5 4-6-0s.
Number 11 (November 2007)
Issue No. 199
'Royal Scot' 4-6-0 No. 46147 The Northamptonshire
Regiment stands at Euston with a morning arrival in 1961. front
cover.
Its 41C shedplate indicated it was from Sheffield Millhouses depot,
a Midland route engine making an unexpected appearance on the West Coast
Main Line. Time appeared to be 07.56. See also feature 674
et seq.
A view from the bridge. Michael Blakemore. 645.
Pontification on bridges
Steam on the Stirling line. 646-7.
Colour photo-feature: A4 No. 60034 Lord Faringdon approaches
Stirling with Aerdeen express on 7 May 1966 (Roy Hobbs); 72007 Clan
Mackintosh passing Dunblane station and Cathedral with Perth to Carlisle
ecs on 11 April 1963; B1 4-6-0 passing Greenhill with 01.30
Craiginch (Aberdeen) to Cadder freight on 1 April 1964 (David Idle)
John Macnab (letter Vol. 22, page 61) notes
that the two newly painted LMS coaches in the train were en route from overhaul
at Inverurie Works to Ardmore Yard as an edict had been sent out to condemn
all wooden bodied coaches; A2 60532 Blue Peter passing Dunblane on
13.30 Aberdeen to Glasgow on 16 June 1966; A4 60031 Golden Plover
between Cumbernauld and Castlecary with express for Aberdeen on 19 April
1965 (Roy Hobbs).:
Evans, Edwards A. Pontypool Road as I knew it. 648-53.
As he knew it in the 1950s during its decline: he travelled to there
from the Vale of Neath line for which it was the Junction with the Great
Western/LMS North & West Route. It was also a junction for
Monmouth.
A milk and fish diet. 654-5.
Colour photo-feature: North British Type 2 diesel-hydraulic hauling
milk tanks from Torrington to Exeter near Cowley Bridge Junction in May 1967
(Peter W. Gray); D1011 Western Thunderer in maroon livery hauling
up milk train passing Cowley Bridge Junction in May 1967 (Peter W. Gray);
Class 5 4-6-0 No. 44794 piloting A4 No. 60004 William Whitelaw at
Girdleness near Aberdeen on up fish train in October 1964 (R.P. Jackson);
Castle No. 5017 The Gloucestershire Regiment 28th 61st at Ealing with
milk empties for West of England in February 1962 (C.R. Gordon Stuart); K1
2-6-0 No. 62011 removing fish van off arrival from Mallaig for attachment
to afternoon train for Glasgow (whereat probably attached to overnight train
for Colchester), march 1960 (Colour Rail).:
Wells, Jeffrey. Railways and the Epsom Races. Part 1. 656-60
The main hores races associated with Epsom Downs were the Derby and
the Oaks (the origins of these names are explained). First railway entrant
was the London & Southampton Railway at Kingston in 1838. The LBSCR did
not arrive at at Epsom until 1847.
Exploring a York backwater. Eric Saunders (phot.). 661
Colour photo-feature of Foss Islands branch:
see letter from Editor in Volume 22 page 61
which explains where the diesel shunter and DMU were proceeding.:
Binks, Michael B. Crossing the Tyne and Wear.
662-7.
The High Level Bridge across the Tyne in Newcastle involved George
Hudson, and both George and Robert Stephenson. It is both a railway and road
bridge and was opened by Queen Victoria on 29 August 1850. All Anglo-Scottish
traffic had to reverse and to avoid this the King Edward Bridge was constructed
and this was oened by King Edward VII on 10 July 1906. The engineer for this
bridge was A.C. Harrison, nephew of T.E. Harrison who had first suggested
a further bridge at the selected location. Considerable reorganisation of
the East Coast mainline took place in County Durham to fully exploit the
improved Tyne crossing. Brief mention is made of the Tyne Bridge (road) opened
in 1928, the utiltarian bridge constructed for the Metro system and the 'Winking
Eye' pedestrian bridge. Crossings of the River Wear at Sunderland are then
considered: the first linked Monkwearmouth (the former terminus for passengers
from Newcastle) with Fawcett Street (the then terminus for trains from the
south). Work on this started in 1879 and was completed in 1879 and was assocaited
with the construction of a new central station in Sunderland. During the
reign of Edward VII the Queen Alexandra Bridge was opened in 1908 for rail
and road traffic, but the formed ceased in 1921. Some mention is made of
the Londonderry Railway which until 1900 (when absorbed by the NER) also
served Sunderland and of the possible extension of Sunderland's tramway system
over the Queen Alexandra Bridge: see latter from
William Tollan (Vol. 22 page 61) who has consulted
Hugh McAuley on Sunderland's tramweay system who considered that there was
some consideration given to extending the tramway system to Pallion from
Kyle Road, but no consideration was given to extending trams over the bridge.
Tollan notes that many of Sunderland's magnificent trams were very large
and included some from London..
Going round the sheds [motive power depots]. 668-71
Colour photo-feature: A3 No. 60075 St. Frusquin at Darlington
in September 1963 (Geoff Rixon); class 5 No. 44699 at St. Rollox on 10 September
1962 (Geoff Rixon); Boston shed with coaling tower dwarfing the Stump, a
B1 class 4-6-0, an Ivatt class 4 2-6-0 and two Class 20 diesels, and vintage
breakdown train on 12 August 1961 (Cliff Woodhead); 8F No. 48282 on ash pit
at Patricroft in February 1968 (S.C. Dent)
Crosse, J. Here comes British Railways. 672-3.
The translation from the former companies to British Railways as reflected
in the transition from the LNER to the North Eastern Region in 1948. Instructions
to staff concerning pay and superannuation; amendments to timetables, Best
Kept Stations (illustrated by Richmond and Pocklington).
Salute to the 'Royal Scots'. 674-7.
Colour photo-feature:(all rebuilt, even the first): 46137 The Prince
of Wales's Volunteers (South Lancashire) on Camden shed on 3 October
1959 (R.C. Riley); 46143 The South Staffordshire Regiment on up The
Palantine at Manchester Central in May 1961; 46113 Cameronian
on the down Thames Clyde Express on 13 June 1959 leaving Dumfries
(Don Rowland); 46158 The Loyal Regiment at Carnforth MPD on 8 September
1961 (Geoff Rixon); 46109 Royal Engineer leaving Leeds City on a down
express (Jim Carter); 46133 The Green Howards about to depart St Pancras
on The Robin Hood for Nottingham in 1961; 46111 Royal Fusilier
inside Willesden on 27 May 1962 (Geoff Rixon); 46100 Royal Scot (R.C.
Riley); 46170 British Legion at Crewe in ex-works condition (Jim Cater);
and 46152 The King's Dragoon Guardsman entering Hereford heading North
(so presumably running from Pontypool Road) in August 1963 (J.L. Champion).
See also front cover
Helm, John W.E. The bombing of Britain's railways: a
War Diary round two: 1939-1945. Part 4. 678-86.
Previous part page 613. From 13 June 1944 southern
England was exposed to attacks by V1 pilotless aircraft known as flying bombs,
Fieseler Fi 103 FZG-76 (doodelbugs or buzzbombs). These vengeance weapons
caused the greatest damage on the Southern Railway, but some fell on the
LNER and LMS. These were initially launched from fixed locations in northern
France, but were later launched from aircraft which extended their range,
but which by then had been joined by the V2 rockets which carried a one ton
warhead. These were capable of inflicting major damage. Measures were taken
to reduce the impact of the V1s: barrage balloons, improved gunnery and shooting
down by aircraft, but the rockets had to await the destruction and/or capture
of the launch sites. During this final period Dover was shelled heavily during
September 1944 and Priory station was severely damaged. Operation Gisela
launched by the Luftwaffe in March 1945 concentrated on attcking Allied bombers
returning to base and on attacks on British airfields. Helm considers that
if the Luftwaffe "failed" to attack British railway junctions and failed
to appreciate the frailness of the railway link to Wick and Thurso. Tables
list the total number of V1 and V2 attacks and in greater detail many, but
not all of the major incidents (the destruction of Charlton station by a
flying bomb on 23 June 1944 at 15.00 hrs is not listed:
see Kevin Jones biographical
material and London Rly Record, 2008, (57), 132-3 which shows
the severity of the damage). The articles are completed with statistical
summaries covering both incidents and casualties divided on a company basis
covering the whole of WW2. These clearly show that the Southern Railway suffered
the greatest loss and destruction. Sources, including Public Record Office
files are scrupulously listed Illus.: Heinkel HE177 Greif (Griffon) serial
bomber; V1 damage at Somers Town Goods on 5 July 1944; evacuees from flying
bomb raids at Surbiton station on 11 July 1944; V1 damage to District and
West London Extension lines at West Brompton on 29 July 1944; V2 damage at
Campbell Road Junction on 13 January 1945; and class 5 No.
5425 which was severely damaged during raid on Crewe on 7 April 1941
(it was repaired or "replaced"). Richard West queries the
destruction of locomotives during WW2 in letter on page 782.. .
Rutherford, Michael. Good and faithful servant: thoughts on the
development of the British 0-6-0. Part 2. (Railway Reflections No.136).
687-95.
A number of digressions away from the central theme, some of which
throw considerable light upon railway engineering during the period of
approximately 1835 to 1850. Rutherford shows the ties between the Stephensons
and Hackworth with the Armstrongs, the Kirtleys and with
John Gray whose work Rutherford calls
"visionary" citing his patent of 1838: Gray exploited high pressure steam
and long lap/long travel valves. This work was performed on the Hull &
Selby Railway. Rutherford is illuminating on Gray's departure from the LBSCR
due to the failure of Timothy Hackworth to fulfill an order placed with his
Company at Gray's behest. It is noted that members of Joseph Armstrong's
Hawthorn class of broad gauge 0-6-0s were named after locomotive
engineers/engineering concerns and included John Gray, the only member
of the class to receive a full name. Problems facing early locomotive engineers
were the weakness of the permanent way, hence the need for double frames;
the failure of crank axles, hence the evolution of the 'Crewe type' with
outside cylinders, and the limitations of both weak rails and weak driving
wheels, both of which were obviated with the intoduction of steel.There was
also the switch from coke burning to coal. Illus.: J15 No. 65475 on two coach
train at Long Melford in July 1959 (colour: G.W. Potter); sectional view
of John Gray's 0-6-0 with 'horseleg' expansive valve gear and variable exhaust
(Engineer); preserved Stockton & Darlington Railway Bouch 1001
class No. 1275; 2251 class No. 2218 at Barry Junction on 19.07 Newport to
Brecon paasenger train in June 1962 (colour: A.A. Jarvis); ex-CR Jumbo No.
57621 on freight at Bridge of Allen in April 1963 (colour: P.A. Fry); William
Martley LCDR 0-6-0 No. 130 Tarquin post April 1886; Dean Goods No. 2516 (still
with GWR on tender) on SLS railtour at Wombourn in May 1955 (Colour Rail);
ex-Solway Junction Railway/CR No. 543/382 as LMS 17102; GWR 360 class No.
363; Dean Goods No. 2441 which ended up in China; J39 No. 64942 at Waterhouses
with Durham Miners' Galas Special in July 1960 (colour: C.J. Gammell); GIPR
No. 749 at Parel, Bombay; SMJR No. 10 inside shed; J37 No. 64629 at Anstruther
on passemger train in May 1959 (colour: G.H. Hunt); SDJR 4F (formerly No,
44557 near Midford on 14 May 1960 (Tom Williams); former LNWR Cauliflower
No. 8370 at Shrewsbury with GWR corridor stock in late 1930s; EKR No. 6 (ex-SER
O1 No. 372) near Eastry in 1947; ex-NSR four-cylinder 0-6-0 No. 2367.
Biddle, Gordon. Sancton Wood, railway architect.
Part 2. 696-700.
Began on page 551. Text includes Wood's design
for a "first class" station at Hamworthy to serve Poole; the first prize-winning
station in Blackburn opened in 1846 by the Preston & Blackburn Railway.
Mention is made of Frederick Barnes' work on the Eastern Union Railway (including
the structure at Needham). Wood worked with Bruff and included the station
at Bury St. Edmunds. On the Syston & Peterborough Railway Wood designed
the stations at Stamford, Luffenham and Oakham, but William Parsons (a Leicester
architect) was also involved, although Wood was certainly responsible for
the Saxby to Stamford stretch. Biddle considers that Wood was probably
responsible for the station at Harleston in Norfolk and for the cheaper stations
on the LNWR Rugby to Stamford line. In Ireland Sancton Wood designed the
Great Southern & Western Railway Dublin Kingsbridge (now Heuston) terminus
and headquarters which Biddle considers to be on a par with St Pancras and
the original Euston termini in London. Wood worked with John Macneill, the
chief engineer on this masterpiece as well as on the stations ayt Monasterevan,
Templemore, Dundrum and Portarlington. Wood died in London on 18 April 1886.
Illus.: stations at Ipswich c1869; Oakham in 1962; Luffenham in 1951 (structure
since demolished); Ketton & Collyweston in 1957 (since demolished); Market
Harborough LNWR (before reconstruction in 1884); Gomshall & Shere in
1968; Kingsbridge (now Heuston) terminus and headquarters of Great Southern
& Western Railway in 1991; Portarlington in 1955 (with belfry); Bagenalstown
(now Mhuine Bheag) in 1991 and Inchicore Works in 2005 still with its unique
medieval entrance tower.
Readers' Forum. 701.
The Bombing of Britain's railways. Neil Woodland.
See feature by John Helm on page 534 et
seq. The attack on Banbury on 3 October 1940 was significant
in being one of only two raids on the town itself (although several attacks
were made on the aluminium factory just to the north of the town) and the
only one in which fatalities occurred. The damage was closely examined by
Solly Zuckerman, who was able to predict the extent of casualties and damage
arising from RAF raids on Germany (cites Zuckerman autobiography: presumably
Monkeys, men and missiles (1988)). One of those seriously injured
died over 30 years later and the Coroner's inquest recorded that his death
was attributable to injuries arising from enemy action.
The Bombing of Britain's railways. William
Tollan
See feature by John Helm on page 534 et
seq. Argues that role of Royal Navy tends to be underplayed
in detering Hitler from invading Britain in 1940. The German invasion of
Norway had led to heavy losses in the German Navy and the Commander-in-chief,
Raeder had many discussions with Hitler, repeatedly pointing out that the
depleted German Navy could not protect a cross-Channel invasion fleet and
that there were too many navigational difficulties off the English coast
to make a successful landing achievable. Cites Fifty ships that saved
the world by Philip Goodhart (1965).
The Bombing of Britain's railways. Norman
Johnston
See feature by John Helm on page 613 et seq. The
Belfast raid of 15/16 April 1941 included a direct hit on York Road station,
which destroyed seventeen modern vehicles (15% of NCC's modern stock) and
nearly crippled the NCC, already short of rolling stock. This led to the
movement of all locomotives and carriages out to Greenisland, six miles away,
each night for storage. The LMS reacted by supplying rolling stock from Derby
(some of which is now preserved at Butterley).
The Callington branch. Brian Janes
See page 408 et seq in which author, David
Thrower, requested information about the provenance and subsequent history
of the PDSWJR's royal saloons. After leaving the PD&SWJR both went into
the ownership of Holman F. Stephens's railways It seems almost certain that
the 1844 Saloon known as the Queens Saloon subsequently went to the Shropshire
& Montgomeryshire Light Railway. The second carriage built in 1851 at
Queen Victoria's request is more difficult, as no official records of it
seem to exist, but it was almost certainly the one that ended up on the Kent
& East Sussex Railway. Most published accounts are based on an article
in Locomotive Magazine for 1925 based on information supplied by Colonel
Stephens, which stated that both carriages were acquired by the Plymouth,
Devonport & South West Junction Railway in 1890 for use between Bere
Alston and Callington. Unfortunately, this version of this period in their
careers is open to considerable doubt. Nevertheless, it did appear that Stephens
became fond of the vehicles and kept them in good condition, but after his
death and during or following WW2 the vehicles beame decrepid and were
scrapped.
Von Borries compounds. Norman
Johnston
See Michael Rutherford's series on Von Borries compounds
(page 561) wherein he refers to Beyer, Peacock 2-4-0s
of 1878. These were double-framed engines and, far from typical Beyer Peacock
products being the design of the rival Sharp, Stewart. There is a slightly
confusing reference to the B&NCR board sanctioning purchases for the
B&CDR. The same mistake also appears in Philip Atkins's
article on p570, where again it should read 'B&CDR'.
Cross that bridge when you come to it. 702-3.
Colour photo-feature: viaduct at Middleton-in-Teesdale (S.C. Dent);
Cynghordy viaduct photographed from a Llanelli to Shrewsbury train on 4 April
1970 (Cliff Woodhead); Connel Ferry cantilever bridge (Peter Tatlow); St
Anne's Park, Bristol (overbridge across railway in deep cutting) (S.C. Dent);
Millers Dale disused wrought iron and steel bridges (S.C.
Dent) see also letter from P. Justin McCarthy
on page 61 of Volume 22 who gives much further information on these
bridges; Gauxholme Viaduct in October 1969 with DMU leaving structure
(S.C. Dent).
Book Reviews. 704
The Ventnor West Branch Line. Peter A. Harding. Author.
TJE *****
"Excellent value at £3.50."
Let no wheels turn – the wrecking of the Flying Scotsman,
1926. Margaret Hutcherson. TUPS Books. MB ***
During the 1926 General Strike at Cramlington, a pit village in
Northumberland, striking miners removed a rail from the East Coast Main Line
and caused the derailment of the southbound Flying Scotsman..This account
(from someone with family ties to Cramlington at the time) of the incident
takes an overtly political view. With terms like 'scab', 'middle class blacklegs'
and 'black labour' peppering the text, we know where it's corning from, which
is fair enough. The book looks at the events which led to the removal of
the rail and resulting derailment, the police investigation and apprehension
of eight culprits, and the fairness of the trial and jail sentences. The
reviewer questions the writer's stance by correctly emphasising that "removing
rails cannot be anything other than dangerously irresponsible" (presumably
other than during a war to impede the movement of troops).
The Narrow Gauge Railways of Bosnia-Hercegovina. Keith
Chester. Frank Stenvalls Forlag (Malmo, Sweden). www.stenvalls.com.
DJ. *****
This remarkable narrow gauge network has got the book it deserves
- and one that is commended without hesitation. It has 300 plus pages of
detailed yet easy-to-read text, locomotive lists, drawings and maps. Adding
the finishing touch are over 500 well reproduced photographs, including some
wonderful colour images bravely obtained by those prepared to risk the
ever-present threat of arrest and film confiscation (Communist Yugoslavia).
The Selsey Tramway Vols.l & 2. Laurie A.
Cooksey. Wild Swan. JS ****
It never ceases to amaze the reviewer "just how much meat can be carved
from a seemingly poor carcass! The Selsey Tramway was just over seven miles
in length and only survived for 38 years and yet the author has managed to
discover, collect and report sufficient material to fill two roughly A4 sized
hardback books." "Words and pictures go well together."
Brunel in South Wales: Volume 2 Communications and
Coal. Stephen K. Jones. Tempus. DG **
"This handsomely produced and profusely illustrated book is the second
part of Stephen Jones's trilogy about BruneI's work in South Wales." But
reviewer concludes that although he had a rich source of material he would
have to mine and then refine it thoroughly before he could extract the nuggets
he was looking for. It could be that the difficulty lies in the selection
of the themes for the trilogy, by trying to advertise too much of a link
directly to Brunel
Green Valleys at Quakers Yard. J.S. Gilks. rear cover.
Aberdare to Pontypool Road train hauled by 56XX No. 6628 arriving
Quakers Yard High Level on 18 May 1961.
Number 12 (December 2007)
Issue No. 200
BR Class 4 2-6-4T No.80137 arived at West London line platform, Clapham Junction
(David Idle). Front cover
On unadvertised 17.08 from Kensington Olympia for Post Office Savings
Bank staff on 12th May 1965.
Searching for perfection in an imperfect world. Michael Blakemore.
709.
Editorial survey of two hundred Issues. Founded by Nigel Trevena,
and some of his best graphic features are still there. Nurtured by David
Jenkinson, and then by David Joy, until taken over by Michael Blakemore in
2003. Mike has been Editor since 1995.
Around Woodford Halse. Tommy Tomalin. 710-11.
Colour photo-feature: class 5 4-6-0 No. 44847 passing Culworth Junction
on the 16.38 Marylebone to Nottingham on 17 August 1966; Eydon Road signal
box on 24 March 1963; Fairburn Class 4 2-6-4T No. 42252 heading 18.55 Woodford
to Banbury service under the Stratford-upon-Avon & Midland Junction line
on 25 May 1964; 8F No. 48010 restarts southbound coal train from Culworth
Junction on 28 November 1964; and Class 5 No. 44835 passes remains of Woodford
Halse depot on 17.15 Nottingham to Marylebone on 25 May 1966.
Letter from Martin Bloxsom (22, p. 125)
records that the last freight on the London Extension was an empty oil
tanker train which left Leicester Abbey Lane sidings on 11 June 1965 hauled
by 9F 92032.
Stephen Bragg. A Scottish odyssey. 712-18.
An upmarket and delightful railway walk-about of the which characterizes
the content of many of Backtrack's lesser competitors, but this is more of
the type associated with T.R. Perkins in the early days of The Railway
Magazine where the aim was to explore as much of Scotland's railway network
as possible rather than to collect numbers and "bash" sheds. The Author sought
within the period of nine days using a runabout ticket purchased in New York
with dollars. In part the exploration was shared with fellow former Cambridge
University Railway Club member Brian Hollingsworth. The trip began on Friday
night. 26 August 1955, using the 21.15 sleeper from St. Pancras (the runabout
ticket became valid at Derby). This train was left at Dumfries and from thence
most of Scotland's survivng railways were explored. Overnight stays were
spent in the better class of hotel.. Sometimes considereable ingenuity this
required as when he travelled by motor coach between Bonar Bridge and the
turning for Dornoch, ran into Dornoch to catch the train (rare as hen's teeth
KPJ can confirm) back to The Mound where he rejoined the former Pullman dining
car where he had breakfasted where he lunched to the amazement of the crew
on the way back to Dingwall. The illustrations accompanying the article were
not taken during the journey and fail to cover many of the lines explored:
the Lochwinnoch Loop, for instance (which used to give a roller coaster ride
when traversed non-stop) and the line from Dundee to Forfar. Illus.: BR 2-6-4T
No. 80126 on 09.56 ex-Killin en route to Killin Junnction in August 1962
(colour: Colour-Rail); Connel Ferry Bridge with 07.14 ex-Ballachulish behind
ex-CR 0-4-4T on 31 August 1959 (Robert Darlaston); HR 0-4-4T No. 55053
in fully-lined out BR black with carmine and cream brake composite and three
vans at Dornoch in July 1955 (colour: T.J. Edgington); 80028 at Killin on
10.54 on 25 June 1965 (Robert Darlaston); CR 0-6-0 No. 57667 at Ballachulish
on 31 August 1959 (Robert Darlaston); CR 4-4-0 No. 54493 at Inverness station
on 1 September 1959 (Robert Darlaston); Class 2 2-6-0 No. 46460 with cowcatcher
at Fraserburgh with St. Combs train in March 1959 (colour: J.B. McCann);
2-6-0 No. 78045 at Tillynaught, and at Banff on 16 June 1964 (Robert Darlaston);
B1 4-6-0 running onto Tay Bridge past site of Dundee Esplanade with 16.53
Dundee to Thornton Junction on 3 September 1959 (Robert Darlaston); Class
5 No. 44979 running round its single coach at Comrie in 1955 (colour: R.
Denison); Dunblane station with class 5 4-6-0s: 45465 on Aberdeen to Glasgow
train and another hauling Oban train into the loop at 18.15 on 2 September
1959 (Robert Darlaston); 78XXX at St. Boswells with 11.30 for Kelso on 8
July 1963 (Robert Darlaston).
Digby, Nigel J.L. The Railway journeys of Sherlock
Holmes. 719-24.
The many fictional journeys made by the detective Sherlock Holmes
and his compamion Dr John Watson are examined. In many cases these give a
broadly accurate account of how such journeys might have been made at the
period when the stories were written. The Author attempts to marry fiction
with fact (Bradshaw). For instance in The Adventures of Sherlock Holmes
in the story, The Boscombe Valley Valley Mystery Holmes and Watson
had to reach Ross in Herefordshire and they had the questionable pleasure
of lunch en route in the Swindon refreshment rooms. Nevertheless, Arthur
Conan Doyle sometimes made serious topographical errors or reset the location
of earlier legends to bring greater dramatic effect. In the case of the latter
The Hound of the Baskervilles is relocated from Cromer Hall (where
Conan Doyle had been a house guest) to Dartmoor. The journey to Cromer was
subsequently used in The Dancing Men. This latter tale is set at the
fictitious Riding Thorpe Manor and involves a "Hilton Cubitt" (both names
immediately conjure up North Norfolk) and the author would have exploited
the non-stop service between Liverpool Street and North Walsham (One makes
this far less probable than hearing the Black Shuck). The Priory School
contains a major topographical faux pas in that the intended location was
probably near Hathersage (requiring Holmes to entrain at St. Pancras), but
he departs from Euston for Mackleton, which Digby considers to be a possible
combination of Macclesfield with Buxton. A great many of the "journeys" took
place in southern England, many of which involved Waterloo. The illustrations
include two from the novels, plus some which evoke the period: broad gauge
10.15 Paddington to Penzance passing Uffington on 20 May 1892 (how Holmes
and Watson travelled west on the Silver Blaze case); SER 2-4-0 No.242 about
to depart from the old Charing Cross (a starting point for many of Conan
Doyle's stories); platforms at Birmingham New Street in September 1885
(destination for The Stockbrokers's Clerk); exterior of Waterloo with
cabs ready to convey Sherlock Holmes to 221b Baker Street; Waterloo departure
platforms c1900 (start for journeys to Winchester to investigate events at
The Coppper Beeches.and Oxted station in May 1884 (The Valley of Fear).
See also letter from Richard Pratt in Vol. 22 page
61 whose magnifying glass has detected via inference that Holmes must
have used he Metropolitan on a number of occasions: see His last
bow (also from Geoffrey Horner on p.
253). Long letter from Charles Long
which emphasises the fictional nature of Pullman travel to Plymouth: Vol.
22 p. 125. See also Stephen Spark's observations
(Vol. 22 page 188) on The Speckled Band which is set near Leatherhead
at Stoke D'Abernon on what was to become the Guildford New Line and adds
that the train services mwntioned by Conan Doyle were highly
fictitious.
Wells, Jeffrey. Railways and the Epsom Races. Part Two. 725-30.
From 1901 the Chipstead Valley route to Tattenham Corner gave the
SECR a considerable advantage in conveying traffic to the racecourse, but
the older routes to Epsom Downs via the LSWR and LBSCR from Waterloo and
Victoria still provided competition. In 1901 the LSWR ran a through train
from Salisbury on Derby Day. During WW1 the racecourse was shut, but reopened
in 1919. The Southern Railway inherited all the routes and special consideration
is given to traffic on Derby Day in 1923 which included the operation of
two Pullman car trains from Charing Cross to Tatttenham Corner: this is based
on an account which appeared in Railway Gazette (1923, 3 August).
This included a description of the motive power used to take the trains up
the long climb up the Chipstead Valley and the punctuality achieved. Over
37,000 passengers were conveyed to, and 40,000 from Tattenham Corner on 5
June. Electrification greatly eased the operation on both routes, but steam
continued to be used on some first class and Pullman car specials to Tattenham
Corner, and the Railway Magazine for August 1935 described how these
required double heading for the climb up the Chipstead Valley. Illus..Colour
all J.S. Gilks: platforms at Tattenham Corner station on 25 August 1962;
exterior of Tattenham Corner station (still with Southern Electric signage)
on 25 August 1962; Royal Train returning from Tattenham Corner to Victoria
on 1 June 1961 hauled by No. 30926 Repton: see
Steam Wld No. 246 page
23 for photograph by Paul Leavens taken at Tadworth on same day. Black
& white: R1 class 0-4-4T No. A699 and R class A658 at Epsom Town on 14
August 1926; H1 4-4-2 No. B41 Peveril Point passes Epsom Town on 12 July
1925 and two further view of Epsom Town station on 10 February 1929 and work
on new signalbox (all H.C. Casserley)..
Tatlow, Peter. The 'Night Scot' and associated sleeping
car trains. 732-41.
This augments an earlier article by the same Author on The Royal
Highlander in Special Issue No. 1 (LMS
Special Issue, 2001), p.57 et seq. There is a very brief introduction
to the development of Anglo-Scottish sleeper traffic by the LNWR and CR with
its WCJS and by the Midland in association with GSWR and NBR with Joint Stock
sleeping cars, developed from Pullman sleeperds introduced in 1876. With
the exception of the service to Edinburgh Waverley where M&NB Joint Stock
remained until 1928 all post-Grouping services were operated solely by the
LMS, with trains from Euston to Stranraer Harbour for the ferry to Larne
and for passengers remaining in the sleeping car to Turnberry, Glasgow and
Edinburgh Princes Street. There were also services from Birmingham, Liverpool
and eventually from Manchester Exchange. Some service conveyed a catering
vehicle car on down journeys from Euston and on down journeys from Carlisle.
The composition of the up Night Scot and "associated trains" is tabulated
for "from" 24 September 1928. Similar tabulations are made for down trains
"from" 9 July 1934; down trains for "from" 4 July 1938, both for "weekday"
services and for Friday night departures. The very heavy services operated
in WW2 are tabulated for the period from 3 May 1943. The stopping patterns
for down sleeper trains are also tabulated for the summer timetable of 1938;
and a similar table is shown for the down services ex-St. Pancras. Finally
similar tabulations are made of the West Coast and Midland sleeping car services
provided in the winter timetable of 1942: this latter included an extremely
slow transit from St. Pancras to Stranraer. The tables also include portions
with and without sleeping cars which were added or removed from these services
and motive power is included in very broad terms. There are illustrations
of both the exteriors and interiors of both first and third class vehicles.
One interior view shows a first class compartment modified to accommodate
an upper berth to cope with military demand during WW2. There is a brief
personal note to observe a day-time journey made from Euston to Glasgow on
10 September 1940, thence a stay in the Central Hotel and on to Rothesay
for the duration. There is an extensive bibliography which includes Tatlow's
survey of traffic at Carlisle Ciatdel
Backtrack, 2000, 14, 531.
See also letter from Charles Long (Vol. 22 page
125) which corrects and amplifies the information on Midland Pullman
cars.: ..
Patterson, Allan. Custom House. 742-5.
Writer worked at signalbox as a relief signalman between 1981 and
1982 when the main service was provided by DMUs between Camden Road and North
Woolwich (with some peak trains terminated at Custom House, plus a limited
freight service over the remnants of the Beckton and Gallions branch. The
freight was operated with a single line token machine, but the passenger
traffic was handled via a train staff over the single line to North Woolwich.
The tunnel under the docks contained a flood warning indicator in the signal
box: a furhtter complication within the tunnel was a colour light to halt
up trains in the event of a down train approaching the station. Colour illus.
of both the interior and exterior of the signal box. The subsequent
rationalization (induced by vandalism), electrification and current (2007)
temporary closure of the line for re-engineering to Docklands Light Railway
standard are also mentionned..
The Standard Class 4 Tanks. 746-9.
Colour photo-feature: 80152 on turntable at Salisbury shed on 17 September
1966 (David Idle); 80089 emerging from Heathfield Tunnel on 18.00 Eastbourne
to Tunbridge Wells West on 11 June 1965 (David Idle):
see also letter from Nigel Thornton in 22
page 188 who gives reason for chalked notice on smokebox door; 80072
leaving Lapworth with 07.43 Leamington Spa to Birmingham Snow Hill on 2 July
1964 (Michael Mensing); 80069 leaving Pantyffynon with a Swansea local in
June 1963 (Chris Gammell); 80011 and H class 0-4-4T No. 31522 at Oxted (R.C.
Riley); 80132 crossing Severn at Newtown with up Cambrian local train in
August 1964 (M. Smith); 80068 approaching South Croydon with 11.20 Victoria
to Eastbourne on 24 May 1963 (David Idle); 80004 at Glasgow St. Enoch with
stock for 10.25 for Ayr on 28 August 1965 (David Idle): 80072 leaving
Solihull with 07.45 Leamington Spa to Birmingham Snow Hill
on 14 April 1964 (Michael Mensing); 80054 ruuning westward through Princes
Street Gardens with National Gallery of Scotland behind on 23 August 1965
(David Idle).
Through the Malvern Hills. Steve Burdett (phot.). 750-1.
Colour photo-feature: Class 116 DMU leaving single track Ledbury Tunnel
with Hereford service on 24 August 1984; Class 50 No. 50 036
Victorious with Paddington to Hereford service leaving Colwall on
30 September 1981; 50 046 Ajax approaches crossing at Newland
with Malvern Hills behind on Sunday 2 June 1985 with Hereford to Paddington
train; 50 015 Valiant leaving Colwall Tunnel with a train for Herefod
on 1 September 1979; chocolate and cream Class 117 DMU at Newland level crossing
on 2 June 1985. :
Rutherford, Michael. Good and faithful servant: thoughts
on the development of the British 0-6-0. Part 3. (Railway Reflections No.137).
752-61.
A railway by railway examination of the 0-6-0s inherited by, and
constructed by, the post-Grouping companies. The Southern Railway stock consisted
of only 14.9% of 0-6-0s. The LSWR included a small number of Beattie 0-6-0s,
including some reboilered by Adams, the Adams 395 class, and the Drummond
700 class (Black Motors) which had been modernized by Urie in the 1920s.
The SECR contributed 0-6-0s from James Stirling (SER) and from William Kirtley
(LCDR); plus the C class produced under Wainwright. Rutherford considers
that Stroudley's 0-6-0s were poor steamers and lacked stability and notes
how C1 No. 428 was sold to the Strratford-upon-Avon & Midland Junction
Railway and thus joined the mighty LMS, although the paint required to paint
"2303" was saved: not so writes Colin Underwood
in Vol. 22 page 188. Robert Billinton's C2 class, built at Vulcan Foundry
[the Vulcans] was more successful and from 1908 were fitted with superheated
boilers to become C2X. Marsh's own 0-6-0s, the C3 class, were very poor
locomotives. Churchward was responsible for no 0-6-0 design. By 1922 many
Dean, and some Armstrong designs remained: there were 232 Dean goods (2301
class), and 62 survived at Nationalization. The Cambrian Railways contributed
several classes of 0-6-0: eleven of the 15 class remained at Nationalization.
Rutherford notes that the Taff Vale Railway 0-6-0s were seldom photographed
and were similar to Barton Wright's 0-6-0s on the LYR. One third of the LMS
steam stock consisted of 0-6-0s and only a few low lights are included: the
decimation of the GSWR stock, the surprising number of locomotives constructed
at Maryport for the Maryport & Carlisle, and the awful fact that 54.6%
of the Midland's contributiom was in the form of the 0-6-0. The LNER survey
is compressed still further, although it is worth noting that from which
Rutherford calls the Great Eastern's oldest class (J15) the surviving member
was still capable of hauling four coaches up the 1 in 80 towards Holt in
the summer of 2007. Sturrock's steam tenders are briefly mentioned. The article
concludes with two very interesting tables: the first shows the sale of MSLR
0-6-0s in 1854 to the Oxford Worcester & Wolverhampton Railway, the Ebbw
Vale Railway, LBSCR, and the Monmouthshire Railway: in each case the original
builder, works number, and original names and numbers as well as the price
are listed. The other table shows how stock locomotives manufactured by Sharp
Stewart as Works Numbers 2312-17 joined the Taff Vale Railway, LCDR and Furness
Railways in 1874 (each Company took two in the order shown). Illus.: (all
0-6-0): ex-Furness Railway No. 52501 on SLS special formed of carmine and
cream painted stock at Workington Central in September 1954 (colour: C. Banks);
ex-GSWR Smellie 22 class No. 17142 in late 1920s; ex-NBR J37 No. 64608 at
Gourdon on Inverbervie branchin July 1964 (colour: Michael Mensing); two
ex-CR 812 class Nos. 57618 and 57644 on coal train in Ayrshire coalfield
in April 1962 (colour: Derek Cross); ex-Cambrian Railways No. 14 as GWR No.
898 in late 1930s?; NER No. 736 of 708 class; Class C No.
31278 (actually No. 31271 see gremlinium
Vol. 22 p. 125) shunting at Ashford Works on 24 July 1964 (colour:
David Idle); J11 No. 5221 in 1920s?; J6 No. 624N probably pre-1926; 2P 4-4-0
No. 40601 pilots 4F No. 44560 near Midford being pushed along by a van and
four coaches in July 1959 (colour: Derek Cross); domeless ex-HBR J28 No.
2540; Q1 No. 33039 leaveing Weymouth with three coaches and a van in August
1962 (colour: C.L. Caddy); GNR(I) AL No. 57 at Clones on 17 May 1950 (J.A.G.
Coltas); ex-MGWR as GSR No. 641 on turntable at Inchicore in 1936 (J.A.G.
Coltas). See also letter from Adrian Tester on page
61 (Vol. 22) who states that the Adams' 395 class, supplied by Neilson,
employed Derby-designed valve gear which was probably initially designed
by Edward Snowball: cites Bradley's book on Adams' classes (i.e. Ottley
18379). .
When Pacifies were red. 762-3.
Colour photo-feature: all photographs by Derek Penney except where
indicated otherwise: 46200 The Princess Royal at Runcorn on Liverpool
Lime Street to West of England train at Runcorn in 1959; 46251 City of
Nottingham at Oxford en route to Nottingham Victoria on 9 May 1964; 46256
Sir William Stanier F.R.S. at Camden shed on 6 April 1963 (Geoff Rixon);
46200 The Princess Royal at Llandudno Junction shed; 46245 City
of London near Retford on King's Cross to Doncaster special on 9 June
1963. :
Emblin, Robert. Lost behind the rooftops — the
main line between Nottingham Victoria Station and the River Trent. Part 1.
Under the Lace Market. 764-9.
This describes the former Great Central Railway's magnificent southern
exit from Nottingham's former centrally located station and its crossing
of the Midland Railway's station out of town on the edge of a canal basin,
followed (presumably in the next installment) the crossing of the Trent.
The Author, and the present commentator, find it difficult to believe that
the whole of this magnificent mainline from Nottingham via the important
town of Loughborough and the other great city of the East Midlands, Leicester,
was swept away in favour of that wonder of the time, the M1 (Marples One).
Unlike the shoddy motorway which has had to be rebuilt many times to accommodate
ever larger trucks, the GCR could be forming a part of a British LGV. Illustrated
with photographs taken at the time of construction by S.W.A. Newton, courtesy
of the Record Office for Leicestershire. Part 2 see
Vol. 22 p. 110 et seq Further information about the person who
demanded that a stretch of the City Wall be rebuilt in his grounds see letter
from Roger Brettle in Vol. 22 page 125;
also letter from Peter Swift who argues that
an excellent weekday service is provided by Stagecoach between a point near
Nottingham and the approaches to St Pancras.
200 not out [Type 4 English Electric diesel electric locomotive No. D200].
770-1
Colour photo-feature to mark Backtrack Issue No. 200 and fiftieth
anniversary of introduction of Type 4 to Eastern Region: D200 at Liverpool
Street on Norwich "express" on 27 February 1960; same locomotive in Stratford
Works on 3 January 1960 (with Hunslet of D2550 series) (as previous); D202
at Witham with down Norfolkman on 2 August 1958 (all K.L. Cook/Rail
Archive Stephenson); restored D200 outside Crewe Works on 21 May 2000 (Hugh
Ballantyne), also Timken advertisement showing artist's impression of Type
4 and its train.:
Blakemore, Michael. The Holcombe Brook branch. 772-9.
History of steeply graded line which ran from Tottington Junction,
north of Bury to Tottington and Holcombe Brook which was constructed as the
Bury & Tottington District Railway under an Act of 2 August 1877 and
which opened on 6 November 1882. Surprisingly the branch was chosen for the
application of an experimental 3,500V dc electrification funded by Dick,
Kerr as part of an endeavour to win a major contract in Brazil. This was
a short-lived experiment as the line was converted to 1200V dc enclosed third
rail system on 29 March 1918. having modernized the line by the re-introduction
of steam the line was closed to passenger traffic on 4 May 1952, and to freight
on 17 August 1963. There are still some remains of the line left in
existence..
The 'Silver Princess'. 780-1.
Photo-feature of Budd stainless steel carriage supplied via Pressed
Steel in Oxford to run on railways in Britain. Following initial tests on
LNER, foloowed by tests on the CIE (with 5ft 3in gauge bogies). It was purchased
by British Railways in 1955 and used on the London Midland Region as The
Ulster Bar. It is show in carmine and cream as M7585M and in BR maroon
(at Rugby on 29 June 1956: T.J. Edgington), plus three interior views (one
of which shows original rotating seats and stainless steel ruritarian plaques
and the other two show Ulster Bar inerior). Further information in letters
from Rabbi Walter Rothschild (mainly on the
origins of the stainless steel rolling stock through Edward Budd in the USA
during the 1930s) and Charles Long (the Pullman
Car Company had intended to order ten stainless steel cars, until Pressed
Steel decided against building them at Linwood) in Vol. 22 page 125.
See also Vol. 22 page 253 long letter from Ross
Willson who cites some of the original published sources in journals
like Railway Gazette..
Readers' Forum. 782.
The Bridgend incident. Editor.
See page 631 et seq:notes that most of the
illustrations were courtesy East Dumbartonshire Libraries
(Kirkintilloch)...
The bombing of Britain's railways. Richard West.
See the series of articles by John Helm which began
on page 456 and on page 458 illustrated
0-6-0PT No. 2785 which was either damaged or destroyed in raid on Newton
Abbot. The following table locates illustrations or textual references in
the articles by John Helm. Class 5 No. 5425 very severely damaged in a raid
on Crewe and illustrated on page 686 is not included. Presumably it was easier
to repair a locomotive damaged at Crewe (or at Newton Abbot?) than at Plymouth
(KPJ). Amyas Crump (letter in Vol. 22 page 125)
records how No. 2785 was slowly renewed at Newton Abbot and was out-shopped
on 27 February 1943 probably with parts taken from other locomotives.
.Further letter from Author on page 379 in Volume
22 which gives extension information (and quotes sources) for damage to GWR
locomotive..
| Locomotive | Location | Date | Page |
| 0-6-0PT No. 2785 | Newton Abbot | 20/08/1940 | 458 |
| T14 No. 458 | Nine Elms | 09/1940 | 537u |
| 4911 Bowden Hall | Keyham, Plymouth | 29/04/1941 | 543 |
| Dunalstair IV No. 14356 | Greenock | 05/05/1941 | 542 |
| M&GNJR No. 97 (D52) | Norwich | 04/1942 | 615 |
| A4 4469 Sir Ralph Wedgwood | York | 29/04/1942 | 615 |
| B16 No. 925 | York | 29/04/1942 | 615 |
| 0-6-0PT No. 1729 | Castle Cary | /03/09/1942 | 618u |
| J16 No. 8200 | Channelsea Sidings (V2 missile) | 17/11/1944 | 681 |
The bombing of Britain's railways. Mike Godfrey.
Refers to Part 3 of John Helm series (tabulated and
illustrated) in section beginning page 613: the raid on
Middlesbrough on 3 August 1942 which severely damaged the passenger station
could have caused far greater damage to the British War effort if the pilot
had selected the railway crossing of the River Tees, or had aimed at either
a steelworks or one of the chemical works.
The green enigma. Kevin P. Jones.
See article by Roger Hennessey on page 592 notes
the longevity (which lowers the capital "energy cost") of rail-based motive
power citing the A60 stock on the Metropolitan Line and Glasgow trams, and
see also article by A.J. Mullay on page 599 which attempts
to show parallels between canal and railway "preservation": the former attempts
to extend the network, the latter is as far removed from this desirable objective
as scenic railways in a fairground.
The happy wanderers. Alistair Wright.
See page 636: identifies one of the vehicles being
hauled by LYR 2-4-2T as being one of the MTUs, a motor generator used to
generate electricity which was dissipated through resistors: writer built
a model of MTU No. 3 together with the LMS corridor tender which was used
for locomotive testing and exhibited it at the 1953 Model Engineer Exhibition:
the models are now part of the Glasgow Art Gallery collection.
London & Croydon Railway. Arthur R. Nicholls.
See caption to illustration on page 528
upper and picture on previous page
of engine house: in the former it is implied that the vehicle used to haul
the train on the atmospheric system is not visible (it clearly is), and on
the previous page it is probable that the engine house was a part of the
atmospheric operation.
Pre-Grouping survivors. Anthony Miller.
See colour photographs of two former GCR vehicles
on page 511: adds further information on both of the GCR vehicles illustrated
which notes that the matchboard-sided vehicle was constructed for the
cross-country services between Newcastle/Manchester and Bournemouth (and
was either LNER 5103 or 5722). The Barnum was originally GCR No. 666 and
is still extant, as part of the NRM Collection, but currently (2007) at
Ruddington.
Book Reviews. 783.
A new update of Swindon steam. L.A. Summers. Great Western
Society. RH ***
A collection of essays, including one on a counterfactual 4-8-0, and
another on why The Great Bear was constructed. Roger Hennessey considers
that the text at times is unduly speculative and rests rather too strongly
on secondary sources including private communications. He is critical of
the excessive number of typos.
St. Pancras Station. Simon Bradley. Profile Books. GBS
****
Extremely well received, except for the reproduction quality of the
illustrations. Notes excellent bibliography. GBS revealed that he worked
in the Station for many years.
Essex railway heritage. Peter Kaye. Author. GBS ****
"this book is outstanding value"
Lost railways of Northumberland. Robert Kinghorn. Countryside.
DSD **
"unesy compromise between guide book and an essay in
nostalgia"
Locomotive headboards - the complete story. Dave Peel. Sutton.
HNT *****
"definitive account of British named trains"
Index to Volume 21. 784
Cold start at Rugby. Gavin Wilson. rear cover
Rebuilt Patriot No. 45521 Rhyl leaves Rugby shrouded in steam
on down express on cold morning at end of 1961
Updated: 2016-09-07