BackTrack Volume 21 (2007)

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Published by Pendragon, Easingwold, YO61 3YS

Number 1 (January 2007)

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.

Number 2 (February 2007)

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).

Number 3 (March 2007)

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).

Number 4 (April 2007)

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).

Number 5 (May 2007)

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 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.

Issue No. 10 (October 2007)

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).  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